BMW G450X 108kg 52 hk 71 timer Sjeldenhet

Meget sjelden 2010 BMW’s G450X SPEEDBRAIN selges

Dette er den råest utgaven med oppgradert Akrapovič eksosanlegg og oppgradert fra 41 HK til 52 HK. (Uten sammenligning forøvrig) Her er det rått bunndrag med en gang.

Du har nå mulighet for å skaffe deg en helt rå registrert offroad sykkel, som er en av de letteste i sin klasse. En ypperlig vinter sykkel kan det også være. Du får med varmeholker på kjøpet... (Ikke montert)

Her går det an å ta seg en Offroad/skogstur uten å være redd for at du får en 200 kg sykkel over deg hvis du velter. Det går an å prøve seg på en bratt stigning, eller andre utfordringer. Velter du med den her så tar du den lett opp igjen og prøver på nytt...

Ekstremt responsiv og morsom å kjøre.

Når den kom så var den levert med 3 år / 36000 miles garanti, så den regnes som meget driftsikker og tåler tøff behandlig.

Koster mellom €5000 og €10000 i Tyskland

Dette er en av få BMW sykler som de laget mens BMW eide Husqvarna.

Pr i dag finnes det ca 10 stk som er registrert i Norge så denne ser du ikke rundt neste sving

Noen sier det er den perfekte TET sykkelen

VEKT 108kg

52 hk

6500km

Gått kun 240 timer

Nymonterte plast deksler runt om, de gamle følger med

Marzocchi front gaffel med 30 cm vandring

Öhlins aluminum piggyback demper bak 32 cm vandring

Brembo bremser foran og bak

Ekstra nytt ubrukt kjede leveres med

Flere plastsett følger med

Jeg har også en Safari tank som kan kjøpes om ønskelig

Deletilgangen til sykkelen er bra på nett.

Jeg har noen drev og kjeder, emblemer, filter, pakninger osv

....Ny motor har jeg også liggende

LITT INFO KLIPT OG LIMT FRA NETTET... Verdt å lese

BMW's G450X has been very mysterious. It was first announced in late 2007, apparently aimed at taking the dirt world by storm. At that point, the mission was clear. It was a hardcore dirt bike aimed right at KTM, as the two companies prepared to fight to be Europe’s largest motorcycle producer. But when BMW purchased Husqvarna, the role of the G450X became unclear. The bike arrived in the U.S. as a 49-state dual-sport machine, but all of the company’s effort was placed behind revitalizing Husqvarna. No one knew if the G450X had a future or what it was supposed to do. Was it a racer? Was it an adventure bike? BMW dealers certainly didn’t know, and their salesmen just hoped no one would ask.

The 2010 BMW G450X is here now, and the clouds are beginning to part. The new 450 is a single machine meant to contend in both the dual-sport market and the dirt bike market. It does this by being sold as a 50-state-legal dual-sport bike that can be converted into a real off-road bike without costing its owner a cent. It has the most impressive warranty ever connected to a dirt bike in the U.S. Not only does it have a future, it apparently is the future for both BMW and Husqvarna.

The list of elements that are different on the BMW is long. It starts with the countershaft/swingarm pivot and goes on and on.

STILL A MAVERICK 

One of the things that made the BMW so confusing last year was the fact that it was so completely different from anything else on the market. In typical BMW fashion, the engineers didn’t care how the heck other companies did anything. The 2010 version is still offbeat. It has a closed-loop fuel-injection system, a countershaft sprocket that is mounted on the swingarm pivot, a clutch that is mounted on the crankshaft, a gas tank located under the seat, and dozens of other elements that are just different. Each one of those elements has been attempted elsewhere. It’s a testimony to German stubbornness that they all appear on the same machine and they all function with varying degrees of success.

The clutch location on the crank means that it spins about three times faster than a conventional clutch. The hub drives the basket, rather than vice versa, and the whole unit is very compact. The motor’s output shaft is hollow so that the swingarm pivot can pass through its center, and that further contributes to a very small overall engine package. The engine, by the way, is manufactured by BMW’s partner in Taiwan, as are some of BMW’s other motors.

The swingarm is extra long because of the countershaft design, which means that BMW engineers had to invent their own suspension design—it wasn’t like they could copy the layout of some other company that was doing the same thing. One of the big challenges is trying to deal with the effect of engine torque on the suspension, which is exaggerated by this setup. BMW does it with a no-linkage Ohlins shock mounted at a fairly laid-down angle. Up front, BMW uses a 45mm Marzocchi fork.

CONVERSION

Husky and KTM both offer fairly serious dirt bikes that are street-legal, as well as separate off-road machines. BMW offers only a street-legal version of the G450X, but hands you all the parts to make it a dirt bike. That includes gearing, a jumper to convert the EFI system to a competition map and a whole new muffler. The competition pipe is still reasonably quiet and has a spark arrestor, but it does away with the catalytic converter in the DOT pipe. BMW says this extra pipe adds $250 to the price of the bike, so if you don’t want it, ask for a discount. BMW gave the bike different fuel mapping this year in both stock and power-up modes. The jumper, or “Power Plug,” tells the ECU to abandon the EPA settings and technically makes the bike illegal on the street. The jumper is only necessary with the power-up pipe. But the most important extras included with the bike are the countershaft sprockets. Last year, the bike came with a 15-toother, which is what you were stuck with, as BMW sprockets were not easy to find. This year, you get additional 13- and 14 tooth-sprockets with the bike.

The motor was designed in Germany, but manufactured in Taiwan by Kymco.

TRAIL WORTHINESS

Last year, we never quite understood the bike. The biggest problem was that we never got to see what it did well because of the tall stock gearing. This year, we rode the bike immediately with the 13-tooth sprocket up front and discovered the bike’s hidden talent. It’s an incredible rock climber. Who would have guessed that a dual-sport bike would be so good at low-speed obstacles and extreme sections?

The biggest advantage that the Beemer has is the motor. The power delivery is smooth and perfect off the bottom without a hint of the lurchiness that plagues so many fuel-injected bikes. It never stalls; it never flames out; it never coughs. The motor feels like it could be dropped into a trials bike. With the 13-tooth countershaft, you can climb almost anything. Still, there was a big jump to second gear, making it difficult to contend with anything faster than outright trials sections. It makes sense. This bike was developed for European racing, where extreme events like Erzberg and the Romaniacs take center stage. It’s a very narrow bike with a lot of ground clearance, so you can get it through tight spots and over big obstacles. Even the shape of the skid plate makes this easier, with a very smooth surface that’s much higher in front at the point of first impact.

And yet another factor that helps in tough terrain is the clutch. Honestly, we didn’t like it that much at first. It has a weird feel that takes some getting used to, and it always drags just a little bit. But as soon as you start over-using it on hills and in rocks, you quickly learn to love it. The clutch never overheats. You can work it to death and the free play doesn’t change. Even hydraulic clutches need to get a fresh gulp of fluid when the plates expand with heat. The BMW’s clutch isn’t hydraulic, but it always engages at the same point, in the same way, regardless of heat.

Yes, that’s the air filter element. It’s very automotive.

Once you venture off trails into the open, the bike isn’t as impressive. We wouldn’t call the G450X fast. Even with the power-up muffler and Power Plug in place, the BMW has fairly mild output compared to the Husky and KTM 450 dual-sport bikes. On the dyno it produces almost 45 horsepower, but it never wows you with outright acceleration. Most of the horsepower is down low; it doesn’t feel at all motocross-like.

The bike’s two weakest areas are the suspension and the steering, which seem related. Both ends are soft, even by dual-sport standards. The fork dives dramatically in turns. That makes the already-slow steering feel cumbersome. Some riders commented that the bike felt heavy. It’s not, but the steering requires a lot of muscle. And the faster you go, the stranger it feels.

We still wonder if the countershaft sprocket location contributes to the suspension issue. Last year we rode Kent Pfeiffer’s Best in the Desert BMW 450, which had factory WP suspension. It was much better than stock, but still weird. As the bike becomes more mainstream, we expect to learn more.

LIFE WITH THE ’W

Life with the BMW might be interesting. The gas cap is under a hole in the seat. The air filter is in a drawer over the motor. The bodywork is held on with little bolts that have a super-fine thread. If you want to work on the motor, you have to drop it out of the bottom, which means you can’t use a normal workstand. Heck, it won’t even sit flat on a stand.

All those things take some getting used to, but we’ll adjust. The bike is offbeat right now, but Husqvarna has already announced that it will build a bike using the same motor. And with BMW’s three-year, 36,000-mile warranty, you could ride three seasons without paying for a single broken part. That means BMWs will become mainstream dirt bikes in the future. It’s just a matter of time.

BMW G450X

Engine type…………Four-valve, DOHC 4-stroke

Displacement………449cc

Bore x stroke………98.0mm x 60.0mm

Fuel delivery………..Keihin EFI

Fuel tank capacity…1.8 gal. (6.0 L)

Lighting coil…………. Yes

Spark arrestor………Yes

EPA legal……………. Yes

Running weight……. 265 lb. (no fuel)

Wheelbase…………..58.0′ (1473mm)

Ground clearance….14.4′ (365mm)

Seat height…………..37.6′ (955mm)

Tire size & type:

 Front……..80/100-21 Metzeler

 Rear……..110/100-18 Metzeler

Suspension:

 Front…….. Marzocchi inverted cartridge,

     adj. reb./comp., 11.8′ (300mm) travel

 Rear…….. Ohlins aluminum piggyback,

     adj. prld, hi & lo comp., reb., 12.6′

      (320mm) travel

Country of origin…….Germany

Suggested price……..$8945

Background and Origins

The G450X project originated with BMW Motorrad's desire to capture a portion of the 450 four-stroke enduro class from established manufacturers, including the Japanese big four and KTM. Following the relatively poor sales achieved by BMW's F650GS-derived G650X Challenge, BMW deduced that the Challenge's lack of market acceptance had been due at least in part to its excessive weight and unconventional suspension. The relatively underpowered Challenge had weighed substantially more than competitors like the KTM 640 Adventure, and its pneumatic rear suspension strut was both unadjustable for compression and rebound damping, and expensive to rebuild.

In marketing terms, BMW Motorrad intended to position the G450X as both an enduro-class motorcycle and a viable dual-sport motorcycle. However, its narrow seat, low fuel capacity, small headlight and lack of wind protection meant this notion was questionable. Also, with BMW already producing a variety of dedicated medium-weight dual-sport motorcycles such as the G650GS and twin-cylinder F650GS, the G450X was immediately recognizable as an enduro-only machine.

The design brief for what would become the G450X specified that it should have at least as much power and torque as its established Japanese and Austrian competition, that it should be physically lighter and more compact (thereby also making it easier to ride), and that it should adhere more closely to established design conventions within the 450 four-stroke enduro class. In the process of development, BMW engineers made a number of theoretical improvements on the design baseline established by Kawasaki, Yamaha, Honda, Suzuki and KTM.

The G450X was first presented on 6 November 2007, at the EICMA 2007 trade fair in Milan.

Nomenclature

The G450X’s internal BMW model code is K16. The motorcycle’s name follows the naming convention for BMW motorcycles. G is a reference to engine series (in this case, single-cylinder). The expected F prefix was re-assigned from single-cylinder to parallel-twin motorcycles with the advent of the F800GS and twin-cylinder F650GS at approximately the same time the single-cylinder F650GS was re-designated the G650GS. 450 is a reference to the engine’s quoted swept volume of 450 cm3. X signifies Cross, referring to BMW Motorrad’s intent to position the G450X as both a dedicated enduro motorcycle and a dual-sport motorcycle.

Frame

Departing from the enduro-class convention of a cradle-style frame in either chrome-molybdenum steel or cast aluminium, the G450X used a bridge-type main frame manufactured from welded stainless steel tubing. The main frame’s lower frame tubes bridge the headstock tube and swingarm pivot in a straight line, yielding maximum rigidity for minimum weight. The steel main frame is complemented by a conventional rectangular-profile aluminium sub-frame. The size of the engine’s airbox meant that the fuel tank could not be located behind the steering headstock in typical fashion. Instead, the fuel tank is located under the seat, within the confines of the rear sub-frame. The fuel filling arrangement is also unusual, with the fuel filler cap located at the rear of the seat.

Engine

BMW designed an all-new 449 cm3 four-stroke single-cylinder engine utilizing double overhead camshafts with four valves per cylinder, and a balance shaft to reduce vibration. The engine was manufactured by Kymco in Taiwan, on behalf of BMW. Like all modern BMW motorcycle engines, the G450X’s engine features automotive-style closed-loop fuel injection, with exhaust oxygen-content sensor. The engine also features integrated coil-over-plug ignition, catalytic convertor, and overrun cut-off functionality.[2]

Unusually, the fuel injection/ignition system was not supplied by Bosch, but instead by the Japanese Keihin Corporation. This system is unique to the G450X, and carries BMW designation KMS-K16 (Keihin Management System, applicable to BMW model code K16).

Some technical compromises had to be made to accommodate the G450X’s unusual clutch arrangement. One consequence is that the engine's crankshaft rotates backwards instead of forwards, as is typical. The engine is also angled forward at 30 degrees from the vertical to create space for the larger airbox.

The G450X was sold with a EURO 3 noise and emissions-compliant exhaust system that limits it to approximately 40 BHP. If an electronic coding plug supplied with the motorcycle is installed, a second competition-oriented engine management map is enabled. If the coding plug is installed in combination with BMW’s G450X-specific Akrapovič competition exhaust muffler, engine power increases to approximately 51 BHP. Connecting the coding plug and/or installing the competition muffler renders the motorcycle not compliant with noise and emissions regulations; therefore, the motorcycle is not road-legal in this configuration.

Clutch

With the design brief specifying both low weight and the improved handling brought by a longer swingarm, the required space was liberated by moving the multi-plate clutch to the right-hand side of the crankshaft. As a consequence, the clutch basket drives the gearbox, instead of the other way around. The drive plate/driven plate/clutch basket assembly is physically smaller than is typical, and the clutch assembly’s crankshaft mounting partially negates the need for a separate flywheel. Following existing convention, the clutch is cable-operated and shares the same oil as the engine.[3]

Gearbox

The five-speed claw-shift transmission is integrated with the engine, and has an overall arrangement of gears, shafts and shift forks that was more compact than was typical.[3] The engine and gearbox share a common oil supply.

On enduro bikes made by established competition, the front drive sprocket is located forward of the swingarm pivot, meaning that drive chain tension changes dynamically according to rear suspension movement. In turn, this means the drive chain must always incorporate a certain amount of slack. BMW solved this problem using its Coaxial Traction system, with the front drive sprocket located on the same rotational axis as the swingarm pivot. This is facilitated by the swingarm’s locating shaft running through a hollow gearbox output shaft. This arrangement allows the drive chain to be run with minimal slack (around 5mm, as opposed to the typical 25 to 35mm). This reduces chain lash without danger of overstressing the gearbox output shaft bearings, and reduces overall stress on the gearbox assembly.

Although lighter in overall weight, the engine/gearbox arrangement has some inherent disadvantages. Mounting the clutch assembly on the crankshaft means the clutch rotates approximately three times faster than is typical, and the concentric location of the front drive sprocket and swingarm pivot means that the routine task of front drive sprocket replacement requires removal of the rear swingarm.

All G450Xs were supplied to customers with a 15-tooth front drive sprocket installed as standard. Models manufactured from 2010 onwards were supplied with additional 13-tooth and 14-tooth drive sprockets.

Suspension

Although the G450X uses a fairly conventional suspension arrangement, the compact engine/gearbox assembly and concentric rear suspension arrangement allows for a longer-than-normal rear swingarm. The swingarm manipulates a high-quality Öhlins coil-over-shock strut directly, with no rising-rate linkage. The front suspension uses upside-down 45mm Marzocchi forks. The front and rear suspension are both adjustable for compression and rebound damping, although the rear shock absorber does not feature separate high-speed and low-speed compression damping adjustment.

Electronics and fault diagnosis

Unlike many other BMW motorcycles manufactured during the same period, the G450X does not use CAN bus chassis management. Instead, it uses conventional wiring, switches, fuses and relays.

The G450X uses BMW Motorrad’s proprietary 10-pin round diagnostic connector. The KMS-K16 engine management system is fully OBD-II enabled, with all conventional fault-diagnostic functions. The motorcycle is compatible with BMW’s own workshop diagnostic equipment, and is also supported by the Hex Innovate GS-911 diagnostic module. The diagnostic connector is located on the left-hand main frame tube, behind and below the radiator.

Brakes[edit]

Unlike the G650GS-derived G650X Challenge, the G450X does not have anti-lock braking (ABS). The G450X uses conventional disc brakes by Brembo, with a front twin-piston and rear single-piston calipers.

The G450X was BMW’s only attempt to take on the 450 race-capable enduro market and a natural result of their acquisition of Husqvarna. It was also quite different than the competition at the time, with fuel injection, a countershaft sprocket that was mounted on the swingarm pivot (chain tension stays the same throughout the suspension stroke but changing the front sprocket requires you to pull the swingarm), gas tank under the seat, and a clutch that’s mounted on the crankshaft (spins about 3 times faster than a normal clutch). Some things worked, some things didn’t, but BMW really stood out with a 3 year, 36,000 mile warranty – blowing away any offering from Yamaha, KTM, or Honda.