1990 BMW K-Series

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1990 BMW K1 – 14,412 MILES, FRAME #WB1053507L6365186 1990 BMW K1–14,412 MILES, FRAME #WB1053507L6365186 This BMW K1 epitomizes the late 80’s/early 90’s sportbike excess that became a part of BMW history… The condition of this machine is un-restored. Please take a look at the additional photos in this description section past the terms paragraph.Yes, this bike sold on eBay a week ago. Apparently the buyer, r.r5567, either didn't have the funds or is still on an extended vacation and just too busy to contact me. So the bike is up for sale. Again. Please don't bid on the bike if you have no intention of buying it. It is a huge waste of my time, not to mention yours. And please make sure your spouse or child doesn't buy the bike by "accident". The frame and engine numbers are factory correct and original. It is the 1000 cc engine. The gearbox is also original to the machine. This K1 is completely original and has never been apart. I believe I am the fifth owner from new. This machine retains all of its original BMW K1 parts, including the exhaust pipe, which is NOT a reproduction. This machine has been in my collection for some time, is started on a regular basis, and ridden occasionally. It runs and rides well. When I purchased the bike, it had been in the ownership of another collector for many years who actually rode the bike short distances on a regular basis and was planning on restoring it. My intention was to do a full cosmetic restoration of the machine, but I just never got around to it. All of the major engine, transmission, and braking components have been recently checked for wear and safety. The tires on the front and back on Metzelers, and are the correct style and size that were originally installed on the K1 when new. I would recommend replacing the tires upon purchase. Please perform your own inspection on the machine and the tires and make sure you are comfortable with the current condition before you ride the bike hard. The wheels are original to the machine and are in good condition. The seat is also original and the upholstery is in fair condition, with a tear in the side, as shown in the photos. A complete cleaning and detailing was performed before I put the bike up for sale, and although detailing on an original machine is never completed, the overall condition of the finishes is good considering the age of the machine, and in line with the low original mileage. The paint is the stock Marrakesh Red, Code 658 with the yellow graphics and appears to be mostly original with some panels being re-painted along the way. The tank also appears to have been re-painted. The original tank badges are still applied to the gas tank. All of the plastic fairings, covers, etc. are in fair condition with some of the parts needing light repair if the new owner decides to restore the machine. The K1 on the road is very easy to handle, and rides down the road very tight, with no shakes, shimmies, or rattles. It shifts and accelerates smoothly and holds the road as it should. There is absolutely NOTHING that needs to be done to this machine to ride it occasionally and enjoy it. It is ready for a cosmetic restoration by the new owner to bring it back up to collector status. I am always looking for new machines to add to my collection, so if you have something interesting you are considering parting with, please let me know. TERMS: $500 DEPOSIT WITHIN 24 HOURS OF AUCTION CLOSE. BALANCE OF AUCTION AMOUNT MUST BE PAID BY CASH IN PERSON, BANK TO BANK WIRE TRANSFER, OR CERTIFIED FUNDS (WITH VERIFICATION) ONLY WITHIN 7 DAYS OF AUCTION CLOSE. SORRY, NO C.O.D. AND NO PAYPAL. The description of this motorcycle is written to the best of my knowledge. However, I am by no means an expert on vintage BMW motorcycles. Please don’t hesitate to ask for more photos and, if possible, come and look in person before the auction ends. ALL SALES ARE FINAL! If you have any questions, please contact me before the auction ends. If you have any questions, please contact me. If you live close to Chicago, I encourage you to come and inspect the motorcycle in person! In an effort to protect the eBay user information and to help ensure the authenticity of correspondence between sellers and bidders, eBay’s new listing format does NOT display any bidder information. Nevertheless, I STRONGLY encourage bidders to contact me directly to answer questions or to verify correspondence. Seller reserves the right to not accept bids or sell the vehicle to anyone with a zero or negative eBay feedback rating. This motorcycle is being sold as is, where is with no warranty, expressed, written or implied unless there is a warranty in effect from the factory. The seller shall not be responsible for the correct description, authenticity, genuineness, or defects herein, and makes no warranty in connection therewith. No allowance or set aside will be made on account of any incorrectness, imperfection, defect or damage. Any descriptions or representations are for identification purposes only and are not to be construed as a warranty of any type. It is the responsibility of the buyer to have thoroughly inspected the motorcycle and to have satisfied himself or herself as to the condition and value and to bid based upon that judgment solely. The seller shall and will make every reasonable effort to disclose any known defects associated with this motorcycle at the buyer's request PRIOR to the close of sale. Seller assumes no responsibility for any statements regardless of any oral statements about the motorcycle. Please remember that your bid constitutes a legally binding contract to purchase this item. If you require an inspection, have it done prior to bidding. I strongly encourage all bidders to inspect the motorcycle personally or enlist the services of a professional inspector prior to placing a bid. After the sale, inspections are not recognized as a contingency to completing your obligation to your winning bid. If there are any questions regarding the above terms, please e-mail prior to bidding. Please do not waste my time or yours bidding on an item you do not intend to pay for. If you bid on this motorcycle and win, you are expected to pay and pick it up in a timely manner! I welcome ALL international bidders and am happy to assist with making shipping arrangements. I can also arrange crating for shipment on my end for a nominal extra charge. If you are an international buyer, I understand it can take some time to arrange shipping, so I do not mind keeping the motorcycle for a longer period of time until pick up. Please contact me before the sale ends, if possible, to discuss the specifics. Thanks for your interest! For more on the BMW K1, please read on past the photos… 96 Normal 0 false false false EN-US JA X-NONE The BMW K1 is a motorcycle that was designed by BMW as a high-speed sports-tourer, designed to change the motorcycle media and buying public's mind of BMW as only a manufacturer of flat-twin tourers. Based on the previously introduced BMW K100, the K1 was designed for comfortable high-speed autobahn cruising at speeds of up to 150 mph (240 km/h). The radical aerodynamic design was a seven piece fiberglass structure, creating a class leading drag coefficient of 0.38. It was mated with a stiffened chassis, that included a single sided Paralever swingarm, designed to stop shaft drive induced pitch and dive under heavy acceleration and braking, the first use of this on a K-series bike. Although expensive and either loved or hated, and with some of its early technology either working in use or not—the enclosure created excess heat buildup, while the long wheelbase created a 22 ft (6.7 m) turning circle—the short production run created the result that the motorcycling press and public never had the same view of BMW motorcycles again. Background: Solution to a Marketing Problem Through the need to meet proposed European Union legislation on emissions regulation, BMW had started to develop an alternate technology to its traditional flat-twin engines with the introduction of the 1,000 cc BMW K100 from 1983 to 1992. Led by Josef Fritzenwenger and Stefan Pachernegg, the team developed a design based on a liquid-cooled Peugeot car engine. In the base design of the K100, the engine was laid on its side in line with the motorcycle frame, known as a longitudinal four, with the crankshaft on the right hand side of the motorcycle, with the cylinders, pistons, camshafts, injectors and spark plugs on the left hand side. This arrangement keeps the center of gravity relatively low, which benefits handling. Design The K100 was still a cruiser/tourer design in bias, and BMW marketing wanted a sports oriented tourer to appeal to a more youth oriented market perception, and compete with the Japanese factories. BMW was committed to the manufacturer imposed 100 bhp (75 kW) limit for motorcycles sold in Germany, so it was decided that to address both issues it needed to turn to aerodynamics to solve the problem. In 1984 at the Cologne Motor Show, BMW design created the aerodynamic "Racer" mockup, based on a standard K100 chassis. At the 1988 Cologne show, the production K1 used the same large and all enveloping two-piece front mud guard mated closely to a seven-piece main fairing, that included two small panniers (lids made by Zanussi ZCP (Zanussi Componenti Plastica)). The resultant drag coefficient was 0.34 with the rider prone, the lowest of any production motorcycle in 1988. Adding to the "different to traditional BMW" nature of the bike, the color scheme of bright red or blue with yellow graphics and highlighting was bold, and hence seen as so different to normal BMW, bizarre. Engineering The K1 differed from the K100 in engineering terms, being designed for high speed and hence with many components either replaced or upgraded. Retaining the K100’s bore and stroke of 67 mm × 70 mm (2.6 in × 2.8 in), the K1 was BMW's first 16-valve engine, using four valves per cylinder, with the camshafts acting directly on the bucket tappets. Other improvements over the K100 included higher compression pistons, lighter conrods and a 1.3 kg (2.9 lb) lighter crankshaft.[3] This combined with digital Motronic engine management system resulted in a 10 hp (7.5 kW) gain over the K100, producing 100 hp (75 kW) at the crankshaft at 8,000 rpm; and increased torque of 74 lb·ft (100 N·m) versus the K100’s 64 lb·ft (87 N·m). The stronger tubular steel chassis was mounted on wide 17-inch (430 mm) FPS front wheels, 18s in the back, with low profile radial tires. The rear suspension was a Bilstein shock absorber acting on a single-sided Paralever swingarm, which pushed the wheelbase out to 1,565 mm (61.6 in). On the front were twin 41.7 mm (1.64 in) Marzocchi forks. The brakes were four-pot Brembo over two-pot on the K100, with a pair of 305 mm (12.0 in) drilled discs. An anti-lock braking system was optional in all markets except North America, where it was standard. Marketing, Sales and Usage By the time the K1 was launched, it was quick but not fast. The result of the addition of the aerodynamic bodywork and general upgrading of engineering and components added to the weight, which as a result came in as heavy for a sports bike at 234 kg (516 lb). Combined with the extended wheelbase which created a 22-foot (6.7 m) turning circle, it made the bike an economical and comfortable sports tourer. But the engine was not powerful enough against the weight to make the bike quick accelerating, and hence sports-competitive. The all over fairing was found in early press road tests to retain excess heat below 50 mph (80 km/h), and in some cases burn riders. BMW eventually offered an under-fairing heat blanket which reduced this considerably, but it was always a problem. However, as BMW knew weight was a problem, the panels were well engineered but thin and subject to cracking. Resultantly panel fit was poor on early models, and combined with panel cracking earned the bike the nickname "yoghurt carton" in Germany. The design and manufacture of the panels never changed in the bikes production, but the color schemes were toned down from a ketchup red and metallic blue with yellow details, to a metallic black. The engine, although well developed, suffered from secondary vibration. This was minimal in the three-cylinder K100 derived K75, and minimized in the K100 through introduction of well designed vibration suppression. On the sporting inspired K1, the engine was directly mounted onto the frame, which led to secondary vibrations problems at certain mid-range engine revolutions. In the important United States market, emissions regulations dragged the power out down to 95 horsepower (71 kW). At almost US$13,000 it was also expensive, and when compared to the competition the excess price did not offer a sufficient performance or quality gap for volume sales. In comparison, the Honda CBR600F was as fast and lighter, yet was almost two thirds of the price. By 1993, the market had changed and developed considerably, with the introduction of sports bikes like the Tadao Baba designed Honda Fireblade, brought about the end of production. However, although it only sold 6,921 units, the K1 helped BMW change its persona forever with the press and market perception as simply a touring motorcycle manufacturer. It remains one of their most memorable machines. References: -ACP Media/Motorcycle Trader NZ. 2007-07-10. Archived from the original on January 17, 2010. -How Stuff Works. Archived from the original on 2 December 2009.. -Falloon, The BMW Story, pp. 111 -Falloon, The BMW Story, pp. 113 -Motorcycle Classics. Archived from the original on 10 October 2009. Retrieved 2009-11-08. -Motorcycle Classics. Archived from the original on 10 October 2009. Retrieved 2009-11-08. …Here’s a great article from Visordown.com on the K1… The Bikes That Time Forgot - BMW K1 BMW are the all-time kings of weird and have never been shy of leaping headlong into areas where others fear to tread. Often this has brought them huge success as with the all-conquering R1100, 1150 and 1200GS models or perhaps the blinding new K1200R. On other occasions the Bavarian boffins in BMW's HQ have thrown us some real curve balls, but even they outdid themselves when they brought us the K1. Launched as the company's flagship sportsbike in 1989 the K1 looked like nothing that had ever gone before, which was mainly because it looked like something a five year-old had made out of Lego. But as with all things BMW there was method in the madness because the bike's silhouette was born out of extensive wind tunnel testing and the K1 was blessed with outstanding aerodynamics as a result. It was going to need them too because weighing in at an incredible 258kg the K1 was a total porker and it wasn't exactly packing heat when it came to horsepower either. The motor may have been BMW's first four-valve affair and it may also have been fuel injected but it still only made 100bhp. By way of comparison, Yamaha's legendary FZR1000, launched in the same year not only weighed 18kg less, it also had an extra 25bhp and was a grand cheaper. Unsurprisingly, sportsbike purists did not sign up for the BM in their thousands. But then maybe the bike would appeal to the more traditional BMW rider after something a little feistier? Nearly, but not quite. There was the first ABS system ever fitted to a motorcycle to tempt them with as well as endless BMW reliability and the awkward indicators they knew so well, but with negligible comfort thanks to a riding position better suited to an Oran Utang this was no tourer, and with the turning circle of a canal boat it was no easy commuter either. All of which left most people perplexed and buyers, largely, stayed away leaving the revolutionary K1 to shuffle quietly off the pedestal it had mistakenly been put on. By 1993 it was no more. Sniff. With the benefit of hindsight it's obvious the K1 was never going to catch on, but at the time we had no way of knowing and I remember my 16 year-old jaw hitting the floor when one pulled up outside the local newsagent. I ran over the road just to marvel at it, and when the owner - at the time I figured he must be some kind of hero, looking back I realize he was a deluded fool who possibly had a penchant for young boys - offered me a spin on the back I couldn't grab my lid fast enough. Having never done more than 35mph (down a hill) on a bike at that point, 110mph on the back of a K1 was a whole new experience. I got off convinced nothing could possibly be faster, or more futuristic. Fast forward to the present day and at last, 16 years on, my time to ride a K1 has come. First impressions are it is massive and very red. Add a couple of ladders and you could mistake it for a fire engine. It is also very, very ugly, from every angle. Hopping on I'm impressed by the pegs being roughly six inches beneath the seat and the bars being somewhere in the next county, but fire her up, pull away and something happens because the K1 rocks. Gazing out across the dash which looks like something out of Tomorrow's World circa 1980, and punting the bike through the gears it feels superb. Thanks to its vast weight and size there's a feeling of unstoppable force and despite the lacklustre power figure the bike still has a remarkable shove to it for something so big. The handing is far from nimble, but it is at least secure and as long as you only make clear demands of the bike it will do exactly as it's told. Ground clearance is far batter than the tires and ice-cold track will ever be and, mindful of the fact bodywork for this bike is about as hard to come by as moonrock, I take it steadily. Even so, the K1 experience doesn't disappoint. This bike never deserved to be a success, but at least now, freed from having to be a cutting-edge superbike because someone at BMW said it was, the K1 can take its place as a motorcycling icon, even if it isn't a pretty one. …And another article from MotorcycleNews.com Our Bikes: BMW K1 Published: 29 November 2014 MCN's Andy Downes and his BMW K1 “I sense my wife is warming to it” His partner isn’t happy, his friends think he’s mad – but 25 years after falling for BMW’s futuristic sports-tourer, a massive red and yellow starship is parked in Andy’s garage. There are generally two reactions when people discover I’ve bought a BMW K1. The first is incredulity combined with puzzlement, which often borders on horror. The second is a nodding look of approval; mixed in with a bit of the aforementioned shock. This is much less frequent. When my wife saw a picture of the bike I was planning to see, she described it as ‘revolting’. However, when she saw in in the metal for the first time she changed her mind, explaining it was ‘even more horrible than in the pictures’. I sense she is warming to it. In contrast, I love it. And before I bought it I hadn’t even ridden it beyond a cursory ‘test ride’ on a steeply-sloped driveway at the vendor’s house on the Isle of Wight. While attempting to avoid yeast extract clichés I can think of no other bike that elicits such powerful responses from normally mild-mannered and balanced workmates and friends. My two children (aged six and eight) think it’s brilliant and have already named it ‘The Red Rocket’. Some colleagues (and my wife) clearly think I have lost what few flickers of common sense might once have burned inside me. My personal link to BMW’s K1 can be traced back to seeing one in the Park Lane BMW showroom in London in about 1989. It was red and yellow and may even have been this very bike given that’s where my bike hailed from. It even has the original Park Lane BMW numberplate. To my 16-year-old mind on a day trip to the capital it seemed as if a spaceship had landed in central London. I was transfixed and it has remained embedded in my mind ever since. I’ve been properly looking for a K1 for the past 18 months and have been carefully stalking the internet for that time. I’ve seen some go for not much cash, others for stupid amounts of money and then weeks and weeks of nothing going on sale. I’ve seen some dealers asking ludicrous money, and at times the hunt has been hugely frustrating while also making me clued up on the market for these oddballs. Eventually this one appeared on a classic vehicle website; the only fly in the ointment being the Isle of Wight location, which added a layer of hassle. It looked like a decent prospect though with 40,000 miles on the clock, one owner from new (who sadly died in 2009, with the bike sold on by his son) and a recent load of work to get it running again after two years of standing unused. This work included a new fuel pump, fuel tank sender unit, new fuel lines, new bulb control unit, new hazard-flasher switch, a refurbed front brake master cylinder to cure a mild leak and an MOT. It even has the original BMW tankbag and tailpack and loads of paperwork too. I then spent 12 hours in a van on a grim Sunday with Joseph, my endlessly chattering six-year-old son, for company, during which I was horribly fleeced of £193 for a van and two passengers on the WightLink ferry. Shortly afterwards the deal was done for a smidgeon over £4000 and the bike was loaded into the back of the MCN van. The only way this was able to happen was by promising my wife I would sell my 1998 Honda CBR600F-W which put back £2200 into the joint bank account after it sold a week after the K1 arrived. So, I’d sold a perfectly functioning, reliable and fun Honda CBR600 and replaced it with a 25-year-old freak that weighs almost as much as my car. I swear I heard my garage take a sharp intake of breath and mutter ‘Oof’ as it took the strain when I wheeled the K1 inside. The first step was to get the bike checked over and ready for the road again so I took it straight to main dealer Balderston BMW in Peterborough for a base level check-up. They have plenty of experience of K1s and fairly similar K100s. I wanted to know the bike was right before riding it; even though I know the mileage isn’t going to be huge each year there is little point starting with an unknown quantity. I thought an oil change, new plugs, air filter, new gearbox and shaft drive oil along with a check on the valve clearances should be enough to make sure it’s not going to blow up immediately. Not quite. In the end the work list was longer than I thought, but I had to keep reminding myself this is a 25-year-old bike and all of the work was essential. New Brembo Oro brake discs were £400 from the brilliantly helpful importer Bike Torque Racing, beautiful new braided steel brake hoses were made by Goodyear who now have the template for any other K1 owners with ABS-equipped bikes and cost £165 for the whole set. The costs for both are relatively similar to the BMW replacements. The brakes needed more attention than thought with new pistons, seals, hoses, front discs, new Brembo sintered pads and a general clean out. They now work pretty well; you just have to bear in mind this is a fairly old bike. Insurance was a pleasant surprise though with specialists Moto Insure able to cover the bike (with a mutally agreed value and protected no claims) of just £110. So here we go. All comments and observations about the bike are welcome, but please remember that I love it and don’t care what anyone else thinks about it. Step Into the Future Bodywork: This was the future in 1989 you know. And that shape is only marginally less aerodynamic than a Suzuki Hayabusa. The front mudguard and the seat hump both need repairing and re-spraying and will be a winter job. The K1 had notoriously poor fiberglass bodywork and time has not been kind to the strength of the original parts. That Color: A rare black and grey one was considered but, as a colleague said: “If you are going to buy a K1, only the brightest colour will do!” Overall Condition: It’s far from a minter but that means I don’t mind riding it as 25-year patina means it’s for riding not just looking at. Brakes: Upgraded stoppers were always on the cards as the originals discs, pads, calipers and brake lines were shot to bits. Brembo Oro discs, Brembo pads and a complete new set of caliper pistons, seals and braided steel Goodridge hoses have brought the brakes up to an OK standard. A new BMW master cylinder cost £220. Tires: One of the biggest transformations on any bike of this age are new sports touring tires. These Metzeler Z8 Interacts are superb and are available in the slightly odd 160/60/18 rear fitment. Suspension: It’s OK up to a point but needs a good service and refresh. The forks have probably never been opened so once the bike is off the road for winter they’ll get a complete going over. Aftermarket shocks are available too which will no doubt improve the handling massively. Engine: It’s not just the outside of the K1 that’s a bit unusual: the engine is a 987cc inline four-cylinder that’s laid transversely across the frame. With the all-enclosing fairing it cooks your legs. Riding It: Nerves were replaced with relief once it was ridden. The handling is soggy, there’s too much heat from the engine, the throttle-springing is heavy and the bike weighs a ton - but it’s owner loves it. …Thanks to MotorcycleNews.com for the pre-ceding article… BMW K1 Road Test The K1 marked the start of BMW’s modern sports bike era; it was, and still is, innovative and great looking, if a little quirky in places. Chris Pearson takes one of the lenses out of his rose tinted specs to see what its like today. There are few machines that stop a crowd quite like a BMW K1. Its futuristic styling, while appearing familiar, still hasn’t been surpassed 20 years on while its technical leads have become the norm in modern motorcycling. The fully enclosed body work, while not totally revolutionary, having been seen on the Massimo Tamburini designed, Ducati Paso two years previously, looks stunning while also enabling high speeds and a low fuel consumption, two things that rarely go hand in hand, with owners reporting around 400 miles per tank full on long hauls. Much wind tunnel work was completed in the development of the K1, in reality all the Germans should have done was copy the Kawasaki KR500 race machine of the early 80’s as that is what the K1 finally mimicked in its finished form. The figures achieved were impressive though, a drag coefficient of 0.34 measured with the rider prone, was the lowest, by far, of any machine of the period. What might surprise many is the fact it isn’t all of German origin, some crucial areas like the suspension and braking are pure Italian, the front forks being Marzocchi, while the stoppers are Brembo throughout. The brakes being the real stars of the show with tons of feel and unfading power while the ABS is unnoticeable, and completely unobtrusive, in its operation. Owning a K1 today does elevate you into a rather special club, BMW didn’t churn them out by the bucket load, making any survivors today quite rare and, with few other machines making such a first impression, you are guaranteed a crowd gathering whenever one is parked up. More than a few never actually made it on to the road instead heading straight into private collections, the high price and tech advances making the K1 into an instant collectors item when new. While BMW, in typical conservative manner, claim a top speed of 150mph, a little work liberating a few extra horses by chipping the engine management systems soon has the speedo another 25mph further around the dial. The designers of the K1 did neglect one area, that of external luggage, the K1 literally bristles with little, in built glove compartments and small storage areas, with two larger ones in the rear side panels, but BMW only offered a soft pannier, luggage option while the biker likely to buy such a beast insisting on hard luggage more capable of withstanding high speed use. Although tricky to get a handle on at first, the ergonomics of the K1 are superb, in particular the switch gear that, once fully accustomed to, save much time and thought process in their operation. It is entirely possible to be braking and working the throttle while switching the indicators on, it really is that simple. Add to this the heated grips and you have an all rounder with few peers. If high speed and unshakable stability are in your bag of requirements then the K1 should tick all of the boxes, bikes do not come any more stable than this all enclosed Beemer. Add to its talents the ability to do this sort of thing all day, and for mile after mile, and you quickly realize why the machine was so far ahead of its time. It’s not completely perfect however, being heavy and long as well, making for a sluggish machine to throw around but, when ridden with these limiting factors in mind, it does like most BMW’s… give a great account of itself. The extreme stability is an asset however, long trips on the motorway can be achieved with little or no input required through the bars, simply leaning the machine with body weight will keep it on track even at high speed. The body work does bring with it a set of downfalls, the turning circle, at around 22ft, is huge often requiring the rider to get off and push this Bavarian monster through a series of maneuvers just to get it pointing in the other direction. Physically the K1 is a large machine, its lengthy wheelbase one of the chief reasons it is so stable at speed and yet, for the occupants, and in particular the rider, the riding position can be a squeeze. The engine contributes to an extremely narrow and compact machine which in turn makes for footrests and handlebars a shade to close together for total comfort. That’s aside however and the K1 does do a great job of travelling in style, wide for the period at least low profile radial rubber gives bags of grip while the rear Paralever suspension taken for the GS series takes all in its stride keeping this heavy speedster on track no matter what the road throws at it. The rear shaft drive did require an extra joint to be fitted to keep the suspension performing as it should and it is this that is responsible for the cumbersome wheelbase, making it a good 4-inches longer than its nearest sports touring rival. The inline, four-cylinder engine is held back by the overall weight, its powerful and torquey on paper but in use has more than enough work to do with little left over to impressive with. The bike is still fast, but in a smooth and controlled manner, only a glimpse at the speedo will give the game away as with the fairing keeping the wind blast off the rider, and the engine spinning away so quietly, there are few other tell tale signs as to what’s happening in the outside world. Even with the power plant up near its 8500rpm redline there is little to give the game away, the crank losing any potential high rev vibrations deep into the chassis as it spins along the bikes length. BMW K1 Model History When BMW introduced its radical inline four engine back in 1982, it gained a lot of attention, many fearing the company had finally turned its back on the horizontally-opposed, twin-cylinder layout that had been the norm for so many years, but there were even more shocks to come. 6 years after the K100 came the K1, designed by a dedicated team of motorcyclists, some of whom were experienced racers, this machine arguably marking a turning point in the history of BMW. With the exception of the stunning R90S of the 70’s, BMW was hardly regarded as a sports bike producer before the emergence of the K1, the most powerful and fastest Beemer built to date. It could have been much faster too, as, in the late 80’s when the type was first introduced, BMW were adhering to a strict 100 horse power limit to promote rider safety. Based upon the inline four K100 series, the K1 was the subject of a limited production run with less than 7000 machines ever leaving the factory in the five years it was in the BMW line up. Technologically the K1 was right at the head of the game with a lightweight tubular space frame and ABS braking fitted as standard, while the faultless fuel injection came a decade before the Japanese dare fit such a thing to their top of the range production machines. In effect the K1 was a showcase for what the BMW development team could do, a real prototype for sale, albeit a well sorted and effective one. It was among the world’s most expensive two-wheeled machinery, tipping the scales at £9450 in its basic form with an optional catalytic converter available for an extra £365. Many of the features first seen on the K1 still abound on BMW’s today and this 20-year-old machine is immediately familiar to modern day bikers. BMW K1 Specifications: Engine: liquid-cooled 4-cylinder 4-stroke DOHC Capacity: 987cc Bore/stroke: 67 x 70 mm Power: 100bhp @ 8000rpm Torque: 74ft-lb @ 6750rpm Carburetion: Bosch fuel injection Transmission: 5-speed, Dry single plate clutch, Shaft final drive Suspension: 41.62mm telescopic forks, BMW Paralever Brakes: 305mm discs 4-piston Brembo calipers, 285mm disc 2-piston Brembo caliper Wheels: 120/70 x 17 160/60 x 18 Weight: 234kgs Top speed: 150 mph Wheelbase: 1565mm Fuel capacity: 22ltrs BMW K1 Timeline; 1988 First seen at the Cologne show of that year 1989 The first of the K1’s appears to a mixed reaction with few taking a shine to its radical styling 1990 The color schemes were reduced to just two while the graphics were toned down to reduce the initial shock. Sales still remained slow, the K1 being just too different and expensive 1993 The K1 was finally discontinued with less than 7000 having been built. …Thanks to Classic-Motorbikes.net for the pre-ceding article…