Sunday 4 November 2012

AJS Model 31650 CSR Hurricane


     
Make Model
AJS Model 31 650
Year
1963
Engine
Air cooled, four stroke, pushrod parallel twin, OHV. 2 valve per cylinder,
Capacity
646
Bore x Stroke72 x 79,3 mm72 x 72.8mm
Compression Ratio7,5 : 1
Induction
Carburetor
Ignition  /  Starting
6 Volt na 1964 12 Volt  Magnet (Lucas K2F)   /  kick
ClutchMulti Plate (dry, Burman)
Max Power
31,4 KW 43 hp @ 6000 rpm
Transmission  /  Drive
4 Speed  /  chain
FrameSingle cradle
Front Suspension
Hydraulic telescopic fork
Rear Suspension
Dual chocks
Front Brakes
Drum
Rear Brakes
Drum
Front Tyre
3.25 -19
Rear Tyre
3.50 -19
Weight
176 kg
Fuel Capacity 
16 Litres
The AJS Model 31 CSR designation officially stood for Competition / Sport / Road but it was dubbed the Coffee Shop Racer by its rivals.[4] With its distinctive 2 into 1 'siamese' exhaust system and upgraded camshafts the CSR was a high performance motorcycle but still prone to leaks and vibration.
The factory diverted Chief Engineer Jack Williams from AJS 7R development to address the problems and modify the bikes for racing - with the result that Ron Langston and Don Chapman won the prestigious Thruxton 500 long distance endurance race on the AJS Model 31. Encouraged by this victory in 1963 the AJS Model 31 gained the name Hurricane).[5] By 1966 the company were in financial trouble and production ended.
 

AJS 7R

AJS 7R
  
Built by Associated Motor Cycles? Very good indeed: It was in production and winning trophies from 1948 to 1963. Known as the “Boy Racer”, the 7R won three successive Junior Isle of Man TT races, from 1961 to 63. It was powered (occasionally underpowered, if truth be known) by a 350cc four stroke single, and designed to combat the all-conquering multi-cylinder Italian motorcycles. Which it did, very effectively, in the hands of racers like Ted Havens.
EngineAir-Cooled 4-st. Single OHC Triple-Camshaft
Displacement349.2cc
Max Powerover 40PS / 8,000rpm
Dry Weightover 180kg
Cycle World Road Test
From time to time we like to show you an exercise in style and grace which stands out from lesser breeds as a Chanel original does from discount house muu muus. (Voice from the parts room, "how many cylinders does a Chanel have?") Style is not easily acquired nor is it generally the result of a conscious effort in design: one has to look only at some of the chrome-tank English Twins of the Fifties or bloated Japanese multis to see the truth in that although everybody knows a nice girl who is as homely as the back of a bus. Still. The subject of our Salon is the AJS 7R, one of those happy marriages of circles, curves and lines that produces a harmonious whole and the daring genius who thought of gold paint (not anodized) for the mag crankcases and cam-drive tower wrought better than he knew. I am sure that the 7R riders went just a little faster because they looked nice. Perhaps that is why KTT Velocettes were so successful. At any rate the cobby lines, large tank, businesslike engine and subtle curve of the exhaust pipe give the 7R one of those unmistakeable silhouettes that bring enthusiasts on the run from the other end of the paddock. Isn't that handsome?
The 350-cc ohc "Boy's Racer". so called because it was produced as a reasonably priced customer's machine, was brought out in 1948 at a difficult period in AJS racing fortunes and although not outstandingly rapid at first, proved to be both reliable and competitive over its 14 year production run and as such, served as a nursery for many riders of international repute. In common with most English bikes, its design roots lay way in the past, in this case the celebrated "cammy" AJS introduced in 1927. The parent firm, known then as Stevens Brothers, started out in the usual way in the late 1890s fiddling with various proprietary engines but in 1909 the company decided to market what amounted to a 29cc flathead-powered motorized bicycle under the name of AJS, for Albert John Stevens (the, only brother with a middle initial) and furthermore to run it in the TT. Results were not all that remarkable but the company persevered, in 1914 bringing out an ohv 350 with an add-on gearbox giving four speeds in all. With this AJS cleaned up the 350 class, taking the 1st four places plus 6th and the company was on its way.
Development on the sly during the war ensured that Ajays were ready for the TTs immediately afterwards with an inclined-valve, hemispherical chamber 350 which, after the usual teething troubles and a bit of strategic pushing, managed to take the Junior three times on the trot. This last win, in 1922, saw the introduction of the so-called "big port" Ajay which had undergone a fairly thorough redesign with not only cams as big as their gearwheels but an exhaust port of something like 2 5/8 in., a sort of odd modification when looking at some of today's bikes but at that time fuels, compression ratios (5.75:1), cam timing etc. may have dictated different ideas about scavenging. At any rate these early models are still recherche among vintage freaks. The following years showed that inventive minds were working at the factory, what with the introduction of aluminum heads with cast-in bronze seats, foot pedals for both internal expanding brakes to leave the driver's hands free for his multitude of hand levers (including throttle!), dry sump lubrication, and even going modern to the inlet valve becoming larger than the exhaust. At the same time, the racers still featured a foot-operated oil pump most of the time as well as the cylinder head being held down by a sort of strap or stirrup. At any rate, Ajays were still racing energetically and placing but not coming up with wins in the TT, a significant barometer of success to the buying public in those palmy days. Following an ohc Velocette's win in 1926 a new machine was brought out in '27 with chain-operated ohc (three rockers for two valves at 900), dry sump, and proper four-speed gearbox still controlled by a hand change. This was the first of the "7" series which, after a slowish start, won many laurels up through the years in 250, 350 and slightly overbored even in the Senior. Numerous modifications were made including getting rid of the extra rocker and their success even might have been greater but for failures of accessory components. Isn't it always the way.
Racing is expensive, however, as a number of manufacturers have found out and in a marked period of short money (1931) the Stevens brothers went bust and the factory was sold to Matchless. Development went on, including production of a recordbreaking (would-be) Twin and a Four which could be supercharged and in fact was raced in that form, one of that type doing a 100 mph lap (Walter Rusk up) in Ulster. Emphasis thus swung over to bigger bikes, though without much luck in racing due to a rather limited development budget. In fact the famous but unlucky Porcupine Twin was originally designed as a "blown" bike but was forced to run with carburetors due to the usual FIM policy change after the 1941 war. In this form it did win some races but mostly showed a lot more weight than was really needed. With all the real hotshots from Europe now appearing on the scene, AJS then thought that it was time to resurrect the cammy 350 and as noted, brought it out in 1948. Considerably more modern than its predecessor, if you can say that about any English hike, the 7R was raced, fairly successfully by works riders of the caliber of Les Graham, Bill Doran, Reg Armstrong ad infinitum against the likes of Foster and Frith (Velocettes) plus Bell and Lockett (Nortons) with equivocal results for what amounted to a new design… mostly. As the years wore on development began to give rewards and positive successes were notched both by the works and the myriad private owners, especially as Velocettes were now on the verge of becoming "orphans". In an effort to drag more power out of the 7R, in 1952 AJS brought out a triple knocker version with three valves, two of them exhaust (back to the Big Port syndrome!) which were worked by a geared layshaft running off the inlet camshaft, that lucky object taking the drive direct from the cam chain. This version was quite rapid and took some 13 world's records at Montlhery in 1952, including the Hour at 115.66 mph. Furthermore, New Zealander Rod .Coleman finally won the Junior TT on one, teammates finishing second and fourth, and hopes began to be expressed that the 7R 3A would also be put into limited production along side its single cam brother. But this was not to be, Matchless's directors showing the same far-sightedness that led to the collapse of most of England's motorcycle factories. To be sure, the Matchless G45 and G50, both derived from Ajays, made one small attack more upon the scene but the foreign multis were upon them and in 1962, manufacture of the beloved 7R ceased, to be followed four years later by the collapse of AMC (the parent firm) and its swallowing up by Dennis Poore's Manganese Bronze Holdings, for all the good that did
A lack of signal success in the TTs did not necessarily mean that a bike was no good. Both Norton and Velocette had been doing the Island for years, having the requirements absolutely taped as Harley does the dirt tracks over here, and also took care to retain Island specialists who could and did go around at 100 mph (like the legendary Harold Daniell) when you couldn't see your hand before the face. The 7R was put out as a customer's racer primarily, which meant that the ultimate Nth wasn't dragged out of it; in a company where development costs were somewhat limited, most of the money allotted went to the turkey Porcupine. However 7Rs were quite often found among the works runners at the TT in a good place and in the hundreds of small Continental and English contests where the owner-driver-mechanic had to live out of his van, the robust qualities and good handling resulted in many victories. Fastest lap is all very well but the checkered flag counts.
This particular example is a 1956 model updated to 1961 specs, owned by William A. Bass III, a consulting engineer of Long Beach, Calif. The machine was imported from England some time in 1956, possibly bought new, and after some racing and passing through several sets of kind hands (the bike is unrestored except for the tank) was snatched up by Bill to join the other goodies in his garage. Fundamentally the 7R engine is a Single (!) with an almost square bore and stroke ratio (75.5 x 78 mm) giving something like 42 bhp at 7800 rpm. The bottom end is rather sturdy with smallish flywheels to cut oil drag and a caged roller bearing on the big-end of the forged steel rod although a titanium one was used occasionally. Piston is a full-skirted four, ring Specialloid model with cutouts in the slightly domed top and the rh crankpin drives two oil pumps plus a Weller-tensioned chain up to the camshaft. The light-alloy cylinder has an austenitic iron liner shrunk into it but the head, the heart of any racing engine, shows most of the trick 'work. Of the same light alloy with shrunk-in aluminum bronze or austenitic iron valve seats (inlet and exhaust respectively) the camboxes have pits for the mousetrap valve springs, Terry usually. By 1953 roller tappets were fitted on the two rockers and a lot of concentrated work by engineer and former TT rider C.J. Williams on the head before the 1956 series improved it tremendously. The engine was originally meant to run on postwar "Pool" petrol which was about like Mexican regular gas and thus C.R came out something like 8:1. With the advent of better fuels or even alky (Bill's 7R likes either Avgas or methanol) Mr. Williams airflowed the head by one of those primitive test-rigs that the Poms seem to specialize in and came to the conclusion that a slightly down-swept port shape gave better mixing, a 13 1/8 in. long inlet tract reduced megaphonitis, a 13/8 Amal was just the ticket and a squish pattern head enabled CR to be raised to 12.2:1. Power all through the range as well as improved fuel consumption was the result.
Externally the 7R doesn't look too much different from its predecessors but in fact the "new" frame holds the mag crankcases more firmly, the vibration-producing alloy brace from the engine to the top of the gearbox has been replaced with a decent steel one, the giant early megaphone which resulted in about a 500 rpm power band was replaced with a smaller reverse cone mega, and the fade-prone "jampot" rear shocks went to wherever old shocks go and Girlings took their place. The lovely tank with cutouts for knees is held by an adjustable strap across the top (to allow for fitting sprint tanks) and holds a useful 5 gallons while the similarly contoured dry-sump oil tank takes 7 pints; these are probably Imperial measurements and in the US we can squeeze a bit more in. Front suspension is looked after by AJS Teledraulic forks which seemed to work all right. I asked a Knowledgeable Person whether Norton forks were ever fitted as they were on many of the Triumph GPs and he said that the Norton ones were too heavy; one of the main advantages of the 7R was its comparatively light weight of 285 lb. and no wonder with mag crankcases, cam boxes, timing cover, chain cover and hubs at both ends. Gearbox of course was a four-speed Burman with final drive of 4.87, it is no good going into sprockets as they have probably been modified endless times, and the dry clutch, exposed on the left side, is a multiplate Ferodo-faced unit familiar to all by the fish-factory smell it makes when slipped. Also in the English tradition are the difficult to find 19 in. wheels fitted with Goodyears front (3.0019 although 2.75 is recommended) and rear (3.50-19 although 3.25 ditto).
I wasn't about to ride the 7R in the teeming spaces around the Queen Mary, especially with a rather loud megaphone fitted, so we have to rely on the impressions of owner Bass. He states that the bike is absolutely delightful and handles "like a Ducati" which must make both Italians and English feel happy. Under way the Ajay is smooth, light and agile, being able to be flicked about, and the brakes in moment of stress are v good for non discs. Like all small-capacity racing engines, the Single is extremely peaky and at low rpm will hardly pull its own weight, necessitating a lot of clutch slip (perhaps that's why the IOM start is downhill) but commences coming on the pipe to give some useful power at around 5800, pulling strongly from then on to redline at 7400. His top speed at the present gearing he has calculated at around 120 mph well tucked in and the Lucas rotating armature mag manages to keep up with that… or has in the past although he confides that at the last Vintage meeting at Laguna Seca he had a feeling that the Prince of Darkness better have his brushes changed. Starting drill is also normal practice; tickle the hell out of it, retard the spark, bump back onto compression, snick into low gear, pull in the clutch and run like anything, preferably with the aid of a few friends, and leap aboard. A hot plug (usually a B6ES) is usually fitted for warmup and something rather colder, one of Champion's Gold Palladium range, fitted for serious work

Hyosung GF 125 Special


  
Make Model
Hyosung GF 125  Special
Year
2005
Engine
Liquid cooled, four stroke, single cylinder ,
Capacity
124
Bore x Stroke57 x 48 mm
Compression Ratio 
Induction
 
Ignition  /  Starting
-  / 
Max Power
14 hp  @ 8600 rpm
Max Torque
11 Nm @ 7500 rpm
Transmission  /  Drive
 
Frame 
Front Suspension
 
Rear Suspension
Swinging arm, 100mm wheel travel.
Front Brakes
Single 240mm disc
Rear Brakes
130mm Drum
Front Tyre
90/90 -19
Rear Tyre
100/90 -17
Dry-Weight
128 kg
Fuel Capacity
13.7 Litres

Harley Davidson FLHRSE4 Road King Custom Screamin' Eagle


     
Make Model
Harley Davidson FLHRSE4 Screamin' Eagle Road King
Year
2008
Engine
Air cooled, four stroke, V-Twin, 'Twin Cam 96'
Capacity
1800
Bore x Stroke101.6 x 111.2 mm
Compression Ratio9.3:1
Induction
Electronic Sequential Port Fuel Injection (ESPFI)
Ignition  /  Starting
-  /  electric
Max Power
 
Transmission  /  Drive
6 Speed  /  belt
Gear Ratio1st 9.312 9.312 9.030  /  2nd 6.421 6.421 6.226  /  3rd 4.774 4.774  /  4.630   /  4th 3.926 3.926 3.807  /  5th 3.279 3.279 3.179  /  6th 2.790 2.790 2.706
FrameMild steel, sqaure-section backbone with twin downtubes
Front Suspension
41.30 mm telescopic, 116mm wheel travel.
Rear Suspension
Swing Arm Mild steel, rectangular tube sections, stamped junctions; MIG welded,  Lowered, air-adjustable, 53mm wheel travel.
Front Brakes
2x 300mm discs 4 piston calipers, ABS Standard
Rear Brakes
Single 300mm disc 4 piston caliper, ABS Standard
Front Tyre
130/70R18
Rear Tyre
170/60R17
Seat HeightLaden2  668.02 mm  /  26.30 in
Unladen  698.50 mm  /  27.50 in.
Dry-Weight
356.52 kg  /  786 lb
Fuel Capacity
22.7 Litres  6 gal
The Screamin' Eagle Road King is born into royalty as a Harley-Davidson FLHR Road King, which now includes a six-gallon fuel tank and cruise control, primed for long-distance riding. In addition, the Screamin' Eagle Road King has the new Harley-Davidson Anti-Lock Braking System (ABS) as a standard feature. ABS is designed to help you maintain control during emergency stopping situations, especially those that happen in less than ideal conditions, while the new Isolated Drive System enhances accelerating, cruising and shifting.
The Harley-Davidson CVO program creates limited-production, exclusive motorcycles produced by teams of technicians in special assembly areas at the Harley-Davidson plants in York, Pa., and Kansas City. Approximately 3,150 examples of the 2008 Screamin' Eagle Road King including 1,800 serialized 105th Anniversary models, will be assembled at the York Vehicle Operations facility. The suggested U.S. retail price for the 2008 Screamin' Eagle Road King is $29,290 ($29,390 in California). The 105th Anniversary package adds $495.
The Screamin' Eagle Road King has the largest-displacement Harley-Davidson production engine, the 110-cubic inch (1800cc) Twin Cam 110, a high-performance V-Twin engine delivering 115 ft. lbs. of torque at 3000 rpm. For 2008, the Twin Cam 110 displays a new Granite finish. Electronic Sequential Port Fuel Injection (ESPFI) is standard, along with a custom oil cooler with chrome cover, and chrome cross-over dual exhaust with four-inch touring mufflers and chrome billet end caps. The engine is joined to the 6-speed Cruise Drive transmission for lower cruising rpm in top gear.
Among the enhancements to the Screamin' Eagle Road King are a new electronic throttle control technology for adjustment-free riding, revised mirrors and a new riser cover with indicator lights. The new six-gallon Touring fuel tank, which provides outstanding fuel range, is combined with a new console, gasket and granite colored emblem with hammered finish. The custom leather seat, backrests and saddlebags receive a new design, while new trim chrome strips flow with the bike on the side covers.
The chrome-and-rubber Ironside accessories collection includes hand grips, rider footboards, passenger pegs, Mustache engine guard pads, shift pegs and brake pedal pad. A tail lamp in the classic "tombstone" shape remains exclusive to the Screamin' Eagle Road King. Chrome, Road Winder Forged Aluminum wheels carry 130 mm front and 170mm rear, radial tires. Touring features include electronic cruise control, Mustache Engine Guard with rubber boot pads, an accessory power outlet, and a quick-detachable smoked windscreen.
The Screamin' Eagle Road King will be offered in three exclusive color combinations: 105th Anniversary Crystal Copper and Black Onyx (serialized models); Twilight Blue and Candy Cobalt with Ghost Flame graphics; and Black Diamond and Silver Dust with Ghost Flame graphics. Frame and swingarm colors are matched with each paint scheme. The Harley-Davidson Smart Security System with Smart Siren, an indoor storage cover with CVO logo, and a commemorative CVO key in a presentation box are also included.

 
FLHRSE4 Screamin' Eagle Road King features:
Twin Cam 110 cubic inch (1800cc) Engine with new Granite and Chrome finish
6-speed Cruise Drive transmission
New Anti-lock Braking System (ABS)
New front and rear brakes
New six-gallon fuel tank
New custom console
New custom handlebar riser cover with indicator lights
New design for custom leather seat, backrests and saddlebags
Adjustable, detachable rider backrest
Detachable passenger backrest
New custom mirrors
New Paint:
105th Anniversary Crystal Copper and Black Onyx (serialized models)
Twilight Blue and Candy Cobalt with Ghost Flame graphics
Black Diamond and Silver Dust with Ghost Flame graphics
18-inch x 3.5-inch Chrome, Road Winder Forged Aluminum front wheel
17-inch x 4.5-inch Chrome, Road Winder Forged Aluminum rear wheel
Radial 130 mm x 18-inch front tire and 170 mm x 17-inch rear tire
Wide rear fender
Exclusive Tombstone tail light assembly and matching chrome hoop
Color matched frames
Color matched wide swing arm
Custom leather saddlebags with chrome trim strips and custom leather inserts
Spun aluminum metal-faced combination speedometer and tachometer with backlighting
"Ironside" Collection:
Chrome and rubber hand grips
Rider foot board inserts
Passenger footpegs
Brake pedal pad
Shifter pegs
Side cover trim strips
Screamin' Eagle SYN3 synthetic lubricant
Black high-torque 1.4 kW starter
High-performance clutch with hydraulic actuation
Cruise control
Custom oil cooler with chrome cover
Chrome voltage regulator
Chrome timer cover with trim ring
Chrome derby cover with trim ring
Stratum Collection chrome billet timer
Stratum derby cover with color-filled script
Ribbed air cleaner cover with color-matched insert
Silver front brake caliper with CVO insert
Chrome front axle covers
Chrome fork sliders and chrome upper fork covers
Chrome lower triple tree cover
Profile low rear suspension
Chrome debris deflector
Smoked turn signal lenses with amber bulbs
Dark tinted, detachable mini-wind deflector
Chrome switch housings and hand levers
Clear-coated, braided stainless steel front brake and clutch lines
Chrome extended-reach billet brake lever
Chrome billet heel/toe shift levers
Polished stainless steel hex shift linkage
Chrome passenger footpeg supports
Chrome valve stem caps
Chrome front wheel bearing spacers
Chrome four-inch Touring mufflers with chrome billet end caps
Chrome Touring muffler shields
Bullet-style rear turn signals mounted on chrome narrow turn signal bar
Carryout saddlebag liners
Harley-Davidson Smart Security System with Smart Siren
Indoor storage cover with embroidered CVO logo
Commemorative CVO ignition key with box

BMS Nehme-sis


   
n amazing thing happened at the Rats Hole show in Daytona Beach, Fla. during 2006 October’s Biketoberfest – a custom Star Motorcycle won the show’s top prize. In doing so, it garnered the first win for a metric chopper in the premier category that’s traditionally ruled by American machines. Even more amazing the machine, named Nehme-sis after its builder, Broward Motorsports and BMS Choppers owner Sam Nehme, was the only metric cruiser ever to compete against American machines in Rats Hole’s prestigious Over 1000cc Super Radical category. “This year was the first time in 38 years they have ever allowed a metric bike to compete in the American class,” Nehme explains.
  

In building Nehme-sis, Nehme literally took the Star Motorcycles tagline to heart. “We build it, you make it your own” never had a more perfect interpretation. The efforts of Nehme and his employees to create such an incredible motorcycle also powerfully shows what individual dealers can do – for themselves, for their dealership, and for metric cruisers and the Star Motorcycles brand.
Together Nehme, Broward Motorsports and BMS Choppers of Davie, Fla. made a huge commitment in developing and building Nehme-sis. Considering the shop’s $80 per hour flat rate, Nehme reckons there is $250,000 just in labor to handcraft the machine from the ground up – never mind the cost of parts, paint and plating. Now that’s going above and beyond the call of business. Star Motorcycles salutes you Mr. Nehme!

BMS Custom Road Star


     

BMW C 650GT

BMW C 650GT
     
Make Model
BMW C 650GT
Year
2012
Engine
Water cooled, four stroke, twin-cylinder, DOHC, 4 Valves per cylinder
Valve Intake / exhaustØ mm 31.5 / 27.1
Capacity
647
Bore x Stroke79 x66  mm
Compression Ratio / Fuel11.6:1  /  Regular lead free (95 RON)
Induction
Fuel injection BMS-E, 38mm Throttle valve
Ignition  /  Starting
- / electric
ClutchCentrifugal clutch
Max Power
44 KW 60 hp @ 7500 rpm
Max Torque
66 Nm  @ 6000 rpm
Transmission  /  Drive
CVT (continuously variable transmission)   /  Chain in oil bath
Primary ratio1.06
FrameAluminium bridge frame with aluminium rear frame bolted on
Front Suspension
system Upside down fork  115mm wheel travel
Rear Suspension
system Cast single swingarm. 115mm wheel travel
Front Brakes
2x 270mm discs  2 piston caliper, Optional: BMW Motorrad Integral ABS
Rear Brakes
Single 270mm disc 2 piston caliper, ABS BMW Motorrad ABS (standard)
Front Tyre
120/70 R15
Rear Tyre
160/60 R15
Wheelbase1591 mm
Seat Height780 mm
Wet-Weight
261 kg 
Fuel Capacity 
16 Litres
There have been drastic changes in the requirements for individual mobility concepts, specifically for conurbations. The challenges facing inner city traffic in future will be growing traffic volume, rising energy costs, and greater stringency of CO2 stipulations.

C 600 Sport cockpit

The BMW Group has recognised these challenges and is developing series solutions for the mobility needs of today and tomorrow. As an integral part of the BMW Group, BMW Motorrad is also dealing with the issues of individual single track mobility and the future needs of customers. In this context,
BMW Motorrad is expanding its business activities to include urban mobility.

As its first offers on this sector, BMW Motorrad will be presenting two premium vehicles on the maxi scooter segment. The BMW C 600 Sport and the BMW C 650 GT combine the outstanding riding properties of a motorcycle with the specific agility and conceptual comfort of a scooter for a new kind of dynamic riding experience.

The new maxi scooters will be built at the BMW Motorrad plant in Berlin.

Two dynamic maxi scooters for sports and touring.

The differing characteristics of the concepts behind these two maxi scooters appeal to a wide target group: the C 600 Sport for the riders with sports ambitions, and the C 650 GT for customers attaching greater importance to comfort and touring ability.

Irrespectively of their differing concepts, the C 600 Sport and the C 650 GT present the unique design language of BMW Motorrad, setting new standards on this segment in this category as well. Modern and dynamic, they are the perfect examples of the BMW Motorrad design philosophy.

C 650 GT

Powerful 2-cylinder inline engine with CVT and characteristic sound.

The 2-cylinder inline engine of the C 600 Sport and C 650 GT is an all new development by BMW Motorrad with a displacement of 647 cc. In both models, its rated power output is 44 kW (60 hp) at 7500 rpm, and its max torque of 66 Nm is available at 6000 rpm. The power is transferred via a directly integrated CVT, or continuously variable transmission.

The engine owes its low position and therefore low centre of gravity to its cylinder bank, which is inclined to the front through 70°. The characteristic sound and low vibration levels are the result of the 90° crank pin offset, 270° ignition spacing, and two balancer shafts driven by spur gears.

An electronic fuel injection system supplies the four valves under the two overhead camshafts. Oil is supplied from a dry sump with double oil pump, and an efficient cooling concept optimises the thermal equilibrium in the 2-cylinder engine.

The exhaust system is made completely of stainless steel and complies with motorcycle specifications. Fitted with a closed loop catalytic converter and an oxygen sensor, the C 600 Sport and C 650 GT fulfil today the Euro-4 emission limits of tomorrow.

C 600 Sport

Suspension with playful handling and best riding stability.

One objective in the development of the C 600 Sport and C 650 GT was to combine directional stability at high speeds on the motorway with playful handling in city traffic and clear feedback to the rider – just like a motorcycle.

Accordingly, the design of the C 600 Sport and C 650 GT suspension features a torsionally rigid hybrid interconnection of a tubular steel bridge frame and a diecast aluminium unit at the swingarm bearing. In addition, the 2-cylinder inline engine functions as a bearing element, presenting a particularly rigid construction for stable and high precision response.

The greatest possible riding stability is also provided by the bearing for the cast light-alloy single swingarm with coaxial centre of rotation.

Also the suspension elements fulfil more fastidious needs for sporting character and comfort. At the front, an upside down fork presents a generous fixed fork diameter of 40 mm. The tail presents a reclining spring strut on the left side. The spring travels are each 115 mm, as they also occur quite commonly on the motorcycle sector. Also the tyre widths and cross sections of the C 600 Sport and the C 650 GT are aligned to motorcycle dimensions.

600 Sport

Powerful braking system with BMW Motorrad ABS fitted as standard.

The new C 600 Sport and C 650 GT are fitted with a generously sized braking system consisting of a two-rotor disc brake at the front and a single disc brake at the rear, each 270 mm in diameter. At the same time, the BMW Motorrad ABS fitted as standard ensures maximum possible safety.

Multifunctional instrument cluster and optional LED daytime running light.

The instrument cluster of the C 600 Sport and C 650 GT presents a large, easily readable LCD display with integrated engine speed readout and an analogue speedometer. The instrument cluster presents considerably more functions than usual in this vehicle class.

For the first time, BMW Motorrad is also offering an LED daytime running light as an optional equipment feature on its C 600 Sport and C 650 GT.

C 600 Sport with the world premiere FlexCase.

The FlexCase for the C 600 Sport is an innovative stowage space concept.
A flap in the tail base under the seat enlarges the stowage space on the stationary vehicle. This can be used e.g. to hold two helmets.

The highlights at a glance

• Efficiency optimised 2-cylinder inline engine with high torque and CVT.

• The most powerful and efficient engine of its class.

• Compact design with dry sump lubrication.

• Power output 44 kW (60 hp) at 7500 rpm, max torque 66 Nm at 6000 rpm.

• Punchy sound and low vibration levels thanks to the 90° crank pin offset, 270° ignition spacing, and two balancer shafts.

• Low fuel consumption and low emissions thanks to electronic fuel injection and closed loop catalytic converter.

• Suspension concept similar to a motorcycle; particularly rigid and hence more stable suspension system of tubular steel bridge frame and diecast aluminium unit at the swingarm bearing.

• Generously dimensioned upside down fork with 40 mm standpipe diameter.

• Swingarm with wide bearing base and reclining spring strut on the side.

• Swingarm’s centre of rotation coaxial with the output shaft, so constant chain tension and reduced reaction torques.

• Low maintenance, encapsulated secondary drive via roller chain in oil bath.

• High level of active safety thanks to generously sized braking system and dual channel ABS fitted as standard.

• Hold brake engaged automatically via the side stand.

• Multifunctional instrument cluster with onboard computer.

• Optional LED daytime running light and way home function.

• Either sporty, dynamic or luxurious, elegant in the characteristic BMW Motorrad design language.

• Generously sized stowage space. C 600 Sport with the world premiere FlexCase as an innovative stowage space concept.

• Powered (C 650 GT) or manual (C 600 Sport) windscreen adjustments for the optimal protection against wind and weather.

• Three colour variants for each.

• Extensive equipment and custom accessories of the familiar high BMW Motorrad quality.

The differences between the C 600 Sport and the C 650 GT at a glance

The sporty, dynamic scooter BMW C 600 Sport is characterised by a seat positioned for extremely active riding. This was made possible by the arrangement of the foot boards, seat, and handlebar in an ergonomic triangle. More fastidious needs for touring and long distance capabilities, on the other hand, are fulfilled by the luxurious C 650 GT. The rider and passenger can therefore adopt a more relaxed sitting posture that is highly appreciated especially over long stretches. The ergonomics designed for even greater passenger capability and comfort can be felt in particular on a more comfortable seat with adjustable backrest for the rider in conjunction with a higher handlebar and comfortable floor boards in lieu of separate footrests for the passenger. In addition, the C 650 GT presents a larger, powered windscreen for even better protection against wind and weather.

Ergonomics

• C 600 Sport with dynamic seat position as a result of flatter handlebar, sporty seat design for both one and two persons, and sporty footrests for the passenger; seat height 810 mm.

• C 650 GT with emphatically comfortable seat position as a result of higher handlebar, more comfortable and larger seat with adjustable backrest for the rider, and foot boards for the passenger as well; seat height 780 mm.

Windscreen

• C 600 Sport with windscreen adjustable mechanically to three positions.

• C 650 GT with larger windscreen adjustable electrically over 10 cm for even greater comfort and protection from wind and weather.

Body and design

• C 600 Sport with sporty, spartan panels. The lean tail with the dynamic upswing and emphatic body edges lend it lightness and dynamics.

• C 650 GT with an organic design language emphasising comfort attributes. Generously sized panel parts for outstanding comfort and protection against wind and weather.

Headlights, turn indicators, rear light

• C 600 Sport: front turn indicators integrated in the panelling, twin circular headlights with two side lights on the left and right, LED rear light cluster with single turn indicators

• C 650 GT: front turn indicators integrated in the mirrors, twin circular headlights with side lights between them presenting a vertical light strip of three elements, LED rear light cluster with integrated turn indicators.

Stowage space

• C 600 Sport with world premiere FlexCase and hence variable stowage space concept in the tail under the seat. Despite its sporty, spartan tail section, two helmets can be easily stowed in the parked vehicle.

• C 650 GT with a large stowage space of about 60 litres in the tail for taking two helmets and other utilities.
Click to learn more...

Colours

• C 600 Sport:

Cosmic blue metallic matt

Titanium silver metallic

Sapphire black metallic

• C 650 GT:

Sapphire black metallic

Platinum bronze metallic

Vermilion red metallic