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| {{Infobox Motorcycle
| | #Redirect [[BMW Krauser MKM 1000]] |
| |name = [[BMW]] Krauser MKM1000
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| |image = [[File:BMW-Krauser-MKM-1000--5.jpg|frameless|BMW Krauser MKM1000]]
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| |aka =
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| |manufacturer = BMW
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| |parent_company =
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| |production = 1980
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| |model_year =
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| |predecessor =
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| |successor =
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| |class =
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| |engine = Four stroke, two cylinder horizontally opposed Boxer, [[pushrod]] operated 4 valves per cylinder.
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| |bore_stroke =
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| |compression = 8.2:1
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| |top_speed = 222 km/h / 137.9 mph
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| |power =
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| |torque =
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| |fuel_system =
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| |ignition = Single points, single coil
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| |spark_plug =
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| |battery =
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| |transmission = 5 Speed
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| |frame =
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| |suspension =Front: ∅36mm BMW modified forks <br>
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| Rear: Boge dual shocks
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| |brakes =Front: 2 x ∅259mm discs <br>Rear: Single disc
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| |front_tire = {{tire|3.50-V19}}
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| |rear_tire = {{tire|130/80 V18}}
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| |rake_trail =
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| |wheelbase =
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| |length =
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| |width =
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| |height =
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| |seat_height =
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| |dry_weight = 212 kg / 467.3 lbs
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| |wet_weight =
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| |fuel_capacity = 17.5 Liters / 4.6 US gal
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| |oil_capacity =
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| |fuel_consumption =
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| |turning_radius =
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| |related =
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| |competition =
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| }}
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| It could reach a top speed of 222 km/h / 137.9 mph.
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| ==Engine==
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| The engine was a Air cooled cooled Four stroke, two cylinder horizontally opposed Boxer, pushrod operated 4 valves per cylinder.. The engine featured a 8.2:1 [[compression ratio]].
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| ==Chassis==
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| It came with a 3.50-V19 front [[tire]] and a 130/80 V18 rear tire. Stopping was achieved via 2 x ∅259mm discs in the front and a Single disc in the rear. The front suspension was a ∅36mm BMW modified forks while the rear was equipped with a Boge dual shocks. The Krauser MKM1000 was fitted with a 17.5 Liters / 4.6 US gal fuel tank. The bike weighed just 212 kg / 467.3 lbs.
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| == Photos ==
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| [[File:BMW-Krauser-MKM-1000--5.jpg|600px|BMW Krauser MKM1000]]
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| [[File:BMW-Krauser-MKM-1000--3.jpg|600px|BMW Krauser MKM1000]]
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| [[File:BMW-Krauser-MKM-1000--6.jpg|600px|BMW Krauser MKM1000]]
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| [[File:BMW-Krauser-MKM-1000--4.jpg|600px|BMW Krauser MKM1000]]
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| [[File:BMW-Krauser-MKM-1000--1.jpg|600px|BMW Krauser MKM1000]]
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| == Overview ==
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| BMW Krauser MKM 1000
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| There will always be a small number of motorcycle
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| enthusiasts who insist on something different; it is their aim to improve
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| upon excellence. If the prime mover is a German, he will usually pick on his
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| native BMW as a candidate for the treatment. So it was with Mike Krauser,
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| his name already famous for high quality, quickly detachable luggage
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| systems. He looked at the top BMW of the time, the sporting R100RS, and
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| found it wanting.
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| First thing to go was the frame. Comfortable
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| suspension and plenty of room for two had no place on the super-sporting
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| machine he envisaged; nor did the simple (and inevitably flexible) tubular
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| frame. Krauser commissioned German aircraft engineers to design an
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| alternative, and they came up with a masterpiece of complexity, a veritable
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| bird-cage of short, straight tubes that double- and triple-triangulated one
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| another for maximum rigidity, The BMW suspension was modified to
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| eliminate the mid-corner wallows, then the whole was clothed in compact
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| bodywork that echoed the BMW's austere styling without the bulk; the petrol
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| tank, seat and rear mudguard were unified in one piece of glass fibre.
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| Krauser then turned to the flat-twin engine. The overall design was
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| excellent, well-balanced and well-cooled, but he wanted more flexibility as
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| well as more urge at high revs. He commissioned a more modern four-valve
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| head to replace the BMW's two valves, which not only improved the breathing
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| throughout the rev range, but also lifted the rev ceiling.
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| The MKM1000
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| was a long time in the making, and all the careful development work has
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| produced a fine bike. To ride, it is essentially a BMW - the familiar Boxer
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| engine and the sensations of the shaft drive see to that. But it is a BMW
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| apart. First, there is the riding position, crouched over the bars in
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| a sporting style. It throws the weight forward rather uncomfortably at lower
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| speeds, but the more the wind lifts the rider, the better control becomes.
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| The handling is concomitantly sporting, with a far more direct response to
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| the subtleties of control than any standard BMW. Engine modifications
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| perform the same function of tautening up the German luxury bike to release
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| its sporting potential. Curiously, the first sensation of the four-valve
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| engine is of milder manners, since the Krauser pulls smoothly and strongly
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| from below 3,000rpm. It is the crispness higher up Ihe rev range that makes
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| it a 130mph-plus machine. The MKM1000 is exotic, very expensive, and
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| very rare - a special version of a rather special breed.
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| Source The
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| worlds fastest motorcycles by John Cutts & Michael Scott
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| Cycle Guide Review
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| In Germany, motorcycles are meant to be ridden at
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| top speed. You have no choice. The country is laced with high-speed
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| thoroughfares called autobahns that are far twistier than American turnpikes.
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| The speed limit is not 55 mph. The left-hand lane is restricted to highspeed
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| cruising. Unless you keep a reasonable pace, you're apt to be squashed like a
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| cockroach by Porsche 928s, BMW 645s or Mercedes-Benz 450SLCs hurtling along at
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| 200 kph.
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| It is the leather-suited weekend motorcyclist who
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| craves this sort of riding who will most appreciate the Krauser MKM1000. Once
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| you tuck behind the Whirlpool-white fairing at 90 mph, the only evidence of the
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| hole the bike punches in the wind is a slight rustle around your ears. With your
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| arms stretched to meet the narrow handlebar, your feet resting on
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| hand-fabricated rearsets and your backside braced against the tailpiece, the MKM
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| carves single-mindedly through high-speed sweepers like a racer, the BMW S-type
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| engine throbbling like an oversize metronome. The Krauser MKM1000 is one of the
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| best bikes for flat-out running ever built.
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| Motorcycle luggage and accessory manufacturer
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| Mike Krauser had such Sunday adventures in mind when he commissioned the MKM1000
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| (Mike Krauser Motorcycle) for production. Krauser has sponsored racing sidecars
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| in the past, provided some backing for Freddie Spencer's European adventures
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| this year and bankrolled Toni Mang's successful pursuit of the 1980 250cc
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| roadracing world championship, but he has long sought to stamp street riding
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| with his own personal imprint. With this BMW-powered special, Krauser hopes to
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| embody his vision of what a true high-performance road bike should be.
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| The MKM has its genesis in a development firm
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| called HPN, composed of former endurance racer Alfred Halbfeld, a silent partner
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| named Pepper1 and Michael Neher. In April 1979, the firm began development of a
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| BMW-powered special because, as Neher comments, only BMW owners can afford such
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| bikes. Furthermore, HPN elected to certify the bike as a production motorcycle
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| with the TUV, the hard-nose German counterpart of the DOT and EPA. After $22,000
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| of certification and a further $115,000 of development, HPN convinced Krauser to
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| fund a 200-unit production run.
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| Virtually all of the MKM's running gear comes
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| from BMW parts binsa move to satisfy the TUVwhich insures that the MKM is a
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| high-performance street bike instead of a streetable racer like the Bimota,
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| Motoplast or Behn specials. The S-type BMW engine with its hot cam, 8.2:1
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| compression ratio and 40mm Bing CV carbs is fitted, and the wheels, exhaust
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| pipes, brakes and shaft drive also come from the 1980 R100S (now called the
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| R100CS). The S-model's suspension pieces have been modified to provide less
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| travel for greater high-speed stability, however. Stiffer preload springs do the
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| job in front while stiff springs and heavier 10-weight shock oil do the job in
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| the rear. This production-based hardware attests to the MKM's expected
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| durability and also explains why the bike qualifies as a street-legal bike in
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| the U.S.
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| The linchpin of the Krauser-bike, though, is its
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| frame. As with many of the specialty bikes these days, the frame has its roots
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| in pre-Honda RCB endurance racing, when engine technology was closely controlled
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| and speed had to come from chassis engineering. The MKM uses a space frame, a
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| design offering plenty of that elusive but valuable quantity, torsional
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| rigidity, for good high-speed handling while minimizing weight. HPN also used
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| computer modeling to develop a space frame that uses many short lengths of
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| small-diameter tubing. This Gitterrohrfarhwerk or birdcage-like design permits
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| an extremely lightweight structure-25.3 poundsthat still offers substantial
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| torsional rigidity.
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| Surrounding the MKM's frame is a fiberglass body
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| drawn by Franz Wiedemann, who learned his trade designing BMW's R100RS and
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| R100RT fairings in the Pininfarina windtunnel. The fairing and the one-piece
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| tank/seat/tailpiece attach to the frame with Dzus-type fasteners. The 5.6-gallon
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| aluminum fuel tank (with a miniscule reserve capacity) lies beneath the
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| fiberglass, nestled among the frame tubes. The simple slab of foam that forms
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| the seat can be removed to reveal a storage area in the tailpiece. A different
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| body with a passenger seat also can be ordered for the MKM if you prefer.
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| Once you fit yourself into the monoposto riding
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| position and get underway, the feedback the MKM gives you is pure BMW. Yet the
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| Krauser bike manages to refine these sensations, reducing the amplitude of
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| engine vibrations and controlling the rise and fall of the rear end. As a
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| result, the MKM operates with greater precision than any BMW, including the way
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| the rearset shift lever snaps through clunk-free gearchanges.
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| As the open road beckons, the MKM chassis goes to
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| work like no other BMW as well. Not a trace of high-speed BMW-weave can be
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| detected. A wheelbase one-inch longer than the R100S's provides part of the
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| reason. Also, the engine has been raised 25mm in the frame for greater ground
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| clearance, which gives the MKM a higher center of gravity for even more
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| straightline stability.
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| For all its autobahn-calibrated manners, the
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| Krauser bike adapts to scratching in the corners fairly well. The steering in
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| particular is incredibly precise. The narrow handlebar and high cg prevent you
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| from pitching the bike into corners with abandon, but the MKM's steadiness under
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| all circumstances proves to be a great go-fast asset. The engine complements
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| your roadracing fantasies because the great, fund of torque on hand allows you
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| to concentrate on riding instead of shifting. Meanwhile, the oversize Metzeler
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| tires also are up to the roadholding capabilities of the chassis (the swingarm
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| has been widened to permit the installation of the 130/80V18 rear tire).
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| Still, there's rarely any question about how
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| bikes like the MKM1000 react to speed. It's everyday use that separates the
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| winners from the losers. Because of the use of BMW components, the Krauser bike
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| actually is easier to live with than most one-off machines. Even so, the MKM
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| stumbles when it comes to comfort. Unless you're cruising at more than 80 mph,
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| there's not enough wind pressure to help you sustain the riding position, so the
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| narrow R100RS handlebar soon introduces you to wrist wreck. Also, the suspension
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| is simply oversprung. It will pound your joints to powder on any trip over city
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| streets or Interstate. The Europeans unfortunately equate a rocky ride with high
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| performance, thinking that the thumps signal a tautly strung bike that fosters a
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| closer relationship of man and machine. And this classic confusion of stiffness
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| with streetwise road holding will wear you down after an hour of riding.
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| Despite its comfort limitations, the MKM1000 is
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| indeed the ultimate BMW it set out to be. It's the sort of motorcycle you'd
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| trailer behind your Audi 5000 Turbo to some Alpine locale for an afternoon run.
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| It's difficult to know if the MKM design
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| will prove as significant in the long run as Mike Krauser hopes, however. The
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| space frame does indeed combine stiffness with low weight. Also, the MKM frame
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| actually affords access to the engine, allowing you to pull the top end without
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| removing the engine from the framealthough this feature is largely a function
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| of the engine design rather than the frame. Still, this point could be moot, for
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| engine durability these days is such that removing the engine from the frame is
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| an accepted part of major maintenanceas with the Honda CB750. But the
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| spaceframe's advantages are all but cancelled by one thingprice. The MKM1000
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| will cost, $15,000 at various BMW dealers in this country, largely because of
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| the labor cost of building its frame. And for this reason, the Krauserbike will
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| remain one of the world's best limited production BMWsbut probably not the next
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| full-scale production BMW.Michael Jordan■
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| {| class="wikitable"
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| |-
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| !Make Model
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| |BMW Krauser MKM 1000
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| |-
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| !Year
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| |1980
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| |-
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| !Engine Type
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| |Four stroke, two cylinder horizontally opposed Boxer, pushrod operated 4 valves per cylinder.
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| |-
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| !Displacement
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| |980 cc / 59.8 cu in.
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| |-
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| !Bore X Stroke
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| |94 x 70.6 mm
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| |-
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| !Cooling System
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| |Air cooled
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| |-
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| !Compression
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| |8.2:1
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| |-
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| !Induction
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| |2 x ∅40mm Bing carburetors.
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| |-
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| !Ignition
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| |Single points, single coil
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| |-
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| !Starting
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| |Electric
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| |-
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| !Max Power
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| |52.2 kW / 70 hp @ 7500 rpm
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| |-
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| !Max Torque
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| |75.4 Nm / 7.7 kgf-m / 55.7 ft/lb @ 5500 rpm
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| |-
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| !Transmission
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| |5 Speed
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| |-
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| !Final Drive
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| |Chain
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| |-
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| !Front Suspension
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| |∅36mm BMW modified forks
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| |-
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| !Front Wheel Travel
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| |160 mm / 6.3"
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| |-
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| !Rear Suspension
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| |Boge dual shocks
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| |-
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| !Rear Wheel Travel
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| |124.5 mm / 4.9"
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| |-
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| !Front Brakes
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| |2 x ∅259mm discs
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| |-
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| !Rear Brakes
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| |Single disc
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| |-
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| !Front Tire
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| |3.50-V19
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| |-
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| !Rear Tire
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| |130/80 V18
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| |-
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| !Dry Weight
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| |212 kg / 467.3 lbs
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| |-
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| !Fuel Capacity
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| |17.5 Liters / 4.6 US gal
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| |-
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| !Consumption Average
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| |4.7 L/100 km/ 21.3 km/l / 50 US mpg
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| |-
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| !Standing ¼ Mile
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| |12.3 sec
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| |-
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| !Top Speed
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| |222 km/h / 137.9 mph
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| |-
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| !Road Test
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| |BIKE Magazine Krauser MKM 1000 Brochure Superbike Motorcycle Sport Cycle Guide
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| |}
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| == Videos ==
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| {{#ev:youtube|https://www.youtube.com/watch?v=ve6u9a99Uc8|600|center}}
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| [[Category:BMW motorcycles]]
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