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1. 1995 Bmw K75 Review

Make ModelBMW K 75Year1985 -86Production18000+ unitsEngineFour-stroke, horizontal three cylinderin-line, DOHC, 2 valves per cylinderCapacity740 cc / 45 cub. The K569 project: the BMW triplesWhen designing the K100, BMW decided to expand the K serieswith a smaller bike. Although the flat twins should be continuedwith up to 800cc, it seemed enticing to use the new design,which had been involving both expense and time, for severalengine variations. Because BMW expected problems to make theflat twins suitable for the noise and emission regulations ofthe future and to increase the engine power, they decided thatthe K engine was the first choice. As mentioned in the K100chapter, they planned to build an inline four with 1300 cc and a1000cc triple. Soon the engineers realized that the engineswould have been to long and heavy, so they developed smallerones.

Interesting: they had been thinking of a four cylinderengine instead, but that one had been as big and heavy as the“big block”. Worst of all, it would have been nearly asexpensive.For that reason, they made the decision to shorten the “K4”,what was the early code for the four cylinder, by one unit(“K3”).

Many parts could be used for both variations.Nevertheless, assuming that it takes only a metal saw to cut onecylinder is false. Beside all similarities, both engines hadvery special problems.

The vibration of the four cylinder causesthe “pins and needles” feeling, but the triple has strongvibrations, caused by mass moments. This is why the take-offshaft, which is located underneath the crankshaft, has beenequipped with two counterweights in case of the K75. By the way,the shaft (and, of course, the clutch) of any K bike is rotatingin opposite direction so that accelerating produces no tiltingmoment. The jolt damper, which is part of the clutch, causedfurther problems: its rubber elements could not stand thevibrational stress. At least, the modified dry clutch of the R80model appeared to be reliable.There were other modifications necessary to earn the desiredpower of 75hp. Remember that the power per 1000cc had to beincreased by 10% compared to the K100.

This has been possiblemainly by a modified combustion chamber with higher compression.Compressing 11:1, premium fuel is required for any K75. But, dueto the development which took two more years, the fuel may beunleaded -early K100 require leaded fuel. Today, we wonder ifthe issue of the K75 has been delayed until 1985 for technicalor commercial reasons.

In fact, some problems of early K100models never appeared at the K75. Notable are the results of theshorter and lighter (by 10 kg) engine. The increased handinessis one thing, on the other hand the bike was less stable due tothe lower weight on the front wheel. Reacting on motorcyclemagazine's tests, BMW retrofitted the K75 in January, 1986 witha “fluid block” inside the steering head to absorb the kickbackeffect by friction -but which caused the bike to be less handy.This leads us to frame and suspension. The frame differs fromthe similar K100 part by flattened front tubes.

1995 Bmw K75 Review

1969 BMW r60/2, US Model, 1995 BMW K75, 2006 Yamaha TW200, 2007 Ural Patrol, 1991 Honda XR250L. The bike that I assume was given to them to review does have a few option items like the large Sport Tank and that windscreen. But no turn signals. The 'Commuter' was the happy guy on the BMW riding around with a suit & tie. Think about it.

The front forkwas fitted with a brace that was included in the front fender.In August, 1985, two models were presented: the K75 C with acockpit fairing which was fitted to the handlebar, rear drumbrake and an 18 inch rear wheel as a standard version. Plus, forthose who prefer sports bikes, the 75 S with a slim appearinghalf-size fairing, mounted to the frame. In this case, the 17inch rear wheel with disc brake was standard, as used at theK100. Although the spring deflection at the “S” rear was thesame as in case of the “C”, the spring was more progressive tomatch with sportive riding. On front, the spring deflection ofthe K75 S was reduced to 135mm (K75 C: 185mm). The K75 Ssuspension was available as a sports kit for the K100, too.After being on the market for one year, the K75 line wassupplemented by the naked K75. Being quite similar to the K75 C,this model costs 11,990 DM (EUR 6130) and is the cheapest Kever.

Thus, buyer´s interest for the K75 C weakens rapidly. Itwas not surprising that the naked K75 superseded the C in 1990.In 1989, the K75 RT was presented as the fourth and mostsuccessful triple. The outfit was similar to the K100 RT, so theK75 line was completed with a comfortable touring bike. The RTwas not only a popular private bike.

As an official version withspecial equipment, it has been seen at state visits, foremergency purposes and as service bikes. Even if usedprofessionally, the RT was strong and reliable. Even the factthat most modifications which had been made to the 1000cc bikeshasn't been made to the 750s did not change its popularity: thefour valve technology, the three-way catalytic converter or theParalever have never been used for the K75.In foreign countries, the success of the K75 was much biggerthan in Germany. It´s not true that the prophet had no honour inhis own country, but the difference between 750 and 1000cc isless important in countries which have speed regulations.

Forthat reason, less than one fifth of 67.964 K75 ever builtremained in Germany. Spain, France and the United States werethe main export countries for the K75. With a total of 11 years,the K75 remained longer on the market than the 1000cc bikes. Asa last edition, BMW presented the “Ultima” series of K75 and RTin 1996. The basic type was equipped with a cobalt blue paintingwith silver lining, three-spoke-wheels (K100 RS 16 look alike,but with smaller dimensions), wind shield, wider handle bar withheat grips, ABS, catalytic converter, hard bag mountings andluggage rack. This results in an extraordinary price of 19,950DM (EUR 10,200), making it unbelievable that this was thecheapest K once upon a time. A brand new R1100 R was availablefor the same price!

The K75 RT Ultima required another 4000 DM(EUR 2045), including the same features and even the electricwindscreen as used on the K1100 LT. By the way: the Ultima bikeshad only 68hp, seven less than in the beginning of it´s career.Until the end, a modification was available (400 DM / 205 EUR)to reduce the power output to 50hp. Since 1996, BMW neverproduced triples again.Article fromwww.flyingbrick.de.