2006 BMW HP2 Enduro

BMW Motorrad is proudly pre-senting a truly uncompromising, sporting and exceptionally light enduro – the new BMW HP2, a Boxer built for the offroad enthusiast and the most demanding tracks in the world.

Purist, but nevertheless stylish and perfectly equipped with the finest, care¬fully considered features, the BMW HP2 has everything it takes for unres-¬tricted riding pleasure off the beaten track and is perfect as the “basic” machine for amateur enduro motorsport. More than any other motorcycle, the HP2 capitalises in full on rough terrain on the benefits of the Boxer con-¬cept with its low centre of gravity. But at the same time the HP2, with its almost playful handling, low weight, and high-performance power unit, offers supreme riding pleasure also on the road. So considering the many options it offers the rider, the HP2 is the most powerful and by far the best offroad Boxer of all times.

This brand-new model from BMW Motorrad was developed by a small but highly dedicated team of specialists, engineers and mechanics fully committed to the Boxer and also dedicated in their private lives to offroad motorsport, working beyond the usual processes of series development under the simple and straightforward motto that “only an enthusiastic professional can offer another enthusiastic professional what he really wants”.

In technical terms the BMW HP2 is based on the R 1200 GS. But tailored in every respect to the needs and preferences of the ambitious enduro rider, the HP2 is a completely independent, truly exceptional motorcycle.

The all-new lightweight suspension is based on ample experience gained by BMW in marathon rallies, with an air/spring/damper system on the rear wheel proudly entering the world of motorcycling as a world-first achievement. The engine itself has been optimised for minimum weight and the entire drive¬train laid out specifically for offroad use.

Consistent lightweight engineering was indeed the name of the game with all the components of the new HP2. As a result, overall weight of the motorcycle in road trim remains below the 200-kilo “sound barrier”, with kerb weight according to the DIN standard of 195 kg or 430 lb. Dry weight, in turn, is a mere 175 kilos or 386 lb.

In conjunction with the new machine’s perfect ergonomics, this guarantees supreme agility and easy control even on the toughest terrain. And com¬bined with the low centre of gravity of the Boxer engine, unparalleled smoothness and powerful acceleration from the lowest engine speeds, as well as the motorcycle’s excellent balance, the HP2 is in many cases su-¬perior to even the toughest single-cylinder competitors on difficult, slow trial tracks. The superior performance and riding stability of an enduro Boxer on fast sections of offroad terrain, in turn, are obviously beyond the slightest doubt.

To highlight the sporting enduro qualities of the new HP2, BMW Motorrad supports and manages a private racing team which will be entering the HP2 in various offroad events such as the German Cross Country Championship (GCC). And the rider starring in BMW Motorrad’s team for the GCC will be last year’s winner of precisely this series, Finnish motorcycle crack Simo Kirssi. Outside of Germany, the HP2 will be entering both the Baja 500 and the Baja 1000 in California, and there are plans to participate in the prologue of the Erzberg Race in Austria. BMW Motorrad is supporting private teams in these cases with the right kind of service, and naturally provides the motorcycles themselves.


BMW HP2 Enduro

Model Designation and the HP Model Name


A new brand name and a new model designation: “HP“ is short for “High Performance“ and the “2” in the model designation characterising this sports enduro stands for the flat-twin power unit. The term “high performance” ob-¬viously relates to the machine’s sporting performance under all conditions, the outstanding superiority of the entire motorcycle and not just the extra power from the engine. So “high performance” means a perfect balance of all individual components with a view to one complete whole representing much more in practice than the sum of all the motorcycle’s individual factors. This is the synonym for a perfectly developed overall concept offering per-fection to the last detail, superior riding characteristics as well as pure, un-daunted riding pleasure. And it goes without saying that “HP” stands for the prestige naturally coming with such a particularly sophisticated and refined motorcycle.

The HP2 is the first model in a new, independent category of motorcycles being developed by BMW Motorrad. The focus in all cases is on BMW’s Boxer models, HP motorcycles using the technical foundation of series models but standing out clearly through their uncompromising dedication to a specific purpose, their clear and consistent orientation to sporting perform-ance, and the most exclusive product features.

These very special motorcycles are developed by small teams of truly passionate professionals working beyond the usual structures required for a larger production series. Such special team concepts with the very efficient processes ensured in this way guarantees that the many years of experi-¬ence offered by the development engineers, their feeling for the essential, their personal know-how, and their individual “touch” go straight into the product, without any “filters” or barriers in between. And at the same time these engineers use the most advanced development and simulation tools plus all the technical options offered by BMW as a large company. It is in-¬deed this symbiosis of high technology and craftsmanship which gives BMW Motorrad’s HP motorcycles their unique charm and appeal.

In a nutshell, therefore, BMW high-performance motorcycles are something very special – they are exclusive and authentic, and they will remain rela¬tively rare in the market. The prices of these special machines, in turn, result from their outstanding range of features, the much higher level of product substance, and the comparatively small production volume.

Exclusive training offers and fascinating offroad tours are being prepared specifically for customers purchasing the HP2, that is enthusiasts with par¬ticular riding skills and demands. These additional offers will therefore supplement the new high-performance concept step-by-step in the course of time.


BMW HP2 Enduro

Development, Technical Features, Design


In technical terms, the HP2 hails from the R 1200 GS. But with the exception of the engine and the on-board network, nearly all components are either new developments or have at least been widely modified. Saving weight and ensuring a perfect, uncompromising focus on the requirements of offroad riding were indeed the No. 1 criteria for the development engineers.

Testing the HP2 was obviously a very tempting, but also a very demanding and elaborate experience due to the new machine’s extremely wide range of features and riding options: From the toughest offroad conditions all the way to permanent full throttle on the Autobahn, from freezing cold all the way to the most extreme temperatures encountered in the desert – this new motor¬cycle must reliably and permanently cope with the most extreme riding con-ditions hardly any other machine will ever face.

The range of tests and trials the HP2 was put through was correspondingly comprehensive and thorough, comprising not only a wide range of dynamometer tests, but also trial sessions in the hottest and coldest countries as well as extreme offoad test on BMW test tracks. Entering the Baja California Desert Race under the guidance of Jimmy Lewis was just as much part of the overall range of testing both the entire motorcycle and its individual components as were high-speed trials on the Autobahn and on all kinds of test routes. Endurance tests riding offroad in both Spain and South Africa, finally, rounded off the entire range of activities before the HP2 was cleared for series production.

Drivetrain

Making a few adjustments of the engine control unit, BMW Motorrad’s development engineers have slightly increased the output of the flat-twin engine carried over from the R 1200 GS, maximum output on premium plus fuel (RON 98) now being 77 kW (105 bhp). Maximum torque, in turn, remains unchanged at 115 Nm (85 lb-ft) at 5,500rpm.

Not only the high standard of smoothness and refinement of the Boxer engine resulting from its inherent configuration and design principle, as well as the soft but powerful development of muscle from very low engine speeds, enable the rider of the HP2 to manoeuvre his machine slowly and smoothly without requiring any support from the clutch. Rather, this superiority also comes from the refined, torque-based engine management of the new Boxer generation with its automatic idle speed control. As a result, the HP2 is able to provide its benefits particularly on very rough tracks or in deep mud, where spontaneous power and torque are the name of the game.

With the HP2 presumably being used mainly in rough terrain, the engine does not feature a balance shaft in the interest of lower weight.

The intake air snorkel has been slightly modified and now features a de-¬flector at the front to keep out splashwater with maximum efficiency. This deflector may be removed on machines used primarily on the road.

The exhaust manifold has been carried over from the R 1200 GS without any changes, while the rear-end silencer is a new construction almost 2 kilos lighter than before. With the interior of the silencer being similar to the former unit, the reduction in weight results from the sleeve pipe being dropped and the shorter length of the silencer as such. This reduction in length, in turn, is possible in this case since the HP2 is not intended to carry any cases or luggage. Otherwise a longer silencer would indeed be required to avoid any overheating of cases resulting from the hot flow of exhaust gases.

Focusing on the six-speed transmission, BMW Motorrad’s engineers have modified and reinforced the bearings on the interim shaft to cope with higher loads and forces. The gear ratios and other features, in turn, are the same as on the R 1200 GS.

An entirely new feature is the special structure of the Paralever swinging arm (see the section on the motorcycle’s running gear) as the well as the driveshaft now featuring a modified rubber damper and adjusted in its length to the different dimensions of the Paralever. At 2.82:1, the secondary trans¬mission ratio on the driveshaft remains unchanged.

The entire drivetrain comes with high-quality, magnesium-coloured powder coating.

Suspension and Running Gear

The running gear and suspension of the HP2 is again an all-new development using carefully selected, high-grade components. Indeed, all of BMW Motorrad’s 25 years of experience in enduro riding has gone into the development of the running gear. Focusing on the geometry and overall config-¬uration of the suspension, the engineers’ objective was to bridge the gap between optimum riding qualities with a high standard of directional stability for riding, say, on the Autobahn, and excellent offroad riding qualities with playful handling and superior agility.

Frame Carried Over from Rally Racing

In its layout, the frame is based on knowledge acquired by BMW Motorrad with the R 900 R racing machines used by works teams from 1999–2001 in the Dakar Rally and other international desert races. The frame itself is a tubular spaceframe structure made of steel and ensuring optimum, very homogeneous stiffness all round.

Telescopic Fork with Travel-Dependent Damping

Front-wheel suspension on the HP2 is provided by a telescopic fork with 270 millimetres or 10.63´´ spring travel in upside-down construction, since this kind of spring travel cannot be provided sensibly by a conventional Telelever configuration. A special feature of the front-wheel fork is the travel-dependent damping, with the inbound and rebound stages being adjustable separately to a wide range of different settings. A further adjustable feature is the hydraulic system preventing the running gear from sagging down under extreme conditions.

The most outstanding feature in this system absolutely unique to BMW Motorrad is that damping in the inbound stage under pressure remains relatively independent of the degree of harshness avoiding any sagging effect of the motorcycle. In other words, ride harshness and firm damping can be set to “hard” without making the inbound damping response in the main operating range of the damper significantly firmer or tauter.

With its fixed sleeve tube measuring 45 millimetres or 1.77´´ in diameter, the fork provides the stiffness required and at the same time allows maximum handlebar lock. The fixed sleeve tubes come with an extremely resistant special coating withstanding wear even better and more efficiently than a conventional surface coating based on titanium nitride.

Innovative Rear-Wheel Suspension – the Air/Spring Damper System

Moving on to the rear-wheel suspension, the engineers at BMW Motorrad focused as before on the principle of the BMW Paralever swinging arm totally re-developed as a lightweight construction for the new generation of the Boxer. Hardly open to any further improvement in terms of its effective-¬ness, the Paralever has nevertheless been redesigned for the HP2, now 30 millimetres (1.18´´) longer than on the GS.

The new Paralever is a welded structure made up of high-strength, forged light-alloy shells able to cope with even the toughest requirements in sports enduro riding. From outside this sophisticated new construction is characterised in particular by the magnesium-coloured powder coating to be admired on the entire drivetrain.

BMW Motorrad is once again setting a new standard with the spring strut, again introducing a highly innovative world-first achievement in motorcycle suspension technology: Together with the German specialist Continental Automotive Systems, BMW’s specialists have developed a spring/damper system running exclusively on air.

Weighing not quite 2.3 kilos or 5.1lb, this air/spring damper system is approximately 2 kilos lighter than a conventional structure, although the basic configuration and the system of damper operation show significant analogies: The air spring strut also features a piston moving into the damper chamber.

In this case, however, the piston acts not on hydraulic fluid, but rather on air forced through plate valves into a second chamber. The damping effect is achieved by throttling the flow of air – and with air being compressible, the air captured within the chamber is able to provide the necessary spring effect replacing a conventional steel spring.

Air is a medium with ideal characteristics for a spring damper system and offers a wide range of advantages:

  • “Natural” progression of the spring rate under high load (with pressure in the system increasing).
  • A high standard of security against the spring damper system suddenly giving way (according to the law of gas mixtures, pressure in-¬creases as a function of temperature).
  • “Natural” progression of the damping effect under high loads (the vis-cosity of air increases as a function of temperature).
  • Frequency-dependent, selective damping with automatic adjustment of the dampers to the load the motorcycle is currently carrying.
  • Resistance to overheating (no temperature-induced decrease in damping under high load, for example on bumpy roads and cobble-¬stone surfaces).
  • Simple adjustment to the load the motorcycle is currently carrying.
  • Simple adjustment of seat height.


With unsprung masses being slightly lower than before, the response of the suspension and rear-wheel traction have been improved accordingly.

In its structure, the air spring strut comes with three air chambers one be-¬hind the other and connected to one another by air ducts. An aluminium cylinder forms the two upper chambers separated from one another by a piston. Longitudinal movement of the separating piston compresses the air within the cylinder, the air itself thus acting as a kind of spring. At the same time a defined volume of air flows into the other chamber via plate valves (slot throttles) and, through the throttling effect, dampens any movements of the wheel.

The lower air chamber is formed by a gas-tight rolling gaiter made of rubber tissue. This gives the damper appropriate freedom in moving up and down and seals the spring strut to the outside, avoiding the need for a piston rod seal, which would merely increase friction within the system. The resistance built up by the rubber gaiter when rolling over a specially shaped cone supplements the progressive effect of the system.

To the outside the spring strut is fully sealed and air-tight. Any leakage occurring nevertheless can be compensated by filling in air through a valve. Such variation of air pressure from outside also allows simple adjustment of seat height simply by pumping in or discharging air as required. Inbound spring travel is however reduced with the seat set to a lower position, meaning that this particular setting is more appropriate for a moderate style of riding.

Adjusting the system to different load conditions is again a very simple operation requiring only an appropriate change in air pressure. A perhaps minor but nevertheless important and interesting feature in this context is the small “inspection balance” on the rear frame allowing the rider to read off the normal setting of the motorcycle in the interest of easier adjustment. And to pump up the system while travelling, the HP2 naturally comes as stand-¬ard with a manual high-pressure pump complete with a pressure gauge also suitable for pumping up the tyres after having reduced tyre pressure when riding in rough terrain.

A unique feature of the air/spring damper system is the option to vary the damping effect as a function of frequency achieved by carefully adapting the inner flow system together with the slot throttles to current requirements. An important effect achieved in this way is the significant improvement of rear-wheel traction on undulating surfaces, the damping effect being specifically configured in the frequency bands of the rear-wheel swinging arm system excited by bumpy surfaces, enabling the wheel to follow such an uneven surface in an ideal motion and maintain optimum ground contact. This means even better traction when accelerating all-out for even greater riding pleasure, as well as extra safety in applying the brakes.

Whenever the springs sag through completely, as is often the case on long and stretched-out surface “waves” and under high loads, the “natural” adjustment of the air spring rates, together with frequency-specific damping, again acts against any excessive compression of the springs to prevent them from giving way too much.

The basic set-up of the dampers may also be adjusted by a hand wheel opening up a bypass in the damper. This allows adjustment in two stages between a more comfort-oriented roadgoing set-up and a firmer setting for rough terrain.

A minor but nevertheless important point to be added here is that “manual” compression of the springs on the HP2 while at a standstill creates a decep-tive impression of the damping effect, since the movements generated in this case are not the same when riding in terms of their speed and frequency.

A significant advantage of the system also lies in the complete resistance of the spring strut to dirt and contamination from outside, thanks to the fully enclosed surface. This rules out even the slightest wear on the seals and guide units even in the finest desert sand.

Cross-Spoke Wheels for Offroad Use, 21´´ Wheel at the Front

Again reflecting its concept as a genuine offroad machine, the HP2 comes with cross-spoke wheels which have clearly proven their qualities under the toughest conditions in all tests. In the interest of maximum ground clearance and optimum guidance, the front wheel measures 1.85´´ x 21, while wheel size at the rear is 2.5´´ x 17.

The tyres fitted as standard are tubeless “Karoo” tyres developed by Metzeler together with BMW Motorrad especially for the HP2 – brand-new high-performance offroad tyres measuring 90/90-21 at the front and 140/80-17 at the rear and thus reflecting both the great demands made of the motorcycle itself as well as its power and speed potential.

Motocross-like tyres with a high share of negative tread are available as special equipment primarily for offroad use. Also registered for riding on the road, these tyres are likewise a joint development by BMW Motorrad and Metzeler specifically for the BMW HP2.

Tubed tyres with a different tread may of course also be used for offroad riding. In this case the rear wheel comes as standard with a second valve bore allowing the use of tyre supports (special equipment) for riding with lower air pressure. On tubeless tyres, in turn, the second valve hole is sealed by a second tyre valve.

Weight-Optimised Brakes

The brake system on the new HP2 excels through its first-class brake effect and stopping power as well as fine dosage geared exactly to current requirements. The front wheel features a single-disc brake with floating calliper, the semi-floating brake disc measuring 305 millimetres or 12.01´´ in diameter being only 4.5 millimetres or 0.18´´ thick for reasons of weight. At the rear, the HP2 features the single-disc swing-calliper brake carried over from the R 1200 GS, with disc diameter of 265 millimetres or 10.43´´.

The brake hoses are clad in steel only at the front, since the rear-wheel brake on an enduro needs a somewhat softer pressure point, which is why a conventional rubber tissue brake hose is used here intentionally.

Upon entering the market, the HP2 will come without ABS anti-lock brakes.

Fuel Tank, Seat, Controls and Attachments

In designing the fuel tank, the seat and the controls, BMW Motorrad’s engineers and developers focused in particular on the ergonomic requirements of offroad riding with the rider frequently standing up on his machine.

The fuel tank on the HP2 is brand-new, securely embedded in the space between the upper frame tubes. It is made of extra-tough, semi-transparent highly networked polyethylene as the optimum, extra-light material for such a fuel tank, and is protected by a light plastic cover. Tank capacity is 13 litres or 2.9 Imp gals.

The cut-out in the cover allows the rider to check the level of fuel from outside, two lines on the scale ensuring adequately precise assessment of the current fuel level. Whenever the rider fills up the tank from jerry cans when riding in rough terrain, this sight inspection option from outside is indeed more practical than an electrical gauge, particularly as the latter would always provide an inaccurate reading due to the constant change in the motorcycle’s position under offroad conditions. However, the HP2 comes, like other motorcycles, with a fuel reserve warning light.

To ensure optimum guidance and control of the motorcycle even when at a standstill, the engineers at BMW Motorrad have sought to keep the frame and motorcycle contours at the transition point from the tank to the seat as slender and lean as possible. The two-colour seat is slender in its shape and design particularly at the front, with this slender line extending all the way back into the tank itself.

The absolute geometric seat height for the rider is 920 millimetres or 36.22´´, with step arch length of 1,920 millimetres or 75.60´´. The lower seat available as special equipment measures 900 millimetres or 35.43´´ in height.

The handlebar fastening is an intelligent and well-conceived solution: Asymmetrically drilled handlebar clamps allow the rider to set the wide handlebar as required to two different positions. Turning these clamps by 180°, you are able to move the fore-and-aft position of the handlebar by 20 millimetres or almost 0.8´´.

The handlebar itself is made of aluminium and tapers out in conical shape to the ends. Particular significance is given to a large steering lock of 42° both left and right, ensuring superior agility and safe control of the motorcycle even at extremely low speeds.

The footrests made of rust-free stainless steel are extra-wide for superior stability and a firm position in all cases, regardless of the rider’s current posture and the position of his feet. A particular feature in this context is a fold¬ing spacer on the footbrake lever enabling the rider to set the position of the lever relative to his foot easily and quickly, without even requiring any tools in the process. So whether you are standing up on the machine or sitting down while riding, the brake lever is always within perfect reach.

This mechanism patented by BMW incidentally does not change the position of the brake lever relative to the brake cylinder, maintaining the play re¬quired despite the easy and convenient process of adjustment.

Electrics, Electronics and Instrumentation

The innovative on-board network in CAN-bus technology (Controller Area Network) has been carried over without changes from the R 1200 GS. The straightforward configuration of the system, with fewer cables than on a con-ventional on-board network, the clear configuration without any conventional melt-down fuses, and the full diagnostic compatibility of this on-board net-¬work are significant benefits also with an enduro. And another advantage is the low weight of the system.

The integrated electronic immobiliser comes as standard and works by exchanging coded, constantly changed data between the key to the motorcycle (the transponder) and the motorcycle’s on-board electronic system. This is currently the best and safest technology for an immobiliser.

The instrument cluster also concentrates on the essential, even doing without a rev counter: All the offroad rider needs is a speedometer and an information flatscreen.

In its technical features and configuration, the instrument cluster has been carried over from that on the R 1200 GS. As an additional display function, the rider can call up the number of operating hours the motorcycle has been running so far, which is important for changing the air filter at appropriate intervals when riding mainly offroad on dusty tracks.

Design and Body

In its design, the HP2 is purist through and through, each and every design feature bearing out the specific function of each component. Reduction to the essential is a significant styling feature particularly on the body of the new machine, with only the tank cover and part of the mudguard being painted.

Plastic components at exposed points putting the rider at risk in a fall, such as side components on the tank and the front wheel mudguard, are made of fully coloured, grained plastic without any additional application of paint, meaning that scratches, should they occur, remain virtually invisible and do not catch the eye in any way.

The HP2 comes exclusively in Indigo Blue Metallic/Alaska Grey.

The headlight mounting is a good example of the new machine’s high standard of all-round function. Extremely strong and stable, the headlight support also serves as a conveniently positioned salvaging bar. Grab recesses at the rear beneath the seat are appropriately positioned to remain free of dirt coming up from the rear wheel.

The numberplate support as well as the direction indicators can be easily removed for offroad riding by means of five bolts, with the cables being separated by a connector.

Protective Equipment for Offroad Use

Every HP2 comes as standard with a special package of protection components for subsequent installation on the machine. This protection package comprises the following items:

  • Hand protectors which, through their open structure, minimise the risk of injury in a fall.
  • An extra-large plastic engine protector helping to minimise damage to the cylinders and the throttle butterfly manifolds possibly resulting when the motorcycle falls over.
  • A transparent plastic cover to be fitted in front of the headlight in order to protect the headlight glass from stones cast up on rough terrain. This protection unit is not homologated for public roads.
  • Rear axle protection reducing the risk of damage to the final drive hous¬ing when impacting a hard surface below.
  • A so-called “brake-snake”. This is a small steel rope around the footbrake pedal preventing stones, branches or other objects from getting stuck between the footbrake lever and the engine and possibly bending, blocking or even inadvertently operating the lever, thus actuating the brakes when not required.



BMW HP2 Enduro

Range of Equipment


Optional Extras and Special Equipment

No optional extras from the factory will be offered upon introduction of the new HP2 motorcycle. But a wide range of special equipment for retrofitting either by the customer himself or by the BMW motorcycle dealer is naturally available for further customisation, thus allowing the owner to subsequently broaden the motorcycle’s range of features and equipment at any time.

Special Equipment.

  • Low rider’s seat (seat height 900 mm/35.43´´).
  • Assembly stand.
  • Heated handles.
  • White direction indicator covers.
  • Enduro rear bag.
  • Enduro tankbag.
  • Impact protection on the handlebar.
  • Tyre holder.
  • Emergency kit for sealing leaking valve covers.
  • A support and connection cable for BMW Motorrad Navigator II.
  • BMW Motorrad Navigator II.


BMW HP2 Enduro

SPECS


Power unit    
Capacity,cc: 1,170 
Bore/stroke,mm:  101/73 
Max output,kW/bhp: 77/105 
at rpm: 7,000 
Max torque,Nm/lb-ft: 115/85 
at rpm: 5,500
Engine configuration: Boxer (flat-twin) 
No of cylinders:
Compression ratio/fuel grade: 11.0/premium plus 
Valves/gas management: HC (high camshaft) 
Valves per cylinder:
Intake/outlet dia, mm: 36/31 
Throttle butterfly diameter,mm: 47 
Fuel management: BMS-K 
    
Electrical System     
Alternator,W: 600 
Battery,V/Ah: 12/12 maintenance-free 
Headlight,W: H4 
Starter,kW: 1.1 
    
Power Transmission/Gearbox    
Clutch: Single-plate dry clutch, dia 180 mm/7.1´´ 
Gearbox: Dog-type six-speed gearbox 
Primary transmission ratio: 1.823 
Gear ratios:

  • I 2.277 
  • II 1.583 
  • III 1.259 
  • IV 1.033 
  • V 0.903 
  • VI 0.805 

Rear-wheel drive: Driveshaft 
Final drive ratio: 2.82  
    
Running Gear and Suspension     
Type of frame: Steel tubular spaceframe, non-load-bearing engine 
Wheel guidance, front: UPSD fork, dia 45mm 
Wheel guidance, rear: BMW Paralever 
Spring travel, front/rear,mm: 270/250 
Camber,mm: Normal set-up 127 
Wheelbase,mm: Normal set-up 1,610 
Handlebar head angle,°: Normal set-up 60.5 
Brakes:

  • front: Single-disc brake, dia 305 mm 
  • rear: Single-disc brake, dia 265 mm  
  • No ABS 

Wheels:

  • Cross-spoke wheels 
  • front: 1.85 x 21 
  • rear: 2.5 x 17 

Tyres:

  • front: 90/90-21 M/C 54Q M+S TL, MCE Karoo 2 (T) 
  • rear: 140/80-17 M/C 69Q M+S TL, MCE Karoo (T) 

    
Dimensions and Weight    
Length, overall,mm: 2,350 
Width, overall, with mirrors,mm: 880 
Handlebar width, w/o mirrors,mm: 828 
Seat height,mm: 920 
Weight, unladen, with full tank,kg: 196.5 
Max permissible,kg: 380 
Tank capacity,ltr: 13 
    
Performance Data     
Fuel consumption     
90 km/h,ltr/100 km: 4.1 
120 km/h,ltr/100 km: 5.5 

Acceleration     
0–100 km/h,sec: 3.2 
Standing start km,sec: 22.3 
Top speed,km/h: 200


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