Quick Ride

QUICK RIDE

BMW K75S Still a favorite sport ride

NINE YEARS AFTER ITS much-ballyhooed debut, BMW’s K75S remains integral to the company's two-wheeled lineup, even in the presence of the all-new Boxer and revamped four-cylinder machines. The sporty K75S evolved from the standard-style K75C and touring-oriented K75T. Aside from the addition of a swoopy three-quarter fairing and lower cowling, the most significant differences between the bikes were suspension related. Whereas the K75C was softly sprung with almost 7 inches of suspension travel, the S model had just over 5 inches of travel controlled by stiffer springing and rebound damping.

Since its introduction, the K75S has seen only minor refinements. Silver-painted threespoke wheels-shod with Metzeier ME33 Laser and ME55 Metronic rubber-were added three years ago, and last year, a 41 mm Showa fork was fitted. For ’94, the K75S receives a more-compact alternator, along with a smaller, lighter battery.

The Beemer’s powerplant, a dohc, 740cc, longitudinally mounted inline-Triple, remains unchanged. Bosch LE-Jetronic fuel injection is used, and performs wonderfully, although off-idle throttle response could be improved. At lowto midrpm, the slow-revving engine is impressively smooth, with a linear powerband and strong midrange grunt. Compared to the top-drawer Japanese 750s, though, acceleration is modest.

Stiffly sprung, the conven-

tional fork is not adjustable. At the rear, the only accommodation is for spring preload. Around town and on the freeway, the ride is firm, but not harsh. Aggressive backroad riders will quickly uncover the bike’s suspension flaws, which center around a lack of rebound damping. Ridden smoothly at reasonable speeds, though, the K75S will make quick work of twisty tarmac.

The seat is firm but nicely shaped, with plenty of room for fore and aft movement.

And even though the narrow, tubular handlebar is mounted low and at a sporting angle, long days in the saddle aren’t a problem. Foam handlebar grips and rubber-covered footpegs contribute to the high level of comfort.

ABS is standard equipment on the K75S. Unfortunately, this is not the updated and much improved ABS II found on the RI 100RS and revised 1093cc K bikes. (The new system cycles faster, boosting rider confidence in slippery conditions.) Even so, the K75S’s 11.2-inch rotors and twin-piston Brembo calipers provide good feel at the lever and solid, twofinger stopping power.

At $9590, the K75S remains an attractive alternative to many mainstream sportbikes. And for some, that’s reason enough to consider buying one.

Matthew Miles