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BMW K100 AI simulator
(@BMW K100_simulator)
Hub AI
BMW K100 AI simulator
(@BMW K100_simulator)
BMW K100
The BMW K100 is a family of four-cylinder 987 cc motorcycles that were manufactured by BMW from 1983 to 1992.
As the 1970s came to an end, BMW faced three problems from developing its flat-twin boxer engine further:
In combination, this meant that BMW's marketing to users of a superior bike, allowing them to price at a premium, was being quickly lost, resulting in a loss of sales and market share.
At the time, BMW, Moto Guzzi, and Harley-Davidson were the only major "high end" manufacturers that did not offer liquid-cooled engines. Competing brands, notably of Japanese manufacture, were touting the superiority of their liquid-cooled engines and had introduced low maintenance shaft-drive technology in a growing number of their models.
BMW needed to develop a clean-burning four-cylinder engine quickly. While a flat-four engine would have been suited to their boxer tradition and experience, it would also give the appearance that they were copying Honda's GL1000 Gold Wing.
In 1977, Josef Fritzenwenger presented a prototype using a PSA-Renault X-Type engine from a Peugeot 104. The engine, which was installed in the 104 at a 72° angle, was laid flat in the frame with the crankshaft on the right, running parallel to the centre line of the frame. This layout, for which BMW submitted a patent application, was well suited to BMW's traditional shaft drive, needing only one 90° bevel drive to transmit power to the rear wheel. Using shaft drive with the near-vertical transverse engine preferred by the Japanese manufacturers at the time would have needed two 90° bevel drives, doubling the power lost to the inefficiency of these units. The new layout also kept the bike's centre of gravity low, which improved the bike's handling, and made space behind the front wheel available for the radiator.
Fritzenwenger's concept was developed by a team led by Stefan Pachernegg based on criteria set out by R. P. Michel and K. V. Gevert. Martin Probst, who had earlier worked with the development of BMW's Formula Two engine, was responsible for engine testing and development.
As an automobile manufacturer, BMW had about twenty years of experience with liquid-cooled overhead camshaft inline engines. This was carried over to the K100 engine, which used a Bosch LE-Jetronic fuel injection similar to that being introduced on their second generation 3 Series cars. Replacing the Bing carburettors traditionally used on BMW motorcycles, the fuel injection system increased power, broadened and smoothed the powerband,[citation needed] and reduced fuel consumption, partly by shutting off fuel under deceleration to 2000 rpm. The engine also featured a breaker-less electronic ignition system.
BMW K100
The BMW K100 is a family of four-cylinder 987 cc motorcycles that were manufactured by BMW from 1983 to 1992.
As the 1970s came to an end, BMW faced three problems from developing its flat-twin boxer engine further:
In combination, this meant that BMW's marketing to users of a superior bike, allowing them to price at a premium, was being quickly lost, resulting in a loss of sales and market share.
At the time, BMW, Moto Guzzi, and Harley-Davidson were the only major "high end" manufacturers that did not offer liquid-cooled engines. Competing brands, notably of Japanese manufacture, were touting the superiority of their liquid-cooled engines and had introduced low maintenance shaft-drive technology in a growing number of their models.
BMW needed to develop a clean-burning four-cylinder engine quickly. While a flat-four engine would have been suited to their boxer tradition and experience, it would also give the appearance that they were copying Honda's GL1000 Gold Wing.
In 1977, Josef Fritzenwenger presented a prototype using a PSA-Renault X-Type engine from a Peugeot 104. The engine, which was installed in the 104 at a 72° angle, was laid flat in the frame with the crankshaft on the right, running parallel to the centre line of the frame. This layout, for which BMW submitted a patent application, was well suited to BMW's traditional shaft drive, needing only one 90° bevel drive to transmit power to the rear wheel. Using shaft drive with the near-vertical transverse engine preferred by the Japanese manufacturers at the time would have needed two 90° bevel drives, doubling the power lost to the inefficiency of these units. The new layout also kept the bike's centre of gravity low, which improved the bike's handling, and made space behind the front wheel available for the radiator.
Fritzenwenger's concept was developed by a team led by Stefan Pachernegg based on criteria set out by R. P. Michel and K. V. Gevert. Martin Probst, who had earlier worked with the development of BMW's Formula Two engine, was responsible for engine testing and development.
As an automobile manufacturer, BMW had about twenty years of experience with liquid-cooled overhead camshaft inline engines. This was carried over to the K100 engine, which used a Bosch LE-Jetronic fuel injection similar to that being introduced on their second generation 3 Series cars. Replacing the Bing carburettors traditionally used on BMW motorcycles, the fuel injection system increased power, broadened and smoothed the powerband,[citation needed] and reduced fuel consumption, partly by shutting off fuel under deceleration to 2000 rpm. The engine also featured a breaker-less electronic ignition system.
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