Cologne Show

COLOGNE SHOW

PREVIEW '89

WHILE THREE OF THE JAPAnese manufacturers chose to release their latest high-performance models at this year’s Cologne motorcycle show, they played second fiddle to the natives. At Cologne, BMW officially announced the K1, the long-anticipated 16-valve version of the K100.

Technically, the Kl is much as expected. The 4-valve-per-cylinder head is fitted to a near-standard K100 bottom end (though the crankshaft is lighter for quicker response), and a digital engine-management system controls both ignition timing and fuel injection. The result, comparing K100 and K l power curves, is equal bottom-end, with substantial power improvements from 5000 to 9000 rpm, and a 100-horsepower peak. BMW’s Paralever rear suspension is used to reduce shaft-drive effects, and low-profile radiais are fitted.

The Kl is positioned as a “super sports’’ model, a more radical supplement to the K100RS. In fulfilling that role, BMW gave it a relatively racy riding position, and bodywork

that may be the most aerodynamic of any production motorcycle. The styling of the bodywork is more than a little controversial, though, especially the color schemes: bright red or midnight blue, both with bright yellow wheels, drivetrain and Kl logo. It’s a bike that takes some getting used to visually. Hopefully, enough customers will make the effort, especially at the rumored $ 15,000 asking price.

BMW also showed a Paris-Dakar body kit, retrofittable if desired, for the R100GS. Included is a fairing and a 9-gallon gas tank; the kit will be followed with a special Paris-Dakar model this spring.

Another European manufacturer introduced two important new motorcycles at Cologne, one a massmarket bike, the other rarer than hen’s teeth. The former is the 906 Paso, marking the debut of Ducati’s engine of the 1990s. This liquidcooled, two-valve-per-cylinder VTwin places its new top ends aboard the engine cases of Ducati’s 851 8valve. It retains the 851 ’s six-speed gearbox, hence the 906 designation; the 92mm-by-68mm engine actually

displaces 904cc. Retaining a 44mm twin-choke Weber carb, the new engine is claimed to make 88 horsepower at 8000 rpm, and slots right into the existing Paso chassis and body. The 906 is scheduled for sale in Europe in December, and in the U.S. in the spring. Weight? About 22 pounds more than the 750 Paso. Price? Unknown, but not a lot more than the 750.

Ducati’s other Cologne-show novelty is a bright red Lucchinelli Replica version of the 851 8-valve. Based on the works racer, the new 851 Racing differs in key details from last year’s bike, not least of which is that it now displaces 888cc due to a 2mm overbore. The result of all this is a claimed 136 horsepower at the crank instead of last year’s 118. Combine that with a 45-pound weight reduction, and you should see vastly improved performance. The 851 Racing will be built to order in very limited quantities and will cost around $22,000—if you can get one. More affordable was the previously announced Ducati 750 Sport, now wearing flashy red paint with silver stripes.

Bimota was represented at Cologne with its new FZR400-engined YB7. Scheduled fora production run of 600 units in 1989, the YB7 is intended mainly for the Japanese market. With 17-inch wheels, twin 280mm Brembo discs, Ohlins rear shock and Marzocchi front fork, this tiny Bimota scales 357 pounds dry. No price has been fixed, but this could well be the world’s most expensive 400.

Another Italian company, Moto Guzzi, surprised everyone more by what it didn't show than what it did display at Cologne. Appearing was a factory-replica of the Dr. John Moto Guzzi racer, but still carrying a pushrod engine instead of the new 8valve power unit; this racer should be available on special order. But the expected 8-valve Guzzi Le Mans replacement, perhaps Guzzi’s most important new model in years, was nowhere to be seen. Like a number of rumored machines that failed to appear at Cologne (such as Yamaha’s four-valve-per-cy linder, paral lelTwin 750 Ténéré), the Guzzi may yet appear at the Paris show later this fall. Alan Cathcart