Enrique Marco
In reality, it was the older sister, the K100, that represented this true revolution within BMW. In 1983, he surprised with a new motorcycle that was neither twin-cylinder, nor boxer, nor air-cooled or carburetor-fed. It was a 4-cylinder in-line longitudinal arrangement, water-cooled and with injection. But it was this K75, born in 1985 and with the same concept, but with one less cylinder, the one that popularized the K series, significantly increasing its sales to exceed 150.000 units between them.
Therefore Today we get into a 75 BMW K1986 S, which is already “a classic with capital letters.” Although its design was so modern at that time that today it prevents it from looking really old, the truth is that a lot has happened since then in the Bavarian brand. This K75, after the K100, marked a before and after in BMW's motorcycle division.
The BMW K100 and K75 were expensive motorcycles in their day, despite which they sold quite well, being Spain one of the main markets and with the greatest reception. It is fortunate for the nostalgic person who today wants to enjoy one of these Ks, because in the used market it is easy to find units in good condition and surprisingly cheap. There are many left basically for two reasons, because they sold well until 1996 and because their reliability is outstanding.
Good proof of this is that The Civil Traffic Guard had them in service in Spain for no less than 25 years!, some of them exceeding 300.000 km travelled. And, having consulted worthy sources for this article, they have very fond memories, so much so that some remember it as the best patrol motorcycle they have ever driven.
THE BEGINNINGS OF THE K SERIES
In 1983, BMW launched the new K100 in response to the abundant arrival of Japanese four-cylinder to European markets. It was not an easy bet, since the brand had many fans of boxer engines, but somehow it had to stand up to Japanese power. The first prototypes used a car engine, specifically a Peugeot 104, while opting for Bosch LE-Jetronic electronic injection power.
The initial K100, a naked with a round headlight, it weighed 239 kilos and its engine was 987 cm3 It developed 90 hp. The range grew with the K100RS with a semi-fairing and square front optical group, in addition to the RT, with a more touristy concept and with a large fairing with very good protection.
In the middle of the decade, a displacement became very popular, “seven and a half.” BMW replicated its success formula in a very simple way, since “He “removed a cylinder” from the K100 to create the K75. Same base, same technology, but by installing a balance shaft it practically eliminated vibrations and even emitted an even more particular and beautiful sound. Logically, with its 740 cm3 It lost some power, to put it at 75 HP in this case, but it was also lighter: 11 kilos less. The range would be completed little by little, now the basic naked It was going to be accompanied by the “C” (with a small dome), the sportier “S” (which we will talk about in more detail as it was the tested unit), and the tourist RT, with a large fairing, and from which the “eternal motorcycle patrol” of the Civil Guard.
ABSOLUTE SUCCESS
BMW's decision was extremely correct. It did not intend to fight either in power, in pure performance, or in explosiveness with the Japanese 750, but, on the contrary, it offered an approach that was, on the one hand, more rational and touristy, although on the other very exclusive by providing it with outstanding manufacturing quality and materials. The move went well for those from Bavaria, and in the year of the tested motorcycle, in 1986, 35.000 units were assembled, of which sold no less than 1.688 in Spain (45% more than in 1985), which made it the most popular brand among motorcycles larger than “half a liter”.
As relevant data of the good acceptance of the K in our market, say that in that year BMW also marketed the R65, R80 and also the between R80 GS, but the sum of the different versions of the K100 and K75 “swept” the traditional boxer models: Of the 1.688 motorcycles sold, 1.308 were “K” and only 360 were “R”). Faced with the competition, the BMW K75 S from the test It was, with its 1,3 million pesetas, much more expensive than the Moto Guzzi V75 and Benelli 900 Sei, which did not reach a million, as well as 250.000 pesetas more expensive than an entire Laverda 1000 RGS. How curious, today they are asking for them , three, four or five times more in the collector motorcycle market!
This is what happens in the capricious world of quotes, that what is reliable lasts longer, more units are sold, therefore, There are many more left, and now it is “less exclusive”. The impressive Honda VFR 750 F or Suzuki GSX-R 750 did have a slightly higher price.
THE SPORTS DETAILS OF THE K75 S
Analyzing in detail this specific version K75 S (“S” for Sport), there may be those who prefer the purity of the basic K75, and the more touring ones the comfort of the RT, but BMW's proposal with this original version had - and continues to have - great interest. If we forget the cold stopwatch - since BMW did not intend to fight against the circuit times of a Honda VFR or a Suzuki GSX-R– the BMW K75 S, with its rear disc brake, firmer suspension, 17-inch rear tire, or a lower and narrower handlebar (modifications compared to the normal K75), It offered extra sportiness without giving up its extraordinary reliability and traveling skills..
It is true that its mechanical response did not have a “kick” that was exciting, since it did not enter into the battle of the superbikes Japanese. In any case, the 75 HP of power at 8.500 rpm and the 68 Nm of torque at only 6.750 rpm will They provided a very homogeneous and respectable response. Furthermore, from an unusually low speed on a motorcycle, which allowed him to record a time of 4,7 seconds from 0 to 100 km / h and reach the 200 km / h top speed.
With this complete range of the K75, which complemented the K100 very well, BMW became the only European firm that stood up to Japanese power, which was beginning to take off at that time.
TEST OF THE BMW K75 S
There are those who say that BMW K are the most modern of classic motorcycles or the most classic of modern motorcycles. Be that as it may, the obvious thing is that they are motorcycles - for the most part - registered more than 30 years ago, but that they offer already very respectable performance, behavior and reliability. Of course they will not be as safe as one from 2023, but without a doubt you can travel with the BMW K with quite a few guarantees and for many kilometers.
Looking at this K75 S, we see how long and narrow it is. It has a wheelbase of 1.516 mm and a total length of 2.200 mm, greater than the size of the 750 of its time. It is characterized by a small raised smoked front dome, and a seat height of 810 mm, in which a tourist position is adopted, with the feet somewhat set back, although with the handlebars lower and narrower than in other Ks. This S version It is the one that differs the most from the older sister K100 for its small semi-fairing. For the rest, it is easy to differentiate the three-cylinder from the four-cylinder, both by looking at its engine and by the exhaust: triangular in the first and square in the second.
During the test, The BMW K75 S feels lighter than the K100, with fewer vibrations and an even more beautiful sound. It has average consumption of just over 4 liters, so with its 21 liter tank it has considerable autonomy. For your response, It is soft and refined, and with 75 very usable HP and from a lower speed than in most of its rivals. Whatever type of biker you are, On the handlebars of the K75 it is very easy to feel comfortable.
It is easy to carry, does not lack power and is not excessively heavy., although not very light either: 235 kilos with a full tank. Maybe due to the position of the handlebars, a basic or RT may be more comfortable, but in the S the position is not very one of going “on the attack”.
THE BMW 75 S AS A COLLECTIBLE
Today, Having a BMW K is a great idea no matter how you look at it.. It is a well-made motorcycle, which was a turning point in the history of the brand. There are many units, since more than 150.000 units were manufactured between all versions of both models between 1983 and 1996, and its family was crowned with the spectacular K1.
Furthermore, the Spanish market, after the German one, was one of the main ones along with France and the USA. Specifically, Of this K75 S, 18.649 units were assembled between 86 and 95, a figure slightly lower than those of the “naked” K75 or the RT with its large fairing. But no matter which version you choose, success is certain. Just by ensuring that the condition of the unit you find is acceptable, it is most likely that this motorcycle will only give you satisfaction.
Regarding market, probably Their prices will not rise much in the short term due to the large number of units there is, but without a doubt it is a safe value that, below its current prices, will surely not be. And don't be scared by the mileage, you can find it with more than 100.000 kilometers and it will still be an excellent purchase.
Photographs by Fernando Villaro and Enrique Marco.
TECHNICAL CHARACTERISTICS OF THE BMW K75 S |
|
| Motor | 3 cylinders online |
| Displacement | 740 cm3 |
| Diameter x stroke | 67 x 70 mm |
| Maximum power | 75 CV to 8.500 rpm |
| Maximum torque | 68 Nm to 6.750 rpm |
| Food | Bosch LE-Jetronic electronic injection |
| Refrigeration | Liquid |
| Battery | 12V 20Ah |
| Compression ratio | 11:1 |
| Distribution | BUT |
| Transfer | Cardan |
| Chassis | Interrupted double cradle tubular, supporting motor |
| Gearbox | Five speeds |
| Clutch | Dry single disc in counter rotation |
| Front suspension | 185 mm travel telehydraulic fork |
| Rear suspension | Single arm, one shock absorber, 110 mm travel |
| Brakes | Two 285mm discs (front), one 285mm disc (rear) |
| Length | 2,20 meters |
| Battle | 1.516 mm |
| Width | 810 mm |
| Seat height | 810 mm |
| Weight : | 235 kg (with full tank) |
| Tires | Front 100/90 V18, rear 139/90 V17 |
| Deposit | 21 liters |
| Consumer goods | 4 l / 100 km |
| Maximum speed | 200 km/h |
| Acceleration 0 to 100 km/h | 4,7 s |
| year of presentation | 1985 |
| years of production | 1985 – 1995 |
| year unit tested | 1986 |
| Production | 67.964 units (18.649 of the S model) |
PHOTO GALLERY TEST BMW K75 S
