User:Jeff dean/Drafts
From Wikipedia, the free encyclopedia
| Marlin Model 1894 | |
|---|---|
  Model 1894 in .44 Magnum (top) with a 20" barrel Model 1894C in .357 Magnum (bottom) with 18½" barrel |
|
| Type | Carbine |
| Place of origin | United States |
| Production history | |
| Designer | John Mahlon Marlin |
| Designed | 1894 |
| Manufacturer | Marlin Firearms |
| Produced | 1894 to the present |
| Specifications | |
| Weight |
|
| Length | 36 inches, 37½ inches, and 39½ inches (914 mm, 952 mm, and 1003mm) |
| Barrel length | 18½ inches, 20 inches, and 22 inches (470 mm, 508mm, and 559 mm) |
|
|
|
| Cartridge | |
| Action | Lever action |
| Feed system | 6, 9, or 10 shot tubular magazine |
| Sights | Adjustable rear, ramped front |
The Marlin Model 1894 is a lever-action repeating rifle introduced that year as a companion rifle to handguns by the Marlin Firearms Company, of North Haven, Connecticut. It remains in production today.
[edit] History
John Mahlon Marlin, founder of Marlin Firearms Company, introduced the first lever-action repeating rifle as the Model 1881, made for powerful hunting rounds. The Model 1889 that followed was the first lever action rifle to have a solid top with side ejection of spent cartridges. This model was chambered for popular pistol calibers of the time, and was the precursor of the Model 1894, which came originally with a 24-inch barrel and was also chambered for pistol rounds — .25-20, .32-20, .38-40, and .44-40.
With the popularity of magnum revolver cartidges in the 1960s, Marlin brought out a short-action Model 1894 in 1969 that was designed for modern high-pressure .44 Magnum cartridges. In the 1970s, Marlin added a Model 1894C/CS in .357 Magnum, and about 20 years later brought this model out in .41 Magnum. In the mid-1990s, Marlin changed the .357 and .44 barrels from 12-groove-or-more "Micro-Groove" rifling to 6-groove "Ballard" style rifling. Over one million Model 1894 rifles have been sold.
[edit] Variants
The Model 1894 is produced in several variants[1], as shown in the table below. All variants are made in lever action, include a black walnut, straight grip stock, and except for the 1894CL, include adjustable semi-buckhorn folding rear rear and ramp front sights. The Model 1894CL features marble adjustable, semi-buckhorn rear and marble carbine front sights.
The Model 1894SS is produced with a stainless-steel finish.
| Model | Caliber | Capacity | Barrel | Rifling | Twist rate | OAL | Weight |
|---|---|---|---|---|---|---|---|
| 1894 | .44 Magnum .44 Special |
10 rounds | 20 in | 6-groove Ballard | 1:38 in (right hand) | 37½ in | 6½ lbs |
| 1894C | .357 Magnum .38 Special |
9 rounds | 18½ in | 6-groove Ballard | 1:16 in (right hand) | 36 in | 6 lbs |
| 1894CL | .32-20 Winchester | 6 rounds | 22 in | 12-groove Micro-Groove | 1:20 in (right hand) | 39½ in | 6 lbs |
| 1894FG | .41 Magnum | 10 rounds | 20 in | 12-groove Micro-Groove | 1:20 in (right hand) | 37½ in | 6½ lbs |
| 1894SS | .44 Magnum .44 Special |
10 rounds | 20 in | 6-groove Ballard | 1:38 in (right hand) | 37½ in | 6½ lbs |
[edit] References
[edit] See also
Bold text
[edit] BMW R51/3
[edit] History
Following World War II, Germany was precluded from producing motorcycles of any sort by the Allies. When the ban was lifted, in Allied controlled Western Germany, BMW Aktiengesellschaft (AG) had to start from scratch. There were no plans, blueprints, or schematic drawings. Company engineers had to use surviving prewar motorcycles to create new plans. In 1948, it introduced the 250cc R24, which was essentially a pre-war R23, complete with rigid rear end.
When larger machines were permitted, BMW introduced its R51/2 [1] in 1950, a model that was in production for only one year. The R51/3 was then introduced in 1951 for a production run of four years.
The 600cc R67, sister model to the R51/3 and almost identical visually, was also introduced in 1951, but it went through two revisions. The R67/2, with two more horsepower, came out one year later and was replaced in 1955 by the R67/3, which was in production through the 1956 model year.
In 1952, BMW introduced the 600cc R68 [2] [3]. With 35 HP and a compression ratio of 8.0:1, this was the first BMW production motorcycle that could reach and pass 100 MPH.
At the Amsterdam Show in February 1951, BMW had two motorcycle models with new engines on display: the 500-cc R 51/3 and the 600-cc R 67.
In contrast to the first post-war flat twin with its two chain-driven camshafts, there was now a single central camshaft driven by gearwheels from the crankshaft. The engines were handsome designs with smooth surfaces and one-piece valve covers. Placing the magneto and the generator behind the front cover made the engines more compact. The new Noris magneto ignition with automatic advance and retard enabled the engine to run particularly smoothly.
The frame retained the familiar suspension designs dating from 1938, with a telescopic fork at the front and plungers at the rear. The half-width 200-mm diameter brake hubs also came from the earlier models, but were uprated.
In their first test reports, the motorcycling press praised the results achieved by BMW's engineers, particularly the smoothness of the engines and the bikes' excellent handling. When entered for the Six Day Trial in 1951, the bikes came through this first sporting challenge with flying colors.
In 1952 the leading and trailing shoe brake was replaced by a two leading-shoe pattern, and from 1953 on rubber gaiters were fitted to the telescopic forms in place of the previous metal protective sleeves. The most important innovations for the 1954 model year were full-width hub brakes and new light-alloy wheel rims instead of the previous steel ones with their two-color paint finish. The fishtail silencers were also replaced by a less complex cigar-shaped pattern.
Whereas the R 67 was conceived with sidecar enthusiasts in mind, the R 51/3 was aimed primarily at the sporting solo rider, though it also proved its worth on more lengthy tours and with a sidecar.
The BMW R51/3 in which the latest results of BMW's extensive research and development program are incorporated is one of the most outstanding products of the motorcycle industry. Its general appearance is as racy as the engine which gives this motorcycle its surprising ilexibility. The high-powered twin cylinder engine has a gear-driven camshaft, magneto ignition system and full automatic spark timing. The successful combination of sporting and touring qualities of this engine which combine a maximum of 85 M.P.H. with non-snatch performance down to 12 M.P.H. still in top gear, truly a versatile engine. Few motorcycles will be found throughout the world that are so much "of one piece" as is the BMW R51/3. This statement applies for the all-wheel sprung frame matching the powerful engine, for its beautiful styling, and for all factors contributing to safety and comfort in riding.
Engine: 24 H.P. twin cylinder, opposed type, four-stroke engine; overhead valves; completely enclosed valve operating gear; continuously finned cylinder head covers; two downdraft carburettors with compensation chambers; air supplied by common aircleaner with choke; crankshaft supported by two ball bearings; roller bearing connecting rod; full automatic spark timing; mechanical noise reduced to a minimum.
Frame: Closed, distortion-proof double-steel tubular frame with ball-and-socket joints for sidecar connection; fully enclosed telescopic front wheel suspension with hydraulic double-acting shock absorber; sprung rear wheel; front wheel fork requires no maintenance; soft, long-travel spring action; steering lock; adjustable sports-style; handlebar; non-slip controls; steering damper; well-styled tank holding 17 liters (3.75 Imp. gall.or 4.50 U.S. gall.); fuel reserve 1½ liters (⅓ gall. approx.); quick action filler cap; integral, rubber-sealed tool box; large-size kneegrips; comfortable full-floating saddle, adjustable for spring tension and hight; knock-out hub spindles front and rear; wheels are interchangeable (convenient where sidecar is used); wheel changing facilitated by front-wheel stand and hinged rear-wheel mudguard; tire size 3.50" x 19"; improved, high-efficiency internal-shoe brakes of 7⅞" (200 mm) drum diameter; 6-volt dynamo of 45/60 watts capacity with horn; large headlamp; speedometer with concealed illumination; electric neutral indicator; ignition lock; plug socket for inspection lamp or sidecar lamps; adjustable foot rests; long foot brake lever; deep-flared front mudguard; detachable luggage rack.
Transmission and shaft drive: Power transmission by smooth-acting single-disc friction clutch; four-speed gear box in unit construction with suitable gear ratios; foot-operated gearshift mechanism incorporated in gear case and protected from dust; easy, quick-action shifting; fourth gear with shock absorber; auxiliary hand shifting lever; elastic universal-joint shaft drive and spiral bevel gears, require no maintenance; all parts completely dust- and splash-proof.
[edit] Technical Data
| R51/3 | R67 - R67/3 | |
|---|---|---|
| Design | Boxer Flat Twin | |
| Engine | Four-stroke OHV | |
| Model Years | 1951 - 1955 | 1951 - 1956 |
| Stroke | 68 mm / 2.68" | 73 mm / 2.68" |
| Displacement | 494 cm³ | 594 cm³ |
| Power | 24 HP | 26 HP / 28 HP |
| @ RPMs | 5,800 | 5,500 |
| Compression Ratio | 1:6.3 | 1:5.6 / 1:6.5 |
| Top Speed | 87 MPH | 93 MPH |
| Curb Weight | 419 lbs. | |
| Gross Vehicle Weight | 783 lbs. | |
| Fuel Tank Capacity | 4½ gal. | |
[edit] Related Wikipedia Sites
- BMW Motorcycles
- BMW R60/2
- BMW R75/5
- BMW R1200RT
- Motorcycle Forks
- Deutsche R51/3 Wikipedia Seite − Text auf Deutsch
- German R51/3 Wikipedia page translated into English
[edit] External Links
- 1952 BMW R51/3
- R51/3 Technical Specifications
- BMW Motorrad R51/2 Data
- BMW Motorrad R51/3 Data
- BMW Motorrad R67 Data
- BMW Motorrad R67/2 Data
- BMW Motorrad R67/3 Data
- BMW Motorrad R68 Page
- 1952 BMW R51/3 & R67/2 Technical Pages from an owner's manual
- BMW R51/3 Photos
- BMW R51/2, R51/3, R67, R67/2, & R67/3 engine numbers
[edit] BMW R60/2
The R60 and R60/2 were BMW motorcycles manufactured in Munich, Germany, by the Bayerische Motoren Werke (BMW Aktiengesellschaft). Some 20,133 of these 600cc shaft-drive, opposed twin R60 (1956-1960, 28 hp), R60/2 (1960-1969, 30 hp), and R60US (1968-1969, 30 hp) were built. These models, except for those with the "US" designation, were designed primarily as rugged motorcycles to pull sidecars (mounting points were built in) and had duplex tubular steel frames.
Simultaneously manufactured were related models, including the 500cc R50 (1955-1960, 26 hp), the R50/2 (1960-1969, 26 hp), the R50S (1960-1962, 35 hp), the R50US (1968-1969, 26 hp), and the 600cc sport-oriented R69 (1955-1960, 35 hp), R69S (1960-1969, 42 hp), and R69US (1968-1969, 42 hp).
In the United States, all these Earles-fork and US-fork (i.e., telescopic fork) models from 1955 to 1969 are often lumped together as "Slash-2" BMWs, even though that is technically incorrect. Not all over them, as seen above, have the "/2" designation.
Perhaps the most famous BMW rider of the 1960s was Danny Liska [4], who took R60 models from Alaska to Tierra del Fuego in one trip, and from Europe's North Cape to South Africa's Cape of Good Hope in a second journey. His book about the first trip, Two Wheels to Adventure (Alaska to Argentina by Motorcycle), was published in 2004.
The standard colors for these motorcycles was black with white pinstriping, though special colors could be ordered. Indeed, the motorcycles could be ordered in any color that was being used at the time for BMW cars. A special case was Dover white. Michael Bondy, of the U.S.A. BMW importer Butler & Smith, sent BMW a can of that color paint, which was used on his 1942 Packard, and BMW duplicated it. He then ordered 50 motorcycles in that color.
Though BMW invented and first used oil-damped telescopic front forks in the 1930s, it chose to use Earles forks on these models. The triangular front Earles fork (named after its designer, Englishman Ernest Earles) precluded any front-end dive during heavy front braking, which is common with telescopic front forks. It also worked well in sidecar duty. Though heavy and ponderous in turning, the Earles fork gave the old Beemer a steady and reassuring ride.
In 1968, BMW introduced telescopic forks on some of its slash-2 models, and they were continued into the 1969 model year. Modified, they became the front forks on the slash-5 models introduced for the 1970 model year. The photo of the red R60US to the right was taken at a BMW dealership in 1968 and shows a brand new motorcycle waiting for its first buyer. Earles fork and telescopic fork models both were manufactured for these two years and were available to customers.
During the 1960s, very few motorcycles were available with shaft final drive. BMW's were the most common. The driveshaft rode in an enclosed oil bath within the right swingarm, unlike BMW's previous models, and drove the rear wheel through an internally splined cup that meshes with a coupler crown gear keyed to the drive pinion. This meant that leaking seals could a problem for the owners. Because the clutch was dry, there were seals at the rear of the crankshaft, at both ends of the transmission, at the rear of the driveshaft, and at the front and rear of the rear drive unit: lots of seals to develop leaks.
The front brakes were double leading shoes, and the rear had a single leading shoe. By modern standards, they were not good brakes. Tires, front and rear, were interchangeable in 3.50" by 18" size.
Motorcycles sold in America had high handlebars with a cross brace. Those sold elsewhere came with low, Euro handlebars.
[edit] Accessories
BMW motorcycles of the 1960s were noted as long-distance touring motorcycles. However, none came standard with fairings or luggage, these items were provided by aftermarket vendors.
Most common as a fairing then was the Wixom Ranger handlebar-mounted fairing made in Illinois, which was mounted on most of the BMW twins sold. A rare full fairing from England was made by Avon (see photo).
There were numerous manufacturers of saddle bags and top cases for BMW twins in the 1960s. Wixom's were very popular, as were the beautifully made but boxy British Craven panniers (see external links below). Rounded Enduro [5] bags (see the external link below for reproductions) were very popular as well. Butler and Smith, the American BMW motorcycle importer, offered leather saddlebags.
Butler and Smith offered several styles of luggage carriers for mounting behinds the passenger saddle. It also offered several styles of windshields, safety bars, a spotlight, and metric tool kits. One expensive and highly sought after accessory was a mechanical tachometer.
U.S. motorcycles came standard with a narrow dual saddle, though wide dual saddles with chrome rear handles could be ordered. Solo saddles made by Pagusa or Denfeld for driver and passenger were also available. All motorcycles came with BMW's famously complete tool kit.
Hella turn signals were strictly optional, and were mounted at the ends of the handlebars showing light both forward and back.
The standard fuel tank held 4½ gallons, though a commonly purchased option was a more bulbous 6½ gallon tank. Also available as options were sport tanks of 7.0 and 8.0 gallons capacities.
[edit] Original prices for an R60/2
- U.S. Price: $1,131.- (1960)
- U.S. Price: $1,236.- (1965)
- U.S. Price: $1,364.- (1969) ($7,526 in 2006 when adjusted for inflation)
- German Price: DM 3,315.-
[edit] Specifications
Engine Numbers
- 1955-1960 R50 Engine Numbers: 550 001 - 563 515
- 1960-1969 R50/2 & R50US Engine Numbers: 630 001 - 649 037
- 1956-1960 R60 Engine Numbers: 618 001 — 621 530
- 1960-1966 R60/2 Engine Numbers: 622 001 — 629 999
- 1966-1969 R60/2 & R60US Engine Numbers: 1 810 001 — 1 819 307
- 1956-1960 R69 Engine Numbers: 652 001 — 654 955
- 1960-1969 R69S & R69US Engine Numbers: 655 004 — 666 320
Engine
- Internal designation 267 / 5
- Type four-stroke, two-cylinder, air-cooled boxer
- Bore/stroke 72 x 73 mm
- Cubic capacity 594 cm3 (34 in.3)
- Maximum power 30 HP at 5800 RPM
- Compression ratio 7.5 : 1
- Valves per cylinder ohv
- Carburation system 2 Bing 1/24/125-126 od. 1/24/133-134 od. 1/24/151-152
- Engine lubrication forced-feed lubrication
- Oil pump gear pump
Power Transmission
- Clutch single disc saucer spring, dry
- Number of gears 4
- Shifting foot shifting
- Gear ratios 4.7 / 2.73 / 1.94 / 1.54 (with sidecar: 5.33 / 3.02 / 2.04 / 1.54)
- Rear wheel ratio 1 : 3.13 or 1:3.38 (with sidecar 1 : 3.86)
- Bevel/crown wheel 18 / 27 or 8 / 25 teeth (with sidecar 7 / 27)
Electrical System
- Alternator Bosch LJ/CGE 60/6/1700 R
- Ignition magneto ignition
- Spark plugs Bosch W 240 T 1 or Beru 240 / 14
Suspension
- Designation 245/1
- Type of frame twin-loop steel tubular frame
- Front suspension long swinging arm with strut and oil-pressure shock absorbers
- Rear suspension long swinging arm with strut and oil-pressure shock absorbers
- Wheel rims deep-bed 2.15 B x 18 at sidecar, rear 2.75C x 18
- Tires front 3.50 x 18
- Tires rear 3.50 x 18 ( at sidecarbetrieb hinten 4 x 18)
- Brakes front drum brake, Ø 200 mm Duplex full hub
- Brakes rear drum brake, Ø 200 mm Simplex full hub
Dimensions and Weights
- Length x width x height 84 x 26 x 39 inches (2125 x 660 x 980 mm)
- Wheel base 55.7 inches (1415 mm; with sidecar 1450 mm)
- Tank capacity 4½ gals. (17 l) / optional 6½ gals. (24.6 l)
- Unladen weight, full tank 430 lbs. (195 kg; with orig. BMW sidecar 320 kg)
- Load rating 360 kg (with orig. BMW sidecar 600 kg)
Performance
- Idle/riding noise 81/82 DIN-phon (from June 1967: 74 / 95 dB (A))
- Fuel consumption 47.0 MPG (ca. 5.0 l / 100 km)
- Oil consumption ca. 0.5 - 1 l / 1000 km
- Top speed 90 MPH (145 km/h)
[edit] Restoration
Admirers of vintage BMW motorcycles are growing rapidly in number. As time marches on, that which BMW enthusiasts consider "vintage" is amended, much as a trailer follows behind a car. "Slash-2" variants from 1955-1969 have joined that exclusive club.
Opinions as to the treatment of vintage motorcycle varies according to their condition and their owners' tastes. First preference tends to be for preserving the original machine if it is in reasonably good condition. Second preference is to do limited restoration, maintaining as much of the original fabric as possible. Third, when dealing with a machine in poor condition, is so-called frame-up restoration. In the latter case, the motorcycle is completely disassembled and each individual part is refurbished, and then the motorcycle is reassembled hewing as much as possible to the original design, but sometimes using modern replacement parts, such as stainless steel, or plating parts that were originally not plated. At the extreme end of restoration is the "concours" restoration, as seen in the photo to the right, in which only original parts are used and work is done with an obsession for originality in every minor detail. Unlike many other motorcycle brands, parts for vintage BMWs, though expensive, are obtainable from sources in Germany and the United States.
Two American membership organizations, Vintage BMW Motorcycle Owners and the Veteran BMW Motorcycle Club of America are dedicated to the preservation of vintage BMW motorcycles.
[edit] Related motorcycles
- BMW R51/3
- BMW R75/5
- BMW R1200RT
- BMW R 50 Wikipedia page - auf Deutsch
- German BMW R50 page translated into English
[edit] External Links
- Vintage BMW Motorcycle Owners
- Veteran BMW Motorcycle Club of America
- BMW Motorcycle Owners of America
- BMW Riders Association
- Search BMW AG for any BMW motorcycle model
- R60/2 web page
- "A Dover White R60/2"
- When is slash-2 paint original?
- R60/2 specifications
- BMW Motorrad R60 Page
- BMW Motorrad R60/2 Page
- BMW Motorrad R60US Page
- 1968 photographs of a new, unsold 1968 R60US
- Technical Data pages from the 1967 BMW motorcycles owner's manual
- BMW motorcycle engine and chassis numbers
- BMW motorcycle literature you can download
- R60/2 photos
- "Tim Stafford and the Art of BMW Motorcycle Restoration"
- Craig Vechorik: Vintage BMW motorcycle parts and repair
- Duane Ausherman's excellent BMW repair and maintenance site
- Duane Ausherman's Craven Panniers web page
- Craven Equipment, Ltd., web site
- Reproductions of Enduro and Wixom saddle bags
- Classified ads for vintage BMW motorcycles
[edit] BMW R1200RT
The BMW R1200RT was introduced in 2005 by BMW Aktiengesellschaft (AG) as a touring motorcycle designed to replace BMW's successful R1100RT and R1150RT models. It was selected as the Best Touring Bike by two major American monthly motorcycle magazines.[2][3]
In September 2006 the BMW R1200RT was named the United Kingdom's "number one motorcycle" by readers of RiDE magazine in its annual "Rider Power" survey.[4]
In October 2006, the BMW R1200RT was cited as the Best Tourer for the second year in a row by Motorcycle News in England.
"The R1200RT was awarded the accolade after RiDE readers were invited to nominate and assess their favourite bike according to a number of rating categories. These included build quality, engine performance, rider comfort, reliability, handling and overall impressions. The RT – which also won the 2005 MCN Best Tourer Award in its first year of production – received an overall score of 85.14 per cent, beating 149 other motorcycles to the number one spot.
"Over 10,000 readers voted in the survey and each was asked to justify their choice of bike. 'Overall this is a brilliant bike – I haven’t had so much fun in ages' said one RT owner. A second writes: 'I’ve had no faults, build quality or reliability issues. I’m extremely impressed with my BMW.' Another claims that his RT is 'the best bike I’ve ever owned.’"
[edit] History
BMW Motorrad began manufacturing "RT" touring motorcycle (Rad Touren) models in the late 1970s. The first of these were "airhead" models that continued BMW's long tradition dating to 1923 of producing "boxer" or opposed-twin engined motorcycle with unit engine-transmission construction and shaft final drive. These motorcycles were called "airheads" by BMW riders. A revolution occurred, however, in 1995 when BMW produced its first "oilhead" RT, the R1100RT.[5] Revolutionary were the new RT's oil-cooling, standard ABS brakes, four-valve heads, Telelever front suspension, Paralever rear suspension, and an electrically adjustable windshield.
In 2002, BMW upgraded the R1100RT into the R1150RT[6], providing the same basic platform with more displacement and horsepower, fully linked, power-assisted Integral-ABS brakes, and a revised front lighting system.[7] This model was further updated in 2004 by the addition of two sparkplugs per cylinder.[8]
The latest version of the RT series arrived in 2005 with the introduction of the R1200RT, which continues into the 2007 model year with color and other changes.[9] The design of this model is completely different from the R1150RT with a major boost in power, electronically adjustable suspension, on-board computer, and relatively few interchangeable parts. The power ABS brakes on the 2005 and 2006 models are partially integrated such that the rear brake pedal only applies the rear brake while the front brake lever applies both brakes.
For the 2007 model year, power assist has been removed from the partically integrated brakes, and the more advanced ABS system is lighter and has been produced by a new manufacturer. A minor, but annoying, change occurred part way during the production of the 2006 models when the original powerful two-tone horn was replaced by a much inferior single-tone horn.
The BMW motorcycling community has dubbed the 1200cc version of the RT and BMWs with the same or similar engines as "hexhead" models, so named because of the shape of their valve covers compared to the oval shape of "oilhead" models (photo, right).
With 110 horsepower and 85 foot-pounds of torque, the R1200RT is a powerful motorcycle suitable for long-distance touring carrying a rider and passenger and a full load of luggage.
[edit] R1200RT Specifications
Engine
- Type — Air/oil-cooled 2-cylinder 4-stroke Boxer engine, one camshaft and four valves per cylinder, central compensation shaft
- Bore / stroke — 101 mm x 73 mm
- Engine displacement — 1,170 ccm
- Rated output — 110 bhp at 7500 rpm
- Maximum torque — 85 foot-pounds at 6000 rpm
- Compression ratio — 12.0:1
- Mixture control / engine management — Electronic intake pipe injection/digital engine management: BMW engine management, BMS-K with overrun fuel cut-off, dual ignition
- Emission control — Closed-loop 3-way catalytic converter
Performance / fuel consumption
- Maximum speed — Greater than 125 mph
- Fuel consumption over 62 mile course at a constant 56 mph — 65 mpg
- Fuel consumption over 62 mile course at a constant 75 mph — 49 mpg
- Fuel type — Unleaded premium, octane rumber 98 (RON) with automatic knock control
Electrical system
- Alternator — 720 watts 60 amperes three-phase alternator
- Battery — 12 volts, 12 ampere hours
Power transmission
- Clutch — Single-disc dry clutch, hydraulically operated
- Gearbox — Constant mesh 6-speed gearbox with helical gearing
- Drive — Shaft drive
Chassis / brakes
- Frame — Three-section frame consisting of front and rear section, load bearing engine-gearbox unit
- Front wheel location / suspension — BMW Motorrad Telelever; stanchion diameter 35 mm, central spring strut, rebound damping electronically adjustable with standard ESA
- Rear wheel location / suspension — Die-cast aluminium single-sided swinging arm with BMW Motorrad EVO-Paralever; spring pre-load hydraulically adjustable to continuously variable levels by means of electronically adjustable ESA, rebound damping with standard ESA
- Travel front/rear — 4.72 inches / 5.31 inches
- Wheelbase (in normal position) — 58.3 inches
- Castor (in normal position) — 4.3 inches
- Steering head angle (in normal position) — 63.4°
Die-cast aluminum wheels
- Rim, front — 3.50 x 17
- Rim, rear — 5.50 x 17
- Tire, front — 120/70 ZR 17
- Tire, rear — 180/55 ZR 17
- Brake, front — EVO brake system with dual disc, floating brake discs, 320 mm diameter, four-piston fixed caliper
- Brake, rear — Single disc brake, diameter 265 mm, double-piston floating caliper
- ABS — BMW Motorrad Integral ABS (part-integral) as standard
Dimensions / Weight
- Length — 87.8 inches
- Width (including mirrors) — 35.6 inches
- Height (not including mirrors) — 56.3 inches
- Seat height, unladen weight — 32 / 33 inches (special equipment low seat bench: 30.7 / 31.5 inches)
- Unladen weight, road ready, fully fueled — 571 pounds
- Dry weight — 505 pounds
- Permitted total weight — 1,091 pounds
- Payload (with standard equipment) — 520 pounds
- Usable fuel tank volume — 7.1 gallons U.S.
- Fuel reserve — Approximately 1 gallon
[edit] See also
[edit] References
- ^ The Model 1894 at Marlinfirearms.com
- ^ Awards (BMW website)
- ^ Reprint of reviews
- ^ Inside Bikes News
- ^ The Revolutionary 1100cc BMW R1100RT
- ^ History of the 1150
- ^ Why ABS on Motorcycles?
- ^ 2004 “2-Spark” BMW R1150RT
- ^ 2005-2007 BMW R1200RT
[edit] External Links
- BMW Motorrad USA's R1200RT web page
- International BMW Motorrad R1200RT web page
- 2005-2007 BMW R1200RT web page
- R 1200 RT BMW Motorrad Deutschland (German text)
- German Wikipedia R1150RT page translated into English
![[1]](http://www.vintagebike.co.uk/Bike%20Directories/BMW%20Bikes/images/BMW-R51-2-50.jpg){kind=link}
![[2]](http://www.bmbikes.co.uk/photos/photophotos/1952%20R68.jpg){kind=link}
![[3]](http://jeff.dean.home.att.net/r68-archives.jpg){kind=link}