POWERFUL 103” ENGINE FEATURES IN TOURING LINE FOR 2011
SYDNEY; Harley-Davidson® expands its family of Great American Touring motorcycles with the introduction of the Twin Cam 103™ on all Touring family models.
Harley-Davidson will offer four Touring models for 2011, each featuring the satisfying character of V-Twin power and an appealing combination of technology and tradition that have made Harley models the most-popular heavy-weight touring motorcycles on the road.
NEW Engine A new level of performance and technology, the Twin Cam 103 engine is now a standard feature on all Touring models. The Twin Cam 103 is rated at 102 ft. lbs. of torque at 3500 rpm, a 9.6 per cent increase in peak torque over the Twin Cam 96™ engine it replaces, providing extra power for enhanced passing and hill-climbing performance when a passenger and luggage are on board.
NEW Touring Seat Designs The seats on all 2011 Harley-Davidson Touring models have been re-shaped to enhance styling, improve rider leg reach to the ground, and to provide better lower back support. A key element of the new seat design is a narrower forward section of the seat, which makes it easier for more riders to place both feet confidently on the ground.
Engineered for the Long Haul The Harley-Davidson Touring chassis provides precise and responsive maneuverability, robust capacity, and outstanding comfort for both rider and passenger. Its features include:
• A single-spar, rigid backbone frame designed to satisfy the demands of long-haul touring riders and more-powerful engines. The frame is manufactured with the latest coordinated motion robotic welding process, which offers outstanding dimensional accuracy and weld quality. Components are joined with cast and forged node-tube joints.
• The swingarm is formed with a two-piece, deep-drawn shell with a forged pivot section, and contributes significantly to the motorcycle’s maneuverability and comfort.
• Dunlop® D407 Multi-Tread rear tyres are designed specifically for the Harley-Davidson Touring chassis. The construction of the tyres and the distribution of a longer-life center tread compound and more aggressive shoulder compound enhance straight-line performance and will deliver up to 25 per cent more rear-tyre tread life than a standard tyre.
• The Isolated Drive System compensator integrated into the rear wheel hub reduces noise and vibration to the rider for improved ride quality under acceleration, shifting and cruising.
• Touring models are powered by the rubber-isolated Twin Cam 103 V-Twin engine with Electronic Sequential Port Fuel Injection (ESPFI) and Electronic Throttle Control (ETC), mated to the 6-speed Cruise Drive transmission for outstanding performance and economy. Cruise control and ABS are also standard across the board. All models also feature air-adjustable rear shocks to accommodate variable passenger and luggage loads.
• Other standard features include two-year factory warranty, Smart Security System, and two-year Harley Assist™ 24 / 7 roadside assistance
The new Harley-Davidson Touring motorcycles will be available in Australia and New Zealand from 1 September, 2010.
The White Ribbon Ride in November will visit more than 40 towns in the North Island on a road trip to help end violence towards women.
The motorcycle ride, organised by the Families Commission as part of the White Ribbon campaign, will start in Tauranga and travel south through the centre of the North Island to Wellington and then north via eastern and western routes to Auckland and Bream Bay, visiting some 40 local communities.
“I’m delighted that the ride is being supported by motorcycle enthusiasts,” says Rob McCann who coordinates the White Ribbon Campaign for the Families Commission. “The inaugural ride in 2009 was fantastic and the riders were met with enthusiasm, and a few too many sausages, whereever they went. I’m sure that the positive experience from 2009 is why we have so many riders asking for ‘ride 10’ details.
“During the last few years New Zealand has seen a growing intolerance of violence and this has been reinforced by the ‘It’s Not OK’ and White Ribbon campaigns. This rejection of family violence, and specifically violence against women, has led to increased reporting and is also reflected by the increasing number of communities taking part in White Ribbon Day activities,” says Mr McCann.
“I was recently asked why White Ribbon Day was a call to men? The answer is simple. Men want to be part of the solution. This is an opportunity to show leadership and create role models for the next generation, and in doing so, break the cycle of violence.”
By offering an activity that speaks to other men, the ride can engage with communities in a way that is exciting and creates attention.
Ric Odom, owner of a Honda Gold Wing, National CEO for the YMCA and a member of the White Ribbon organising committee, participated in the White Ribbon Ride last year and encouraged some of his YMCA colleagues to join him. He says, “I had a great experience last year. Not only did I get to ride my bike for more than 800 kilometres, I had a real feeling that we contributed to making New Zealand a better place. At each location we were met by communities that were excited that men were making a stand against violence.
“Powerful bikes equal a powerful message, but we need riders to join us and show that men do care about our communities, our homes and our families. All violence is unacceptable. The ride is the perfect opportunity to show we’re against violence towards women.”
Key Messages: No violence within families is tolerable. If someone within the family is being frightened or intimidated by the behaviour of someone else, it is not OK. Violence isn’t just the physical, it’s also emotional or verbal behaviour used to control someone through fear. Things we say, or don’t say, contribute to the abuse. White Ribbon Day is the international day when people, particularly men, wear a white ribbon to show they won’t tolerate, condone or remain silent about violence against women. It originated as a men’s movement in Canada and is now part of the United Nations annual calendar (International Day for Elimination of Violence Against Women). The Families Commission took a leadership role in New Zealand in 2006. Whether you are a father, brother, uncle, granddad or cousin – we all want to keep our families safe. We all want our children to grow up and have happy healthy relationships. By simply wearing a white ribbon you can make it clear to other men that you do not tolerate violence against women. You can also make sure your home, your business or your sports club is a safe environment where abusive behaviour is not tolerated. The White Ribbon Day campaign encourages men to talk openly about family violence, to support men who want to change their abusive behaviour and to challenge comments, statements and actions by men that are abusive.
Statistics in New Zealand In New Zealand most violence towards women takes place in the home. In violence between couples, it is men’s violence that is most likely to cause serious physical or psychological harm. An average of 14 women a year are killed by their partners or ex partners. There are over 3500 convictions recorded against men each year for assaults on women. One in three women will experience partner violence at some point in their lives.
The Families Commission and White Ribbon Committee works with multiple agencies and NGOs to coordinate the national campaign. The White Ribbon campaign complements but is separate to the family violence It’s Not OK campaign.
The White Ribbon Ride The White Ribbon Ride is now into its second year. The structure of the ride is significantly different to that of 2009, with one ride travelling south on State Highway One and then two rides travelling north via eastern and western routes. The ride is led by the Super Maori Fullas (Mervyn, Roger and Mahu Rawiri) and the Patriots Defence Force Motorcycle Club whose members are former or serving members of the armed forces or police. For further information about the ride visit www.whiteribbon.org.nz
Rules include: No alcohol or drugs are permitted on the ride No patches Must have motorcycle of 250cc or greater Must agree to the pledge that ‘Wearing a white ribbon is a personal pledge never to commit, condone or remain silent about violence against women’
The Pledge Wearing a white ribbon is a personal pledge never to commit, condone or remain silent about violence against women.
The podium for the over-40s veterans at the Australian Motocross Championships this season was (left to right) Stuart McFerran, Darryll King and Brad Williscroft. Photo by Kajx Communications.
By Andy McGechan
Old soldiers never die, they just keep on fighting. That could certainly be said of Hamilton’s Darryll King. It may have been six years since the Kiwi legend last won a major national title in Australia but he rolled back the clock in July when he made it Australian motocross title No.4. King won the prestigious open class titles across the Tasman on three separate occasions – in 2001, 2003 and 2004 – and he returned at the weekend to snatch away the over-40s veterans’ crown, an official championship for the first time this season. The 41-year-old raced his Yamaha YZ450F to a hat-trick of wins at the Coolum circuit, this inaugural veterans’ championship sharing the programme with the eighth and final round of the open class (MX1), pro lites (MX2) and under-19s championships. “In the end I did it fairly easily but there are still some very fast riders at the top of their game in the veterans’ racing,” said King, who had earlier this season also raced a Yamaha YZ250 in the pro lites championship. “It was a neat track and (promoter) Kevin Williams does a great job. I always get fantastic support from Yamaha over there too. All in all, it was a brilliant weekend.” Meanwhile, fellow Yamaha rider Cameron Taylor won the 35-40 years’ veterans’ title with a similar display of dominance, taking a clean sweep of moto wins. King now looks ahead to contesting the final round of the World Veterans’ Motocross Championships at Lierop, in the Netherlands, on September 4. A jam-packed personal calendar meant King has been unable to mount a full campaign in Europe this season, but, at the only other round of the world series he attended, the United States GP in May, he finished the day overall runner-up. King twice finished second that day, both times behind fellow Yamaha rider Doug Dubach. “I’m really looking forward to racing in Holland,” said King. “That’s why I raced the YZ450F four-stroke instead of the YZ250 two-stroke in Coolum. I need to be riding the bigger bike in the deep sand of the Dutch track.” King said he is still uncertain whether he will be able to mount a full campaign in the veterans’ class in Europe next season but “the calendar is out already and it just might suit me.”
The ACC has teamed up with representatives from key motorcycle, scooter and moped groups to look at ways to reduce motorbike injuries.
On 1 July, ACC introduced the Motorcycle Safety Levy (MSL) - a $30 annual fee for each registered motorcycle.
ACC is putting this money into a ring-fenced fund that will be specifically used on injury prevention initiatives to reduce the number and severity of motorcycle and moped injuries and fatalities.
To oversee the design of the programme, ACC has set up an establishment group. The group’s aim is to ensure the MSL programme is set up with motorbike and moped riders at the forefront. They met for the first time in Wellington on 14 July and their first task is to develop the foundations for how the MSL programme will be administered and operated.
The group is made of eight people representing the following groups; Bikers Rights Organisation of NZ (BRONZ), Women’s International Motorcycle Association (WIMA), Motorcycling New Zealand, Scoot NZ, NZ Classic Scooter Club, Motor Industry Association, Ministry of Transport and the NZ Transport Agency, Ulysses Club of NZ Inc. Seven of the group members are motorbike or moped riders.
Peter McIntosh, of Ulysses, sees the potential from the use of the MSL funds for motorcyclists.
“For the first time we will have a dedicated safety fund for us as riders with genuine input from the motorcycling community on what types of initiatives will really benefit us. The Government and ACC have made a genuine commitment to working with motorcyclists in the operation of the Motorcycle Safety Levy to improve the safety of all motorcyclists. It is now in place and the best thing we can all do is to take a positive step forward and support it,” said Mr McIntosh.
ACC is providing additional funding to cover administration, so that all funds collected are used directly on funding safety initiatives rather than on the administration of the programme.
ACC General Manager Injury Prevention Keith McLea says the MSL programme’s success depends on input from motorcyclists on its design and development.
“We want to ensure this programme is set up for motorcyclists by motorcyclists,” Mr McLea said.
Members on the establishment group include: - Brent Hutchison, President of Wellington branch of Bikers Rights Organisation of NZ (BRONZ) - Peter McIntosh, President Ulysses Club of NZ Inc - Yvonne Forrest, Representative of Women’s International Motorcycle Association (WIMA) - Paul Searancke, Commissioner: Recreation/Leisure of Motorcycling New Zealand - Jess Corbett from Scoot NZ and the NZ Classic Scooter Club - Clive Hellyar, Advisor from the Motor Industry Association - Ministry of Transport representative - Jim Furneaux, from NZ Transport Agency
Womans mid week sand skills Wednesday 28th July Women-only coaching day at the Kawasaki Sand Pit. Nice and relaxed and open to riders of all ability. Starting at ten and finishing around two. Cost is $100. Pre booking essential please email chris@birchy.co.nz Mens mid week sand skills Wednesday 4th August At the Kawasaki Sand Pit. Aimed at intermediate riders but open to all. Starting at ten and finishing around two. Cost is $150 inclusive of entry to Kawasaki Sand Pit. Pre booking essential please email chris@birchy.co.nz
Trail riding Skills Taupo 8th August A days coaching for trail riders at a brilliant venue ten minutes out of Taupo. Open to riders of all abilities. We will cover basic bike set up, a little bit of suspension set up and lots of riding skills for hitting the trails. Cost is $150 and pre booking is essential. Email chris@birchy.co.nz
New Zealand’s Kayne Lamont is going from strength to strength. Lamont won the two main classes at the New Zealand Junior Motocross Championship near Blenheim in April, then immediately afterwards boarded an international flight. The 17-year-old from Mangakino, in the Central North Island, headed off to Europe to follow in the wheels-tracks of men such as Motueka’s Josh Coppins and Tauranga’s Ben Townley. Now based in England, the Suzuki GB rider (who is sponsored by Mount Maunganui’s MotoGB in New Zealand) has been flitting to and fro across the English Channel to tackle several rounds of the European 125cc championships (EMX125). He scored solid points at the latest round of that series in Sweden, finishing 11th and 15th, placing him 14th overall for the day. He then put himself on the top step of the podium, this time at round six of the Red Bull British 125cc Championships at the Howton Court circuit in Pontrilas, south Herefordshire, close to the Welsh border. He was again in action in England on Saturday and Sunday, this time challenging the elite of the MXY2 class at round five of the British Motocross Championships at Foxhills, in Swindon. Making his debut in the MXY2 class, Lamont stormed to the top of the qualifying rankings, humbling current championship leader Connor Walkley and other British stars Tom Kelly, Matt Bayliss and Matt Burrows. For racing proper, Lamont took his RM125 to the front of the pack, eventually winning the race ahead of Walkley and that really set the tongues wagging. “The commentator said it was the first time in his memory that a 125cc two-stroke had won a race in this class – the racing here open to 125cc two-strokes and 250cc four-stroke bikes,” said Lamont’s father, Stuart. Lamont had a more difficult second race and had to settle for runner-up spot, behind Walkley, meaning the young New Zealander had to settle for overall runner-up on the day because of the count-back rule – with the highest-placed rider in the last race getting the nod. “Kayne is feeling really comfortable with the Suzuki and we now head back to Belgium tomorrow before heading across to the Czech Republic to tackle round six of the EMX125 Championships on August 8.”
Statement from Chad Reed about his 2010 racing campaign For Immediate Release: 24 July 2010
To all my friends in the motorsport world I didn't want you all to just get the press release so please find my open letter below as was supplied to my sponsors and commercial partners yesterday evening, a full press release will follow.
I have spent most of the last month in and out of my doctor’s office getting tests done, trying to figure out what is going on.
Knowing that I have worked hard during the week on and off the bike, each weekend I head to the race excited to get out there and get some wins on my Monster Kawasaki - ready to defend the Number 1 plate that is on my bike. The team and bike are prepped and ready on race day and then I’m unable to race like I normally can.
Where is the fight that I normally have?..... For most of this outdoor season I have been frustrated and questioning every part of my program, wondering why I am unable to race to my full potential. It's embarrassing riding with the #1 plate on and not battling at the front. I don't take it lightly, and I knew I had to get to the bottom of my issues.
Many people have commented that it's due to my role as a new dad, but that's not it. Tate makes me want to race harder, I want my son to be proud of me and I want to teach him that by working hard you can achieve your dreams.
People think that the passing of my friend Andrew McFarlane was another reason that I may not be riding to my full potential, that I'm keeping it safe. That's not it either, I have always ridden within my safety zone and I know Andrew is up there pumping me up to get some holeshots and win some races like he always did.
These two reasons alone make me want to race harder and give it everything I have, to be an example of hard work to my son, to live life to the full and be thankful for doing what I love to do, and that is race a motorcycle. I'm not ready for retirement. I want a few more championships indoors and out.
So finally with all that said, I got my results back from the doctor, I have Epstein Barr Virus. I know some other riders have had it, and I never thought I would be sitting here saying the same thing. It explained my fatigue issues on the track. I knew it wasn't my fitness, but I was struggling to finish moto's. It just got to a point where it was dangerous for me to be out there.
My doctor, team and I have decided that I need to be off the bike for a while to try get this handled. I am really disappointed to be out again. This year has been a personal worst for me. I have often been referred to as Mr. Consistent, but this year has been far from that.
I want to apologise to my fans for not being able to race for you and I want to take this opportunity to thank you for your support and sticking by the 22 this year. From the worst times, comes the best times, and I will be working hard to kick this illness so I can get back on track and to winning races as soon as possible.
Thanks for your support and understanding at this time.
Company Generates Earnings Per Share of $0.59 from Continuing Operations;
Results Reflect Benefits of Restructuring and Continued Improvement in HDFS Performance;
Retail Harley-Davidson® Motorcycle Sales Decline Continues to Moderate
MILWAUKEE (July 20, 2010) - Harley-Davidson, Inc. (NYSE: HOG) reported second-quarter 2010 income from continuing operations of $139.3 million, or $0.59 per share, compared to income of $33.4 million and earnings per share of $0.14 from continuing operations in the year-ago quarter. Second-quarter 2010 results include operating income from Financial Services of $60.8 million. Revenue from Motorcycles and Related Products was $1.14 billion in the second quarter.
Worldwide retail sales of new Harley-Davidson® motorcycles decreased 5.5 percent in the quarter compared to the second quarter of 2009, a sequential moderation in the rate of decline from the prior four quarters. In the U.S., retail new Harley-Davidson motorcycle sales were down 8.4 percent and in international markets, retail sales were largely flat, down 0.2 percent compared to last year's second quarter.
For the first six months of 2010, Harley-Davidson income from continuing operations was $208.0 million, or $0.89 per share, a 28.9 percent increase from the year-ago period. "Harley-Davidson is making steady progress at executing its strategy to deliver results through focus," said Keith Wandell, President and Chief Executive Officer of Harley-Davidson, Inc. "We are seeing the benefits of our restructuring and continuous improvement activities reflected in our earnings performance.
"We are pleased with the continued moderation in the rate of decline of retail new Harley-Davidson motorcycle sales again in the second quarter. At the same time, we continue to believe conditions will remain challenging this year for new motorcycle purchases and we will manage the business based on that expectation, with a continued strong focus on managing supply in line with demand," Wandell said.
"Despite the decline in second-quarter retail motorcycle sales, we believe interest in the Harley-Davidson brand remains strong among riders of all generations. In fact, Harley-Davidson is the U.S. market share leader of on-road motorcycles among young adults. We will continue to focus our resources on expanding the global reach of the brand and developing new products that will reach even more riders going forward," Wandell said. "I would like to thank our employees for their continued hard work and support of our strategy." Harley-Davidson Motorcycles and Related Products Segment Second-Quarter Segment Results: Revenue from Harley-Davidson motorcycles during the second quarter of 2010 of $831.6 million was up 2.8 percent compared to the year-ago period. In line with guidance, the Company shipped 59,046 Harley-Davidson motorcycles to dealers and distributors worldwide during the quarter, compared to shipments of 58,179 motorcycles in the second quarter of 2009.
Revenue from Parts and Accessories totaled $231.8 million during the quarter, up 0.2 percent, and revenue from General Merchandise, which includes MotorClothes® apparel, was $67.4 million, down 3.2 percent compared to the year-ago period.
Gross margin was 35.0 percent in the second quarter, compared to 34.1 percent in the year-ago period. Second-quarter operating margin decreased to 13.9 percent from 15.3 percent in the second quarter of 2009.
Six-Month Segment Results: Through the first six months of 2010, shipments of Harley-Davidson motorcycles were 112,720 units, a 15.2 percent decrease compared to last year's 132,849 units for the period. Revenue from Harley-Davidson motorcycles through six months was $1.64 billion, a 9.8 percent decrease compared to the year-ago period. Six-month P&A revenue was $380.9 million, a 5.0 percent decrease from the first half of 2009. General Merchandise revenue was $133.6 million, a 7.7 percent decrease compared to the same period in 2009. Gross margin through six months was 35.7 percent and operating margin was 13.1 percent, compared to 35.7 percent and 16.8 percent respectively in last year's first half. Retail Harley-Davidson Motorcycle Sales During the second quarter of 2010, dealer retail sales of new Harley-Davidson motorcycles decreased 5.5 percent worldwide, 8.4 percent in the U.S. and 0.2 percent in international markets, compared to the prior-year quarter. Second-quarter retail results reflect a sequential moderation in the rate of decline from the prior four quarters, although the basis for comparison has decreased over that period. Industry-wide U.S. heavyweight motorcycle (651cc-plus) retail unit sales decreased 10.1 percent in the second quarter compared to the year-ago period.
Through six months, worldwide retail sales of Harley-Davidson motorcycles decreased 10.7 percent compared to the prior-year period. U.S. retail sales of Harley-Davidson motorcycles decreased 15.3 percent for the first half of the year while the U.S. heavyweight market segment was down 14.7 percent for the same period, compared to the year-ago period. In international markets, retail sales of new Harley-Davidson motorcycles decreased 1.1 percent for the first six months of 2010 compared to 2009.
The Company reiterated its expectation to ship 201,000 to 212,000 Harley-Davidson motorcycles to dealers and distributors worldwide in 2010, a reduction of five to ten percent from 2009. In the third quarter of 2010, the Company expects to ship 53,000 to 58,000 Harley-Davidson motorcycles. Harley-Davidson now expects gross margin to be between 32.5 percent and 34.0 percent for the full year, versus the prior estimate of 32.0 percent to 33.5 percent. The Company continues to expect full-year capital expenditures of between $235 million and $255 million, including $95 million to $110 million to support restructuring activities.
Financial Services Segment Second-quarter operating income from Financial Services was $60.8 million, compared to an operating loss of $90.5 million in the year-ago quarter. Last year's second-quarter results were affected by two non-recurring, non-cash charges totaling $101.1 million to establish a credit loss provision related to the reclassification of motorcycle loan receivables and to write off all HDFS goodwill. Through six months, operating income from Financial Services was $87.5 million, compared to an operating loss of $79.3 million in the first half of 2009. Restructuring Update The Company continues to expect previously announced restructuring activities begun in 2009 to result in total one-time charges of $430 million to $460 million into 2012, including charges of $175 million to $195 million in 2010. In 2010, the Company continues to expect savings of $135 million to $155 million from previously announced restructuring activities, increasing to expected annual ongoing savings of approximately $240 million to $260 million upon completion of these restructuring activities.
The Company and the unions representing its Wisconsin production employees are scheduled to begin negotiations this week on new labor agreements that would take effect upon the expiration of the current contracts in April 2012. Through the negotiation of new agreements, the Company seeks to close large cost gaps in its Milwaukee-area and Tomahawk production operations and improve flexibility to meet seasonal and other customer-driven production needs. If Harley-Davidson is unable to achieve those objectives through agreement with the unions by mid-September 2010, the Company has said it will move Wisconsin production operations to another U.S. location. The financial effects of a decision on Wisconsin production operations are not included in the restructuring costs and savings delineated above. The Company will provide updated cost and savings information at such time as it discloses a final decision on the Wisconsin operations. The Company will retain corporate headquarters, product development and the Harley-Davidson Museum in Milwaukee, regardless of the outcome of its decision on production operations.
Income Tax Rate The Company's second-quarter effective income tax rate from continuing operations was 29.2 percent compared to 59.9 percent in the same quarter last year. The rate decrease was generally due to the non-recurrence of a $28.4 million non-deductible goodwill impairment charge incurred in the second quarter of 2009 as well as the favorable conclusion of an IRS audit in the second-quarter of 2010 and, in connection with the settlement, an adjustment to income taxes payable. The Company now expects its 2010 full-year effective tax rate from continuing operations to be approximately 36.0 percent.
Cash Flow Cash and marketable securities totaled $1.50 billion as of June 27, 2010, compared to $1.02 billion at the end of last year's second quarter. Cash provided by operating activities of continuing operations was $726.0 million and capital expenditures were $45.8 million during the first half of 2010. Discontinued Operations The Company continues to be in discussions with potential buyers regarding its previously announced intention to sell MV Agusta. For the second quarter of 2010, Harley-Davidson, Inc. incurred a $68.1 million loss from discontinued operations, comprised of operating losses as well as a fair value adjustment of $61.5 million net of taxes. Including discontinued operations, the Company reported earnings per share of $0.30 in the second quarter of 2010. Through the first six months of 2010, Harley-Davidson, Inc. incurred a $103.5 million loss from discontinued operations. First-half earnings per share, including discontinued operations, were $0.45.
Company Background Harley-Davidson, Inc. is the parent company for the group of companies doing business as Harley-Davidson Motor Company (HDMC), Harley-Davidson Financial Services (HDFS), Buell Motorcycle Company (Buell), and MV Agusta. Conference Call and Webcast Presentation Harley-Davidson will discuss second-quarter results on a Webcast at 8:00 a.m. CT today. The Webcast presentation will be posted prior to the call and can be accessed at http://investor.harley-davidson.com/. Click "Events and Presentations" under "Resources." Forward-Looking Statements The Company intends that certain matters discussed in this release are "forward-looking statements" intended to qualify for the safe harbor from liability established by the Private Securities Litigation Reform Act of 1995. These forward-looking statements can generally be identified as such because the context of the statement will include words such as the Company "believes," "anticipates," "expects," "plans," or "estimates" or words of similar meaning. Similarly, statements that describe future plans, objectives, outlooks, targets, guidance or goals are also forward-looking statements. Such forward-looking statements are subject to certain risks and uncertainties that could cause actual results to differ materially from those anticipated as of the date of this release. Certain of such risks and uncertainties are described below. Shareholders, potential investors, and other readers are urged to consider these factors in evaluating the forward-looking statements and cautioned not to place undue reliance on such forward-looking statements. The forward-looking statements included in this release are only made as of the date of this release, and the Company disclaims any obligation to publicly update such forward-looking statements to reflect subsequent events or circumstances.
The Company's ability to meet the targets and expectations noted depends upon, among other factors, the Company's ability to (i) execute its business strategy and divest certain company assets, (ii) effectively execute the Company's restructuring plans within expected costs and timing, (iii) successfully achieve with our labor unions flexible and cost-effective agreements to accomplish restructuring goals and long-term competitiveness, (iv) manage the risks that our independent dealers may have difficulty obtaining capital, and adjusting to the recession and slowdown in consumer demand, (v) manage supply chain issues, (vi) anticipate the level of consumer confidence in the economy, (vii) continue to have access to reliable sources of capital funding and adjust to fluctuations in the cost of capital, (viii) manage the credit quality, the loan servicing and collection activities, and the recovery rates of HDFS' loan portfolio, (ix) continue to realize production efficiencies at its production facilities and manage operating costs including materials, labor and overhead, (x) manage production capacity and production changes, (xi) provide products, services and experiences that are successful in the marketplace, (xii) develop and implement sales and marketing plans that retain existing retail customers and attract new retail customers in an increasingly competitive marketplace, (xiii) sell all of its motorcycles and related products and services to its independent dealers, (xiv) continue to develop the capabilities of its distributor and dealer network, (xv) manage changes and prepare for requirements in legislative and regulatory environments for its products, services and operations, (xvi) adjust to fluctuations in foreign currency exchange rates, interest rates and commodity prices, (xvii) adjust to healthcare inflation and reform, pension reform and tax changes, (xviii) retain and attract talented employees, (xix) detect any issues with our motorcycles or manufacturing processes to avoid delays in new model launches, recall campaigns, increased warranty costs or litigation, and (xx) implement and manage enterprise-wide information technology solutions and secure data contained in those systems.
In addition, the Company could experience delays or disruptions in its operations as a result of work stoppages, strikes, natural causes, terrorism or other factors. Other factors are described in risk factors that the Company has disclosed in documents previously filed with the Securities and Exchange Commission. Many of these risk factors are impacted by the current turbulent capital, credit and retail markets and our ability to adjust to the recession.
The Company's ability to sell its motorcycles and related products and services and to meet its financial expectations also depends on the ability of the Company's independent dealers to sell its motorcycles and related products and services to retail customers. The Company depends on the capability and financial capacity of its independent dealers and distributors to develop and implement effective retail sales plans to create demand for the motorcycles and related products and services they purchase from the Company. In addition, the Company's independent dealers and distributors may experience difficulties in operating their businesses and selling Harley-Davidson motorcycles and related products and services as a result of weather, economic conditions or other factors.
Another tough outing for Cougar Bourbon Honda Thor Racing.
Cougar Bourbon Honda Thor Racing riders Todd Waters and Michael Phillips have both come away from the penultimate 2010 Australian MX Nationals event at Moree Motorcycle track bearing the scars of a tough days racing.
Waters, who finished 6th in the first 8-lap Pro Open race, tweaked his ankle in the second moto and was unable to race to his full potential.
The 19 year old then tweaked it again in the final race and was forced to retire.
“It was a tough day,” Waters admitted. “I qualified well and got some good starts in the first two races but once I tweaked my ankle I really struggled.
“Today’s outcome was the result of me making too many little mistakes, so I need to go away and work on those.
“I want to go to Coolum and have some fun and finish the motocross season on a good note. It is a track that I like and we are racing a double header,” he concluded.
Teammate Michael Phillips recorded three top ten race finishes but also had his fair share of drama.
The New Zealander was involved in a first corner crash in the third Pro Lites race and sustained a deep cut to the inside of his elbow which required medical attention.
“I was a bit disappointed with my first two races as the bike was awesome but I suffered arm pump,” Phillips explained.
“It was very pleasing to get back out for the final race and finish third. I felt like I rode a strong race and hopefully I can take that through to the final two rounds at Coolum this weekend.
“A big thanks to the Race Safe guys for patching me up and getting me back out for the final race,” he concluded.
Next weekend will see the series conclude with a double header at Coolum Pines Motocross Park. The final two rounds of the season will be held on Saturday 24th July and Sunday 25th July.
*MX Nationals Championship points were not available at the time of publication
Slipping under the radar here in New Zealand is the recently released PR from GasGas Motos.
Check out their gorgeous looking 2011 EC 250 & 300 with a newly designed front headlight. Other new features are adjustable SACHS 48 front forks, FMF Q-Stealth silencer, Sachs shock absorber and the improved cooling system with the new radiator cap.
Engine Single-cylinder 2-stroke, liquid cooled Displacement 249,3 cc / 299,3 cc Bore x stroke 66,4 x 72 mm / 72,5 x 72,5 mm Gearbox 6 speed gearbox with foot control Clutch Wet multiplate with hydraulic control Carburettor Keihin 38 mm - Intake by reed valve Frame Chrom-Molybdenum tubular frame Swingarm Aluminium, Progressive linkage system Front fork Sachs 48 mm Up-Side-Down, 295 mm travel Adjustability Adjustable compression and rebound Shock absorber Sachs hydraulic mono shock absorber Adjustability Rebound, compression and spring preload Suspension travel 310 mm rear wheel travel Rim type Light aluminium spoke rim Rim - tyre Front: 1.6 x 21 - 90/90 - 21 Rim - tyre Rear: 2.15 x 18 - 40/80 - 18 Front brake 260 mm wave floating, 2-piston caliper Rear brake 220 mm wave disc, 1-piston caliper Fuel 9,5 lt (2-stroke-oil/fuel mixed 1:50) Dry weight 101 kg / 102 kg Dimensions Length x width x height: 2.200 x 830 x 1.260 mm Wheelbase 1.475 mm Seat height 940 mm
Respected US Newspaper The Washington Post has reported that 'Yamaha Motor Co., the world's second-largest motorcycle maker, said sales in North America and Europe may fall twice as much as forecast as a spreading debt crisis damps demand. The shares fell the most in three months.'
The report also cites Honda sales as down only 1% while Harley sales fell $US150M on the previous year.
Japanese Newspaper 'The Daily Yomiuri' reports: Yamaha Motor Co. said Wednesday it will start selling its "EC-03" electric motorcycle on September 1st. The company projects annual sales of 10 million units of the model, priced at 252,000 yen (around $NZ4,000). The bike is scheduled to be released in Taiwan and Europe begining next year, the company said. As Honda Motor Co. plans to begin leasing its new electric motorcycle to domestic companies and other entities in December, eco-friendly motorcycles could become widely used. Read more here.
There has perhaps never been such a comprehensive win at the big Tarawera 100 dirt bike endurance race as was witnessed at this year’s edition, near Whakatane on Saturday.
Cody Cooper (MotoGB Suzuki RM-Z450) enjoyed a thrilling start-to-finish win at this 33rd annual running of the great race, leaping to the lead before the 218-rider field had even reached the first corner … and he never looked back from there.
The Mount Maunganui rider stretched his lead over Waitakere’s Shaun Fogarty to nearly two minutes by the end of the first of four 38-kilometre laps, raced over steep and undulating farmland at the tiny settlement of Te Teko.
Cooper rode flawlessly over his 152-kilometre journey and was never threatened over the gruelling race that lasted near three hours.
By race end, Cooper was more than three minutes in front of Fogarty, with last year’s Tarawera 100 champion, Cambridge’s Damien King, taking third place, another minute further back.
“The bike was so crisp. I skidded off the start and I thought I wouldn’t get away cleanly, but then it hooked up and that was that,” said Cooper.
“I have not raced this event in a few years – not since I won here in 2007 – but had nothing else to do this weekend and I do so much enjoy racing here,” said the 26-year-old.
“I wanted to be able to cruise a bit over the last lap, so that meant I had to do some work early on and build a bit of a buffer. That’s why I sprinted so much after the start. I knew I needed to get a bit of a gap on Fogarty and, besides that, I didn’t want to show him where I was going.”
Cooper heads back across the Tasman this coming weekend where he will tackle the next round of the Australian Motocross Championships. He is currently running sixth in the MX1 class in Australia.
Napier cross-country hero Lance O’Dea (Suzuki) finished eighth overall and was the top rider aged under-19, finishing ahead of Whakatane riders Conrad Edwards and Peter Smit in that race-within-a-race.
Source: Suzuki NZ. Photo by Andy McGechan, BikesportNZ.com
The California Superbike School couldn’t have asked for better weather conditions on Saturday 10th July for their long awaited re-opening of their Hamptons Downs Ride Days. Despite the mercury slowing rising from a very frosty 3deg in the morning to a slightly more manageable 14deg in the afternoon there was huge turnout of riders from learners to pro’s mixing and mingling with unabated smiles.
The option to ride with other track warriors of similar skill and speed is a hugely popular draw card to the Hampton Downs Ride Days. Not only does it bring out learners and first timers but also pools a magnificent number of reconditioned classic road bikes. Focusing on track only experience, Darren Sweetman and his Californian Superbike School team enforce the track sessions are for track time only and any hint of racing, lap timing or inconsiderate riding is strongly governed.
KR was there testing several Hyosung’s and a new Yamaha R6, with BikeMart man Todd S also nabbing a ride on Sloan “Choppa” Frosts sensationally trick BMW 1000RR. We had Geoff Osborne firing off some frames for an up and coming test/feature, so look out for some cheeky offside images making it to the Kiwi Rider blog and Facebook pages soon.
If you attended the July 10th Hampton Downs Ride Day and looking for your own riding images don’t forget to head over to Andrew Bright’s Championship Digital webpage to view his magnificent work. Andrew attempted to cover all riders so if your picture comes up on his page jump in and have that knee scrub hanging on your office wall, no doubt the images will be tack sharp. The day was absolutely magnificent and the best money can buy on a world-class track.
The next Hampton Downs Ride Day is scheduled for Friday, August 13th. For more information and to guarantee a spot on the tarmac head over to www.hamptondownsridedays.co.nz and book a spot now. Hampton Downs Ride Days are operated by the California Superbike School and are independent of their training courses, although Darren and his friendly team are more than happy to offer advice. If your keen to learn the art of cornering or simply improve your tecniue and riding experience any one of the up and coming California Superbike Schools come highly recommended by Kiwi Rider Magazine. For more information or the California Superbike School course head over to www.californiasuperbikeschool.co.nz
WITH Casey Stoner's departure from the factory Ducati team at the end of this season (see separate story) who will replace him in the Italian team?
Speculation has been swirling for some time that the team wants Valentino Rossi, and with Phillip Morris cigarette money (Marlboro), there is reputed to be a 15 million Euro ($NZ 27 million) offer on the table for the convalescing Italian.
Rossi has never been happy having a team-mate capable of matching him, which was said to be one of the reasons Casey Stoner never got a look-in at Yamaha when he was looking for a ride at the end of the 2006 season. Now with Jorge Lorenzo becoming the dominant force on the Yamaha YZF-M1, Rossi is even less happy with the situation at Yamaha.
Add to this the traditional Italian desire to have a top level Italian rider on a winning Italian brand and there seems every chance that Rossi will go to Ducati.
It is most unlikely Yamaha would even think of matching the Marlboro Ducati offer at a time when it has been forced to close some of its factories and put others on part-time work. As much as they love having Rossi on their bikes, the top executives at Yamaha will ultimately ask one simple question: "how many bikes do we need to sell to pay Valentino's salary?"
Indeed, laid-off Yamaha workers have protested at several events where Rossi has appeared.
Right now we can expect Yamaha to be doing its utmost to re-sign Lorenzo, perhaps to a multi-year contract, rather than enter a biding war for Rossi's continued services.
Lorenzo, like Rossi, Stoner and Dani Pedrosa, is coming off contract at the end of this season. Marlboro Ducati reputedly offered him seven million Euro last season, and he admitted to being sorely tempted by the bid. By mid-August last year there was a report in Spanish publication Motocuatro reporting that the deal between Lorenzo and Marlboro has been agreed to in principle, with the finer details to be sorted. At that time, seven million Euro was said to be more than twice what Yamaha was paying Lorenzo.
However, after a lot of thought, Lorenzo decided that the Yamaha was the best bike on the grid and that would give him the best chance of winning a MotoGP championship - a wise choice for the 23-year-old Spaniard.
Still, it is logical that if Marlboro Ducati wanted Lorenzo last year, they would be no less keen to have his services in 2011, but would probably pay more for Rossi because of his huge global following.
Indeed, less than a month after it was announced that Lorenzo had turned down the Marlboro Ducati deal to stay with Yamaha, the Italian newspaper La Republica reported that that Valentino Rossi was talking to Ducati. The claim was that at 6.30 pm on September 14, 2009 an Audi S6 driven by Uccio Saluzzi, Rossi’s childhood friend and confidant, with Jeremy Burgess, sitting in the passenger seat, was seen entering Via Antonio Cavalieri Ducati at Borgo Panigale, the home of Ducati Motor Holding and that Rossi may have been sitting in the back seat.
The article also claimed there was a pre-contract with Ducati and that Fiat wanted to keep the Italian superstar. (Fiat is the title sponsor of the factory Yamaha MotoGP team).
However, when Rossi's Australian crew chief Jeremy Burgess was asked about the story, he was pretty forthright, describing it as "laughable."
"Lets break it down to what it is. It's a bunch of dickhead Italian journalists trying to out-scandal each other," he said. "Apparently I was seen in a car with Uccio and it had blacked out windows at the back, so the assumption was made that Valentino was in the back. But to be in Bologna the week when I was at home in Australia is laughable. I've got my plane ticket to prove it," Burgess said.
And commenting on the official MotoGP web site, MotoGP.com last September, Rossi had this to say about the Ducati rumours: “I haven’t decided yet about my future, I will decide in the next year (2010). I have a contract signed already with Yamaha (for 2010). For sure it is a great dream for everybody, to see Valentino with Ducati. We will see, I don’t know.”
However, in June this year, GPweek.com was claiming that according to an "undercover whisper" Casey Stoner's Ducati mechanics “have been warned that they may have to seek new employment for next season.”
That would imply that not only was Stoner leaving the team (since confirmed) but also that Rossi and his group of mechanics, led by Burgess, were being lined up to take his place. Rossi took Burgess and his mechanics with him from Honda to Yamaha at the end of 2003. Indeed, the Italian has never raced in the premier-class without Burgess and his crew, and they are considered an essential part of any 2011 Rossi deal. It was only after Rossi had managed to persaude Burgess to leave Honda that Rossi signed with Yamaha.
With Casey Stoner confirmed to be going to Honda in 2011, the only other rider of the top four who would be available to either Yamaha or Ducati is Dani Pedrosa.
AFTER spending the past few MotoGP races clamped to the rear wheel of Dani Pedrosa's Repsol Honda, and watching it squirt away out of corners, 2007 World MotoGP Champion Casey Stoner will ride in the factory Honda squad next year.
And, it may well be a three-man team as Honda has said it hopes to retain both Dani Pedrosa and Andrea Dovizioso in 2011.
Stoner's move makes it only the second time in his career he has raced a Honda four-stroke. In his rookie MotoGP season in 2006 (the last year of the more rider-friendly 990cc machines), Stoner raced a Honda RC211V for the Italian LSC team, scoring pole position at Losail only his second race on the V5 Honda, then setting the early pace before over-working his rear Michelin and drifting back to finish fifth.
There were plenty of critics of the Aussie's go for broke style, which saw him crash several times in the 2006 season, but still finish eighth in the points table in his first season.
“We are very pleased that Casey will join Honda again next year,” said Honda Racing Corporation (HRC) Vice President Shuhei Nakamoto on July 8.
“Clearly he is one of the top riders in MotoGP and he will bring valuable speed and experience to our team. In the factory Honda squad we already have two very strong and experienced riders in Dani Pedrosa and Andrea Dovizioso who are performing very well and currently hold second and third positions in the 2010 World Championship. HRC hopes also to retain these two riders for next year - giving us what would be a truly formidable line-up.”
At this stage, it seems the current 80cc V4 Honda is getting the best longevity of the four brands currently contesting the MotoGP championship. Word is Pedrosa and Dovizioso have only used two of the six engines in their allocation for the season while some other riders are already onto their fourth engine.
SUPPO PLEASED
Meantime,HRC marketing director (and former Marlboro Ducati team boss) Livio Suppo believes Stoner's move to Honda will reinvigorate the 2007 world champion.
Honda's history of MotoGP success will appeal to Stoner, suggested Suppo - who also expects the Australian's so far winless 2010 season to improve so he can leave Ducati on a high.
"Stoner is fired up and can't wait to begin the new adventure," Suppo told Gazzetta dello Sport. "We strongly believe in him and I'm certain that before coming with us he will give Ducati more satisfaction.
"Here he will find a team that has won 14 titles over 27 years. It will be good for him to change environment."
"The high-tech Ford Territory is fitted with a speed camera, infrared flash and a touch-screen control unit. A sign will tell motorists their speed has been checked. Source: The Daily Telegraph"
The article leads with the revelation that the cameras will attract 'more than $100 million in fines'.
A big issue for many riders will be that in NSW speed camera offences also earn demerit points.
The Australian motorcycle sales statistics are out and the order of the list is quite different to this side of the Tasman - where (according to our sources) Suzuki has held the overall sales lead.
Aus Top Ten Sales
1
Honda
10554
2
Yamaha
8889
3
Suzuki
7079
4
Kawasaki
4362
5
Harley Davidson
3051
6
KTM
2203
7
Triumph
1444
8
Polaris
1432
9
Kymco
1158
10
Hyosung
963
Also notable was an overall decrease in sales to the tune of 10% to 16%. Here's the linkRead more...
Hi Everyone, I am running a series of Guided Trailrides for the second half of 2010. The rides will start at Tar Hill and travel cross country to Whakamaru and return. Up to 150ks per day with hardly doing the same track twice. The ride will follow trails that were used for the ISDE and Trailride tracks in the area and will be suitable for Intermediate to Expert level riders. (Sorry, No Novice Riders.) Each ride will be limited to 25 riders per day.
Dates;
24th July
28th August
25th September
30st October
27th November
Start Time 9.30 on the bikes and finish between 3 and 4pm. Cost $100 per day per rider. Lunch and transport of fuel will be supplied. Riders must bring and full tank of gas and a spare 15 litres. This ride is really great fun with great views and awesome tracks that are in the area. Each ride will vary as different tracks are reopened. Most of the tracks are single trail in the trees with a few firebreaks and roads in between to link it all up. I have been running Guided rides for private groups for a long time now, so I think it is time to give the opportunity to others to have a go. The maximum amount of riders has been set at 25 so the ride can keep moving along. We have to regroup every now and then but stops are kept to a minimum. So if your keen to have a go email me at foresttrailevents@xtra.co.nz and I will confirm your entry and send you payment details.
Further to the pre-release we posted earlier, Triumph has released another short statement confirming the existence of not one, but two new 'adventure' models.
"In response to articles appearing in the motorcycle press, Triumph Motorcycles can confirm that it is developing two all-new ‘adventure’ models, due for launch later this year, " the statement read.
"A new microsite has been launched at http://www.triumphadventure.com/ where customers will be able to register their interest and receive monthly updates.
No further information regarding the new models will be released at this time."
Further to our story yesterday about Fiat Yamaha Team rider Valentino Rossi getting back on his bike after his recent leg-breaking crash at Misano, the reigning world champion rode a total of 26 laps at Misano on a YZF-R1 WSB machine, provided by the Yamaha World Superbike Team, recording a best time of 1'38.200.
Rossi did an initial run of 11 laps at 18.30 CET with a best time of 1'41.000, then a second run of 15 laps at 19.45 CET with a best time of 1'38.200 (unofficial times). The nine-time champion was able to ride well but he had some pain in his leg and his shoulder. He will now continue with an updated rehabilitation programme and make a decision within the next week as to whether he will ride at the German Grand Prix at Sachsenring, in ten days time.
"We made this test in order to understand how we must work from here and to see more or less how I can ride the bike," said Rossi.
"The test was positive, because I can at least ride, but there is a lot more to a MotoGP race than to a test like this one. I had some pain in the ankle, the knee and the shoulder, but above all I lacked strength in the shoulder and a bit of movement in the ankle.
"I would really like to come back at Sachsenring, but it is still too early to say. We still have twelve days and we must wait and see how much we can improve my condition in the next few days.
"The Superbike today was good and great fun to ride! I really would like to ride at Sachsenring, but we must wait another week before making a decision."
Triumph have started the countdown to the release of their new Adv bike. Check out http://www.triumphadventure.com or here's the video of hints that this is the '675 Tiger' that many are hoping for.
Valentino Rossi will ride a Yamaha YZF-R1 at a private test in Misano, Italy this afternoon.
The Italian has made an excellent recovery so far since breaking his leg at Mugello on 5th June and he has decided to proceed with the test ride today in order to better understand his current physical condition. Riding a racing motorcycle will help Valentino and his doctors to plan the next stage of his rehabilitation programme in order that he may return to racing as soon as he feels confident to do so. The test will take place using a YZF-R1 WSB machine provided by the Yamaha World Superbike Team to the Fiat Yamaha Team.
Rumours were rife all over the web that Husaberg were developing a brand new 2-stroke range with odd-ball engine capacities, direct injection and unique 4-stroke type exhausts. While it seems direct injection, odd-ball engine capacities and strange exhuast pipes will have to stay just that - rumour - Husaberg have now officially released a 2-stroke range.
Most likely derived from the KTM 250EXC and 300EXC range, Husaberg's brand new electric start TE250 and TE300 with user selectable maps will surely get the enduro pit tongues wagging!
Below is an excerpt from the official Husaberg press release found over at www.husaberg.com
"As Husaberg has always stood for innovative technology, lightweight construction and sensational handling, it seemed logical to extend the successful 4-stroke model range to include 2-stroke technology as well. As a result, Husaberg is offering two new models - the TE 250 and TE 300 - for the 2011 model year, both powered by state-of-the-art, high-performance, 2-stroke engines.
Husaberg has therefore also opened up an alternative for those who particularly appreciate the well-known characteristics of 2-stroke bikes, such as minimal weight, superb rideability, a lively power delivery, easy to cope-with technology and, last but not least, the low costs of acquisition and maintenance. At the heart of the two TE models is a compact and extra-lightweight 2-stroke engine with a displacement of 249 cc or 293.2 cc respectively. These power units are equipped with the finest technology, such as an exhaust power-valve and an adjustable ignition (selectable via a switch fitted as standard to the handlebars), which provide the opportunity to adapt the engine characteristics precisely to the needs of the rider and the terrain. The six-gear transmission is also designed precisely for real enduro use. And not to forget, the smooth hydraulic clutch system by Brembo and the small and light electric starter, which is invaluable above all when the strength of the rider is gradually dwindling away. Just like the 4-stroke Enduros from Husaberg, the TE models are equipped with the latest upside-down forks from WP, featuring closed-cartridge technology. With a sealed, internal damping unit, these forks guarantee unique sensitivity along with efficient and constant damping characteristics throughout the entire suspension travel. The PDS shock has been tuned in such a way that the settings completely satisfy all requirements in tough enduro use. Greater comfort and better damping is almost impossible. And those who want to refine the tuning of their suspension even further have the option to adjust the rebound and compression damping in a matter of a few clicks. Furthermore, the PDS shock offers separate compression adjustment for high- and low-speed damping.
The two 2-stroke models have been further refined with other top-class components, including billet machined, black-anodised triple clamps, high-strength DID spoked wheels with CNC-machined hubs, the latest Brembo brake components and high-quality, tapered aluminium handlebars. A strong plastic holder is injection-moulded around the aluminium silencer which can be mounted perfectly to the aluminium subframe. One clear benefit for the rider is provided by the 11-litre fuel tank that allows long off-road stages to be completed and longer intervals to be taken between pit-stops in multi-hour enduro races. Despite its capacity the polyethylene fuel tank offers excellent Enduro ergonomics. The new Husaberg 2-stroke bikes, which have been named in accordance with the tried and tested Husaberg nomenclature (FE = Four-stroke Enduro, TE = Two-stroke Enduro), also share the fresh appearance of the other Husaberg offroad models and are clearly recognisable as Husabergs, even at a distance."
BMW K 1600 GT and BMW K 1600 GTL – fascination with six cylinders. Since BMW Motorrad presented the concept study Concept 6 in autumn 2009, the six-cylinder in-line engine featured in it has captured the imagination of many motorcycle fans. With BMW, six-cylinder in-line engines have stood for fascinating engine technology in automobiles for over seven decades, in a way which is unique among brands. In the near future, BMW motorcycles will also be available with an internally developed six-cylinder inline engine.
With the BMW K 1600 GT and the BMW K 1600 GTL, BMW Motorrad is penetrating a whole new dimension in the Touring world of experience . Both motorcycles stand for a supreme, impressive and equally distinctive appearance, arousing a desire to travel at first sight.
This press release contains a range of information on all aspects of BMW Motorrad's new touring bikes. Additional data and background information will be added for the world premiere.
Riding dynamics, long-distance suitability and comfort. For decades, six-cylinder in-line engines have offered a special fascination. In addition to their perfect running smoothness they also offer supreme output and torque, giving the rider powerful emotional impressions, too. And of course the sound of a six-cylinder engine is beyond compare.
In addition to safety, equipment and prestige, the key criteria for a supreme touring bike are comfort and dynamics. With the most compact in-line sixcylinder engine in serial motorcycle production to date, the K 1600 GT and the K 1600 GTL penetrate a whole new dimension in terms of riding properties, long-distance suitability and comfort. They combine maximum agility and riding dynamics with a luxurious overall package. With an engine output of 118 kW (160 bhp) and a maximum torque of approx. 175 newton metres, their six-cylinder engine provides superb propulsion in all conditions.
BMW K 1600 GT with active riding ergonomics for proactive touring. The dynamic touring bike BMW K 1600 GT is characterised by an active seating position which nonetheless offers a high level of long-distance comfort. The reason for this is the favourable set-up of the ergonomics triangle made up of footrests, seat and handlebars. The K 1600 GT has a very extensive range of standard features ex works consisting of xenon (HID) headlight, heated grips and seat, cruise control and on-board computer. These features in conjunction with the supreme riding qualities of the new BMW Motorrad six-cylinder engine leave nothing to be desired for the proactive tour rider.
BMW K 1600 GTL with very comfortable, relaxed ergonomics set-up for long trips with pillion passenger. The luxurious touring bike BMW K 1600 GTL meets the highest demands. Rider and pillion passenger benefit from the relaxed, upright seating position as is especially appreciated over long distances. The ergonomics design is geared towards even further enhanced comfort and derives from a two-level seat in conjunction with rider footrests which are positioned further forward and lower down, as well as handlebars which reach further back. The standard topcase rounds off the range of comfort features for the pillion passenger. Like the K 1600 GT, the K 1600 GTL has a very extensive range of standard features consisting of xenon headlight, heated grips and seat, cruise control and on-board computer. The overall impression of this fascinating six-cylinder motorcycle with a carefully conceived storage concept, audio system as standard and numerous design elements make the BMW K 1600 GTL the flagship among BMW touring bikes.
An overview of highlights of the BMW K 1600 GT/GTL.
Supreme in-line six-cylinder engine with a high level of pulling power, especially in the lower and medium engine speed range.
Engine output 118 kW (160 bhp) at approx 7 500 rpm and maximum torque approx. 175 Nm at approx. 5 000 rpm.
Over 70% of maximum torque available from 1 500 rpm.
Lightest and most compact six-cylinder in-line engine in serial motorcycle production, weighing just 102.6 kg and measuring 560 mm in width.
Consistent lightweight construction throughout the entire vehicle (magnesium front panel carrier, aluminium rear frame, crankshaft etc.).
E-Gas (ride-by-wire).
Three modes to choose from ("Rain", "Road", "Dynamic")
High active safety due to standard BMW Motorrad Integral ABS (part integral).
Traction control DTC (Dynamic Traction Control) for maximum safety when accelerating (optional extra).
Chassis with Duolever and Paralever and ideal concentration of masses for dynamic riding properties combined with optimum comfort.
Electronic Suspension Adjustment ESA II for optimum adaptation to all uses and load states (optional extra).
World premiere in motorcycles: Adaptive Headlight (optional extra) in conjunction with standard xenon headlight and lighting rings for increased safety at night.
Integrated operating concept for the first time with Multi-Controller, TFT colour screen and menu guidance.
Audio system with preparation for navigation device and controllable interface for iPod, MP3, USB, Bluetooth and satellite radio (only USA and Canada) (standard in the K 1600 GTL).
Innovative design with outstanding wind and weather protection.
K 1600 GT with active riding ergonomics for proactive touring.
K 1600 GTL with very comfortable, relaxed ergonomics set-up for long trips with pillion passenger, as well as luxury touring features.
Extensive fittings and individually tailored accessories at the familiar high level of BMW Motorrad.
2. Drive.
Lightest and most compact serial production six-cylinder in-line engine in a motorcycle. Previously the in-line arrangement of six cylinders resulted in either very long or very wide constructions, depending on installation position, which in turn led to drawbacks in terms of chassis geometry, weight distribution and centre of gravity. This where the K 1600 models break new ground.
The engine is approximately 100 mm narrower than all previous serial production six-cylinder in-line engines used in motorcycle construction. This extremely compact construction and reduced width was achieved in particular by means of a just slightly undersquare stroke-bore ratio of 67.5 to 72 millimetres (0.938) with a relatively long stroke and very small cylinder centre distance spacings of 77 millimetres. The effective distance between the cylinder sleeves is thus only 5 millimetres.
Weighing 102.6 kilograms (basic engine including throttle valve, intake system, clutch, gearbox and alternator), the engine is by far the lightest serially produced six-cylinder in-line engine for motorcycles.
Supremacy and drive comfort. The transversely mounted six-cylinder in-line engine of the BMW K 1600 models has a capacity of 1649 cc. Its rated output is 118 kW (160 bhp) at approx. 7 500 rpm. The maximum torque of approx. 175 Nm is reached at approx. 5 000 rpm. 70 per cent of maximum torque is available from just 1 500 rpm. The development goals here were highly superior touring characteristics and ridability combined with maximum running smoothness.
Compact overall design and space-saving construction. In order to achieve the narrow construction, the electrical ancillary units and their drive units were shifted behind the crankshaft into the free space above the gearbox. This also made it possible create a drivetrain with ideal concentration of masses at the centre of the vehicle. The total width of the engine is 560 millimetres. This means that the engine is only slightly wider than a current large-volume four-cylinder in-line power unit.
Due to the perfect mass balance created by the construction, the six-cylinder engine does not require a compensation shaft and the required drive elements, which results both in weight benefits and increased running smoothness.
In its layout, the six-cylinder in-line engine is based on the familiar fourcylinder in-line engine of the K 1300 series and, like the latter, has a cylinder axis which is tilted forwards by 55 degrees. This not only results in a low centre of gravity but also a balanced weight distribution of 52 to 48 per cent (K 1600 GT unladen) - imperative for a precise ride feel and transparent feedback of the front section when driving dynamically. The tilt of the engine also creates space for an aerodynamically optimised intake system directly above the engine, as well as providing the ideal frame profile design in accordance with the distribution of forces.
Crankshaft drive and basic engine - narrow and light construction with six cylinders and 1649 cc capacity. The crankshaft of the K 1600 engine is a single-piece construction forged in heat-treated steel. It has counterweights and inertia-optimised discs as well as the usual six-cylinder offset of 120 degrees for even firing intervals. Particular attention was also paid here to the issue of lightweight construction, so the weight of the crankshaft is only vey slightly in excess of a comparable four-cylinder engine at just 12.9 kilograms. The crankshaft is friction-bearing. All main bearings are supplied directly with pressure oil. The lubrication supply to the connecting-rod bearing comes from the main bearings.
One of the crankshaft web counterweights acts as a cogwheel for the primary drive to the clutch. Another cogwheel on the outer crankshaft web is used for engine speed sensing. The drive of the camshafts in the cylinder is effected by means of a tooth-type chain which runs over a compressionmoulded toothed chain wheel on the right-hand end of the crankshaft. The friction-bearing connecting rods are light forged parts made of heat-treated steel. Measuring 124.45 millimetres in length, they benefit smooth engine running and ensure low lateral forces in the pistons, thereby ensuring a low level of inner friction in this area. The well-established crack technology is used for horizontal partitioning.
Lightweight slipper pistons with a short piston skirt, two narrow piston rings optimised for frictional loss and a narrow oil scraper ring are used. The flat design of the combustion chamber means that in spite of the high compression ratio of 12.2:1, it was possible to keep the piston head and piston relief flat. This supports thermodynamically favourable combustion and enables a weight-optimised piston head shape.
Horizontally separated case in open-deck design. The dual-section cylinder crankcase is made of highly rigid aluminium alloys. The partition level is at the centre of the crankshaft. The compact sand-cast upper section forms a highly rigid composite unit made up of the six cylinders and the upper bearing pedestal for the crankshaft.
The cylinder block with water jacket is designed in open-deck construction, the running surfaces having a wear-resistant, low-friction nickel-silicon dispersion coating. The die-cast lower section forms the counterpiece to the main bearing of the crankshaft and carries the six-speed gearbox.
Cylinder head with barrel camshafts and bucket-type tappets. The output, characteristics, efficiency and therefore fuel consumption of engines are largely determined by the cylinder head and valve gear. The design of the chill-cast four-valve cylinder head in the K 1600 models GT and GTL is designed for optimum channel geometry, compactness, excellent thermodynamics and a reliable heat balance.
With a view to maximising inspection intervals in particular, the BMW Motorrad engine experts opted for a valve operating system using bucket tappets. This also combines the qualities of rigidity, compact construction and reliability.
The two overhead shafts are powered by a tooth-type chain. The tooth-type chain drive is hydraulically tensed and damped, and is characterised by a high level of running smoothness.
The design and manufacture of the camshafts represents an innovation in motorcycle engine construction. They are composite camshafts in which the individual cams are compression-moulded for positive coupling with the shaft, which has a tubular design. The advantages as compared to conventional clear-chill cast or steel camshafts derive mainly from the reduced weight. Around 1 kilogram is saved here. The rotational speed limit defined for serial production is 8 500 rpm, though the purely mechanical rotational speed tolerance is much higher.
In the attempt to reduce the weight of the drive unit as far as possible the valve cover and the clutch cover are made of light magnesium.
High compression for maximum efficiency. A tight valve angle enables a very compact combustion chamber with a flat calotte, thereby providing the basis for a high geometrical compression ratio of 12.2:1 with a thermodynamically favourable, largely evenly designed piston head. This high level reflects the effectiveness of the combustion chamber design in terms of achieving an ideal combustion process and optimum efficiency.
Integrated dry sump lubrication for optimum oil supply. The six-cylinder in-line engine of the K 1600 GT and GTL uses an integrated dry sump lubrication system. In addition to providing a high level of operating reliability, it enables flat construction of the crankcase and therefore a lower installation position of the engine and a concentration of masses close to the centre of gravity. This makes it possible to do without a conventional oil sump with oil reservoir, so the engine can be placed much lower in the vehicle than would be the case with a conventional design. The oil reservoir forms an integrated oil tank in the rear section of the engine casing. A separate tank is therefore not required, which again has a positive effect in terms of the compact construction of the motorcycle and overall weight.
Carefully conceived cooling concept for maximum thermal stability. A sophisticated cooling concept ensures perfect thermal balance in the sixcylinder engine. Coolant flows transversely through the cylinder head. The intake of the cooling agent is effected via the cylinder bank on the "hot" outlet side, which is also cooled in this way. Precisely at the point where the greatest thermal stress occurs, the intensive cooling at the cylinder head ensures rapid heat dissipation and therefore an excellent temperature balance. The reduced water flow at the cylinders reduces the warm-up phase and reduces coldrunning wear-and-tear and friction, which also benefits fuel consumption.
The water pump is powered together with the oil pump by the primary drive via cogwheels. The radiator is trapezoid and curved in shape and housed in the trim at the bottom front to optimise the centre of gravity.
Power transmission: narrow three-shaft transmission and selfenergising clutch with anti-hopping function. Torque is transmitted from the crankshaft to a self-energising 10-disc wet clutch with anti-hopping function via a straight-toothed primary drive. Here, the developers paid particular attention to a low level of control force at the hand lever.
The gearbox complete with bevel gear is integrated in the engine casing. In order to reduce construction width in the area of the rider footrests in particular, the gearbox is designed as a three-shaft transmission with three gearbox shafts arranged one on top of the other. The cogwheels are helicalcut, enabling a particularly low level of running noise to be achieved.
Shifting between transmission stages is effected by means of a shift drum, shift forks and shift sleeves to achieve a force-fit connection. In order to save weight, the hollow shift drum is made of a highly rigid aluminium alloy and supported by antifriction bearings.
E-Gas (ride-by-wire) for excellent response and precise fuel dosage. The control of the central throttle valve with a diameter of 52 millimetres is effected via an E-Gas, also known as a ride-by-wire system. This means that the rider's wishes are transferred directly from the sensor in the accelerator twist grip. The fully electronic engine management system converts this command into a torque requirement and electronically regulates the throttle valve accordingly.
The sensing of all factors in terms of torque makes it possible to achieve optimum ridability in the most diverse situations, as well as enabling electronic cruise control and traction control. The use of the electromotive throttle actuator via various selectable modes also opens up new potential in terms of fuel consumption and riding dynamics.
Intake system with long tract lengths for excellent torque. The central throttle valve enables the achievement of long induction tract lengths, which benefits an especially full torque development in the lower and medium engine speed ranges - a desirable characteristic in a touring bike. For example, some 125 Nm of torque is already available at 1 500 rpm.
The heavily tilted engine position means that an air box in perfect shape and position can be installed directly above the engine. With a volume of 8.5 litres, the air box with upright panel air filter contributes to superior power delivery and high torque development.
Low fuel consumption due to efficiency optimisation. Low engine speed level, high gas velocities, efficient combustion and minimised frictional loss in the engine of the K 1600 GT and GTL result in a high degree of efficiency and therefore a low level of fuel consumption. The exact fuel consumption figures will be announced at a later date. In view of its power potential, the engine achieves top figures in this area, which are at the level of a comparable four-cylinder motorcycle when a touring-oriented riding style is maintained. This is largely due to the high geometrical compactness and the orientation of the in-line six-cylinder engine towards maximum efficiency.
A choice of three modes - "Rain", "Road" and "Dynamic" - for optimum adaptation to surface conditions and riding style. The rider has three different riding modes available at the press of a button at the right-hand end of the handlebars ("Rain", "Road", "Dynamic") so as to be able to adapt to different uses such as touring on the road, riding on wet surfaces and dynamic motorcycling.
3. Chassis.
Low overall centre of gravity, very favourable concentration of masses and ideal static wheel load distribution. The chassis of the BMW six-cylinder motorcycles is based on the innovative BMW Motorrad concept as already used in the current four-cylinder models of the K series. The essential elements are the light alloy bridge frame, Duolever and lightweight construction Paralever for wheel control at front and rear.
However, the masses have been newly balanced for the special demands posed by a touring bike with a six-cylinder engine. All in all, the interplay of chassis and engine position, together with the seating position of the rider, not only makes for a low overall centre of gravity with a very favourable concentration of masses, it also provides an ideally balanced static wheel load distribution of 52 per cent at the front to 48 percent (K 1600 GT unladen) at the rear. Even with a pillion passenger and a heavy load, this guarantees outstanding riding properties.
Bridge-type main frame made of light alloy. The central bearing component is the main frame in bridge-type construction. Due to the fact that the engine is tilted heavily forward, the profiles of the main frame can run above the cylinder head, so their configuration is largely independent on the latter's width. This means that the frame can be very narrow, especially in the ergonomically important knee area. The main frame weighs just 16 kilograms. The six-cylinder in-line engine is firmly bolted to the frame at eight points and thus acts as a rigidifying and supporting element.
Adapted Paralever swing arm and cardan shaft drive. In large-volume BMW touring bikes in particular, the cardan shaft drive is an indispensable part of the overall concept due to its numerous advantages. Starting from the familiar Paralever swing arm, the rear wheel control and cardan shaft drive have been adapted to the new six-cylinder engine in terms of their design. In keeping with the high performance figures, the propeller shaft, cardan joints and rear axle final drive were newly designed.
Electronic Suspension Adjustment ESA II for optimum adaptation to all uses and load states. The new BMW K 1600 GT and K 1600 GTL also benefit from the innovative Electronic Suspension Adjustment ESA II, which is offered as a special equipment feature ex works.
With this system, globally unique on the motorcycle market, the rider can conveniently press a button to electronically adapt not only the rebound damping properties of the front and rear spring strut but also the spring rest ("spring preload") of the rear spring strut as well as the latter's spring rate and therefore the "hardness" of the suspension. The additional adaptation of the spring rate allows the settings "Sport, Normal, Comfort" to be spread widely in ESA II, giving them clearly perceptible characteristics on the road. In the "Sport" mode, the two motorcycles are more dynamic and precise, in "Comfort" mode they offer even greater comfort while retaining excellent stability.
EVO brake system with BMW Motorrad Integral ABS (part integral) for optimum deceleration. The very highest safety standards are provided by the well-established EVO brake system with the BMW Motorrad Integral ABS in the part integral version, which is fitted as standard. It has been revised for enhanced controllability and even more sensitive control response. This has been achieved in particular by the use of an additional pressure sensor, which also enables shorter braking distances. In this way, maximum yet controllable deceleration at low levels of control force give the rider additional safety.
Traction control DTC (Dynamic Traction Control) for maximum safety when accelerating. For both K 1600 models, traction control DTC (Dynamic Traction Control) is available as a special equipment feature ex works. This contributes significantly to a high level of riding dynamics and exemplary riding safety. Traction control DTC was used for the first time in the supersports bike BMW S 1000 RR. It provides the rider with valuable support especially in changing conditions, on surfaces with limited grip and where there are big changes in friction levels.
By comparing the rotational speeds of the front and rear wheel via the ABS sensors and using the data collected by the sensor box, the electronics system detects spin in the rear wheel and cuts back drive torque accordingly by reducing the ignition angle as well as adapting injection via the engine management.
Unlike previous BMW Motorrad ASC systems, the traction control system DTC also calculates the banking position of the vehicle by means of sophisticated sensor clusters, taking this into account in its control response.
Traction control DTC is combined individually with the different modes and is fully harmonised with these so as to provide maximum riding safety.
4. Electrical system and electronics.
The first motorcycles in the world with adaptive xenon headlight for even greater safety at night. With the new BMW Motorrad touring bikes, the first ever "Adaptive Headlight" for motorcycles is available as option ex works, in addition to the standard xenon (HID) headlight.
The main headlight fitted as standard consists of a centrally positioned, movable xenon projection module with reflector mirror. Level sensors at the front and rear axle provide data for permanent headlight levelling. Due to the pitch compensation, the headlight sheds light in the optimum pre-set area when the motorcycle is travelling straight ahead, regardless of riding and load conditions.
The optional extra "Adaptive Headlight" also features a stepper motor which turns the standard static reflector mirror into a movable mirror. In relation to the banking angle the mirror is then turned on an axis and compensates for the roll angle. In addition to pitch compensation, the light of the main headlight is also balanced in relation to the banking angle. This results in significantly improved illumination of the road when cornering and therefore an enormous increase in active riding safety.
Calculation of the vehicle's banking angle is carried out by means of a centrally positioned sensor box as already used in BMW Motorrad's supersports bike, the S 1000 RR. The information is distributed by the CAN bus and used by the traction control system DTC as well as by the ABS. The complex algorithms used here were developed entirely by BMW Motorrad.
The two halogen high beam lights with lighting rings, positioned to the right and left of the xenon module, give the K 1600 GT/GTL a striking face. And for the first time, BMW Motorrad uses the side lights which are so characteristic of BMW automobiles.
Integrated operating concept, for the first time with Multi- Controller, TFT colour monitor and menu guidance. The instrument panel of the K 1600 models based on digital technology comprises a speedometer and tachometer - each powered by a stepper motor - as well as an information display which takes the form of a 5.7-inch colour monitor. The design of the display is also completely new to the motorcycle field and provides a very high level of brightness. Among other things, the display enables the attractive presentation of text and graphics over several lines. The entire instrument unit is controlled by a photovoltaic cell and is automatically illuminated in the dark.
Another new feature to motorcycles in this form is the Multi-Controller, presented in the R 1200 RT at the end of 2009 as part of an integrated operating concept. Positioned on the inner side of the left-hand handlebar grip and therefore always within optimum reach, it replaces the functional unit previously installed on the handlebars. The significant advantage of the Multi- Controller as compared to a cluster of operating buttons is that the rider's hand can remain on the handlebars during operation. Operation is carried out by rotating the control up and down as well as toggling to the left or right. Unlike a key pad, this means that operation is possible without taking your eyes off the road.
The functional range of the Multi-Controller has been significantly expanded for use in the new touring bikes. In addition to operating the audio system, it is also possible to select other functions with the Multi-Controller with reference to the menus shown on the TFT colour monitor. The on-board computer, ESA II, the navigation system as well as grip and seat heating can all be operated in this way. What is more, the set-up menu can be used to configure settings specific to both rider and vehicle. For example, different languages are available as is the adjustment of the “Adaptive Headlight” to riding on the right-hand or left-hand side of the road. The menu structure was specially developed for the specific demands of motorcycling and optimised by means of user tests. Flat hierarchies completely do away with the need for complex clicking through sub-menus during travel. The rider also has the option to program his or her most important function on a bookmark button, thus providing constant direct access to this menu (e.g. navigation system).
Audio system with extended range of functions. The audio system itself has likewise been newly designed. It has interfaces for MP3 players, iPod and USB stick as well as for conventional devices such as a CD player. These are housed to the right in the interior trim and available for the K 1600 GT as a special equipment feature ex works, while the K 1600 GTL has them as standard. With USB/MP3 and iPod it is possible manage a number of playlists. Alternatively, all titles can be played randomly. The selected volume level and current title are shown on the TFT colour monitor. External devices can be housed in a lockable, waterproof and ventilated storage compartment in the interior trim on the right where they are excellently protected from the weather. They are operated using the Multi- Controller and the audio control panel.
The radio function also includes the satellite radio Sirius XM, available in the USA and Canada, and offers a 24-channel memory. Channels can be chosen either manually in conjunction with the memory function or using the scan function which selects the station with the best reception (Autostore). The current channel is shown on the colour monitor. The speed-related volume control function can be set at three different levels. In addition to the functions provided by the Multi-Controller, the audio system can also be operated by four buttons in the interior trim on the left (audio control unit).
Navigation system integrated in the vehicle electrical system. The BMW Motorrad Navigator IV available as a special accessory is integrated in the vehicle electrical system if the customer chooses the special equipment features audio system or preparation for audio system, which are available ex works. This means that the most important functions such as zoom or voice output can be operated using the Multi-Controller. In this way, the rider's hands can stay on the handlebars - there is no need to use the touchscreen.
Data is also exchanged between the navigation system and the vehicle electrical system. For example, the navigation system automatically relays the date and time to the instrument panel or suggests the nearest filling station after a certain residual range has been covered. The TMC data of the audio platform also enables dynamic routing so as to avoid congested traffic.
5. Body and design.
Innovative design which sets the benchmark for touring bikes. As new high-end products among the BMW Motorrad touring bikes, the new K 1600 GT and K 1600 GTL stand for a supreme, impressive and equally distinctive appearance, arousing a desire to travel at first sight. What is more, their striking lines and surfaces and the visibility of the six-cylinder engine radiate a powerful sense of dynamic performance, with a perfect finish standing premium value and quality.
The front view includes elements of the overriding design line of BMW Motorrad. Although the two new models K 1600 GT and K 1600 GTL offer a powerful visual presence from the front, they nonetheless come over as slim-lined with the extremely narrow six-cylinder engine, thus conveying agility and dynamism very much in keeping with their proactive riding character.
Lightweight construction: magnesium front panel carrier with vibration isolation and aluminium rear frame. The upper trim section, headlight, cockpit and rear mirror are all supported by a highly rigid front panel carrier. With the aim of achieving optimum concentration of masses near to the machine's centre of gravity, this dual section front panel carrier is made of a very light but highly rigid magnesium alloy.
In spite of the demands made by a motorcycle such as the K 1600 GT/GTL in terms of pillion passenger riding and load, the BMW Motorrad developers have nonetheless succeeded in creating a rear frame as a light aluminium construction. It consists of welded aluminium extruded sections and is bolted to the main frame at four points.
Optimum storage concept. In keeping with the dynamic touring aspiration of both K 1600 models, the standard panniers are designed to be removable but fit into the vehicle line seamlessly as design elements. The K 1600 GTL is fitted as standard with a topcase featuring two gas-filled dampers which support opening and interior lighting.
Seats and seating positions for supreme, dynamic long-distance comfort. The new K 1600 GT and GTL benefit from a very slim design in the area of the rider's seat. This has been made possible by the use of a three-shaft gearbox and a very slim-line frame configuration. Due to the special design of the gearbox, the clutch has been placed much further inwards, thereby creating space for the rider's foot.
The design of the ergonomics triangle made up of footrests, seat top and handlebars makes for a proactive seating position on the K 1600 GT while retaining a high level of long-distance comfort. The rider and pillion passenger enjoy a comfortable knee angle but the seating position is geared towards the front wheel for a proactive riding style. The two-section seat of the K 16000 GT is height-adjustable in the rider area so that it can be adapted to individual needs.
The K 1600 GTL offers outstanding pillion passenger suitability and ergonomics geared towards an even higher level of comfort. It has a singlesection, two-level seat and in conjunction with rider footrests which are placed further forward and lower down, as well as handlebars which reach further backwards, the seating position is very relaxed - something which is especially appreciated over long distances. The K 1600 GTL also does justice to individual adjustment requirements with an adjustable foot shift lever. The pillion passenger likewise benefits from a slightly longer and wider seat top on the K 1600 GTL, as well as the comfortable backrest in the standard topcase. The K 1600 GTL can also be equipped with pillion passenger armrests as a special accessory in order to further enhance safety.
For both the K 1600 GT and the K 1600 GTL the BMW Motorrad equipment range offers special comfort seats so as to enhance individual touring enjoyment further still. 6. Equipment program.
Special equipment features and special accessories - perfect individualisation from BMW Motorrad. Both the K 1600 GT and the K 1600 GTL fulfil their Gran Turismo promise with a fascinating blend of supremacy, dynamic performance and comfort to a virtually perfect degree even in standard trim. In addition, BMW Motorrad offers its usual extensive range of special equipment features and special accessories for further optimisation.
Special equipment features are supplied directly ex works and are integrated in the production process.
This includes such features as the Electronic Suspension Adjustment ESA II, traction control DTC, the tyre pressure control system RDC, the Adaptive Headlight and (for the K 1600 GT) the audio system.
Special accessories are installed by the BMW Motorrad dealer. These are features which can be retrofitted, too. Special accessories which will be available include the topcase for the K 1600 GT, a wide range of chrome parts for the K 1600 GTL and a sports silencer.
Further details of technology and fittings for the new BMW touring bikes K 1600 GT and K 1600 GTL will be published at a later date.
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