The Complete Book of BMW Motorcycles
The Complete Book of BMW Motorcycles
The Complete Book of BMW Motorcycles
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24 23 22 21 20 12345
ISBN: 978-0-7603-6715-5
Falloon, Ian.
The complete book of BMW motorcycles : every model since 1923 / Ian Falloon.
pages cm
Includes index.
ISBN 978-0-7603-4727-0 (hc w/jacket)
1. BMW motorcycle--History. I. Title.
TL448.B18F35224 2015
629.227'5--dc23
2015004890
On the front cover: BMW Group Press and BMW Group Archives
On the back cover: BMW Group Archives
On the frontis: Josef Stelzer was one of BMW’s most successful riders in the 1920s. Here he is with the R39 that won
the 1925 250cc German road-racing championship. BMW Group Archives
On the endpapers: BMW Group Press
Printed in China
BMW MOTORCYCLES
E V E R Y M O D E L S I N C E 19 2 3
I A N FA L LO O N
ACKNOWLEDGMENTS 6
INTRODUCTION
BEGINNINGS: 8
FROM AIRCRAFT TO MOTORCYCLES
THE 1920S
1930–1945
1946–1959
THE 1960S
1970–1980
5 NEW GENERATION:
SUPERBIKES AND SUPER TOURERS
116
1981–1992
1993–2000
7 RENAISSANCE:
BOXER REVOLUTION AND NEW SINGLES
192
2001–2009
8 PERFORMANCE FIRST:
NEW SINGLES, TWINS, AND FOURS
218
2010–2020
INDEX 310
ACKNOWLEDGMENTS 7
INTRODUCTION 9
INTRODUCTION 11
18 CHAPTER 1
After providing BMW’s first motorsport victory in February 1924 at the Mittenwalder Steig
hillclimb, Rudolf Schleicher headed a team of three at Solitude. Joined by Franz Bieber and
Rudi Reich, Schleicher and the other riders on the new R37s won three categories, with Reich
setting the fastest time of the day. This success continued as Bieber claimed the German
500cc championship. The R37 then went into limited production during 1925, albeit at a price
of 2,900 marks, making it the most expensive German motorcycle, but also one of the fastest
with its 72-mile-per-hour top speed. It produced a claimed 22 horsepower.
It wasn’t until 1926 that the R37 managed to capture attention outside Germany. Schleicher
and his friend Fritz Roth ventured to England on production R37s as private entrants in the
Six-Day Race. Not realizing that off-road tires were necessary, and unable to source any, they
fronted with conventional tires and low pressures. Almost laughed out of the race when
they arrived, Schleicher crossed the finish line with a gold medal. The British press sat up
and took notice, and Professor A. M. Low wrote in the Auto-Cycle Union magazine, “After the
toughest days in the field, we could not find a single oil leak, the machine was beautifully
quiet, and seemed to possess great reserves of power. From a design point of view it is miles
ahead of any British machine.”
22 CHAPTER 1
24 CHAPTER 1
26 CHAPTER 1
28 CHAPTER 1
As the BMW still lacked the handling miles per hour. The BMW was unfaired, but mid-1930s, and in 1928, BMW signed a license
finesse of the British competition, Henne wore a streamlined helmet and tail agreement with the American company Pratt &
supercharging was featured on attached to his riding suit. Whitney to produce radial aircraft engines.
racing versions beginning in 1928. Henne’s success initiated competition Another significant development during
Rudolf Schleicher initially instigated between BMW, Brough Superior, and Gilera 1928 was the purchase of the Eisenach car plant
supercharging during 1927, and Max Friz for the world speed record that would last near Frankfurt, along with the license to build a
continued development after Schleicher throughout the next decade. It also culminated copy of the British Austin Seven, called the Dixi.
left BMW. Friz installed a French Cozette an extremely profitable decade for BMW. BMW then became a car manufacturer, with
centrifugal supercharger and later a Zoller Not only were nearly 20,000 motorcycles cars manufactured at Eisenach throughout the
rotary-vane type, horizontally above the produced during the 1920s, but also aircraft 1930s, while motorcycle and aircraft engine
engine and gearbox where an oil-bathed engine manufacture was well underway production remained at Munich. But despite
chain from the crankshaft drove it. This again. Production of the type VI V-12 began this new emphasis, motorcycle production
was extremely effective, providing the during 1926 and 7,000 units were sold by the remained pivotal.
racing R57 with around 55 horsepower and
the R63 with 75 horsepower, and during
1929, the racing BMWs were virtually
unbeatable in German competition.
Hans Soenius won three consecutive
German championships, from 1927 to
1929, and another of BMW’s outstanding
riders was Ernst Henne. Henne won the
German 500cc road racing championship
in 1926 and the 750cc championship in
1927. In 1928 Henne won the Targa Florio
in Sicily and in 1929 was convinced he
could take the world speed record away
from the British riders Oliver Baldwin
(Zenith JAP) and Bert le Vack (Brough
Superior). Henne persuaded Friz to
prepare a short-stroke supercharged 750.
On September 19, 1929, on the narrow
tree-lined Ingolstädt road near Munich,
Henne raised the absolute motorcycle
world one-mile speed record to 134.67
1930–1934 FLAT-TWINS
R11 and R16 Series 1
The R11’s side-valve engine carried over from the R62, while the R16 featured the overhead-
valve R63 engine. Apart from larger carburetors, these were unchanged, but the riveted
pressed-steel frame set the new machines apart. Although undeniably stronger, the pressed-
steel frame was also heavier, but in the eyes of many, it was ugly, scarring Friz’s creation.
The chassis of the R11 and R16 consisted of two loops in a single pressing, joined by
crossmembers. These strengthening sheets were also riveted at the front and into the fork
blades. The only welding was at the front where the two halves joined together over the
steering head. The trailing link front forks were also pressed steel, with nine-leaf spring front
suspension, and the fuel tank was almost hidden by the heavy gusseting around the steering
head. The result was a machine that conveyed a solidity and robustness that appealed to
commercial and military interests but was hardly a sporting mount. The weight was around
20 pounds more than the R62 and R63, and while the R16 was capable of 75 miles per hour,
the R11 struggled to better 60 miles per hour.
After production was delayed during 1929 due to some front fork problems, by 1930 the
pressed-steel models replaced the tubular steel-framed versions. Only the sporting overhead-
valve 500cc R57 remained through 1930, while the side-valve R52 disappeared altogether. The
R11 and R16 were then developed through five series until 1934. Considering its heft, the R16
was a surprisingly effective racing motorcycle, and in 1933 BMW achieved its most significant
sporting success to date. Sepp Stelzer, Ernst Henne, and Joseph Mauermayer won the 15th
International Six-Day Trophy in Wales. Of the 143 entries, only three were BMWs, and they won
two gold medals and one silver medal, also taking the trophy home to Germany. The ISDT
was held at Garmisch Partenkirchen in Germany in 1934, again the R16 riders going home
with gold. This was also a test run for the new telescopic front fork that would appear on
production models during 1935.
Ernst Henne ushered in the new decade with Production slipped from 6,681 in 1931 to 4,652
his world speed record, but this was short- in 1932.
lived and he soon lost it to Joe Wright on the Salvation for Henne and BMW came with
JAP-powered OEC Temple. Henne soon set the return of Rudolf Schleicher. During 1930,
about regaining it, and on September 30, Henne persuaded Popp to entice Schleicher’s
1930, he raised the record to 137.66 miles return, and with Sepp Hopf, Schleicher
per hour. Economically, this was a difficult designed a new multiplate supercharger. On
time and records were significant, both for November 3, 1932, in Tata, Hungary, in front
BMW’s importance as a world marque, and of a full military lineup and the governor of
for national pride. Motorcycle sales were Hungary, Admiral Horthy, Henne beat Wright’s
directly related to Henne’s achievements. record, achieving 151.86 miles per hour. Two
After losing the record again to Wright, who years later, in October 1934 in Gyon, Hungary,
raised it to an astonishing 150.72 miles per Henne went slightly faster at 152.9 miles per
hour in November 1931, at Cork in Ireland, hour, and in 1935, he gave the supercharged
Henne attempted to regain it in during 1932. overhead-valve 750 its final record. On the new
After Henne had several failed attempts on Frankfurt-Darmstadt autobahn, he went 159.09
the Neunkirchner Allee, a long straight road miles per hour. Things were looking up, and it
south of Vienna, motorcycle sales slumped. coincided with Schleicher’s return.
32 CHAPTER 2
1931 R2 SERIES 1
Engine designation M67
Type Four-stroke, vertical single-cylinder
Bore x stroke 63x64mm
Displacement 198cc
Power 6 horsepower at 3,500 rpm
Compression ratio 6.7:1
Valves Overhead-valve
Carburetion 1 x Sum 19mm
Gears 3-speed
Ignition Battery
Frame designation F67
Frame Pressed-steel duplex
Front suspension Nine-plate cantilever spring
Rear suspension Rigid
Wheels 25x3
Tires 25x3 front and rear
Brakes 180mm drum front and rear
Wheelbase 1,320mm (52 inches)
Dry weight 130 kg (287 lbs.)
Engine numbers 101–15402; P80001–P97700 (Series 1–5)
Frame numbers P15000–P19260 (Series 1–5)
Numbers produced 4,161 (Series 1)
R2 Series 3, 4, and 5
All 1934 R2 engines received the Fischer-made Amal push-in carburetor and a new camshaft,
slightly increasing the power. The 6-volt 30-watt generator on the left side of the engine was
now encased under an aluminum cover, and the wheelbase was reduced slightly. For the 1935
R2 Series 4, the gas tank was smaller and longer, a rubber saddle also replaced the leatherette
type, and a new type of Bosch headlamp was fitted. The final R2 was the 1936 Series 5, with
a new Amal carburetor, a revised driveshaft, and a wider rear wheel mudguard and number
plate. With more than 15,000 produced, the R2 was the right bike at the right time, and one of
BMW’s motorcycle production mainstays between 1931 and 1936.
R4 Series 1
Following the demise of the 500cc R52 and R57 in 1930, there was a gap in the lineup between
the 200cc R2 and 750cc R11 and R16. Rather than build another expensive twin, BMW opted
for expediency, creating the 400cc R4 single for 1932. The engine had enclosed valves and
was based on the R2’s powerplant. Producing enough power to propel the R4 to 62 miles per
hour, it was designed primarily for military and police duties. As a military prerequisite, the R4
had a right-side kick-start, one of the few BMW motorcycles so equipped.
Although the chassis was fundamentally the same as the R2, the pressed-steel forks
featured additional strengthening steel strips, the deep front fender was similar to the R11,
and the tires had a slightly larger section. From July 1932, the front fork incorporated a friction
damper, and the R4 gained a reputation for indestructability.
1932 R4 SERIES 1
Engine designation M69 S1
Type Four-stroke, vertical single-cylinder
Bore x stroke 78x84mm
Displacement 398cc
Power 12 horsepower at 4,000 rpm
Compression ratio 5.7:1
Valves Overhead-valve
Carburetion 1 x Sum CK 3/500 Fr 25mm
Gears 3-speed
Ignition Battery
Frame designation F69 S1
Frame Pressed-steel duplex
Front suspension Nine-plate cantilever spring with friction damper
Rear suspension Rigid
Wheels 26x3.5
Tires 26x3.5 SS front and rear
Brakes 180mm drum front and rear
Wheelbase 1,300mm (51.2 inches)
Dry weight 137 kg (302 lbs.)
Engine numbers 80001–95280 (Series 1–5)
Frame numbers P80001–P97700; P1001–P10437 (Series 1–5)
Numbers produced 1,101 (Series 1)
42 CHAPTER 2
1933–1937 R4 SERIES 2, 3, 4, 5
(DIFFERING FROM THE SERIES 1)
Engine designation M69 S2, S3, S4, S5
Power 14 horsepower at 4,000 rpm (From Series 3)
Gears 4-speed
Frame designation F69 S2, S3, S4, S5
Front suspension 2 friction dampers (From Series 4)
1,737 (Series 2), 3,671 (Series 3),
Numbers produced
3,651 (Series 4), 5,033 (Series 5)
1935–1937 FLAT-TWINS
R12 and R17
During 1934, motorcycle production more than doubled, from 4,734 in 1933 to 9,689,
encouraging the development of two new 750cc models. These were the side-valve R12 and
overhead-valve R17, first displayed at the Berlin Motor Show in February 1935. The engines
were based on the powerplants used in the earlier R11 and R16, but with a four-speed gearbox,
and while retaining the pressed-steel frame, what set the new machines apart was Rudolf
Schleicher’s oil-damped telescopic front fork. These first appeared on Alfred Böning’s radical
R7 prototype of 1934 and was the first modern-style hydraulic fork fitted to a motorcycle.
The R12 and R17 were a curious combination of the old and new, still retaining a rigid rear
end when many British motorcycles featured rear suspension. Even Hitler was surprised as he
passed the BMW stand at the 1935 Berlin Motor Show, asking Schleicher, “And when are we
going to get rear suspension?” Schleicher later admitted he was filled with embarrassment
and consternation by Hitler’s question, but it would still be two years before rear suspension
appeared. Schleicher already had Böning’s Norton-based rear suspension design but was
unhappy with it. He then had Alexander von Falkenhausen design a new system, with sliding
tubes housing the driveshaft and springs at the frame ends.
The R12 and R17 four-speed engines featured stronger crankshafts, but retained the hand
change through a gate on the right side. The R12 also came with a choice of a single Sum
carburetor or twin Amals, the power identical to the two similar R11s. As the flagship of the
range, the R17 only came with twin Amal carburetors, but revved out to 5,000 rpm and topped
out at an impressive 87 miles per hour. The R17’s weakness was the heavy pressed-steel chassis,
44 CHAPTER 2
suitable for military and sidecar duties, and shared with the R12 workhorse. The rear brake was
now a drum instead of the driveshaft type, enabling the front and rear 19-inch wheels to be
interchangeable. And while they were revolutionary for 1935, the telescopic forks were decidedly
underdeveloped with only meager one-way damping and 75mm of movement.
It was also difficult to disguise the heavy pressed-steel frame, and for 1936 the R12 and
R17 received sweeping fenders, imitating the styling of contemporary luxury German cars.
While the R12, at 1,630 marks, would become the most popular prewar BMW motorcycle,
the princely sum of 2,040 marks made the R17 the most expensive German motorcycle
available in its day and only for the fortunate few. If viewed as a comfortable touring machine
for straight smooth roads rather than a sporting motorcycle, the R17 was successful. It
epitomized the best German attributes—solidity and efficiency—but by 1936 the time was
right for a completely new sporting machine. The R12 in the meantime would soldier on
until 1942, predominantly as a single-carburetor military machine and only for the military
after 1938. It would serve as the Wehrmacht’s principal motorcycle in the early stages of
World War II.
46 CHAPTER 2
48 CHAPTER 2
50 CHAPTER 2
52 CHAPTER 2
56 CHAPTER 2
1938–1941 FLAT-TWINS
R51, R61, R66, and R71
As the works Kompressor racers successfully introduced Alex von Falkenhausen’s plunger rear
suspension during 1937, the release of a new range of fully sprung models at the Berlin Show
in February 1938 wasn’t unexpected. The R51 replaced the R5, and the R61 the R6, and two
new models joined them: the R66 and R71. The R71 was a 750cc side-valve sidecar machine,
ostensibly to replace the R12 that was by now only a single-carburetor version and purely for
the military. The 600cc overhead-valve R66 assumed the position as the top-of-the-range
sportster, with a price of 1,695 reichsmarks.
Apart from a slightly lower compression ratio for the R61, there were few changes to the
engines for the R51 and R61. As chrome was in short supply, mostly earmarked for gun barrels,
the mufflers were generally painted black. The plunger telescopic rear suspension set the
new machines apart, all sharing the same chassis, accompanied by a weight increase.
Based on the R61, the R71’s capacity increase to 745cc came through a larger bore. This
was to be BMW’s last side-valve model, and apart from the older-style cylinders heads, it
otherwise looked identical to the 600cc R61. Undoubtedly the most exciting of the new
models was the R66. Instead of basing the engine on the R5/R51 twin-camshaft type, with
its long cam chain, the 600cc R66 engine included the R61 side-valve crankcases with one
central gear-driven camshaft and a wider cylinder base to incorporate the pushrod tubes. The
cylinder heads with hairpin valve springs were shared with the R51, but unique to the R66
were cylinders and heads tilted 5 degrees forward to provide more foot room. With larger
Amal carburetors, the R66 was capable of 90 miles per hour, and even with a sidecar, it was
good for 71 miles per hour. Production of the four models lasted well into the war years, finally
ending in 1941 (although the R51 finished in 1940). BMW’s racetrack success was also reflected
in sales, production soaring in 1938 to 17,300 and in 1939 to 21,667.
While the double-overhead camshaft production continuing into 1938, and a As the Kompressor was for factory
500 Kompressor always remained a higher performance R51RS for 1939. The riders only, the R51RS was offered as a
factory racer, in 1937 a small number, R51SS featured a special gearbox with higher customer racer. BMW Group Archives
about 50, R5SS (Super Sport) production ratios, higher compression ratio of 8:1, and
racers were made available for selected 6/432 Amal/Fischer 24mm carburetors. The After Karl Gall’s death, BMW still
riders. Although not offered to the power was 28 horsepower and the R51SS wanted to win the team prize, coopting
Tim Reid into the team on a R51RS for
public, the R5SS was fundamentally a retained head and taillights. With a similar
the 1939 Isle of Man Senior TT. Reid
modified R5 without lights or mufflers, tank and seat to the works racers, the R51RS failed to finish. BMW Group Press
and outside, rather than inverted, (Rennsport or Racing Sport) had 21- and
handlebar levers. The power output 20-inch wheels and brakes with stiffening
was around 4 horsepower more than ribs. Although the engine was based on
the R5, achieved through different valve the pushrod R51, spur gears replaced the
timing, polished ports, and stronger valve long camshaft timing chain and the cylinder
springs, and carburetors with velocity barrels were the R66 type. With an output
stacks. The top speed was approximately of 36 horsepower, the R51RS was capable of
100 miles per hour. Prior to the release around 112 miles per hour. As only 17 of these
of the sprung-frame R51, BMW also machines were built, they are now extremely
built an R51SS during 1937, with limited rare and desirable.
64 CHAPTER 2
66 CHAPTER 2
R24
Although based on the R23, the R24 engine featured a number of new components and design
features, notably a new cylinder head, strongly influenced by the design of the wartime R75.
The valve angle was altered, the rocker arm bearing blocks were bolted-on pillars rather than
cast bosses, and the pushrods were inserted through tunnels in the cylinder head. Like the
R75, the valve covers were in two pieces, held by a clamp with a single bolt. The compression
ratio was increased slightly, as was the power, and drive was by a four-speed gearbox, while
at the front of the crankshaft was a Noris dynamo, with the battery ignition incorporating
centrifugal advance. The chassis was similar to the R23, with a bolted rigid tubular-steel frame
and telescopic front fork. Also inspired by the R75, the bolted cradle frame allowed easier
maintenance, but this didn’t appear on any other model.
With a chromed fishtail exhaust and trim embellishments on the fenders, the finish and
appearance were of high quality. And although the R24 was also the most expensive German
motorcycle, Schorsch Meier’s exploits on the 500 Kompressor boosted sales and 9,400 R24s
were sold in 1949. By now 800 workers were building 50 R24s a week, helped by the acquisition
of new machine tools to replace those lost in reparation. R24 production continued until May
1950, when the R25 replaced it.
AFTER THE WAR 69
R25/2
The R25/2 replaced the R25 during 1951, the engine reverting to earlier R24 specification with
the smaller intake valve and carburetor, either a Bing or SAWE. Detail updates to the cycle
parts included horizontal seat springs (instead of vertical), two-tone black wheel rims, and a
less valanced front fender. The R25/2 was extremely successful, many sold with an optional
Steib sidecar.
74 CHAPTER 3
76 CHAPTER 3
78 CHAPTER 3
82 CHAPTER 3
R25/3
BMW introduced a number of new features with the R25/3, and although the power wasn’t
dramatically increased, a new air intake curving up from the larger 24mm carburetor through a long
tube from the front of the tank contributed to more midrange torque. To improve heat dissipation,
the cylinder head was painted black, while the right side auxiliary gear lever was deleted. Chassis
updates extended to a new front fork, with hydraulic damping and more travel; 18-inch wheels
with alloy rims and full-width brakes, and a reshaped gas tank with a toolkit incorporated in the left
side instead of the top. The R25/3 looked lower and leaner than the R25/2, and the performance
was surprising for a 250 single, with a top speed around 74 miles per hour.
84 CHAPTER 3
Originally installed in an existing plunger frame frame, with straight downtubes, the Type 253b designed by Dr. W. Noack. This sprayed fuel
with telescopic fork, Meier rode the first Type engine now featuring crankcases with the through the sides of the inlet tracts with
253a in May 1951, and during the season Kraus more usual BMW arrangement of twin lower- the injector nozzle between the flat throttle
rode it alongside Meier and Zeller on existing mounting bolts. The season culminated with slide and the inlet valve. For the Isle of Man,
Type 250/2s. Georg Meier setting a lap record of 123.70 miles Zeller’s 253b featured a new mechanical
BMW decided to take a break from racing per hour at the ultra-fast Grenzlandring. Bosch injector system, the injector located
for the early part of 1952, but development Gerhard Mette joined the team for 1953 upstream of the throttle, spraying axially
of the racing 500 continued, and when they and development resulted in the most into the air trumpets. After crashing on the
returned midseason, the team consisted successful version, the R253c. A redesigned second lap at the Isle of Man, Zeller won
of the Meier brothers (Georg and Hans), cylinder head featured a narrower included the German Grand Prix at the controversial
Zeller, and Hans Baltisberger. A new frame valve angle of 73 degrees, with four bolts fixing Schotten circuit, but as all the foreign teams
provided a lower fuel tank position, allowing the rocker covers. With magnesium (Elektron) declined to race, the results were disallowed.
swingarm rear suspension, and this first crankcases, carburetion was either by twin Also during 1953, as well as the Kraus/Huser
appeared on Georg Meier’s machine in July Fischer-Amal R2A30-mm carburetors or fuel team, Wilhelm Noll and Friz Cron campaigned
at Schotten. Known as the Type 253b, this injection. The suspension was either telescopic an unfaired sidecar with the earlier two-bolt
initially included a crudely modified plunger or a leading link Earles front fork, with the 253 engine and a telescopic fork. Noll and
frame with the driveshaft in the right fork leg rear brake on the left side of the swingarm, Cron finished sixth and Kraus/Huser eighth
and the rear brake integrated on the right. the Earles fork ultimately gaining preference. in the Sidecar World Championship. After
Shortly afterward, at the German Grand Prix BMW also tried three types of frame, A for victory in the German 500cc championship,
in Solitude, Hans Baltisberger on the only Hockenheim, B for Baltisberger and Mette, and Georg Meier ended his great career. Although
factory entry provided BMW its first world C for the Meier brothers and Zeller. successful in German events, the BMW solo
championship points by finishing sixth. In BMW was an early experimenter with fuel and sidecar racers still weren’t making their
August, for the race at Riem in Munich, Zeller injection, in 1952 fitting Kraus-Huser’s works mark on the international scene. All that would
had a more elegant purpose-built swingarm sidecar 253b outfit with a Bosch injection change in 1954.
86 CHAPTER 3
R69
The higher performance R69 engine was almost identical that of the R68, including the barrel-
shaped rear crankshaft roller bearing, five-ring pistons, 38mm and 34mm valves with 8mm
stems, pointed cylinder fins, identical Bing 1 carburetors, and manual ignition control. The
R69 had new connecting rods with sword-shaped shanks, but the engine was the model’s
only shared component. Behind the flat-twin engine was a new diaphragm spring clutch
and three-shaft gearbox (instead of two-shaft) in a stronger housing and an improved input
shaft shock absorber. There was no longer an external hand lever, and two sets of gearbox
ratios were available, one for solo use and another for sidecars. The 1955 R69 included a paper
Micronic air filter, with the earliest examples featuring the two-piece silver canister of the
1954 models. Also carried over from the 1954 R68 was the 6-volt electrical system and Noris
magneto ignition with automatic advance unit.
The R69 frame was derived from the RS54 racer, and the front suspension was a
development of the leading link swingarm type developed by Englishman Ernie Earles. While
swingarm rear suspension was already widely accepted, except for sidecar use Earles-type
forks were not as popular. Promoted by BMW for their smooth ride, Earles forks did possess
the advantage of not diving under braking, but they also disadvantaged handling due to the
88 CHAPTER 3
R50
Just as the R69 replaced the R68, the R50 replaced the R51/3 for 1955. The R50 engine was
basically that of the R51/3, but with four-ring (rather than five-ring) pistons providing a slightly
higher compression ratio and new Bing carburetors. The previous I-section connecting rods
now had sword-shaped shanks, and the power was slightly increased. As on the R51/3, the
cast-iron cylinder fins were round, a feature that would characterize the 500 models until
1969. Shared with the R69 were the three-shaft gearbox, diaphragm-spring clutch, and earlier
silver air filter canister. As the chassis was identical to the R69’s, the cheaper R50 proved more
popular, and while upholding BMW’s tradition of quality and reliability, because the R50 had
no sporting pretentions, the Earles fork wasn’t considered an impediment.
R67/3
Created almost exclusively for the German market, the R67/3 was the final BMW twin to retain the
plunger rear end, and with its larger rear tire was even more suitable for sidecar haulage. However,
the new Earles fork models were more appropriate for a sidecar attachment, and although it was
produced for two years, the R67/3 remained a relatively unpopular budget model.
R60
Basically an R50 with the R67/3 600cc engine, visually the R60 looked identical to the R50. With
a higher rear-wheel ratio than the R50 and R69S, the R60 was a more relaxed touring bike, but
only for those requiring leisurely performance. Smooth torque and a gentle power delivery
made for a pleasant ride, but the R60 struggled to top 90 miles per hour.
94 CHAPTER 3
96 CHAPTER 3
With the US market BMW’s priority During the late 1950s, the United
during the 1950s, Butler & Smith States was the primary export market
offered the R69 with a range of for BMW twins. Here are a couple on
optional accessories, including R50s. BMW Group Archives
a windshield, saddlebags, and
lamp bracket. This R69 still has the
handlebar-mounted manual spark
control lever. BMW Group Archives
AFTER THE WAR 97
1960–1961
R69S, R69, R60/2, R60, R50S, R50/2, R50, R27, and R26
The existing R69, R60, R50, and R26 continued into 1960, overlapping with their replace-
ments, the R69S, R60/2, R50/2, and R27. While they looked visually similar to their BMW entered the 1960s emphasizing
long-term enjoyment with its new range.
predecessors, inside the engine for the S and /2 were new cam followers, a stronger
crankshaft and camshaft, stronger bearing housings, and a new clutch. Although the design
of the four-speed gearbox was unchanged for the /2, this now had closer ratios. The basic
6-volt electrical system was also unchanged, but new for the /2 were a Bosch magneto and
generator. The wheels now had thicker chrome spokes, and the 18-inch wheel rims were
sometimes chrome-plated steel in addition to aluminum. Production steadily increased,
with 9,473 motorcycles built in 1960 and 9,460 in 1961. At this stage, BMW’s motorcycles
were still more profitable than its cars.
During this period, the factory rekindled its interest in off-road competition, with Sebastian
Nachtmann winning a gold medal in the 1960 ISDT at Bad Aussee, Austria, on his factory R69S.
BMW also established an unrivaled reputation for reliability when the imitable Danny Liska of
Niobrara, Nebraska, rode his R60 from the Arctic Circle in northern Alaska to Tierra del Fuego on
the tip of South America, the first person to do so on a motorcycle. Over a period of six months
between 1960 and 1961, Liska covered 95,000 miles, later replicating this feat venturing from the
northern most point of Europe to southern Africa, a distance of some 40,000 miles.
104 CHAPTER 4
106 CHAPTER 4
1966
1966 PRODUCTION R69S, R60/2, R50/2, and R27
R69S 1,416
This was the final year for the R27, and the 600 and 500cc twins continued for another
R60/2 2,698
year unchanged. While production increased to 9,071, the only update was a redesigned
R50/2 2,557
speedometer helical gear from October 1965 to eliminate oil leaks (after R50/2 640039, R60/2
R27 2,400 727956, and R69S 660144).
108 CHAPTER 4
109
110 CHAPTER 4
1967 PRODUCTION
R69S 1,420
R69US 490 1,003 (01/1967–12/1969)
R60/2 2,615
R60/US 708 1,879 (01/1967–12/1969)
R50/2 2,464
R50US 199 401 (08/1967–08/1969)
MORE OF THE SAME 111
114 CHAPTER 4
During the 1960s, the motorcycle market changed dramatically. Not only did the European No other motorcycle represented
the style of the mid-1970s more
motorcycle market collapse, but also the Japanese manufacturers began producing than the R90S, and BMW exploited
powerful, reliable, and sophisticated larger displacement machines. After nearly a decade its sex appeal. BMW Group Archives
of developmental stagnation and stumbling sales, and despite a pessimistic outlook, BMW’s
technical director Helmut Werner Bönsch managed to launch a new series of motorcycles. The /5 was advertised as the fastest
and sportiest BMW motorcycle ever.
Although continuing the traditional two-cylinder boxer layout, both the engine and chassis
represented a significant departure from the previous /2 and would remain in production
until 1996.
Bönsch knew that for BMW to remain a viable motorcycle producer the company had to
expand its market for quality luxury touring motorcycles and saw the future with a development
of the traditional flat-twin. Marketed at the rider who placed a premium on comfort and
convenience, the new /5 series was the most radical motorcycle design in BMW’s history and
would grow to become one of the most successful.
All that was needed for the production of the /5 was a suitable factory, and BMW decided
to convert its repair and machine work facility in Spandau, West Berlin. Motorcycle production
commenced at Spandau in September 1969 with the R60/5. A month later, the R75/5 joined it,
and in November, the R50/5 completed the lineup. By the end of the year, 1,205 motorcycles
had left the Spandau works.
1970
R75/5, R60/5, and R50/5
Hans-Günther von der Marwitz was entrusted with the /5’s design, and as an enthusiastic
motorcyclist, he continued the tradition initiated by Rudolf Schleicher and Alexander von
Falkenhausen. Used to racing an AJS 7R, von der Marwitz was dismayed at the handling of the
Earles-fork /2, and when assigned to the design of the next-generation BMW motorcycle, von
der Marwitz wanted it to handle as well as a Manx Norton.
The engine design was all new, with three displacements offered: 498, 599, and 745cc, all
sharing the same basic architecture. A number of significant design features set it apart from
the earlier /2. Inside the one-piece aluminum, internally reinforced tunnel housing crankcase
NEW GENERATION 117
1971
R75/5, R60/5, and R50/5
Considering it was an all-new model, the /5 was surprisingly well sorted and there were only
minor updates for 1971. A new centrifugal advance unit provided maximum advance at 3,000
rpm, and the R75/5 received new CV carburetors to quell low-speed running problems. In an
effort to improve acceleration, the R75/5 final drive ratio was lowered. More careful assembly
of the long travel front fork, with closer tolerances, also alleviated some of the criticism of
head shaking and wobbles. The /5 may have alienated BMW purists, but it was successful in
appealing to a wider clientele, with 1971 sales of 18,898, the most since 1955.
1972
R75/5, R60/5, and R50/5
New styling was the most evident update for the 1972 model year. This centered on the
controversial 17-liter (4.6-gallon) “toaster” tank with chrome panels and chrome-plated battery
panels. Primarily for the US market and so called because of its apparent similarity to a kitchen
appliance, the toaster’s radical styling wasn’t universally accepted—it only lasted one year.
This still didn’t provide an impediment to sales, these increasing to 21,045 in 1972.
As the engine was already proving exceptionally reliable, updates were again minimal, but
in February 1972 the crankshaft was strengthened, with new bearing shells, and new rocker
shaft supporting brackets and hardened steel shims reduced noise.
One of the more significant updates for 1972 was to the front fork, a three-piece floating
damper nozzle replacing the earlier fixed bushing, allowing the piston to move more freely.
Although the tire sizes remained unchanged, from October 1971 on, all /5s received a wider
WM3 2.15Bx18-inch rear wheel rim. A wider selection of colors was also available for 1972, and
most United States 1972 models were black, blue, or silver, with chromed panels.
Although the R69S had isolated success in event. Service manager Helmut Kern spent Helmut Dähne on his way to fourth
long-distance racing during the 1960s, the 92 hours blueprinting the 750cc engine in place in the 1972 Isle of Man 750cc
R75/5 proved more suitable for racing. The time for the race in September, and Kurt Production TT. BMW Group Press
R69S was difficult to set up and required a Liebmann, partnered by Chuck Dearborn, won
specific riding approach, and while von der convincingly, three laps ahead of the second- Butler & Smith’s first race was an entry
Marwitz may not have succeeded totally place Honda 750. in the 1970 Virginia International
Raceway five-hour endurance race,
in creating a motorcycle that handled as At the end of 1970, factory representative
won by Kurt Liebmann and Charles
well as a Manx Norton, it was admirably Volker Beer organized for the factory to supply Dearborn. Udo Gietl
close. During 1970 and 1971, Helmut Dähne many racing components already tested by
achieved some good results in production Dähne in Germany. Four racing frames and a
racing in Germany, while Hans-Otto variety of engine parts were supplied to Udo
Butenuth rode a special racer in the 1971 Gietl so he could build two F-750 racing bikes
production TT, finishing a creditable fourth. for the 1971 season. In conjunction with AMOL
Dähne repeated this in 1972 and 1973. With Precision, Gietl built one racer for Liebmann,
the advent of Formula 750 in 1972, Butenuth, with another later in the year for Justus Taylor.
Dave Potter, and Dähne rode F750 machines A third F-750, with a production R75/5 frame,
in the Imola 200. Dähne finished 13th, also was built for Charles Dearborn, along with a
campaigning the F750 bike during 1973, production racer for Liebmann. While the F-750
finishing 14th in the Imola 200. bikes had limited success that year, Liebmann
On the other side of the Atlantic, (with John Potter) again won the Danville five-
Butler & Smith decided to build on their hour production race.
earlier success in the Virginia five-hour Butler & Smith opened a West Coast
race, sponsoring an entry in the 1970 office in Compton, California, in 1971, and
124 CHAPTER 5
R90S
Even after Bönsch retired, BMW was reluctant to embrace the idea of a larger displacement,
sporting boxer, and this was where Bob Lutz intervened. An ex-US Marine fighter pilot and
motorcycle enthusiast, Lutz was executive vice president of BMW Sales at that time and a
member of the BMW board. He encouraged the development of a sporting motorcycle and
allowed the enlisting of stylist Hans A. Muth for the task. Muth’s small fairing with integral
instrumentation, elegant gas tank, luxurious saddle, and individual air-brushed smoke black
paint was enough to create one of the most memorable bikes of the 1970s, and the R90S was
arguably most significant postwar production BMW motorcycle yet.
Creating a Superbike out of the rather staid R75/5 was not an easy proposition. A twin-
cylinder motor could never match a four-cylinder in outright horsepower so BMW decided
to emphasize all-around performance. Additionally, BMW was ideologically committed to
maintenance-free shaft final drive, deciding to interpret the Superbike in a unique manner.
The tunnel-style engine housing was carried over from the final series R75/5, but
strengthened around the front crankcase aperture. The front crankshaft bearing was now
in a closed seat, and all the /6 series shared a new outer alternator and ignition cover. This
126 CHAPTER 5
R90/6
Heading the 1974 touring lineup, the R90/6 shared much with the R90S, but a lower
compression ratio and a pair of 32mm Bing carburetors contributed to a reduced power
output. With its single front disc brake, the R90/6 looked visually similar to the R75/6, and
the performance was quite brisk for a touring motorcycle, the R90/6 not far behind the
R90S. The R90/6 proved especially successful in the United States, and by the end of its
production in 1976, it had established itself as the most popular BMW motorcycle ever until
that time, with nearly 10,000 sold.
As with the /5, uniformity of many engine components marked the /6 series. The new
stronger crankcases were shared with the R90S, as was the crankshaft. Considering the
performance differential between the four new models, the similarity in engine specification
was striking and an example of clever model rationalization. The R90/6 also received the
R90S cylinder heads (with larger exhaust valves), and the rockers now pivoted in needle roller
bearings. Details setting the R90/6 apart from the R90S included lower compression pistons,
plain aluminum cylinders, and 32mm Bing constant vacuum carburetors (also on the R75/5).
Model rationalization continued with the frame, rear subframe, swingarm, and rear
brake shared with the R90S. The R90/6 (and R75/6) front fork provided for a single front
disc brake only, and the standard fuel tank was 18 liters (4.3 gallons), with a larger 22-liter
(5.8-gallon) tank optional. The /6 instrument layout with separate speedometer and
tachometer with five warning lights was shared with the R90S.
NEW GENERATION 129
R75/6
Apart from the new crankcases and rockers pivoting on needle roller bearings, the R75/6
engine specification was unchanged from the R75/5, while the chassis was identical to that
of the R90/6.
130 CHAPTER 5
R90S
While the R90S proved virtually trouble free from the outset, it continued to evolve through
its production cycle, and this year saw the kick-start optional and a new crankshaft, front main
bearing, flywheel, and stronger flywheel retaining bolts. The weakest component, the five-
speed transmission, also came in for some updates with new first and second gear shifting
forks. As the kick-start was now optional, the Bosch starter motor was more powerful.
The basic chassis was also unchanged, but 1975 models received new fork legs, a new
front hub, and a larger diameter (17mm) axle to tighten the handling. During the year, the front
fork also received new dampers, these providing more compression damping, stiffening the
suspension, and reducing the fork travel to 200mm (7.9 inches). To improve wet weather braking
performance, the twin stainless-steel disc rotors were drilled.
For 1975, the R90S (and /6) finally shed some of the obsolete links with the earlier /5 series.
All the handlebar controls were updated, with black dogleg Magura levers and new Hella
handlebar switches, and the Hella turn signals now featured low reflective black plastic bodies
rather than aluminum ones. Also new for 1975 was the seat cover, and the R90S was available
in an additional color, Daytona Orange.
Although the production numbers for the 1975 model year were similar to those of 1974,
R90S production now peaked. It was evident many of the updates were designed to make
the R90S more appealing for the US market. The Daytona Orange color scheme wasn’t
greeted so enthusiastically in Europe, where it was considered garish, but it appealed to
Americans. The result was that more than a quarter of the 1975 R90S production run went
to the United States, where considerably more were sold than in 1974.
132 CHAPTER 5
1976
R90S, R90/6, R75/6, and R60/6
By 1976, development of the /7 series for 1977 was well underway, and the existing /6s
continued, looking visually analogous to 1975. But hiding underneath the similar exterior were
a considerable number of updates and improvements, introduced as an overture for the /7
series. In many respects the 1976 /6s signified the end of an earlier era. This was certainly true
in regard to quality of finish, and the improvements provided a link between the old and
the new. For some, 1976 represented the year of the quintessential air-head boxer—one
with the more pleasing earlier engine aesthetics but incorporating significant technical
improvements. Although 1976 was a bridging year, 28,209 motorcycles were sold this year.
R90S
Visually, it was difficult to tell the 1976 and 1975 R90S apart, but hiding within the engine were
many unseen updates. With the development of the 980cc /7 already well underway, most
of these engine modifications were a precursor to this uprated design and shared with other
1976 /6s. Although the specifications were unchanged, new engine components included
the crankcases, reinforced to accept larger cylinder spigots; cylinders (sealed by an O-ring
instead of base gasket); pistons; and cylinder heads. The oil sump pan was 10mm deeper,
while the cylinder heads included shorter rocker arms and hollow pushrods to reduce valve
clatter. Gearbox updates included strengthened cases and a new gearshift cam plate and
detent spring to improve shifting, while chassis improvements included a new swingarm and
larger piston (40mm) ATE front brake calipers. These modifications didn’t seem like much,
and despite the daunting $3,965 price, they contributed to the 1976 R90S representing
the consummate archetype of the genre. With its bold styling, stunning colors, and high-
performance engine, the R90S elevated BMW into the world of the Superbike. After Steve
McLaughlin led home Reg Pridmore in the 1976 Daytona Superbike race, Daytona Orange
took on a new meaning, and the R90S became the classic BMW motorcycle of the 1970s.
4090001–4093724 (08/1975–06/1976)
Engine & frame numbers
4990001–4991260 USA (08/1975–06/1976)
912 (1975), 2,812 (1976),
Numbers produced
584 (USA 1975), 676 (USA 1976)
NEW GENERATION 135
136 CHAPTER 5
138 CHAPTER 5
R100RS
Following the success of the R90S, Hans Muth was asked to style a motorcycle emphasizing
rider protection and aerodynamic function. Again he was successful, and the R100RS was
the first production motorcycle to offer a fully integrated fairing that not only provided
outstanding weather protection, but it also contributed to the stability of the motorcycle.
Even nearly 40 years later, the R100RS fairing remains a benchmark in motorcycle fairing design
efficiency. Because of the larger frontal area, the top speed was less than that of the R90S, but
the high-speed handling was superior, as was rider comfort. Although the R90S continued as
NEW GENERATION 139
R100RS
Only detail changes distinguished the 1978 R100RS, including a new camshaft, advanced 6
degrees, and a new timing chain case. An external linkage was fitted to the gearshift to further
improve the action and reduce effort, and only cast-alloy wheels were fitted this year, the
rear 18-inch wheel now including a wider, 2.75-inch rim and incorporating a drilled 260mm
Brembo disc brake instead of the Simplex drum brake.
The most noticeable updates were to the MotoMeter instruments, now with black faces
with green numerals, the tachometer and the quartz clock now electric. In 1978, the first of
several series of special editions was released, with 200 Motorsport coming off production lines,
available with matching white Krauser saddlebags and some with dark blue seat upholstery.
NEW GENERATION 143
1979
R100RT, R100RS, R100S, R100T, R100/7, R80/7, R65, and R45
In the wake of the serious sales slump, BMW replaced virtually the entire motorcycle division
management team. Dr. Eberhard Sarfert took over as general manager, and the boxer lineup
was considerably expanded and revised for 1979, the engine including numerous updates
to the camshaft drive, ignition, and driveshaft. All 1,000cc models had the higher output “S”
engine, with 40mm carbs.
As BMW had been left without a small-capacity entry-level model since the end of 1973,
the company introduced the new series R45 and R65 and increased the 1,000cc twin range
to five models. The R100T filled a void, as a touring machine between the sporting R100S
and basic R100/7, while supplanting the R100RS, with the highest price and most equipment,
was the full-touring R100RT. As it was aimed at the fickle US market, the R100RT began life
precariously, but ultimately established a successful formula, lasting through 1996. With 24,415
motorcycles manufactured during 1979, production was the lowest since 1974.
NEW GENERATION 145
148 CHAPTER 5
Although similar to that of the larger twins, retaining the bolted-on rear subframe, the
simpler frame no longer had oval section tubing or additional gussets, and the swingarm was
2 inches shorter. The front fork was a Fichtel & Sachs 36mm center-axle type, and completing
the more sporting profile were a pair of 18-inch cast-alloy wheels. The single-disc front brake
caliper was an improved double-piston ATE type.
Hans Muth designed the new angular 22-liter (5.8-gallon) fuel tank. It was an attractive
design but didn’t rival the elegance of the /7 tank. On the road, the R65 and R45’s combination
of a shorter wheelbase, less suspension travel, and increased cornering clearance contributed
to considerably sharper handling than their larger counterparts. Unfortunately, as the
weight wasn’t significantly less than that of the 1,000cc twins, the performance was barely
adequate, and the R45 was particularly anemic. Although the R65 was a competent and classy
middleweight, its timing couldn’t have been worse in the United States, as at $3,445 it was
competing with 1,000cc Japanese motorcycles. You really had to desperately want a BMW
twin to buy one.
1979 R65
Engine designation 248
Type Four-stroke, twin-cylinder, flat-twin
Bore x stroke 82x61.5mm
Displacement 650cc
Power 45 horsepower at 7,250 rpm
Compression ratio 9.2:1
Valves Overhead-valve
Carburetion 2 x CV Bing 64/32/2030–2040
Gears 5-speed
Ignition Battery and coil
Frame Twin-loop tubular-steel
Front suspension Telescopic fork
Rear suspension Twin shock absorber
Wheels 1.85B18 and 2.50B18
Tires 3.25H18 and 4.00H18
Brakes Single front disc 260mm, 200mm drum rear
Wheelbase 1,400mm
Wet weight 205 kg (452 lbs.)
6340001–6345303 (01/1978–08/1979)
Engine & frame numbers
6380001–6381576 USA (07/1978–08/1979)
Numbers produced 11,975 (1978–1980)
Colors Silver-Beige, Red, Charcoal
150 CHAPTER 5
152 CHAPTER 5
1981
R80G/S, R100RS, R100RT, R100CS, R100, R65, and R45
Continual refinement of the 1,000cc boxer engine resulted in its quintessential development
this year. Within the factory walls, the death knell may have already sounded for the large
capacity boxer twin, but this saw the culmination of a development of the classic design,
resulting in an increase in production to 33,120. While not immediately popular in the United
States, the R80G/S was considerably successful in Europe. Apart from police versions, the
R80G/S was now the only 800cc model generally available, and the smaller R65 and R45 also
received a makeover this year.
GELÄNDE STRASSE AND THE K SERIES 155
156 CHAPTER 6
1981 R100RS (DIFFERING FROM 1980 AND THE 1981 R100RT) A distinctive feature of post-1980
boxer twins was the plastic airbox. All
6075001–6078595 (06/1980–08/1981)
Engine & frame numbers R100CSs had a rear drum brake.
6225001–6225628 USA (09/1980–08/1981) BMW Group Archives
1,073 (1980), 3,907 (1981),
Numbers produced Continuing the R90S style, some
256 (USA 1980), 860 (USA 1981)
R100CSs had wire-spoked wheels for
Colors Graphite, Red, Silver, Black and Gold (JPS) 1981. BMW Group Archives
1981 R100CS (DIFFERING FROM THE 1980 R100S AND 1981 R100RT)
Power 66.6 horsepower at 7,000 rpm
Rear wheel 2.50Bx18
Rear brake 200mm drum
6135001–6136503 (06/1980–08/1981)
Engine & frame numbers
6188001–6188162 USA (09/1980–05/1981)
516 (1980), 1,530 (1981),
Numbers produced
126 (USA 1980), 38 (USA 1981)
Color Black
GELÄNDE STRASSE AND THE K SERIES 159
160 CHAPTER 6
R80ST
Joining the R80G/S was a pure street version, the R80ST. Sharing the R80G/S engine and
Monolever chassis, the R80ST included a few more street accouterments. The front fork was
similar to the R65 and the wire-spoked front wheel a 19-inch, while the lower seat, street tires,
and light weight added to the street cred. Instrumentation also included a tachometer, but the
chrome-plated high-level exhaust system looked incongruous. Although on paper the R80ST
seemed to have all the qualifications for the perfect street motorcycle, the reality was that it was
a parts bin special. The performance was only moderate for the daunting price of $4,190.
PARIS-DAKAR SUCCESS
In 1981, BMW entered three machines in
the Paris-Dakar race, billed as the toughest
rally in the world. Prepared by HPN
Motorradtechnik, a small tuning firm in
southern Bavaria, these had strengthened
chassis and long-range fuel tanks. Hubert
Auriol rode to an easy victory, repeating this
in 1983 on a 980cc 70-horsepower version.
Three-time World Motocross Champion
Gaston Rahier joined the team for the 1984
event, winning ahead of Auriol, repeating Hubert Auriol won the Paris-Dakar
this in 1985. Following the death of rally rally in 1981 and 1983. In 1984 he was
second on the R100GS.
promoter Thierry Sabine during the 1986
BMW Group Archives
rally, BMW disbanded its official works
team. However, HPN continued to develop Auriol and Gaston Rahier celebrating
Paris-Dakar machines for privateers, and a Rahier’s victory in the 1984 Paris-Dakar
1,000cc HPN R80G/S was available in limited Rally. BMW Group Archives
quantities for privateers in 1987.
1984 K100
Type Four-stroke, horizontal inline four-cylinder, liquid-cooled
Bore x stroke 67x70mm
Displacement 987cc
Power 90 horsepower at 8,000 rpm
Compression ratio 10.2:1
Valves Double-overhead camshaft
Carburetion Bosch LE-Jetronic
Gears 5-speed
Ignition Electronic Bosch VZ-51 L
Frame Tubular space frame with the engine as a stressed member
Front suspension Telescopic fork
Rear suspension Monolever swingarm
Wheels 2.50x18 and 2.75x17
Tires 100/90V18 and 130/90V17
Brakes Dual front 285mm disc and single 285mm rear disc
Wheelbase 1,516mm (59.7 inches) Joining the K100 and K100RS during
1984 was the touring K100RT.
Wet weight 239 kg (527 lbs.) BMW Group Press
(Engine numbers no longer matching for all K series)
Engine & frame numbers 0000001–0006879 (05/1982–08/1984)
0030001–0031105 USA (03/1984–10/1984)
Numbers produced 12,871 (1983–1990)
Colors Red, Silver
1986
K100RT, K100RS, K100, K75S, K75C, R80G/S, R80G/S Paris-
Dakar, R80RT, R80, and R65
BMW’s commitment to the K series continued for 1986 with the release of two three-cylinder
K75 models, and the company rationalized the boxer range by introducing an R80-based R65
twin. The reliance on the K series was a dubious move. While technologically and functionally
superior, the K100 lacked the boxer’s charisma. The K100 chassis was more rigid and the
handling superior, but the four-cylinder engine vibrated disconcertingly and the design
was deemed too far outside the mainstream to woo a new clientele. Motorcycle production
gradually began to decline over the next few years, and only 32,054 motorcycles were built
during 1986.
1988 K Series
1988 Boxers
The chassis was also considerably updated, with a stronger frame, Paralever swingarm,
wider Italian FPS wheels, a 41.7mm Marzocchi front fork, and a state-of-the-art Brembo braking
system. ABS was standard in the United States. Although designed for high-speed use, even
once the lurid colors and unique styling were accepted, the K1 failed in its quest to offer
leading Superbike performance. Certainly the lighter steering and tighter suspension and
brakes placed the K1 closer to the Japanese Superbikes, but the weight was intimidating
and the engine not powerful enough. While the Paralever provided a vast improvement in
overcoming the inherent deficiencies of shaft drive for a sporting motorcycle, it still couldn’t
disguise the considerable unsprung weight. The K1 may have been the best handling and
strongest performing BMW motorcycle to date, but the true nature of the machine was lost
in a confusion of purpose. The first deliveries of the K1 were in May 1989, and it was initially
popular, winning many industry awards. Yet after producing nearly 4,000 during 1989, sales
stalled and the K1 never recovered.
After six years in production, the K100 range was stabilized and largely unchanged. A lower
seat was an option for the K100RS, and a special version with a black engine and drivetrain in
white and blue was also available. The K100LT received an optional higher windshield, and the
K75C was discontinued.
1989 Boxers
1990
K1, K100RS, K100LT, K75RT, K75S, K75, R100RT, R100RS,
R100GS, R100GS Paris-Dakar, R80GS, R80RT, and R80
It was inevitable the four-valve engine and Paralever chassis would eventually find its way to
the K100, and this happened less than a year after the K1’s release on the revamped K100RS.
Although BMW no longer competed in the Paris-Dakar rally, the introduction of the celebratory
Paris-Dakar R100GS also wasn’t unexpected. Motorcycle production increased considerably
this year, to 31,589.
1990 K Series
As the four-valve K100RS shared the excellent fairing of the earlier two-valve version, it
functioned similarly, and with improved power, handling, brakes, and minimal driveshaft affect,
the K100RS four-valve was just the sport touring motorcycle traditional BMW enthusiasts were
looking for. The K100RS provided the heart of the radical K1 in a more familiar environment,
and it proved considerably more popular than the K1.
As delayed production resulted in waiting lists for the K1 during 1989, this continued
unchanged, as did the K100LT, now the only K series motorcycle retaining the two-valve four-
cylinder engine. The K75 received the sporting K75S suspension, along with the 17-inch rear
wheel and disc brake, and new for the United States and Spain only in 1990 was the K75RT,
with a similar fairing to the K100RT. The K75S now came with three-spoke K1-style alloy wheels,
and ABS was now an option on all K75 models.
190 CHAPTER 6
1993
K1100RS, K1100LT, K1, K75RT, K75S, K75, R1100RS, R100RT,
R100GS, R100GS Paris-Dakar, R100R, R80GS, R80RT, R80R, & R80
A year after the release of the K1100RT, the larger K engine appeared in the K1100RS, marking
the end of the road for the 1,000cc version and the controversial K1. The release of the new-
generation R1100RS boxer also signaled the inevitable demise of the venerable air-cooled
pushrod boxer twin. Motorcycle production continued to increase, reaching 36,990 during
1993, although toward the end of the year, this included F650s built by Aprilia.
R1100RS
Codenamed the R259, the release of the new boxer coincided with the 70th anniversary of
the R32. The air- and oil-cooled engine was the largest displacement and most powerful
boxer yet, with a hybrid valve system. This system included an intermediate shaft beneath
the crankshaft and two roller chains driving a single camshaft in each cylinder head. The
camshafts were below the four valves, with the 36mm and 31mm valves actuated by rockers
through short pushrods. With a new Bosch digital Motronic engine management 700-watt
alternator and an optional catalytic converter, the R259 was the most advanced boxer yet.
Even more innovative than the engine design was the R259’s Telelever front suspension.
A longitudinal track control arm transited braking forces directly into the rigid engine block,
effectively providing anti-dive, with a ball bearing connecting a telescopic fork with an
A-shaped control arm. A second ball bearing connected the upper fork bridge to a central
mounting point on the frame. The telescopic fork only served the purpose of guiding
and steering the front wheel, with a single centrally mounted spring strut attached to the
longitudinal arm responsible for suspension and damping. The result was improved stability,
194 CHAPTER 7
1993 R1100RS
Type Four-stroke, flat-twin, air/oil-cooled
Bore x stroke 99x70.5mm
Displacement 1,085cc
Power 90 horsepower at 7,250 rpm
Compression ratio 10.7:1
Valve control Overhead-valve, high camshaft design
Carburetion/ignition Bosch Motronic MA2.2
Gears 5-speed
Frame Tubular space frame with the engine as a stressed member
Front suspension Telelever
Rear suspension Paralever swingarm
Wheels 3.50x17 and 4.50x18
Tires 120/70VR17 and 160/60VR18
Brakes Dual front 305mm disc and 285mm rear disc
Wheelbase 1,473mm (58 inches)
Wet weight 239 kg (527 lbs.)
0290001–0297127 (01/1992–08/1993)
Frame numbers
0310001–0311163 USA (06/1992–08/1993)
Numbers produced 26,403 (1992–2001)
Colors Red, Green, Silver
RENAISSANCE 195
F650
Targeted at younger riders and beginners, the F650 was based on the Aprilia Pegaso with a Aimed at the entry-level rider, the F650
Rotax engine. Several updates were incorporated, including plain bearings instead of roller and was the result of a joint project with
a four-valve, rather than five-valve, cylinder head. A roller chain on the left drove the double- Aprilia and Rotax. BMW Group Press
overhead camshafts while an engine-speed gear-driven balance shaft in front of the crankshaft
The single-cylinder Rotax engine was
quelled vibration. Carburetion was by two Mikuni CV carburetors, there were two spark plugs similar to the Aprilia Pegaso, but had a
per cylinder, and lubrication was dry sump, with the oil tank in the upper part of the frame. In a four-valve cylinder head. Carburetion
departure from usual BMW practice, the gearbox was incorporated in the crankcases. was by a pair of Mikuni carburetors.
BMW Group Press
Unlike the Aprilia Pegaso, the single-loop sheet and square-section frame was steel
instead of aluminum, with the engine as a semi-stressed member. The swingarm was a twin-
sided deltabox type, with a rising-rate linkage, and the suspension included a 41mm Showa
telescopic front fork and Showa shock absorber. With wire-spoked wheels and Brembo
brakes, the F650 was marketed as a Funduro and soon set new standards for middleweight
dual-purpose machines. Its off-road capability may have been marginal, but as in the
tradition of the classic R80G/S, the F650 was one of the most competent handling tarmac
motorcycles available. Not surprisingly, it was an immediate success, and by July 1994, 10,000
were produced. The F650 was also successful in competition, Jutta Kleinschmidt winning the
women’s trophy in the 1994 Paris-Dakar Rally.
1994 F650
Type Four-stroke, single-cylinder, liquid-cooled
Bore x stroke 100x83mm
Displacement 652cc
Power 48 horsepower at 6,500 rpm (34 horsepower at 5,700 rpm)
Compression ratio 9.7:1
Valve control Double-overhead camshaft
Carburetion 2xMikuni 33mm CV
Gears 5-speed
Frame Single-loop tubular-steel
Front suspension Telescopic fork
Rear suspension Rising rate swingarm
Wheels 2.50x19 and 3.00x17
Tires 100/90x19 and 130/80x17
Brakes Single 300mm disc and 240mm rear disc
Wheelbase 1,480mm (58.3 inches)
Wet weight 191 kg (421 lbs.)
Numbers produced 50,990 (1993–2000) The F650 was the first BMW motorcycle
Colors Red, White with chain final drive. BMW Group Press
RENAISSANCE 197
200 CHAPTER 7
K and F Series
After surpassing sales expectations, apart from a standard catalytic converter, the F650
continued unchanged. Now nearing the end of its production life, the three-cylinder K75
range was also as before. The K1100LT Special Edition continued, in violet with a Muscat seat
this year, and a new red K1100RS Special Edition also was available.
203
1997 K1200RS
Type Four-stroke, horizontal inline four-cylinder, liquid-cooled
Bore x stroke 70.5x75mm
Displacement 1,171cc
Power 130 horsepower at 8,750 rpm
Compression ratio 11.5:1
Valve control Double-overhead camshaft
Carburetion Bosch Motronic MA 2.4
Gears 6-speed
Frame Cast-aluminum
Front suspension Telelever
Rear suspension Paralever swingarm
Wheels 3.50x17 and 5.00x17
Tires 120/70ZR17 and 170/60ZR17
Brakes Dual front 305mm discs and single 285mm rear disc
Wheelbase 1,555mm (61.2 inches)
Wet weight 285 kg (628 lbs.)
Numbers produced 37,992 (1997–2005)
Colors Red, Blue, Yellow
With the vibration problem solved, the engine could now be developed to produce more
power. As the voluntary 100-horsepower limit was now irrelevant, more displacement and
higher compression pistons created the most powerful BMW motorcycle engine to date. Drive
was by a new six-speed Getrag gearbox, and complementing the more powerful engine was
Telelever front suspension and a single shock absorber mounted to provide a rising rate action.
New enveloping bodywork included a large, rounded plastic fuel tank and cover that
seemed excessively wide, but despite the considerable weight, the K1200RS was possibly
the first BMW motorcycle without any idiosyncratic quirks. With surprisingly light steering,
exceptional stability, no vibration, and a tight driveline, the K1200RS could be ridden incredibly
fast with ease. The K1100LT was offered in two versions for 1997, a basic version without
panniers and an elaborately finished Highline model.
RENAISSANCE 207
1998
K1200RS, K1100LT, R1200C, R1100RT, R1100RS, R1100GS,
R1100R, R850R, F650, and F650ST
The motorcycle market changed dramatically during the late 1980s and early 1990s, with
cruisers the new growth segment. As cruiser sales were doubling annually in America, the
introduction of a BMW cruiser wasn’t totally unexpected. The year 1998 was also the 75th
anniversary of BMW motorcycle production, and several special anniversary edition models
were offered. Motorcycle production also increased to 60,308, a new record.
208 CHAPTER 7
1998 R1200C
Type Four-stroke, flat-twin, air/oil-cooled
Bore x stroke 101x73mm
Displacement 1,170cc
Power 61 horsepower at 5,000 rpm
Compression ratio 10:1
Valve control Overhead-valve, high camshaft design
Carburetion/ignition Bosch Motronic MA 2.4
Gears 5-speed
Frame Tubular space frame with the engine as a stressed member
Front suspension Telelever
Rear suspension Monolever swingarm
Wheels 2.50x19 and 3.00x17
Tires 100/90ZR18 and 170/80ZR15
Brakes Dual front 305mm disc and 285mm rear disc
Wheelbase 1,650mm (65 inches)
Wet weight 256 kg (564 lbs.)
Numbers produced 29,788 (1997–2003), including R850C
Colors Black, Red, Ivory
RENAISSANCE 209
R1100S
As the “S” designation was significant within the boxer’s historical context, it was no surprise
to see the R259 develop into the R1100S. In the style of the earlier R69S and R90S, the R1100S
was still a sport-touring motorcycle, with the emphasis on sport rather than touring. Also with The R1100R received a mild facelift for
1998 and was also available in this 75th
more power and less weight than the R1100RS, the R1100S was the most sporting and best Anniversary Special Edition.
handling boxer yet. BMW Group Press
RENAISSANCE 211
Although the engine was ostensibly that of the R1100RS, modifications were made
to improve the power output without sacrificing the torque curve. New pistons provided
an increase in the compression ratio, and a plate-type air filter, instead of circular, ensured
improved breathing. Stronger, forged con rods allowed the safe engine speed to rise to
8,400 rpm, and visibly distinguishing the R1100S engine were lighter magnesium cylinder
head covers. Around 70 percent of the extra power was attributed to the new stainless-steel
exhaust system, the twin mufflers positioned directly beneath the tailpiece.
To provide improved handling and stability, the chassis was completely updated, the
Telelever with machined fork sliders, with a unique four-piece frame. The engine and gearbox
were still load bearing, but with an additional welded aluminum central frame section, with
a die-cast aluminum front section. The wide-cast aluminum 17-inch wheels were a new style,
and with its wind tunnel–developed four-piece sporting fairing, the R1100S maintained an
individual sporting look initiated with the earlier R90S.
Although it endeavored to emulate the character of the magnificent earlier S series,
by 1999, motorcycles were more specialized, and the categories more polarized. Sporting
motorcycles were harder edged, much lighter, and more powerful than their predecessors. In
the 1960s and 1970s, the gap between pure sporting and touring motorcycles wasn’t so large,
but by the time the R1100S was released, a huge chasm separated the two types. The R1100S
found itself in the middle ground, unable to compete with the current crop of race replicas
and unable create its own niche identity.
K1200LT
Largely undeveloped since its inception back in 1991, by 1998 the K1100LT was the only
remaining Compact Drive System K series motorcycle. Arguably outclassed by the six-cylinder
Honda Gold Wing even when it was released, the K1100LT had largely insignificant sales in the
full-dress luxury touring market when compared with its competition. Even as the Gold Wing
aged, it remained the standard by which large touring motorcycles were judged, until the
advent of the remarkable K1200LT.
Following on from the K1200RS and R1200C Cruiser, both motorcycles with distinctive
new personalities and aimed at a specific rider demographic, the K1200LT was intentionally
designed to sit at the extreme end of the touring motorcycle spectrum. Offered an alternative
to the R1100RT, the K1200LT emulated BMW’s luxury 7 series sedan by providing exceptional
comfort and storage space.
Although the basic architecture was closely related to the K1200RS, unlike the earlier LT that was
essentially a K100 or K1100RS with extra equipment, the new LT design was unique. The engine
was tuned for more consistent off-idle running and a flatter torque curve, and the gearbox was
only a five-speed, with an electric reversing assister, operated by the electric start motor.
The chassis was also a development of the K1200RS with a cast-aluminum frame, rubber-
mounted engine, Telelever front suspension, and a longer Paralever swingarm. The rear brake
was upgraded with a four-piston caliper. Intended to convey an aura of luxury, comfort, and
convenience, the integrated bodywork was quite unlike that of earlier BMW motorcycles
and was a new concept in motorcycle design. The fairing, fuel tank, seats, side luggage, top
box, and even the exhaust system were integral parts of the complete motorcycle body. The
cockpit was almost automotive-like; the wide fairing offered unparalleled wind and weather
protection, with built-in, nonremovable luggage. BMW set out to build a better motorcycle
than the GL1500 Gold Wing, and the company succeeded. The K1200RS was available in three
equipment levels: Standard, Icon, and Custom. In the United States, it was the best-selling
BMW motorcycle during 1999.
2000
K1200LT K1200RS, R1150GS, R850GS, R1200CE, R1200C,
R850C, R1100RT, R1100RS, R1100R, R850R, F650, F650ST,
F650GS, and F650GS Dakar
The R1100GS received what was termed “mid-life freshening” during 1999. Despite a tarnished
durability image, sales of the four-valve GS models over their six-year lifespan numbered more
than 45,000 and it made sense to incorporate some of the updates of both the R1200C and
R1100S on the replacement. Evolution saw the engine enlarged, a six-speed gearbox, and a
new face. Joining the R1150GS was a more subdued Avantgarde cruiser, as an alternative to
the classic chrome style. Apart from a new F650GS, introduced early in 2000, all the existing
models continued as before, and production continued to climb, to 74,397.
RENAISSANCE 217
2001
R1150R, R1150RT, R1200C Independent, K1200RS,
K1200LT, R1200CE, R1200C, R1150GS, R1100RS, R1100S,
F650GS, and F650GS Dakar
BMW had previously pursued a policy of introducing two new motorcycle models each year,
but this changed during 2001 with the release of four models. Along with three new boxers—
the R1150R, R1150RT, and R1200C Independent—was a K1200RS; the existing R1100RS, R1100S,
F650GS, and F650GS Dakar continued unchanged. Although the R1150GS was also unchanged
this year, it was available in special commemorative Dakar-inspired colors. Excluding the C1,
74,614 motorcycles were built this year, with the F650GS the most popular (17,445) and the Replacing the R1100R for 2001, the
R1150GS the strongest seller 750cc with 14,558 built. Integrated ABS was also introduced for R1150R was much more attractive than
its predecessor. BMW Group Press
2001. With an electrohydraulic brake servo, this was partially integrated on sporting models,
with the handbrake acting on the front and rear brakes and the footbrake operating the Alongside the new R1150R for
rear brake. The fully integrated system acted on front and rear brakes simultaneously. While 2001 was a special edition R1100R
Sondermodell retro-style example
adapting to varying loads and riding conditions, the new ABS wasn’t universally accepted, but
with wire-spoked wheels and chrome-
it did indicate BMW’s continued commitment to innovation and originality. plated cylinder head covers.
BMW Group Press
R1150R
The first new release for 2001 was the naked R1150R. In response to the backlash against
repli-racers, nicknamed “yoghurt-cups” in Germany because of their extreme multi-coloured
plastic bodywork, BMW restyled the naked R1150R to emphasize its elemental nature. In the
process the company created one of the finest renditions by any manufacturer of the naked
bike concept. Continuing the R1100R theme, the R1150R’s higher torque engine was from the
R1150GS, with the cylinder heads and crankshaft of the sporting R1100S.
The updated oil cooling system had the twin oil coolers contained in aerodynamic ducts
in the sides of the fuel tank, these now looking integrated and no longer an afterthought.
The six-speed gearbox was also shared with the R1150GS, while the wheels were the R1100S’s
lighter double-spoke type. New this year was an EVO front brake with updated Brembo-
Tokico four-piston calipers with the new generation Integral ABS as an option. The R1150R’s
purposeful and elegant styling was one of the most successful renditions of the new boxer.
To use up the stock of R1100R and R850R components after the introduction of the new
R1150R, a R1100R/R850R classic Special Model was also offered. While the R1100R Special
Model ended during 2001, the R850R version continued for 2002.
220 CHAPTER 8
K1200RS
After more than 21,000 examples, the K1200RS received a facelift, customer demand requiring
improved comfort and weather protection, and a less aggressive sporting riding position. For
2001, wind tunnel development resulted in a more slender upper fairing and a wider and taller
windshield. As on other recent models, the two water radiators were now integrated in a BMW
kidney grille in the fairing, with the air scoop feeding air into the intake system, and while
rider comfort was improved, the biggest development was the incorporation of the new-
generation partially integrated ABS. Although undeniably fast and competent, the K1200RS
was still an extremely large and heavy motorcycle and its focus was even more biased toward
sports touring.
222 CHAPTER 8
2002
R1150RS, F650CS, R1150GS Adventure, K1200RS, K1200LT,
R1200C Independent, R1200C Avantgarde, R1200C, R1150RT,
R1150GS, R1150R, R1100S, F650GS, and F650GS Dakar
After releasing four new examples for 2001, BMW reverted to its usual program of two new
models for 2002: the R1150RS sports tourer and an updated single, the F650CS. Also available
later during the model year was a special R1150GS Adventure. The entire motorcycle lineup
was now relatively new, the most senior the R1200C cruiser launched four years earlier, and
motorcycle production increased to 92,559 this year.
R1150RS
For 2002, the R1150RS replaced the long-serving R1100RS. Almost the forgotten model in
the lineup, the R1100RS was the firstborn and least loved, but it always maintained a loyal
following from those interested in carving miles and apexes. Less bulky than the RT, but not
as extreme as the S, the RS still filled a niche so it was inevitable that it would eventually share
the updates of the other boxers. The engine and gearbox were shared with the R1150RT,
but the chassis and steering geometry were unchanged from the R1100RS. New were the
17-inch five-spoke wheels and the front EVO brakes, but unlike the R1150RT, the Integral ABS
was an option, and it was the more sporting-oriented partial setup.
Other than a higher and wider windshield, visually the R1150RS was similar to the R1100RS.
The previously optional full fairing, continuing underneath the cylinders and enclosing the
engine, was now standard. Also carried over from the R1100RS were the imprecise rubber-
mounted handlebars. Considering that all the other new boxers had separately mounted
handlebars, this seemed incongruous and detracted from the R1150RS’s ultimate sporting
ability. Undoubtedly an interim design, the R1100RS was the subject of rumors about receiving
a new motor and a further restyle even before its release.
R1150GS Adventure
Expanding the GS lineup was the R1150GS Adventure for mid-2002. Designed as the
ultimate go-anywhere motorcycle, this was either the perfect desert motorcycle or one for
the ultimate Walter Mitty outback dreamer. Whatever the intended use, with its optional
huge 30-liter fuel tank and 105-liter aluminum baggage system, the Adventure raised the
ante for the size of off-road motorcycles. If the R1150GS seemed intimidating to smaller riders,
the huge Adventure was even more so.
The engine was shared with the R1150GS, but as the Adventure was designed for use
in any part of the world, an alterative ignition map allowed the engine to run on regular
91-octane fuel and the sixth gear ratio was shortened. An optional lower first gear to improve
maneuverability in difficult terrain also was available. Chassis updates included longer travel
suspension (the rear unit a White Power), a special seat (designed for hours in the saddle), a
larger windshield, a longer and wider front fender, handlebar protectors, and a huge aluminum
bash plate under the engine.
All other models continued for 2002 unchanged or with minor updates. The R850GS and
R850C were discontinued, and the F650GS Dakar was now available with optional ABS.
K1200GT
Supplementing the full touring K1200LT, but providing a more touring emphasis than the
K1200RS, was the K1200GT. Another example of the new BMW design philosophy of focusing
on specific categories, the K1200GT was intended to plug the wide gap between the luxurious
LT and sporting RS. This was the motorcycle for fans of high-horsepower four-cylinder engines
requiring touring comfort. In many ways the K1200GT continued where the K100RT left off in
1988. While the subsequent K100LT, K1100LT, and K1200LT were more luxurious, becoming
increasingly opulent in the process, all this equipment sacrificed ultimate performance. The
K1200GT still offered the essential touring equipment, but it wasn’t excessively heavy for this
type of motorcycle.
The engine and drivetrain of the K1200GT was identical to the K1200RS, but new for the
K1200GT was the fairing, electrically adjustable taller windshield, higher handlebars, and a new
two-way height adjustable seat. Standard equipment on the GT included partially integrated
ABS and matching luggage rack and cases. As on the K1200GT, the K1200RS also had the
previously optional wider rear wheel and tire, with the option of a stiffer sports suspension
package, further tightening the handling.
226 CHAPTER 8
228 CHAPTER 8
The R1150RT, RS, GS, and F650s continued with minor updates. All 1150 boxers received
the new six-speed transmission, and this year the R1150GS’s optional ABS was the new Partial
Integral system. In the United States, a more basic R1150GS Sport without ABS was available.
2004
R1200GS, R1200C Montauk, K1200RS, K1200GT, K1200LT,
R1200CL, R1200C Independent, R1200C, R1150RT, R1150RS,
R1150GS Adventure, R1150R, R1150R Rockster, R850R,
R1100S, R1100S BoxerCup Replica, F650CS, F650GS, and
F650GS Dakar
Although only two new models were released for 2004, this year was significant as it saw the
introduction of a new 1,200cc R1200GS boxer and the phasing out of the entire R1150 series,
R1200C cruisers, and the K1200RS. The F650 series and K1200LT received midcycle updates,
and motorcycle production increased to 93,836, with 13,316 sales in the United States.
R1200GS
As in the past, BMW introduced the next-generation boxer engine in the popular GS, the
development team’s main aim to enhance the power-to-weight ratio, at the same time
improving the handling. Weighing 13 kilograms less than its predecessor, the new longer
stroke engine included a pair of gear-driven balancers, larger (36mm and 31mm) valves, and a
new BMS-K engine management system. With the engine still employed as a principal load-
bearing component, the revised Telelever bolted at two points, with the rear tubular-steel
subframe located at four. As the previous lower torque rod was prone to damage off road,
the new Paralever included the rod above the swingarm, braking was by EVO brakes with
Partial Integral ABS, and the lightweight wheels were either cross-spoke wire or alloy. Lighter
and more maneuverable than the R1150GS, the R1200GS was a landmark model and a true all-
rounder. Voted Cycle World’s Best Open-Class Streetbike and Motorcyclist’s Motorcycle of the
Year, the R1200GS was arguably BMW’s most significant release since the R259.
K1200LT
After five years, one of the more successful models in the lineup, the K1200LT, received a
number of important updates for 2004. The highlight was a much-acclaimed electrohydraulic
centerstand, automatically raising the motorcycle with a button, while larger (36mm) throttles
contributed to a 15 percent power increase. An extended spring strut improved stability and a
new lower seat helped shorter riders. Styling updates included a split headlight, a larger front
fender, and a variety of chrome-plated items.
The front suspension was an entirely new arrangement, a double wishbone Duolever
invented by Englishman Norman Hossack in the 1980s, providing a smoother ride than
the Telelever but with a similar anti-dive effect. A first for a production motorcycle was ESA
(Electronic Suspension Adjustment). As the most powerful BMW motorcycle yet, the K1200S
promised much, but was initially insufficiently developed, with erratic fuel delivery and
dubious high-speed stability.
Soon the K1200S established itself as a highly effective and very fast sports tourer, and it
was joined soon afterward by the naked brutal-looking K1200R. At the time this was the most
powerful naked bike available, and this year BMW sponsored a K1200R Power Cup racing series
instead of the BoxerCup, the 2005 series won by the Italian Roberto Panichi. Motorcyclclist
magazine also named the K1200R its “Motorcycle of the Year.”
A K1200S also set a new world land speed record for naturally aspirated 1,000-1,350cc
stock motorcycles at Bonneville in 2005, with Andy Sills of San Francisco averaging 173.57
miles per hour on a stock K1200S. Sills had amassed more than 300,000 miles on four BMW
motorcycles within the previous seven years and nearly matched Henne’s 1937 outright world
speed record.
F, R and K Series
With many examples replaced and deleted this year, some overlap occurred. The only cruiser
was now a R1200C Montauk Special Edition, in red/silver, now the end of the cruiser line. New
colors were also only limited to a few models this year, all others continuing unchanged.
HP2 Enduro
With considerable attention to weight saving, the HP2 Enduro was BMW’s first serious
production sporting off-road motorcycle, and as a testament to its faith in the design, BMW
supported privately entered HP2s in the Erzberg race in Austria and German Cross Country
Championship (GCC) with current champion, the Finnish rider Simo Kirssi, and the Baja 500
and 1,000 races with Jimmy Lewis. The boxer engine was a more powerful version of the
236 CHAPTER 8
R1200S
After six years, never growing to 1,150cc and remaining largely unchanged throughout its
life, the R1100S was replaced by a new R1200S for 2006. Lighter, agile, and the most powerful
boxer yet, the R1200S shared little with its predecessor. The boxer engine included BMS-K
engine management with larger, 52mm throttle bodies, higher compression pistons, stronger
con rods, and higher lift camshafts running in three, rather than two, bearings, with reinforced
rockers allowing more than 8,000 rpm. The three-piece frame was made of steel and aluminum
tubing, while the Telelever front suspension included beefy 41mm tubes. Slender and more
dynamic than the R1100S, R1200S had an asymmetric dual headlight that dominated the front
end styling, while the wheels were the K series lightweight 17-inch, with a 6.0-inch rear rim
an option. Neither a real superbike nor all-rounder, the R1200S was still considered eccentric
compared to other Superbikes and would only last two years.
R1200GS Adventure
Replacing the successful R1150GS for 2006 was the R1200GS Adventure. Now based on the
newer generation boxer R1200GS, this included a huge 33-liter gas tank, new windshield,
and height adjustable seat. New digital instrumentation and an onboard network with CAN
bus technology represented a significant technological advancement over the R1150GS
Adventure. Factory-fitted features included partially integrated ABS, off-road tires, and
additional headlights, with options extending to aluminum cases and navigation. A 25th
Anniversary Special Edition in white was also available and Motorcyclist magazine named the
R1200GS Adventure the “Best Adventure Motorcycle” for 2006.
244
K1200R Sport
Ostensibly a half-faired version of the naked K1200R, with its high handlebars, comfortable
riding position, and wind tunnel–developed fairing, the K1200R Sport provided the best
of both worlds and was a brilliant combination. A capable and functional superbike with
intoxicating power, the K1200R Sport was a welcome addition to the 2007 lineup.
2008
HP2 Sport, F800GS, F650GS, G450X, R1200GS, R1200GS
Adventure, K1200S, K1200GT, K1200R, K1200R Sport,
K1200LT, R1200RT, R1200R, HP2 Megamoto, HP2 Enduro,
F800S, F800ST, and G650X
With 17 new models released since 2004, BMW had virtually renewed its entire range within
three years, and model expansion for 2008 concentrated on replacement for the F650 single,
adding a third motorcycle in the HP2 series, updates to the popular R1200GS, and a competition
enduro G450X. Some of the less popular models (R1200ST and R1200S) were discontinued, and
although the K1200 series was soon to be replaced, Cycle World magazine named the K1200GT
the best sport-tourer of 2008. Motorcycle sales dropped slightly, to 101,685, and BMW announced
it would be developing a new 1,000cc inline four-cylinder Superbike in partnership with Alpha
Technik, with the intention of entering the 2009 World Superbike Championship.
246 CHAPTER 8
247
G450X
After a year of development in the World Enduro Championship, BMW introduced its first
production competition enduro motorcycle, the G450X. Race bred, battle hardened, and
designed for serious competition, the G450X was delivered ready to race and included a
number of technologically advanced features. Continuing BMW’s obsession with a low center
of gravity, the long swingarm featured a coaxial mount with the countershaft sprocket to
maintain constant chain tension, while the engine was placed further backward, allowing the
cylinder to be canted 30 degrees. With a similar cylinder head design to the K1200S, the engine
included crankshaft and con rod roller bearings, a two-ring forged piston, and balance shaft
to reduce vibration. An unusual feature was the engine speed wet clutch mounted on the end
of the crankshaft, with an intermediate shaft between the crankshaft and gearbox. The G450X
frame design was also innovative, built of thin-walled stainless-steel tubing, with an aluminum
swingarm and Öhlins shock absorber. This was a serious enduro motorcycle, evidenced by
Finnish rider Juha Salminen finishing runner-up in the Enduro World Championship E2 class.
250 CHAPTER 8
251
252 CHAPTER 8
254 CHAPTER 8
2010
S1000RR, R1200RT, R1200GS, R1200GS Adventure, R1200R
Touring Special, F800R Pfeiffer Replica, G450X, K1300S,
K1300GT, K1300R, K1200LT, R1200R, HP2 Sport, HP2
Megamoto, F800S, F800ST, F800R, F800GS, F650GS, & G650GS
Alongside the breathtaking S1000RR, BMW released updated R1200RT and GSs with the HP2
Sport double-overhead camshaft cylinder heads, a Chris Pfeiffer F800R, and a slightly revised
G450X. With replacement imminent, a K1300GT Exclusive Edition was offered, while the range
was streamlined with the G650Xs disappearing. Motorcycle production numbered 112,271
during 2010, and while BMW had moderate success in the World Superbike Championship, in
production-based national championships, the S1000RR’s results were outstanding.
S1000RR
BMW’s first real Superbike since the R90S, the S1000RR made history when it was released
in 2010. With unparalleled technical innovation and eye-watering performance, the S1000RR
immediately became the class-setting Superbike, forcing all other manufacturers back to the
drawing board. Although a succession of new high-performance models had gradually eroded
BMW’s staid image over the past few years, the S1000RR completely obliterated it. With a class-
leading power-to-weight ratio, a superb balance of overall dynamics, and groundbreaking
ABS and traction control, the S1000RR immediately became the new Superbike king.
HYPER PERFORMANCE, HYPER TOURING 257
2010 S1000RR
Type Four-stroke, transverse four-cylinder, liquid-cooled
Bore x stroke 80x49.7mm
Displacement 999cc
Power 193 horsepower at 13,000 rpm
Compression ratio 13:1
Valve control Double-overhead camshaft, four valves per cylinder
Fuel supply BMS-KP
Gears 6-speed
Frame Bridge aluminum
Front suspension Upside-down fork
Rear suspension Monoshock swingarm
Wheels 3.50x17 and 6.00x17
Tires 120/70ZR17 and 190/55ZR17
Brakes Dual front 320mm disc and 220mm rear disc
Wheelbase 1,432mm (56.4 inches)
Wet weight 204 kg (449 lbs.), 206.5 kg (455 lbs.) with Race ABS
Colors Green, Gray, Silver/Blue
HYPER PERFORMANCE, HYPER TOURING 259
260 CHAPTER 9
262 CHAPTER 9
264 CHAPTER 9
G650GS
Although the G650GS was already available in the United States as an entry-level model, for
2011 it made a return to the general lineup. Slightly detuned for impending EU regulations,
the G650GS received new cast-aluminum wheels, the rear slightly wider than before, for
most markets. US versions retained wire-spoked wheels, though. Remarkably similar to
the updated F650GS of 2004, and even the original 2000 version, the venerable five-speed
G650GS proved there was still a market for a sensible, lightweight, low-cost passport to
adventure, especially with a wide array of options available.
2012
S1000RR, F800R, G650GS Sertão, K1600GTL, K1600GT,
K1300S, K1300R, R1200RT, R1200GS, R1200GS Adventure,
R1200R, R1200R Classic, F800ST, F800GS, F650GS, and
G650GS
With significant new model releases in 2010 and 2011, 2012 was a year of updates. While the
S1000RR was still setting the Superbike standard, this received a significant update to keep
it ahead of the pack, the R800R was visually updated, a more serious G650GS Sertão was
added, and BMW released special versions of the R1200GS, K1300S, and K1300R. Also new this
year were a pair of maxi scooters, the C600 Sport and C650GT (not covered here), while BMW
became the first motorcycle manufacturer in the United States to offer ABS as standard on all
models. Sales increased to 106,358, with Germany (20,516) the predominant market followed
by the United States (12,057), and the most popular model worldwide was the R1200GS, about
to be superseded.
S1000RR
Responding to racing and customer feedback, the already impressive S1000RR received more
than the customary minor facelift, with updates to the chassis geometry, suspension, and
engine tweaks to provide improved low and midrange torque. Frame modifications included
an enlarged cross section for the air intake, while the steering head angle, offset swingarm
pivot, and spring strut length were all altered. Also included this year was a mechanical
steering damper and a new dash with more functions. The engine was now provided with
three performance curves (as opposed to the previous two), Rain (163 horsepower), Sport,
and Race/Slick. While the power and weight remained unchanged, the updated S1000RR
steered with more precision and felt more nimble. And 35-year-old Valerie Thompson, a
daring woman from Scottsdale, Arizona, vindicated the S1000RR’s performance in June with
a measured top speed of 209.5 miles per hour at the Mojave Air and Space Port airfield in
California. Apart from gearing and approved racing fuel, Thompson’s S1000RR was stock. Over
the next few years Thompson continued to set more records, achieving 217.7 miles per hour
in the Texas Mile Speed Festival in October 2014.
G650GS Sertão
After being sidelined since 2007, the previous F650GS Dakar made a comeback as the G650GS
Sertão. With the current trend of adventure bikes becoming more street oriented, the Sertão The F800R received a more aggressive
was designed for the genuine off-roader. Sharing the basic engine and chassis with the look for 2012 but was unchanged
standard G650GS, the Sertão included longer travel suspension, wire-spoked wheels, and an technically. BMW Group Press
aluminum engine guard. Underpowered for pure street use, when the going got tough, the
Remarkably similar to the earlier
well-balanced Sertão could more than hold its own. F650GS Dakar, the G650GS Sertão was
more off-road oriented than others in
the GS lineup. BMW Group Press
269
G, F, R, and K Series
As BMW reoriented its range, the G450X and HP2 Sport were discontinued, with other existing
models unchanged.
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R nineT
Heading the 2014 lineup was the R nineT, marketed as the world’s first production motorcycle
designed as a basis for a custom: either Roadster, Café Racer, or Bobber. Continuing from
the 2013 Concept Ninety custom created in partnership with Roland Sands design, the R
nineT blended the boxer’s iconic character and classic design of a bygone era with modern
technology. It also provided a modular concept, offering a wide range of opportunity for
individual customization. Replacing the usual Telelever front fork was a 46mm upside-down
fork from the S1000RR, with the rear suspension the usual Paralever swingarm and single
shock absorber that allowed for an optional 6-inch rear rim. Classic features included wire-
spoked wheels with black anodized alloy rims and black hubs, contrasting with modern radial
four-piston monoblock brake calipers and floating brake discs. With the R nineT’s hand-built
feel, the attention to detail was staggering, from the embossed nineT aluminum plate above
the air intake duct to the BMW emblem in the center of the headlight.
Synthesizing modern technical features with classic components, the R nineT was no retro
bike but one that provided old-world emotion with a modern sporting twist. Embodying the
brand’s values of 90 years, the R nineT uniquely summed up the company’s illustrious past,
exuding style and cleverly allowing individual expressiveness. Individualization was becoming With the rear subframe removed, the R
nineT could be converted into a more
a growing phenomenon in motorcycling, one the R nineT looked set to capitalize on. This was radical bobber. The front suspension
soon evident with a long waiting list for an R nineT, even the factory workers in Berlin having was a 46mm upside down, BMW
to wait 18 months before delivery. eschewing its usual Telelever.
BMW Group Press
R1200RT
The second R series to receive the water-cooled boxer engine and updated drivetrain
was the popular R1200RT. Along with the updated engine with wet clutch and new frame
with Paralever on the left were new electronic aids, notably Rain and Road riding modes,
automatic stability control (ASC), and optional Riding Mode Pro with hill start control. A new
instrument cluster featured a 5.7-inch TFT color display with standard onboard computer
with factory-installed options, including an audio system with multi-controller operation. The
more powerful engine and chassis were ostensibly that of the R1200GS, the stiffer structure
resulting in improved directional stability. New styling and larger brakes completed the
package. Although the weight increased, improved weight distribution resulted in a much
sportier and more rigid feel than its predecessor had.
K1600GTL Exclusive
Taking the Luxury Touring concept to a new level for 2014 was the opulent K1600GTL Exclusive.
Based on the K1600GTL, standard equipment for the Exclusive included central locking with
anti-theft alarm system, ESA II, DTC, hill start control, and the obligatory ABS. A radio antenna
was embedded in the top case lid while a new seat, a heated backrest, and armrests improved
pillion comfort. Also standard were LED auxiliary headlights, an adaptive xenon headlight,
tire pressure monitor, floor lighting, and, for the first time on a BMW motorcycle, keyless ride.
From the gas tank’s aluminum molding and fully chromed exhaust system to the new-look
instrumentation, the Exclusive took luxury motorcycle touring to a new level.
S, R, F, and G Series
With replacement imminent, BMW offered a R1200R DarkWhite special model in contrasting
white bodywork with black wheels and drivetrain. Also included was a sports seat and
windshield. Updates to the R1200GS were primarily confined to electronic aids, notably three
additional driving modes: Dynamic, Enduro, and Enduro Pro with matching ASC and ABS as
an option, while the F800GS was now offered with a Dynamic package, consisting of ESA
and ASC. The G650GS now came with black wheels and luggage rack. With a new S1000RR
impending, the HP4 was only available in select markets this year.
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R1200R
The final boxer to receive the new water-cooled engine was the R1200R, but while retaining the
Paralever swingarm on the left, like on the R nineT, an upside-down front fork replaced the trad-
itional Telelever. But while the R nineT continued with the earlier boxer engine and drivetrain,
the R1200R represented a new era. The heavier crankshaft engine was shared with the R1200GS
Adventure, R1200RT, and new R1200RS, while a centrally positioned radiator and new air intake
snorkels allowed for the narrower front profile required for a naked roadster. The plethora of
electronic aids included ABS, ASC, an onboard computer, and two riding modes, Rain and
Road, with keyless ride and gearshift assistance optional.
Developed specifically for the R1200R, the tubular-steel bridge frame incorporated the
engine as a stressed member, with the 45mm Sachs upside-down front fork inspired by
the R nineT. This contributed to a much more modern and aggressive style, significantly more
so than its rather staid predecessor. Also new were the more effective radial front brake calipers.
As pioneered with the R nineT, customizing was an essential component of the new R1200R,
with three models offered: standard, Sport (with belly pan and fly screen), and Exclusive (with
a gold front fork and luggage rack). Although still quite heavy, but with its low-slung boxer
engine providing surefooted handling, the new R1200R was extremely impressive.
F800R
With new suspension, four-piston radial front brakes, more power, lower first and second
gear ratios, and more modern styling, the updated F800R provided improved sporting
performance while maintaining a minimalist presence. Although the basic water-cooled
parallel twin engine and aluminum perimeter frame continued much as before, front
suspension was now by an upside-down fork, with braking handled by a pair of radial Brembo
brake calipers. Pitched also at novice riders, the F800R had a lower seat and new conical
tapered aluminum handlebars to improve rider ergonomics. Its updated styling extended
to a distinctive symmetrical headlight, with new radiator shields and front fender. ASC and
an onboard computer were standard, and while the weight was slightly increased, the F800R
continued to provide outstanding performance in a compact package.
A decade after the demise of the R1200C cruiser, it was inevitable BMW would reenter the
cruiser market with a stripped-down bagger. As the large-capacity custom bagger, cruisers
with bags and screens, was the fastest growing segment in the US motorcycle market, it
wasn’t surprising BMW wanted part of the action. The bagger recipe called for a minimal
fairing, with low-slung saddlebags providing a low stance, and as it was dictated by a call for
more capacity, BMW’s bagger was based on the K1600GT rather than the boxer as before.
The six-cylinder engine had low horizontal exhaust pipes and was tuned for more low and
midrange power. At the other end of the spectrum, the fruits of the TVS partnership became
evident with the release of a 250cc four-stroke single, particularly suited to the Indian market.
This provided BMW an entry into one of the fastest-growing motorcycle markets in the world.
But while 90 years after the R32 BMW’s range embraced singles, twins, fours, and sixes, the
venerable boxer remained paramount, dominating sales and maintaining its traditional
position as the cornerstone of the lineup. As improved technology resulted in motorcycling
moving toward uniformity, BMW’s success continued by offering a unique formula—one of
individuality combining functional superiority and incomparable quality. This recipe would
Along with new colors and graphics,
undoubtedly serve BMW well into the future, allowing the company to maintain its position
the K1300S came with HP wheels and
footpegs. BMW Group Press as Europe’s premier motorcycle manufacturer.
G310R
As a budget model, the G310R was intended to entice new, younger customers to the brand
before they progressed to larger and more expensive models. Designed and developed in
Germany, it was manufactured in Bangalore, India, by TVS, India’s fourth-largest motorcycle
manufacturer. While 80 percent of content was local to Bangalore, BMW went to great lengths
to ensure all the components met German standards. The G310 began with a clean sheet of
paper, owing nothing to any previous BMW single, and designers chose the unusual capacity
to separate it from the 250cc Japanese competition. The four-valve cylinder head design
was based on the S1000RR, with a rotating counterbalance shaft in front of the crankshaft
to suppress vibration. The most unusual feature was the backward-tilted cylinder with the
intake at the front and exhaust at the rear. This rotated cylinder head allowed the engine to be
positioned further forward, placing extra weight on the front wheel for improved grip.
The G310R engine sat in a tubular-steel chassis with a bolt-on rear subframe and die-cast
aluminum swingarm. Braking was by Bybre (Brembo’s Indian subsidiary) and had a two-
channel Continental antilock braking system. Standard equipment also included a Continental
LCD multifunction dashboard. The styling and ergonomics were intentionally sporty, and the
G310R offered exceptional dynamic capability in this category. And while it was inexpensive,
it wasn’t cheap.
HYPER PERFORMANCE, HYPER TOURING 287
2016 Facelift
K1600GT, K1600GTL, K1600GTL Executive, R1200GS, R1200GS
Adventure, S1000RR, S1000R, S1000XR, F800GS, F800GT, F700GS,
and G650GS
Most of the existing motorcycle range received new colors and a dynamic brake light for 2016,
and there were few other updates. All K1600s received ABS Pro as standard, while updates
to the R1200GS and R1200GS Adventure included banking-optimized ABS Pro and optional
Riding Modes Pro. Also new this year was the R1200GS Triple Black. This special model resulted
from the demand for an all-black finish, including a black fuel tank and cross-spoke wheels
offset by a gray engine, gearbox, and swingarm and side panels. The R nineT was available
with a hand-brushed aluminum gas tank, and the S1000R now featured a grained-finish tank.
Both the F700GS and F800GS received a mild cosmetic refresh for 2016. Along with a new fuel
tank cover and colors were five possible seat heights, provided with four seats and optional
lowered suspension. The basic G650GS continued as a US-only model and was offered with
the option of wire-spoke wheels this year.
HP4 Race
BMW continued its commitment to innovation by releasing the exotic HP4 Race for 2017.
Ostensibly a revival of the earlier HP4, the HP4 Race offered an even higher specification and
was available only in track-ready guise. Built as a limited edition of 750 examples, the HP4
Race was also individually crafted and had many new carbon-fiber components. The engine
The track-only HP4 Race was the most
expensive and exotic motorcycle ever received new camshafts, a higher compression ratio, and varying-length intakes to produce
offered by BMW. BMW Group Press more power than the 2016 World Superbike racer. Racing components included milled Pankl
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G310GS
The G310GS joined the G310R for 2017. While the engine and frame were unchanged, the
suspension travel and seat height were increased. To improve stability, the steering geometry
was also relaxed. A broader, flatter handlebar on 60mm risers, along with lower mounted
footrests, provided a more spacious riding position. While the small-capacity engine had to
be worked quite hard to achieve maximum performance, the G310GS was a versatile machine,
setting a new standard of refinement in the mini-adventure segment.
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2018 Facelift
K1600GT, K1600GTL, R1200GS Adventure, R1200RT, R1200R,
R1200RS, S1000XR, S1000RR, F700GS, F800GS, and F800GS
Adventure
Along with new colors, buyers could now individually customize selected models (notably
the R nineT range) with special paint finishes and milled parts packages. A connectivity
option was also available through a color 6.5-inch TFT (Thin-Film-Transistor) display for the
R1200GS. Optional Dynamic ESA (Electronic Suspension Adjustment) and Keyless Ride were
offered for the R1200GS Adventure, which was also available in Rallye and Exclusive styles.
The R1200RT now received banking-optimized ABS Pro as standard and was in two styles:
Elegance and Sport. An Akrapovič exhaust system was an option for the S1000RR, and before
their replacement the F700GS, F800GS, and F800GS Adventure were offered with new colors.
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S1000RR
As it approached its tenth anniversary, the S1000RR was updated significantly for 2019 to
improve its racetrack performance. ShiftCam variable-intake valve timing and valve lift
were introduced to broaden the power band. The camshafts were now driven directly from
the crankshaft, without an idler gear, and the intermediate gear was positioned inside the
cylinder head. Variable-length intakes and a lighter stainless-steel exhaust system resulted in
a significant power increase. Along with two throttle curves, standard linked riding modes
included Rain, Road, Dynamic, and Race, with the option of Race Pro Modes. Also standard
were the latest-generation Dynamic Traction Control with a six-axis sensor, Shift Assistant Pro,
Launch Control, and a Pit Lane Limiter.
HYPER PERFORMANCE, HYPER TOURING 301
PARIS-DAKAR
SUPERBIKE
AND BOXER
RACING
CUP
2019
The release of the third-generation S1000RR with Werner Daemen’s MRP team in the
prompted a return to the World Superbike five-round 2019–2020 FIM Endurance
Championship for 2019. The team was a World Championship. The three-rider team
collaboration between British-based Shaun consisted of Kenny Foray, Julian Puffe, and
Muir Racing (testing and logistics) and BMW Ilya Mikhalchik, and they finished third in
Motorrad Motorsport (engine, electronics, the Bol d’Or in September 2019.
chassis, and aerodynamics). The riders were Building on his 2018 success, Peter
2013 World Superbike Champion Tom Sykes Hickman claimed the new S1000RR’s first
and current FIM Superstock 1000 European International victory in 2019. He won the
Champion Markus Reiterberger. Superstock race at the North West 200,
With variable-length intakes, Motec but dangerously wet weather conditions
electronics, and an Akrapovič exhaust system, saw both Hickman and Michael Dunlop
the factory World Superbike S1000RR produced decide not to race in other scheduled
over 220 horsepower at more than 13,500 rpm. races. Fog and rain also delayed the Isle of
The suspension included an upside-down Man TT schedule, but Hickman picked up
BMW Motorsport returned to the
42mm Öhlins RVP25/30 front fork and Öhlins two TT wins (Superbike and Superstock).
World Superbike Championship with RSP40 shock absorber. Nissin four-piston radial Unfortunately, the Superbike TT was marred
an official entry for 2019. This is Tom calipers gripped twin Yutaka 335mm front discs, by Daley Mathison’s fatal accident on the
Sykes’s S1000RR. BMW Group Press with a Nissin twin-piston caliper and Yutaka Team Penzig13.com S1000RR. Hickman’s
220mm disc on the rear. The OZ Racing wheels extraordinary road racing success continued
Sykes achieved some promising results
were 3.50x17-inch and 6.00x17-inch, and the dry at the Ulster Grand Prix in August. Hickman
during the 2019 World Superbike weight was 168 kilograms (370 pounds). won all four 1,000cc races on the Smiths
season. BMW Group Press The performance of the S1000RR in Racing S1000RR and reestablished the
the initial rounds of the World Superbike Ulster GP as the world’s fastest road race
Championship was promising. After with a lap of 136.415 miles per hour (219.539
incorporating some chassis and aerodynamic kilometers per hour) in the Thursday
updates, Sykes managed the team’s first Superbike race. Other successes for the
podium finishes after Assen. This included new S1000RR included Ben Young winning
second places in the wet at Misano and the Canadian Superbike Championship,
Donington and thirds at Laguna Seca and Davey Todd the International Road
Magni-Cours. Ultimately Sykes finished eighth. Race Championship, Mathieu Gines the
in the World Championship. BMW Motorrad French Superbike Championship, and Ilya
Motorsport also announced its collaboration Mikhalchik the IDM Championship.
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F850GS Adventure
For 2019, the F850GS Adventure replaced the F800GS Adventure. It was based on the F850GS
but had a huge 23-liter fuel tank, a larger adjustable windshield, hand protectors, Enduro
footpegs, engine protection bars, higher handlebars, and a stainless-steel luggage rack. The
general dimensions were also increased over the F850GS, with the standard seat height an
intimidating 875mm (34.4 inches). A wide range of optional equipment was also available,
including four individual packages.
2019 Facelift
K1600 Grand America, K1600B, K1600GT, K1600GTL, S1000R,
S1000XR, R nineT, R nineT Pure, R nineT Scrambler, R nineT Racer,
and G310R
The K1600s received standard hill start control, and all R nineTs and the F750/850GS received a
standard dynamic brake. Other updates were confined to new colors.
As most of the motorcycle range was significantly updated and revised for 2019, only four new
models appeared for 2020. This included an updated S1000XR, a mid-range roadster F900R, a
spin-off Adventure Sport F900XR, and a celebratory R nineT/5.
After an encouraging season in the 2019 World Superbike Championship, BMW looked
to the 2020 season with an updated S1000RR as well as some team changes. Extensive
Eugene Laverty’s 2020 S1000RR World
development to the S1000RR saw a reduction in weight and an increase in power, and British
Superbike racer was an evolution of
rider Eugene Laverty joined Sykes on the team. Chassis updates also resulted in improved
the 2019 version. BMW Group Press
stability, and Team Principal Shaun Muir remained confident BMW could build on the
foundation built during 2019. For round two of the FIM World Endurance Championship in
Tom Sykes again rode the factory
S1000RR in the 2020 World Superbike Malaysia in December 2019, Reiterberger joined the official BMW Motorrad team as the third
Championship. BMW Group Press rider alongside Foray and Mikhalchik.
304 CHAPTER 9
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312 INDEX