The Complete Book of BMW Motorcycles

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Title: 331105 - The Complete Book of BMW Motorcycles
Page: 1
© 2020, 2015 Quarto Publishing Group USA Inc.
Text © 2020, 2015 Ian Falloon
All photographs are from the author’s collection unless noted otherwise.
First Published in 2015 by Motorbooks, an imprint of The Quarto Group,

100 Cummings Center, Suite 265-D, Beverly, MA 01915, USA.
T (978) 282-9590 F (978) 283-2742 QuartoKnows.com
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24 23 22 21 20 12345
ISBN: 978-0-7603-6715-5
Digital edition published in 2020

eISBN: 978-0-7603-6716-2
The Library of Congress has cataloged the previous edition as follows:
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
Art Director: Cindy Samargia Laun

Cover Design: Simon Larkin
Page Design: Simon Larkin
Additional Layout: Rebecca Pagel
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

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THE COMPLETE BOOK OF
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

Text Page: 3
Page: 4
CONTENTS
ACKNOWLEDGMENTS 6
INTRODUCTION
BEGINNINGS: 8
FROM AIRCRAFT TO MOTORCYCLES
THE 1920S
1 ESTABLISHING THE DNA:

EARLY BOXERS AND SINGLES
12
1930–1945
2 FOLLOW THE LEADER:

INNOVATION AND SPEED RECORDS
30
1946–1959
3 AFTER THE WAR:

NEW SINGLES AND EARLES FORK TWINS
68
THE 1960S
4 MORE OF THE SAME:

INCREASED RELIABILITY
98
1970–1980
5 NEW GENERATION:
SUPERBIKES AND SUPER TOURERS
116
1981–1992
6 GELÄNDE STRASSE AND THE K SERIES:

OUT WITH THE OLD, IN WITH THE NEW
154
1993–2000
7 RENAISSANCE:
BOXER REVOLUTION AND NEW SINGLES
192
2001–2009
8 PERFORMANCE FIRST:
NEW SINGLES, TWINS, AND FOURS
218
2010–2020
9 HYPER PERFORMANCE, HYPER TOURING:

WORLD-BEATING FOURS AND SIXES
256
INDEX 310

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ACKNOWLEDGMENTS

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With five BMW motorcycle titles already under my belt, this comprehensive history presented
a new challenge: to include as many previously unpublished pictures as possible. Fortunately
Fred Jakobs and Ruth Standfuss of BMW Group Archives came to my aid, responding to all my
requests for photos, and without their support, this project would not have been possible. Others
who contributed photographic material were Lothar Mildebrath, Udo Gietl, Mac Kirkpatrick,
Don Kotchoff, and Damien Cook. The legendary racing RS54s and derivatives are only covered
sketchily here, and for more information on these fantastic machines I suggest the study of  BMW’s first motorcycle was the
R32, and it introduced many design
Lothar Mildebrath’s definitive book on this subject—Münchener Meistermacher Maschinen BMW features that would characterize BMW
RS 54 and Family (German-English) (ISBN 978-3-00-042687-2; rs.bmw-veteranenclub.de). motorcycles for the next 90 years.
At Motorbooks, my Acquisitions Editor Darwin Holmstrom and Project Manager Jordan BMW Group Press
Wiklund were continually helpful, while on the home front the support of my family—Miriam,
 Celebrating 90 years of the boxer
Ben, and Tim—was unabated. As always, they put up with the all-consuming motorcycle twin—the magnificent R nineT.
discourse without complaint. BMW Group Press
ACKNOWLEDGMENTS 7

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INTRODUCTION
BEGINNINGS:
FROM AIRCRAFT TO MOTORCYCLES

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BMW’s beginnings go back to 1913 when, in Schleibheim Street in Munich, Karl Rapp
established a factory to manufacture aircraft engines. Although his engines were unreliable,
the outbreak of war provided Rapp a reprieve, and in 1916 the Rapp Motor Works received a
lucrative war contract. But because of Rapp’s dubious reputation, the Austrian War Ministry
insisted on appointing a supervisor, Franz Josef Popp, a 30-year-old Austrian lieutenant and
qualified engineer, to oversee production. Popp soon saw the only solution for survival was to
remove Rapp’s name from the company, and in July 1917, the Rapp Motor Works became the
Bavarian Motor Works. Then on October 5, Popp registered the distinctive rotating propeller
trademark. Slightly earlier, in 1916, engineer and pilot Gustav Otto established a neighboring
Bayerische Flugzeug-Werke (Bavarian Aircraft Works), and although BMW and BFW coexisted
as separate entities until 1922, they would eventually merge.  Max Friz, the father of the BMW
motorcycle, was also involved in
Engineer Max Friz joined Rapp Motor Works in January 1917, Popp engaging him to the design of the successful 1914
redesign Rapp’s problematic six-cylinder engine. The result was an engine that no longer Mercedes-Benz Grand Prix car.
vibrated and produced 160 horsepower at 3,000 meters. Friz convinced the authorities in Following the release of the R32, Friz
became a director of BMW AG, and
Berlin the advantages of his new engine, the IIIa, and by the end of 1917, it was successfully
from 1925 until 1937 he was their chief
tested in the air. The IIIa was so superior to other designs that by the middle of 1918 the designer. He was general manager of
Prussian military ordered 2,000 engines. Although Ernst Udet achieved 30 victories with his the Munich plant from 1935 until 1937,
BMW IIIa-powered Fokker D VII fighter plane, and new BMW II and IV engines were about to and then at Eisenach until 1944. Friz
retired in 1945 and died in 1966.
enter production, it was too late. BMW Group Archives
 BMW’s first aero engine was Max

Friz’s IIIa. This was highly successful
over its short life, primarily due to
the superiority of Friz’s high altitude
carburetor. But as it arrived toward the
end of World War I, it was too late to
make much of an impression.
BMW Group Archives
INTRODUCTION 9

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The end of the war arrived on November 11, and although production ceased three weeks
later, Popp managed to reopen the factory in February 1919, enabling further development of
the BMW IV engine. This was a development of the IIIa, Franz Zeno Diemer using it to reach an
altitude of 9,760 meters. Although a world record, as Germany was a defeated power, the FAI
international authority didn’t ratify it. Only 11 days after Diemer’s repeat flight on June 17, the
Treaty of Versailles was signed and Germany was forbidden involvement in the manufacture of
aircraft and engines until midway through 1920. Popp was now in a dilemma as to what BMW
was to manufacture, salvation coming from experienced foreman Martin Stolle. Stolle was a
committed motorcyclist, winning third prize on a 1913 model English Douglas in a Vienna-to-
Munich race in 1914. Impressed with the Douglas flat-twin’s reliability, he persuaded Popp to
sanction the development of a similar motorcycle engine.
10

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Early in 1920, Stolle acquired a 1914–1915 Model B 500cc Douglas and stripped it down  Franz Zeno Diemer, prior to his second
on Friz’s workbench. Every part was measured and reluctantly drawn up by Friz, an innovator altitude record attempt on June 17,
1919. Earlier he set a new altitude record
loath to copying. Stolle then persuaded the Victoria Works in Nuremberg to fit the engine
of 9,760 meters, but this wasn’t officially
in their frame, creating the Victoria KR1. Ostensibly the M2 B15 (2 for two cylinders and B recognized. BMW Group Archives
for boxer) was a copy of the 494cc Douglas, sharing the side-valve layout and 68x68mm
bore and stroke. Friz incorporated enclosed valves and force-fed gear lubrication, and with a Martin Stolle with the Victoria KR1

powered by the BMW M2 B15 engine.
single carburetor it produced a modest 6.5 horsepower at 3,000 rpm. Positioned in the frame In March 1921, Stolle rode a Victoria
longitudinally like the Douglas, with either belt or chain final drive, the M2 B15 soon found its KR1 in the 370-kilometer Bavarian
way into other motorcycles besides the Victoria. Motorcycle Derby. Although Stolle
Also unable to produce aircraft, Bayerische Flugzeug-Werke was in a similar predicament created this engine, he left BMW in
1922 after BMW refused to pay 100
to BMW, and an opportunity arose to produce a simple motorized bicycle, the 143cc two- marks in trip expenses. Stolle later
stroke Flink. This proved quite successful during 1920, and in 1921 BFW decided to compete built an overhead-valve engine that
with the Victoria, creating the Helios, also with the BMW M2 B15 engine. But by the end of powered the most successful sporting
motorcycle in Germany at the time, the
1921, BFW was close to bankruptcy, and BMW was forced into producing railway brakes. Popp
Victoria KR2. This was also superior to
saw a future in motorcycle production, and in May 1922 BFW merged with BMW, moving the new BMW R32 at Solitude in June
into BFW’s premises. As Victoria no longer required the M2 B15 engine, Popp asked Friz to 1923, where none of the three special
design a completely new motorcycle, and in 1923 BMW graduated from an engine producer overhead-valve BMWs finished.
BMW Group Archives
to motorcycle manufacturer.
INTRODUCTION 11

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1
THE 1920S
ESTABLISHING THE DNA:
EARLY BOXERS AND SINGLES

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R32  The R32 drawings were completed
in only four months. The front brake
As BMW already had the M2 B15 500cc horizontally opposed twin-cylinder engine, Friz used this appeared in 1925. BMW Group Archives
as a basis for his new design. The rear cylinder tended to overheat on the Victoria and Helios,
so Friz decided to mount the engine transversely, adding a shaft drive. The rigid frame meant  BMW’s first engine was the M2 B15,
the driveshaft didn’t require a universal joint, a rubber disc was a sufficient shock absorber, and and Friz used this as a basis for the R32.
BMW Group Archives
Friz had the drawings completed by December 1922. Although the 1919 English Sopwith ABC
motorcycle also featured a transverse twin-cylinder engine (without shaft drive), Friz claimed he Advertising for the first BMW

was unaware of the ABC at the time. ABC’s designer Granville Bradshaw later accused BMW of motorcycle. As was usual in the 1920s,
the R32 had a rigid frame and the
copying the ABC, but there were too many detail differences for this to be substantiated.
rear brake was a block type. As early
The R32 side-valve engine produced only slightly more horsepower than the M2 B15, versions didn’t have a front brake, and
but its design and execution were groundbreaking. Concentrating on reliability and ease of the R32 was capable of close to 60 miles
maintenance, the engine, including the valve timing system, was fully encased. Due to the per hour, it was fortunate the roads
weren’t congested in Germany in 1932.
shaft final drive and inline crankshaft, no chains required adjustment. So compared to other 500s, BMW continually refined the R32 over
the R32 was revolutionary. A hand lever operated the three-speed grease-filled gearbox, and the its short life, establishing a program of
ignition was by a magneto generator with a rather complicated set of handlebar controls. development that would characterize
BMW motorcycles. BMW Group Press
ESTABLISHING THE DNA 13

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Test rider Rudi Reich with an R32. This
 Friz installed this engine in a closed twin-loop tubular-steel frame, with the gas tank
test model has an unpainted fuel tank. underneath the upper frame tubes. The frame was brazed and sleeved, but the workers lacked
BMW Group Press
experience in brazing, and fractures on the solder joints were a problem until the introduction
 Instrumentation was minimal on the of pressed-steel frames in 1929. The front suspension consisted of a short swinging fork with a
R32, but the detailing was superb. cantilever-plate spring beneath the steering stem. Initially the only brake was a rear wheel–block
BMW Group Press type operated by the rider’s heel, but by 1925, a front 150mm drum brake was introduced.
The R32 (R for Rad meaning wheel, but the 32 remains a mystery) not only offered a top
speed around 55 miles per hour, but the low center of gravity promised safe and manageable
handling for a touring motorcycle on the poor quality roads of the day. In May 1923, Friz
himself tested the R32, finishing the “Fahrt durch Bayerns Berge” trial through the Bavarian
mountains without incurring any penalties. The R32 was launched at Berlin in September
1923, one month before the Paris Car Show, where it was a star attraction, establishing a
boxer-twin shaft-drive format that would characterize many BMW motorcycles for the next
90 years. The initial response was mixed. Skeptics feared the engine could be easily damaged
in a fall, others felt it was underpowered, but no one could deny the compact engine and
transmission unit was a brilliant design and beautifully executed.
The release of the R32 coincided with the stability of the German mark, but at 2,200 marks
(or 2,600 marks with light, horn, pillion seat, and speedometer), it still represented a significant
investment. Yet the motorcycle market was flourishing in Germany. Cars were for the wealthy
few, and with the demand for motorcycles strong, BMW managed to sell 1,500 R32s by the
end of 1924.
14 CHAPTER 1

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1923-1926 R32
Engine designation M2 B33 or M33a
Type Four-stroke, twin-cylinder, flat-twin
Bore x stroke 68x68mm
Displacement 494cc
Power 8.5 horsepower at 3,200rpm
Compression ratio 5.0:1
Valves Side-valve
Carburetion 1xBMW Special 22mm
Gears 3-speed
Ignition Bosch magneto
Frame Twin-loop tubular-steel
Front suspension Twin cantilever spring
Rear suspension Rigid
Wheels 26x2.5
Tires 26x3 front and rear
Brakes 150mm front drum (second series) block rear
Wheelbase 1380mm (54.3 inches)
Dry weight 122kg (269 lbs.)  The R32’s flat-twin, shaft-drive layout
established a design format that
Engine numbers 31000 to 34100 continues today. It also encapsulated
Frame numbers 1001 to 4100 BMW’s philosophy of innovative
engineering and high build quality.
Numbers produced 3,090 BMW Group Archives

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16 CHAPTER 1

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The R32 had rudimentary cantilever-
 A hand lever operated the R32’s three-
As the R32 side-valve engine

plate spring front suspension and a speed grease-filled gearbox. The layout was quite simple, it was very
brazed tubular-steel frame. With its side-valve engine was based on the reliable and helped establish BMW’s
fully enclosed engine and drivetrain, it M2 15B, which was strongly derived reputation for exceptional reliability.
was oil tight and much more modern from the British Douglas. Innovations Innovative features included the use of
than other motorcycles in 1923. The extended to the monobloc engine, alloy pistons. BMW Group Press
rear-drive unit connected directly to the two bronze screw caps allowing
the frame, increasing overall rigidity. access to the valves for removal. The
Characterized by many beautiful air intake was through the flywheel
details, the R32 was an outstanding chamber rather than the carburetor.
example of high-quality engineering. BMW Group Archives ESTABLISHING THE DNA 17
BMW Group Press

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R37
BMW knew racing success was required to establish the company’s name, and while the side-
valve R32 was a solid touring motorcycle, it was soon evident it wasn’t competitive against the
overhead-valve Victoria KR2. In June 1923 the R32s were humiliated at Solitude, near Stuttgart,
so for the next year BMW returned with an overhead-valve version, the R37. Designed by
26-year-old Rudolf Schleicher who had joined BMW in 1922, the R37 was similar to the R32,
except for a light aluminum cylinder head with fully enclosed and lubricated overhead valves
set at an included angle of 90 degrees. This was quite a radical development as valves at
that time were usually exposed to dust and water and often required manual lubrication
of the rocker shafts. To achieve improved cooling, Schleicher incorporated (and patented)
circumferential cooling fins with cooling passages around the valves. This engine, the M2 B36,
was installed in a chassis that was similar to the R32’s.
Franz Bieber won the 1924


Eifelbergrennen race on the R37
and went on to take the German
championship. BMW Group Archives
Rudolf Schleicher with his very


successful overhead-valve R37.
BMW Group Archives
18 CHAPTER 1

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Franz Bieber, Rudolf Schleicher, and

Rudi Reich with the new R37 at the
Solitude hillclimb in 1924. The new R37
produced a claimed 22 horsepower
and won three categories, with Reich
setting the fastest time of the day and
beating Josef Maier on Martin Stolle’s
Viktoria. BMW Group Archives
While the R37 was extremely


successful in German competition,
winning 100 events during 1925, the
R32 also remained popular. Here are
three R32s with an R37 during 1925.
BMW Group Archives
Rudi Reich on an R37 at Solitude in

1925. BMW Group Archives
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.”
1925-1926 R37 (DIFFERING FROM THE R32)

Engine designation M2 B36 or M36a
Power 16 horsepower at 4,000 rpm
Valves Overhead-valve
Carburetion 1xBMW Special three-slide 26mm
Front brake 150mm front drum
Dry weight 134 kg (295 lbs.)
Engine numbers 35001–35175
Frame numbers 100–275
Numbers produced 152

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Josef Stelzer was one of BMW’s most

successful riders in the 1920s. Here he
R39
is with the R39 that won the 1925 250cc As the R32 twin was sold as a premium motorcycle, production levels were necessarily low
German road-racing championship. and the profitability in difficult times dubious. BMW’s management team wanted to expand
BMW Group Archives aircraft engine and car production, but team members insisted the motorcycle operation
be profitable, requiring a lower-priced model to supplement the R32, opening the door to a
broader range of buyers. Development of a single-cylinder model began in April 1924, and
the R39 made its first appearance at the Berlin Show at the end of the year. Although it was
ready to go, tire supply problems saw production of the R39 delayed until September 1925.
While it was intended as a budget model, the specification was surprisingly high. Like the
boxer twins, the 250cc engine (designation M40a) was mounted longitudinally in the frame,
but with a vertical cylinder and shaft drive. The alloy overhead-valve cylinder head came from
the sporting R37, and a three-speed gearbox bolted directly to the crankcase, driven through
a single-plate dry clutch mounted to the flywheel.
The R39 frame was a twin tube design like the R32, but the rear brake was an external shoe
acting on a drum on the driveshaft, rather than the earlier wedge-shaped brake block. But the
high specification came at a cost, 1,870 marks, close to that of the R32. While the performance
for a 250 was outstanding (the top speed of more than 60 miles per hour was more than the
R32), sales dwindled following reports of problems with cylinder bore wear and excessive
oil consumption. Josef Stelzer rode an R39 to victory in the 1925 250cc German road racing
championships, but this wasn’t enough to save it. Production ended in 1926, but the R39 was
offered well into 1927.
20 CHAPTER 1

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1925-1927 R39
Engine designation M40
Type Four-stroke, vertical single-cylinder
Displacement 247cc
Power 6.5 horsepower at 4,500 rpm
Carburetion 1xBMW Special 20mm
Gears 3-speed
Front suspension Four-plate spring
Wheels 27x3.5
Brakes 150mm front drum, external shoe rear
Engine numbers 36000–36900 The R39 of 1925 was BMW’s first single.

Frame numbers 8000–8900 Although it was quite successful as a
racer, it didn’t sell well.
Numbers produced 855 BMW Group Archives

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R42
The R32 established BMW as a manufacturer of quality motorcycles, but after two years it
required replacement. A redesigned touring twin appeared alongside the R32 at the end of
1925 and superseded it during 1926. Although still a side-valve 500, the R42 incorporated a
number of updates, including a wedge-shaped combustion chamber, new cylinders with
the cooling fins set across the barrel, and the beautifully sculptured detachable alloy cylinder
heads. Schleicher found some new slotted pistons in the United States, these running
cooler and quieter, while the new two-valve carburetor was easier to keep in tune. Although
significantly more powerful, the R42’s top speed of 59 miles per hour wasn’t much more than
the R32’s.
Accompanying the engine development was a new frame, with straight downtubes, and the
engine was located further toward the rear for superior weight distribution. This improved
Offering improved performance, the
 the rather top-heavy feeling of the R32, resulting in more secure handling. The R39 single’s heel-
side-valve R42 replaced the R32 during operated driveshaft brake also was featured on the R42, and a sidecar mount was provided on
1926. This would be one of BMW’s
most successful models during the the rear driveshaft housing. By 1926, BMW was expanding, and with a reduction in price of the
1920s. BMW Group Archives R42 to 1,510 marks, it became one of BMW’s most successful motorcycles of the 1920s.
22 CHAPTER 1

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The R42 production line in 1927.

BMW Group Press
Carburetion 1xBMW Special two-valve 22mm
Front suspension Five-plate spring
Wheels 19x3 or 21x2.5
Tires 26x3.5 or 27x2.75
Wheelbase 1,410mm (55.5 inches)
Numbers produced 6,502

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Although the R47 wasn’t a specific

racing model like the R37 it replaced,
R47
BMW offered sports and Werks One year later an overhead-valve version of the R42, the R47, replaced the R37. Not as pure a
Rennmaschine versions. Here are two racing machine as its predecessor, the R47 featured the touring R42 chassis, complete with
R47s (#50 in the center and #54 on the sidecar option. Engine updates included cast-iron barrels with the valve covers retained by
left) at the start of the 1926 Schleiz
a single fastener. Instead of the R37’s three-slide carburetor, the R47 shared its BMW Special
Three-Point Race. BMW Group Archives
carburetor with the R42. The top speed was a little less than the R37, at 68 miles per hour,
but because the price was reduced significantly, to 1,850 marks, the R47 was much more
popular. A 22-horsepower R47 special sports variant was also available, and the R47 also
was offered as a 28-horsepower Werkes-Rennmaschine, or Works Racer.
24 CHAPTER 1

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The R47 Special Sport was one of the

highest performing 500s of the late
1920s. BMW Group Press
Karl Gall on an R47 in the 1927 Tauern


race. Gall would become one of BMW’s
leading riders during the 1930s.
BMW Group Press

Wheels CC1
Tires 27x3.5 (low pressure) or 26x3 (high pressure)

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R52, R57, R62, AND R63
By 1928, BMW was established as a premier manufacturer of touring motorcycles and four new
models were released using a new chassis. Two 750cc versions, one overhead-valve and one
side-valve engine, joined the two 500cc models, but these were new designs with a pressed-
up crankshaft instead of the earlier one-piece type. The 750s also included a redesigned
lubrication system. The side-valve engines now featured a longer 78mm stroke, while the
overhead-valve engines retained the earlier 68mm stroke. Although they looked visually
similar to the previous version, the side-valve cylinder heads incorporated a new mounting
system. The 750cc R63 was the highest performing BMW motorcycle yet. While the claimed
top speed was 75 miles per hour, this was conservative, and the R63 was one of the fastest
machines available in 1928. It also came at the premium price of 2,100 marks, and as with the
R47, a 36-horsepower sporting version was available. BMW also produced a 40-horsepower
749cc racing machine during this period.
All four new models came with a magneto-generator electrical system, with Bosch
lights optional until 1929 when they became standard. The stronger three-speed gearbox
was oil lubricated (instead of grease), with a new hand change mechanism. Underneath the
gearbox was a useful toolbox, with a hinged door. Also for the first time the kick-start was
side-mounted, kicking out to the side, and would be a BMW feature for many years to come.
The clutch was also originally a single plate but was changed in 1929 to a twin plate. Except
for a larger front brake and a six-leaf spring for the front fork, the new chassis was similar to
that of the R42 and R47. A triangular gas tank mounted between the engine and the top frame
tubes distinguished all these models. Also they weighed more than previous models. The
majority produced were side-valve versions, and with annual production now around 5,000
motorcycles, BMW had come a long way in the six years since the release of the R32. At the
end of 1929, the company introduced a new motorcycle lineup, but not before Ernst Henne
provided BMW with its first motorcycle speed record on a supercharged R63.

For 1928, the R52 replaced the R42. Still
 Bore x stroke 63x78mm
a 500cc side-valve, this was basically a Displacement 486cc
smaller version of the new 750cc R62,
sharing the same long stroke. Compression ratio 5.0:1
BMW Group Archives Carburetion 1xBMW special two-valve 22mm
Gears 3-speed
Frame designation F56
Front suspension Six-plate spring
Wheels Deep bed 19x3
Tires 26x3.5 (low pressure), 26x3.25 (high pressure) front & rear
26 CHAPTER 1

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BMW test riders with the R52 and R57.

BMW Group Press
“Running in” new R52s on the BMW


test track in 1928. BMW Group Press
The R57/63 was the performance


model of the late 1920s and even into
the 1930s. This is Oswald Müller at the
100-kilomer race in Santiago, Chile, in

Displacement 494cc
Wheels Deep bed 19x3 or 21x3.5
Tires 26x3.5 or 27x2.75 front and rear

Text Page: 27
BMW’s first production 750 was the 1928

side-valve R62. This was particularly suited
to sidecar use. 1928-1929 R62 (DIFFERING FROM THE R52)
BMW Group Archives Engine designation M56
The overhead-valve R63 was one of the
 Bore x stroke 78x78mm
fastest motorcycles available in Germany Displacement 745cc
after 1928, and both WR750 racing
versions, were extremely successful. Here Power 18 horsepower at 3,400 rpm
is Fritz Wiese, 1930 German over 500cc Compression ratio 5.5:1
motorcycle champion, on an R63 before
the start of the Schleiz Three-Point Race.
BMW Group Archives Engine numbers 60001–65000

Displacement 735cc
28 CHAPTER 1

Text Page: 28
ERNST HENNE’S FIRST RECORD
 Prior to attempting world speed

records, Ernst Henne was a very
successful road racer, winning the 1926
German 500cc championship on an
R37. BMW Group Press
 Ernst Henne on the supercharged

750 would become BMW’s most
successful world record exponent,
breaking 76 records between 1929
and 1937. Early attempts were with an
unfaired machine, and Henne wore a
streamlined helmet and tailpiece.
BMW Group Archives
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

Text Page: 29
2
1930–1945
FOLLOW THE LEADER:
INNOVATION AND SPEED RECORDS

Text Page: 30
By the end of the 1920s, motorcycle technology was developing rapidly, new models  At the 1929 London Motorcycle
appeared at a surprising rate, and after only a year, the four-model range released in 1928 Exhibition, BMW released the R11 (left
rear) and R16 (center) alongside the
was discontinued. Although selling well, problems with frame fractures and collapsing front
existing range. In the front on the left
forks (particularly when adapted for a sidecar) prompted the release of two new 750s for is an overhead-valve R57 or R63, with a
1929, the R11 and R16. Distinguished by the cheaper, pressed-steel frame, these became side-valve R52 or R62 front right.
known as the star-framed models, the word star probably a corruption of the German stark, BMW Group Archives
meaning strong. Other German manufacturers soon followed BMW’s lead, establishing a
new German school of motorcycles, but as the pressed-steel frame was almost universally
abhorred, this was a dubious connotation. The single-cylinder BMW motorcycle also made
a comeback, and while never as popular as the twins, it was continually developed during
the 1930s.
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.
FOLLOW THE LEADER 31

Text Page: 31
HENNE’S RECORDS 1930–1935
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

Text Page: 32
Although Henne spent most of the
 Henne at speed on the Neunkirchner
 Henne also set several sidecar world

year battling with Joe Wright for the Allee near Vienna in April 1931, and records. In April 1932 he raised his
world speed record, in May 1930 he although he managed 147.98 miles per 1931 record of 118.48 miles per hour
found time to indulge in ice records at hour, it wasn’t enough to take the record. to 128.98 miles per hour. This would
Ostersund in Sweden. For the frozen This would have to wait until later the last until Wilhelm Noll beat it in 1955.
Storsee lake, his supercharged 500cc following year. BMW Group Archives BMW Group Archives
twin was fitted with studded tires,
and in 7-degree F temperatures, after The two main protagonists responsible
 Ernst Henne with the streamlined

crashing and sliding 1,600 feet along for BMW’s success during the early helmet and tail prior to a world record
the ice, Henne managed 123.2 miles 1930s. Rudolf Schleicher on the left, here attempt near Vienna in April 1931.
per hour. BMW Group Archives congratulating Ernst Henne after his Fellow BMW racer Franz Bieber is in
April 1931 attempt. BMW Group Archives the center. BMW Group Press

Text Page: 33
A heavy and ugly pressed-steel frame

distinguished the R11, but it soon
earned a reputation for ruggedness
and was extremely popular.
BMW Group Archives
1929-1930 R11 SERIES 1

Displacement 745cc
Valves Side-valve
Carburetion 1xBMW 24mm
Gears 3-speed
Frame Twin-loop pressed-steel
Front suspension Nine-plate spring
Wheels 26x3.5
Tires 26x3.5 (low pressure), 26x3.25 (high pressure) front & rear
Brakes 200mm front drum, 37mm rear shaft brake
Engine numbers 60001–73984 (Series 1–5)
Frame numbers P101–P9893 (Series 1–5)
Numbers produced 7,500 (Series 1–5)
1929-1930 R16 SERIES 1 (DIFFERING FROM THE R11 SERIES 1)

Displacement 736cc
Carburetion 1 x BMW Special 26mm
The R16 shared the short-stroke
 Dry weight 165 kg (364 lbs.)
750cc overhead-valve engine with Engine numbers 75001–76956 (Series 1–5)
the previous sporting R63.
BMW Group Archives Frame numbers P101–P9893 (Series 1–5)
Numbers produced 1,106 (Series 1–5)
34 CHAPTER 2

Text Page: 34
R11 and R16 Series 2 Little changed from the Series 1, the

During 1930, the Series 2 R11 and R16 appeared. A stronger thrust bearing was added to the R11 Series 2 appeared during 1930.
This example still has the earlier drum
twin-plate clutch, along with an additional bearing in the rear drive, while the rear driveshaft headlamp. BMW Group Archives
brake shoes were increased. During this series, the Bosch headlamp changed from the older
drum style to a more modern cup shape. A lineup of new overhead-valve R16

Series 2s. These have the newer cup-
style headlamp. BMW Group Archives
1930-1931 R11 AND R16 SERIES 2
(DIFFERING FROM THE SERIES 1)
Engine designation M56 S2 (R11), M60 S2 (R16)
Frame designation F66 S2
Brakes 55mm rear shaft brake

Text Page: 35
Section view of the 1932 R11 Series 3.
 R11 and R16 Series 3
BMW Group Archives
New carburetors appeared on the R11 and R16 Series 3 engines for 1932. The R11 carburetor was
now a SUM from Berlin, with preheated secondary air drawn through a tube on the exhaust
manifold. On the R16, the compression ratio was increased with twin 1-inch Amal carburetors
(made under license by Fischer in Frankfurt) bolted directly on the intake manifolds of each
cylinder head. This was enough to see a dramatic power increase, with a top speed of 78 miles
per hour.
1931-1932 R11 AND R16 SERIES 3

Power 33 horsepower at 4,500 rpm (R16)
Compression ratio 7:1 (R16)
1 x Sum CK 3/500 F1 24mm (R11)
Carburetion 2x Amal type 6/011 25mm (R16)
36 CHAPTER 2

Text Page: 36
The evolutionary R16 Series 4, now

with optional battery ignition.
BMW Group Archives
Setting the 1933 R11 Series 4 apart


were the saddle extension springs.
BMW Group Archives

For the R11 and R16 Series 4 engines, new single-row caged roller big-end bearings replaced
the earlier twin-row rollers. The gear change mechanism was moved to a gate underneath the
knee rubber on the right, while the saddle now had extension springs. Battery ignition was
also offered on the R16.
1933-1934 R11 AND R16 SERIES 4


Text Page: 37
With a pair of Amal carburetors, the

R11 Series 5 was now capable of 70
miles per hour. BMW Group Archives
Setting the R16 Series 5 apart were the


fishtail mufflers, and inside the engine
a timing chain replaced the gears.
BMW Group Archives

For the final series, the R11 and R16 received a roller timing chain, replacing the gears driving
the camshaft from the front of the crankshaft. The R11 and R16 Series 5 featured battery and
coil ignition, a first for a BMW motorcycle. The R11 and R16 now had a revised and more
efficient fishtail silencer, the R11 with twin Amal carburetors, the power increase allowing a top
speed of 70 miles per hour. A specific single carburetor army R11/5 RW was also produced, and
a few R11/6s with a three-shaft four-speed gearbox, as a precursor to the R12.
1934 R11 AND R16 SERIES 5

Power 20 horsepower at 4,000 rpm (R11)
Compression ratio 6.5:1 (R16 toward the end)
Carburetion Amal 6/406 SP and 6/407 SP 25mm (R11)
Ignition Battery (R11 and R16)
38 CHAPTER 2

Text Page: 38
SINGLE CYLINDERS 1931–1937 BMW’s smallest model of the twentieth

century, the R2. The capacity allowed
it to slip under the 200cc German tax
R2 Series 1 limit. This Series 1 version has exposed
The R39’s failure deterred BMW from producing another single until 1931, but with changing valves. BMW Group Archives
economic circumstances and registration requirements in Germany, BMW now required an Cutaway of the R2 Series 1.

entry-level model. After April 1, 1928, the registration rules were amended so that motorcycles BMW Group Archives
under 200cc could be used without road tax and ridden without a license. This resulted in
DKW mass producing small two-stroke motorcycles, and while BMW wasn’t initially interested
in competing in this market, the company was forced into it following the deteriorating
economic climate after the Wall Street crash of October 1929.
Unlike with the R39, BMW managed to find the right formula with the R2. It was no easy
feat trying to combine traditional BMW four-stroke quality but at a price people could afford.
Also retaining the shaft drive, the R2 engine was mounted longitudinally in the frame, with
a three-speed gearbox bolted behind. The only anomaly was the exposed overhead valves,
these oil-spraying components seemingly incongruous with the clean shaft final drive. The
crankcase was a one-piece tunnel design, later to be featured on all air-cooled BMWs. Ignition
was by battery and coil and the power enough to propel the rather heavy R2 to around 59
miles per hour, with excellent fuel economy.
The pressed-steel frame and cantilever fork were similar to the R11 and R16, but the engine
was offset to the right to allow for a direct driveline in top gear from the crankshaft to minimize
power loss. An internally expanding rear drum brake instead of the earlier driveshaft brake was
an improvement. The R2 was designed with practicality and ease of ownership in mind, even
including a front stand to assist wheel removal. Although it sold for 975 marks, three times the
cheapest DKW, the R2 was immediately successful.

Text Page: 39
The R2 Series 2 received enclosed

valves and a new gear lever.
BMW Group Archives
1931 R2 SERIES 1
Displacement 198cc
Carburetion 1 x Sum 19mm
Gears 3-speed
Ignition Battery
Frame Pressed-steel duplex
Front suspension Nine-plate cantilever spring
Wheels 25x3
Brakes 180mm drum front and rear
Wheelbase 1,320mm (52 inches)
Engine numbers 101–15402; P80001–P97700 (Series 1–5)
Frame numbers P15000–P19260 (Series 1–5)
Numbers produced 4,161 (Series 1)
1932–1933 R2 SERIES 2A AND 2/33

Engine designation M67 S II and M67 S II 33
Carburetion 1 x Sum type K5/250, some with Amal (Series 2/33)
Frame designation F67 S II and F67 S II 33
Front suspension Front damper (S2/33 from June 1933)
Numbers produced 1,850 (2a); 2,000 approx. (Series 2/33)
40 CHAPTER 2

Text Page: 40
A Theo Schoth dealer meeting in

Berlin, 1934. From right to left: a R4,
R11, R2, R47, and another R11.
BMW Group Archives
The 200cc R2 was one of the most


popular BMW motorcycles of the early
and mid-1930s, lasting to this Series 5
version of 1936. BMW Group Archives
R2 Series 2a and 2/33

For 1932, the R2 engine received an enclosed valve gear, a new SUM carburetor, and a new
gearlever. Another series 2 was introduced during 1933 with 80 examples having an Amal
carburetor. However, the main updates were to the chassis that from June 1933 on incorporated
a friction damper with scissors on the front fork.
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.
1934–1936 R2 SERIES 3, 4, AND 5

(DIFFERING FROM THE SERIES 2A AND 2/33)
Engine designation M67 S III, S IV, S V
Carburetion 1 x Amal 18.2mm, Amal type 74/412S (Series 5)
Frame designation F67 S III, S IV, S V
Numbers produced 2,077 (Series 3), 2,700 (Series 4), 2,500 (Series 5)

Text Page: 41
With deep fenders and unusual right-

side kick-starts, most of the 15,295
R4s produced between 1932 and 1937
ended up in military or police use. This
is the Series 1. BMW Group Archives
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
Displacement 398cc
Carburetion 1 x Sum CK 3/500 Fr 25mm
Gears 3-speed
Ignition Battery
Front suspension Nine-plate cantilever spring with friction damper
Wheels 26x3.5
Tires 26x3.5 SS front and rear
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

Text Page: 42
R4 Series 2, 3, 4, and 5
For 1933, the R4 received a four-speed gearbox, the engine with a new gear lever and kick-start
(no longer transversely, but longitudinally) and a copper-wool air filter. The Series 2 chassis
incorporated some styling revisions, notably an extender spring saddle and new rubber-
covered footrests in place of the alloy boards. The 1934 Series 3 received a new cylinder head,
increasing the power slightly, and an enclosed left side generator with a second chain drive.
The gearshift was now in a gate near the fuel tank (as on the 1933 R11), and chassis updates
included a larger gas tank (3 gallons). On the 1935 Series 4, the toolbox was integrated into the
crankcase, with the generator on top of the crankcase driven by a V belt from the crankshaft, and
the battery was in a separate box near the gearbox. The chassis received a new headlamp,
and the forks had twin friction dampers. For 1936–1937 R4 Series 5, the gear case was updated,
with new gears, and the oil cap repositioned. The chassis was much as before, and this final
series was produced in relatively large numbers for military use.
As the R4 wasn’t able to compete with the more powerful overhead-valve 500s, it was
seen an alternative to the more mundane side-valve models. The price of 1,150 marks may
have deterred it from younger buyers, but it soon earned a reputation for ruggedness and
reliability that made it the standard training and dispatch model for the military and police.
The R4 was also used in trials events and offered for a while as an off-road sports model, albeit
without any modifications from standard.
1933–1937 R4 SERIES 2, 3, 4, 5
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)
For the 1935 R4 Series 4, the generator


was positioned above the crankcase.
BMW Group Archives
An R4 Series 3 on a test at the


Nürburgring 1934. BMW Group Archives

Text Page: 43
The R3
Joining the range of singles for 1936 was a small-bore version of the R4, the R3. But without
the performance of the R4 or the tax and license advantages of the R2, this long-stroke single
was dropped after only one year.
1936 R3 (DIFFERING FROM THE R4)

Engine designation 203/1
Displacement 305cc
Carburetion 1 x Sum Register type CK3/500 25mm
Gears 4-speed
Frame designation 203/1
Wheels 19x2.5
Tires 26x3.5 balloon front and rear
The R12 and R17 were the first

production motorcycles to feature a Engine numbers 20001–20740
telescopic front fork, but the ride was Frame numbers P1001–P1740
poor and travel limited.
BMW Group Archives Numbers produced 740
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

Text Page: 44
Heavy and solid, the R12 was

particularly suited to military use.
The large, sweeping valanced
fenders appeared for 1936.
BMW Group Archives
Most R12s were single carburetor, with


two preheater pipes running back to
the manifold from the exhaust ports.
BMW Group Archives

Text Page: 45
The twin carburetor R12 wasn’t as

popular with the military and fewer
were produced. This earlier version
doesn’t have the later sweeping
fenders. BMW Group Archives
Heavy and sedate, the single


carburetor R12 was only capable of
68 miles per hour but was extremely
durable and a superb touring machine
by 1930s standards.
BMW Group Archives
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

Text Page: 46
1935–1942 R12 (SINGLE AND DUAL CARBURETOR)
Engine designation M56 S6 or 212
Displacement 745cc
18 horsepower at 3,400 rpm,
Power 20 horsepower at 4,000 rpm (Dual carb)
Valves Side-valve
Carburetion 1 x Sum CK 25mm, 2 x Amal 6/406/407 23.8mm (Dual carb)
Gears 4-speed
Ignition Magneto or battery
Frame Twin-loop pressed-steel
Front suspension Telescopic fork
Wheels 3x19
Tires 3.5x19 front and rear
Wheelbase 1,380mm (54.3 inches) It may have had interchangeable

Dry weight 185 kg (408 lbs.) approx. wheels, a telescopic front fork, and
be the fastest and most expensive
Engine numbers 501–24149 and 25001–37161 motorcycle available in Germany, but
Frame numbers P501–P24149 and P25001–P37161 the heavy R12 frame disadvantaged the
R17 as a sporting motorcycle.

Text Page: 47
THE 500 KOMPRESSOR
In January 1933, Hitler became chancellor spline-driven from the front of the crankshaft,
of Germany and the Nazis were well with a single 27mm Fischer-Amal side-
aware of the morale boost associated mounted carburetor on the right. Because the
with competition success. As part of their supercharger ran at engine speed, it provided
nationalistic propaganda program, they boost of around 15 psi, the power delivery was
encouraged German manufacturers to very smooth, and the Kompressor would pull
embark in racing, and one result was cleanly from as low as 2,500 rpm. Many of the
a new 500cc supercharged BMW twin castings were lightweight Elektron magnesium,
that would eventually inspire a range of including the crankcases and gearbox housing,
production models. and for the first time for BMW, the four-speed
Instead of developing the existing gearbox had a positive foot gearshift.
overhead-valve design, the 500 Kompressor Instead of the heavy R11 and R16
was a purpose-built Grand Prix racer. Back in pressed-steel frame, the Kompressor featured
1928, drawings were made for an overhead Schleicher’s electrically arc-welded tubular-
camshaft engine, and considerable time steel frame and incorporated his own design
was spent investigating bevel gear-driven of oil-filled 28mm telescopic front fork. This
overhead camshaft systems until 1932. was the first time oil-damped telescopic forks
Four versions were built, two 500cc appeared on a motorcycle, but the rigid rear
(M250/1, M255/1) and two 600cc (M260/1, end remained. The Kompressor debuted at the
M265/1), with or without a supercharger. high-speed banked Avus circuit near Berlin in
The bore and stroke of the 500 was 66x72 June 1935. It was ridden by Ludwig “Wiggerl”
mm, with 72.2x72mm for the 600, with Kraus, but Ragnar Sunqvist on the Swedish
the valves operated by bevel gear-driven Husqvarna V-twin won at an average speed
twin overhead camshafts in the cylinder of 105.6 miles per hour. There were no more
head. Each pair of camshafts was geared outings that year except for the International
directly to each other and opened the Six-Day Trial, again held in Germany, where
valves through short rockers. The Zoller the German trophy team of Kraus, Stelzer, and
multicell vane-type supercharger was now Henne rode detuned Kompressors to victory.
The BMW team on 500 Kompressors

at the 1935 ISDT. Henne, Stelzer, and
Kraus/Müller succeeded in winning the
trophy. BMW Group Archives
 For the 1937 season, the Kompressor

received plunger rear suspension. This
is Karl Gall’s German championship–
winning machine. BMW Group Archives
 The 500cc Type 255 Kompressor

engine was one of the greatest racing
motorcycle engines of the 1930s. The
supercharger, mounted in front of
the engine, fed a long, smooth intake
running underneath the cylinders.
Shaft-driven bevel gears operated the
double-overhead camshafts in each
cylinder head. BMW Group Archives
48 CHAPTER 2

Text Page: 48
For the 1936 season, Otto Ley and Karl
Gall received works Kompressors, Ley taking
second in the Swiss Grand Prix behind Jimmy
Guthrie on the Norton. Despite its superior
power, the Kompressor was a handful and
difficult to ride. Ley managed another second
at Assen before the Kompressor achieved
its first victory in Sweden in August. Ley and
Gall finished first and second ahead of the
Norton, FN, and DKW works teams. In the
meantime, the world speed record was lost
to Eric Fernihough on the Brough Superior,
so Schleicher prepared a fully streamlined
500 Kompressor. In October 1936, on the
Frankfurt-Darmstadt autobahn, Henne set a
new record of 169.02 miles per hour. BMW now
looked optimistically toward the 1937 season,
along with Alexander von Falkenhausen’s
new rear suspension. Faced with reluctance
to race with it by the riders, von Falkenhausen
proved the superiority of his rear suspension
by successfully riding the machine himself in
the International Six-Day event at Füssen. The
plunger rear suspension featured straight-
guide sleeves in vertical tubes, and the
driveshaft required a universal joint.
In the hands of Ley and Gall, the fully
sprung Kompressor now proved a match for
the British machines. Gall outpaced the Nortons
 Henne inside the fully faired

Kompressor, prior to a run on the
autobahn near Frankfurt in 1937.
BMW Group Press
 Jock West and his German mechanic

with the factory Kompressor on their
way to the Isle of Man in 1937.
BMW Group Press

Text Page: 49
THE 500 KOMPRESSOR C0NTINUED
at the Dutch TT to take the victory, also winning a German machine, Georg (Schorsch) Meier
the German Grand Prix at the Sachsenring after replaced the aging Ley, alongside Gall, while
Guthrie was killed on the last lap. Ley won the West filled out the team. Gall crashed heavily
Swedish TT and Jock West the Ulster, giving during practice, and Meier was unable to
BMW four out of seven Grand Prix victories in remove the soft warmup spark plugs on the
1937. Jock West also rode a solitary Kompressor start line, so West was left as the only BMW in
at the Isle of Man, finishing a creditable sixth, the race. West acquitted himself well, finishing
and Gall won the German championship. fifth, while Harold Daniell won on the works
The year ended with Henne responding to Norton. Meier then went on to win the Belgian
Fernihough and Piero Taruffi’s new world speed Grand Prix, the Dutch TT, and the German Grand
records. With wind tunnel–tested streamlining, Prix to take the European Championship. West
on November 28, 1937, Henne managed 173.68 again won the Ulster Grand Prix.
miles per hour on the 90-horsepower 500. This With war clouds looming, Norton withdrew
record would last until 1951 as Fernihough was from racing for 1939, BMW now battling Gilera  In October 1936, Ernst Henne
killed at Gyon in April 1938 trying to beat it. for 500cc honors. Meier, Gall, and West again attempted the world speed record
The Isle of Man TT was the first event for traveled to the Isle of Man in June, Gall crashing near Frankfurt with this fully enclosed
1938 and BMW fielded a three-man team. at Ballaugh Bridge during practice. Barely 500cc Kompressor, nicknamed “The
Developments saw the power up to 55 recovering from the skull fracture he received Egg.” He managed 168.92 miles per
horsepower at 7,000 rpm, running on petrol- in the 1938 crash, he died four days later. hour, setting a new record.
benzol and with larger full-width brakes. With Despite this setback, Meier won the Senior BMW Group Archives
the Nazi decree that a German should win on TT at 89.38 miles per hour, with West second,
 For the November 1937 attempt,

Henne’s Komprssor had new wind
tunnel– tested streamlining.
BMW Group Press
 Henne about to set his final world

speed record, achieving 173.7 miles
per hour, a record that would stand for
14 years. BMW Group Archives
50 CHAPTER 2

Text Page: 50
more than two minutes behind. Meier followed  Meier on his way to winning the
his TT victory with wins at the Dutch TT and the 1939 Isle of Man TT. This was the
Belgian Grand Prix. Here he lapped at 100.63 first victory at the Isle of Man by
miles per hour, the first time a “ton” lap was a foreign rider on a foreign make
achieved in a classic event. A crash in Sweden and provided BMW great publicity,
saw Meier out of the German Grand Prix due even if it was short-lived as war was
declared three months later. After
to injury, and the outbreak of war ended the
joining the Bavarian State Police in
season after Ulster. The final Kompressor was 1929, Georg, known as Schorsch,
a formidable machine, if somewhat a beast Meier soon attracted attention for
to ride. When weighed after the TT, Meier’s his ability on a motorcycle, and the
machine was found to be the lightest finisher at fact that he rode too fast on the
only 137 kilograms. Bavarian country roads. In 1935,
During the World War II, all the factory racing Meier joined the German Army and
machines were transferred to Berg on Lake was German Army Champion in
Starnberg for safekeeping, but Meier managed  Englishman John “Jock” West came in 1935 and 1936. He began his racing
to retrieve the Isle of Man machine in 1943, second at the 1939 Isle of Man Senior career as Henne’s substitute in the
hiding it away in a hay barn. When he wheeled it TT. The jovial West was sales manager 1937 ISDT at Donington, England,
for the British BMW importer, and winning a gold medal and earning
out for a demonstration race against the NSU at
while unpaid as a racer, he became the a ride in the BMW road racing
Solitude in 1947, hundreds of thousands turned team. BMW Group Archives
face of BMW abroad in the late 1930s.
out to watch. Meier then set up a motorcycle With tension increasing between the
dealership in Munich, continuing to successfully two governments, as a British rider in
race the Kompressor in German events and a German team, West was often put in
winning five German championships between an uncomfortable position.
1947 and 1953. BMW Group Archives

Text Page: 51
Sweeping fenders in the style of

contemporary luxury German cars
characterized the second series R17. 1935–1937 R17 (DIFFERING FROM THE R12)
Ian Falloon Engine designation M60
Displacement 736cc
Carburetion 2 x Amal 76/424 1-inch
Dry weight 165 kg (364 lbs.) approx.
Frame numbers P501–P24738
52 CHAPTER 2

Text Page: 52
1936–1937 FLAT-TWINS The R5 was one of the greatest

motorcycles of the decade. Innovations
included a positive stop gearshift and
R5 a steering damper for the telescopic
When the R5 was released at the Berlin Motor Show in February 1936, it heralded a new era front fork. Many aficionados consider
of innovation for BMW. The R5 was arguably the most advanced motorcycle available at the R5 the best looking of all BMWs.
BMW Group Archives
that time, not only looking much more modern than the R17, but it was significantly lighter
and cost only 1,550 marks. Overnight BMW had made its R17 sporting flagship obsolete. The R5 engine was all new and now

These were sanguine times in Germany, and BMW benefited. Production climbed from featured a one-piece tunnel crankcase
with twin camshafts. This 1937 version
10,005 in 1935, to 11,922 in 1936, and to 12,549 in 1937.
has a central air filter built into the
Designed by Leonhard Ischinger, the R5 drew heavily on the 500 Kompressor and was the gearbox casing. BMW Group Archives
first 500cc overhead-valve production BMW since the demise of the R57. The engine was all
new, with the crankcase a one-piece tunnel-type similar to that of the singles. The crankshaft
was inserted from the front and, with two chain-driven camshafts instead of one, positioned
over the crank to allow for shorter tappets and pushrods. The timing chain also drove the
Bosch generator on top of the crankcase, with the ignition coil and distributor positioned
inside the front cover. The included valve angle was reduced to 80 degrees, the rocker arms
pivoting in needle roller bearings, with double hairpin valve springs to provide safety at
higher rpm.
The four-speed gearbox was foot operated by a linkage on the left, although the right-hand
lever was retained primarily as a quicker way to select neutral. As this positive stop gearshift
design originated with Harold Willis’ 1928 Velocette, it demonstrated BMW’s openness to

Text Page: 53
incorporating new ideas, even foreign. Carburetion was by twin Amal carburetors, each with a
small ear-type air filter, but these proved unsatisfactory. For 1937, a central wire-mesh air filter
built into an extension of the gearbox casing replaced them. Although the power output was
less than that of the R17, the R5 was a much more sporting motorcycle.
The main reason for the R5’s superiority was the electrically arc-welded (a process termed
Arcatron) tubular-steel duplex frame, similar in design to that of the 500 Kompressor. Schleicher
used the same oval-section conical tubing, and not only did the frame impart a more modern
appearance, but the weight was considerably reduced. Completing the improved chassis
specification was an adjustable external steering damper for the telescopic fork, and it was
primarily the rigid rear end that limited the ride quality. However, a softly sprung Pagusa
rubber seat compensated for this, and the R5 provided exceptional sporting performance for
the mid-1930s. The top speed was around 84 miles per hour and many enthusiasts rated the
handling of the rigid-frame R5 superior to the later R51. The R5 was a milestone motorcycle
for BMW, finally challenging the British in performance and handling. One of the standout
machines of the decade, the R5 also provided the basis for BMW twins for the next 20 years.
Not only did the R5 look more

Also new was a tubular-steel frame,

modern than the pressed-steel frame an exotic combination of round
R17, it was lighter and functionally and oval section tubing, selected
superior. Although still with a rigid according to the load expected and
rear end, the R5’s handling was joined by electric and gas welding. The
considered better than later versions rear drum brake casting and small-
with plunger rear suspension. diameter driveshaft were beautifully
BMW Group Archives executed. BMW Group Archives
54 CHAPTER 2

Text Page: 54
Even after it was superseded by the

R51, the R5 continued as a competitive
1936–1937 R5 racer, here during the 1938 German
Alpine Rally. BMW Group Press
Engine designation 254
Type Four-stroke, twin-cylinder, flat-twin A London stunt rider demonstrating

Bore x stroke 68x68mm the R5’s stability. BMW Group Press
Displacement 494cc
Carburetion 2 x Amal 5/423 22.2mm
Gears 4-speed foot shift with auxiliary manual lever
Ignition Battery
Frame designation 250
Wheels 3x19
Engine numbers 8001–9504 and 500001–502786
Frame numbers 8001–9504 and 500001–503085

Text Page: 55
R6
Joining the R5 for 1937 was a side-valve 600, the R6. Side-valve engines were considered
better suited for sidecars and BMW was optimistic for sales of the new R5 and R6 to the
German military. Unfortunately, the company’s optimism proved unfounded, as the German
army authorities were more interested in the heavy and solid, but proven, pressed-steel frame
750cc R12. The R6 chassis was identical to the sporting R5’s, but the engine was new. Instead
of twin camshafts, as in the earlier engines, spur gears drove single central camshaft. With
twin Amal carburetors, the power was unremarkable and the top speed barely reached 78
miles per hour. Although the long-stroke motor’s torque made it suitable for sidecar use, this
still didn’t save the R6, and it only lasted one year.

Displacement 596cc
Valves Side-valve
Carburetion 2 x Amal M75/426/S 22.2mm
Both the R5 and R6 shared the new
 Dry weight 175 kg (386 lbs.)
tubular-steel chassis, but the 600cc
side-valve R6 was aimed at sidecar Engine numbers 600001–601850
users. It didn’t prove popular and Frame numbers 500001–503085
lasted only one year.
BMW Group Archives Numbers produced 1,850
56 CHAPTER 2

Text Page: 56
1937–1940 SINGLES The final BMW motorcycle with the

pressed-steel frame was the single-
cylinder R35. Now with a telescopic
R35 front fork and 19-inch wheels, the R35
The final pressed-steel frame single was the R35, this replacing the R4 during 1937. Although the replaced the R4 and unsuccessful R3,
capacity was slightly less, the power was unchanged. The R35 received a front telescopic fork, and it proved extremely popular, both
with the general public and military.
but this was rather rudimentary in design and didn’t incorporate the R5’s hydraulic damping. BMW Group Archives
During this time of BMW’s technical innovation, the R35 was still very much an anachronism,
but was very popular with the German military, which bought it in large numbers, just as
it had the R4. Although production ended at Munich in 1940, production continued from
1947 at the Eisenach plant, now in East Germany, to use up parts stock. The EMW (Eisenacher
Motorenwerke) R35 and R35-3 (with plunger rear suspension) remained in production through
1955. Of the 80,000 examples produced, only a handful ever made it to the West.
1937–1940 R35 (DIFFERING FROM THE R4 SERIES 5)

Engine designation M69 and 235
Displacement 342cc
Carburetion 1 x Sum CK 9/22mm
Frame designation 235
Wheels 3x19

Text Page: 57
A more modern R20 single replaced
 R20 and R23
the extremely popular “people’s bike”
Also introduced for 1937 was the R2 replacement, the R20. With its tubular-steel frame, this
R2 for 1937. The frame was now tubular
steel but with a rigid rear end, and this was more modern than the R35, and the overhead-valve engine was an all-new design, with
example has an optional pillion seat. different dimensions. As the crankshaft-driven generator was positioned in front of the timing
BMW Group Archives cover, the engine’s appearance was cleaner and tidier. The gearbox reverted to three speeds
with a foot gearshift, and the R20 frame consisted of bolted-together butted-end tubes
with an undamped R35-type telescopic front fork. After June 1938, new traffic regulations
in Germany no longer exempted 200cc machines, and there was a new restricted license for
motorcycles up to 250cc. BMW then responded by creating the 250cc R23 by boring the R20
engine. Apart from a toolbox now incorporated inside the fuel tank, the R23 was identical to
the R20. Relatively large numbers of both the R20 and R23 were produced, but the outbreak
of World War II saw their demise.
1937–1938 R20 (DIFFERING FROM THE R2 SERIES 5)

Displacement 192cc
Carburetion 1 x Amal push-in M 74/428 18.2mm
Frame Bolted twin-loop
Wheels 2.5x19
58 CHAPTER 2

Text Page: 58
1938–1940 R23 (DIFFERING FROM THE R20)
Displacement 247cc
Carburetion 1 x Amal push-in M74/435S 18.2mm
Frame numbers 106001–104203 New regulations saw the 250cc R23

replace the 200cc R20 for 1938.

Text Page: 59
For the 1937 ISDT in Wales, BMW

prepared new sprung-frame R51s for
the German trophy team of Ludwig
Kraus, Josef Stelzer, and Georg Meier.
The German team narrowly lost to
Britain. BMW Group Press
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.

Rear suspension Plunger
60 CHAPTER 2

Text Page: 60
W. Ehrich on an R51 during the Six-

Days Trial in Austria late in August
1939, only days before the outbreak of
war. BMW Group Archives
The R51 was a competent and


versatile motorcycle; it is seen here
with the Swedish rider Ake Laurin in
the 1938 Jasna off-road event.
BMW Group Archives


Text Page: 61
The 600cc R66 was BMW’s top sporting

motorcycle from 1938. Not only did
this feature the sprung frame with
plunger suspension, the engine was
unique. Based on the side-valve engine
with its single central camshaft, the
overhead-valve R66 featured tilted-
forward cylinders and heads.
BMW Group Archives
The side-valve R61 was ostensibly an


R6 with plunger rear suspension.
BMW Group Archives

Bore x stroke 69.8x78mm
Displacement 595cc
Carburetion 2 x Amal 6/420S 23.8mm
62 CHAPTER 2

Text Page: 62
Although not possessing the aesthetic

balance of the rigid-frame R5, the R66
was arguably the finest of all prewar
BMW motorcycles. BMW Group Press
Although the 750cc side-valve R12


continued in production for military
use only, in 1938 the tubular-frame
R71 replaced it for general duties.
Still popular for the military, the
R71 was also built in relatively large
numbers and inspired the postwar
Soviet M-72 and Chinese Chang
Jiang 750. This continued as a side-
valve until the mid-1980s, when an
overhead-valve version replaced it.
BMW Group Archives

Displacement 746cc
Carburetion 2 x Graetzin G24mm

Text Page: 63
THE R5SS, R51SS, AND R51RS
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

Text Page: 64
The Military R75
As the German army rolled relentlessly across Europe in 1940, its principal BMW motorcycle
was still the rigid pressed-steel frame side-valve R12. Production of the R12 continued until
1942, but as early as the winter of 1937 and 1938, both Zündapp in Nuremberg and BMW were
commissioned to design new 750cc military motorcycles. BMW decided to adapt the side-
valve R71 engine with a split-bolted tubular-steel frame, to allow easy engine installation and
removal, and a rigid rear end. Zündapp developed its KS750, and this model proved superior
to the BMW offering: the R72. The R72’s 800cc side-valve engine overheated at slow speeds,
and BMW subsequently tested a fan-cooled version. Although BMW then considered licensed
production of the Zündapp, during 1939 the company undertook development of a new
design, the R75.
The most important design features of the R75 were its suitability for sidecar use and the
ability to sustain a marching speed of 2 miles per hour without overheating. Thus it included
sidecar wheel drive, a locking differential, and cross-country and reverse gears. The engine
had overhead valves with the camshaft, Noris generator, and magneto all driven by aluminum
gears. Unlike earlier twins with integrally cast rocker posts, underneath the two-piece rocker
covers were separately bolted rocker posts. Twin Graetzin carburetors fed the engine, with
the air cleaned by a single, moist felt air filter, along with an oil strainer and sump prefilter to
ensure no dust entered the engine. This was initially positioned above the gearbox, but during
June 1942 it was moved to the top of the fuel tank underneath a metal helmet-like cover. To
overcome cooling problems in North Africa, Schleicher also developed a fan-cooled engine
during 1942. The magneto provided automatic ignition advance, and the tuning emphasis
was on low-end torque. As the fully equipped outfit could weigh half a ton, it was important
the R75 could successfully negotiate difficult conditions such as mud and sand.
The four-speed transmission included a dog clutch and four lower ratios for off-road use,
the power-dividing crown wheel differential at the rear equalizing any varying speeds of the
two driven wheels. This allowed the R75 to perform as well as a four-wheeler and reduced tire
wear. The rear wheels, on stub axles, used the same 4.50x16-inch tires as the VW Kübelwagen
and featured hydraulic brakes. Up front the double-action hydraulic telescopic fork was a
strengthened version of earlier BMW types and framed a lattice-girder type with a strong
central box section that could be dismantled into individual parts for easy repair.
Another design criteria for the R75 (and Zündapp KS750) was load capacity. Experience
with the R12 in field conditions led to the Wehrmacht requesting a load of 500 kilograms
(1,100 pounds), corresponding to the weight of three soldiers and their equipment. However,
the tire suppliers set the maximum load at 270 kilograms (600 pounds), well under Wehrmacht
requirements. To avoid any bureaucratic problems, the R75 had two maximum total weights
listed: an official figure of 670 kilograms (1,477 pounds) and a Wehrmacht figure of 840
kilograms (1,852 pounds). Most R75s were overloaded, and rear tire life was only around 2,000
to 4,000 miles. As tire supply was restricted, the delivery of bikes was also sporadic.
Development of the R75 concluded in February 1941, with the first motorcycle leaving
the production line in July 1941. After the construction of 6,000 examples, more space was
required in Munich for aircraft engine manufacture and production moved to Eisenach from
July 1942 (against Popp’s recommendation). The GBK (Bike Select Committee) also decided
that the Zündapp KS750 was a better machine than the R75 and by August 1942 instructed
BMW to cease R75 manufacture in favor of the KS750. The R75 was proving too expensive to
produce and the front forks were often too weak for the war’s heavy loads. The GBK requested
the R75 be equipped the KS750 parallelogram fork, but because BMW still had 5,000 telescopic
forks in stock, this didn’t occur. BMW was also reluctant to embark on the production of a
competitor’s bike on the command of the Wehrmacht.

Text Page: 65
 The military R75 was a tribute to
BMW’s engineering expertise, but it
was expensive to produce and the
Wehrmacht considered it inferior
1941–1944 R75 SIDECAR
to the Zündapp KS750. Exclusively
designed for use with a sidecar, it had Type Four-stroke, twin-cylinder, flat-twin
a sophisticated gearbox and reverse Bore x stroke 78x78mm
gear driving both the motorcycle
and sidecar. The front brake was a Displacement 745cc
large mechanical inboard drum, and Power 26 horsepower at 4,000 rpm
unlike the similar Zündapp’s, the front
suspension was by a telescopic fork. Compression ratio 5.8:1
The helmet-like cover on the gas tank Valves Overhead-valve
covered the air filter. Carburetion 2 x Graetzin Sa 24mm
BMW Group Archives
Gears 4-speed plus reverse, 3-speed plus reverse off-road
Ignition Noris magneto
Frame Bolted tubular-steel
Rear suspension Rigid-plate and tube springs sidecar
Wheels 3Dx16
Tires 4.5x16 front, rear, and sidecar
Brakes 250mm drum front & rear, 250 hydraulic drum sidecar
Dry weight 400 kg (882 lbs.) with sidecar
Engine numbers 750001–768000+
Frame numbers 750001–768000+
66 CHAPTER 2

Text Page: 66
The R75 earned a reprieve and production continued at Eisenach. This stalled as German
workers would lose their reserved occupation status and were likely to be called up for
military service; they were loath to move from Munich. BMW requested foreign workers, and
around 1,000 Russian prisoners of war were trained to manufacture R12s and R75s. As a result,
R75 production numbers were considerably below expectations, with around 2,000 less than
anticipated by the end of 1942.
Circumstances changed during 1943. A shortage of raw materials saw the aluminum
castings sourced from outside with a resulting loss in quality. Combined with foreign workers
who lacked training and motivation, production costs escalated as it now took an additional
two hours to repair defects after the first test drive. At a cost of 2,000 reichsmarks each, the
Wehrmacht placed their final order of 2,000 machines during 1943 and it was inevitable
that R75 production would cease. Although astonishingly dependable, and able to operate
in appalling conditions with little maintenance and inferior fuel, the R75 was complicated,
expensive, and considered inferior to the KS750. The army now preferred the cheaper mass-
produced four-wheeled VW Kübelwagen, and despite some export orders (to unspecified
armies), the initial target was to cease R75 production in May 1944, releasing workers for aircraft
manufacture. This was later amended to the end of December 1944 when it became clear the
May goal couldn’t be met.
By the end of March 1944, close to 18,000 machines had been delivered, but air raids in July  Alexander von Falkenhausen, here
began to interrupt production. After three raids, production ended on October 18, 1944, and on an R75 in 1942, headed the R75’s
when US troops occupied the factory in April 1945, 60 percent of the buildings were destroyed. engineering team. Although complex,
the R750 proved exceptionally rugged,
Eisenach subsequently became part of East Germany, and a few R75s were produced out of particularly in difficult environments.
spare parts during 1946 and delivered to Russia. Although Eisenach began developing an A standard MG34 (7.92mm) infantry
updated R75 military motorcycle during 1952, this never reached the production stage. weapon was also fitted in the sidecar
to many examples, particularly those
At around the same time as the air raids on Eisenach, the Allies began bombing BMW in
for the paratroop units.
Bavaria in earnest. There were now two plants, one in Allach in addition to Milbertshofen at BMW Group Archives
Oberwiesenfeld. Allach was to the north west of Munich, close to the concentration camp
at Dachau, and was largely spared Allied bombing, but the RAF bombed Milbertshofen as
early as September 1940. The RAF bombed again in March 1943, but when the American Air
Force Squadrons began their barraging on June 9, 1944, more damage was sustained. After
eight air offensives, through September 22, 1944, more than half of the Milbertshofen works
was destroyed. Although stripped and looted, the undamaged Allach works became a US
Army supply and transport depot.
After differences of opinion with the Reich’s Aviation Ministry, Popp resigned as BMW
chairman in June 1942, but remained a member of the supervisory board of BMW AG until May 8,
1945. Popp was always wary of the Nazis, maintaining his loyalty to BMW rather than the Third
Reich, something he reiterated in the denazification court of 1947. On April 11, 1945, Hitler issued
his “scorched earth” policy that required the destruction of all military assets, including BMW,
but Albert Speer thwarted this on the grounds that “we should not destroy what generations
have built up before us.” This still didn’t save BMW as the company was on the Allies’ blacklist,
probably due to its development of the 003 jet engine. On October 1, 1945, the order came for
the leveling of BMW factories 1 and 2, and it looked unlikely that the company would survive.
This was where Kurt Donath, Milbersthofen works manager since 1942, and non-Nazi party
member appointed by the Allies in 1945, intervened. He managed to save the works and
initiate the manufacture of saucepans, agricultural machinery, and bicycles. But a stroke of
luck enabled BMW to rebuild as a motorcycle manufacturer. Currency reform and a relaxation
of economic restraints during 1948 meant confiscated assets suddenly became “free,” and
it was discovered that the Reich owed BMW 63.5 million marks from Deutsche Bank checks
dating back to April 28, 1945. Donath now had the cash to get the company rolling again, and
just as BMW did after World War I, he decided to build motorcycles.

Text Page: 67
3
1946–1959
AFTER THE WAR:
NEW SINGLES AND EARLES FORK TWINS

Text Page: 68
When BMW decided to resume motorcycle production after the war, Allied requirements  The R24 engine followed the form of
initially restricted the displacement to 60cc. BMW wasn’t interested in such a small the R23’s, but apart from the same
bore and stroke, it was otherwise
displacement motorcycle, but in 1947 it was permitted to build a small number of prewar
new. Positioned above and to the left
R23s out of spare parts in warehouses. This led to the limit being raised to 250cc, but as all the of the five-section crankshaft, the
production drawings were lost to the Soviets when they took over the Eisenach factory, BMW chain-driven camshaft drove pushrods
stripped down a prewar R23, minutely measuring each part. New drawings were complete enclosed in separate tubes. Unlike
in the R23, pillars rising above the
by summer 1947, but a complete machine took another year to materialize. When the R24 cylinders supported the rockers. The
was first shown in the Geneva Show in March 1948, most of the basic components were carburetor was a Bing, and the power
missing (but disguised by wooden mockups), but at the Export Fair in Hanover in May, it was increased to 12 horsepower.
only minus a gearbox, gearwheels, and crankshaft. There was an overwhelmingly positive BMW Group Archives
response to the R24, with 2,500 advance orders, but material shortages delayed production  BMW’s first postwar motorcycle was
until December 1948. the single-cylinder R24. This was quite
similar to the prewar R23 but included
1949 a new engine and bolted-together
frame. BMW Group Archives
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

Text Page: 69
 Extremely popular with German
authorities, the R24 retained the black
wheel finish and distinctive fishtail
muffler. BMW Group Archives
1948–1950 R24
 The rigid rear end and shaft final Bore x stroke 68x68mm
drive was very similar to that of the Displacement 247cc
R23. A useful addition on the R24 was
the incorporation a spring and cush Power 12 horsepower at 5,600 rpm
drive to spread the drive load. Compression ratio 6.75:1
BMW Group Archives
Carburetion 1 x Bing AJ1/22/140b 22mm
Gears 4-speed
Frame Closed steel-bolted twin-loop
Wheels 2.5x19 deep-bed
70 CHAPTER 3

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1950
R25
Despite being the most expensive motorcycle in its class, demand for the BMW 250cc single
remained strong, and updates for the 1950 R25 centered on simplifying the design. The
engine received a single-piece crankshaft, replacing the previous five-sectioned type. Other
developments included a 2mm larger inlet valve and a larger Bing carburetor. However, a
more significant improvement was the incorporation of a welded tubular-steel frame, making
it suitable for sidecar attachment, and plunger rear suspension—a first for a BMW single. Also
setting the R25 apart was a deeply valanced front fender, and the R25 proved even more
successful than the R24.

Carburetion 1 x Bing type 1/22/28 24mm
Frame Closed-steel twin-loop
Wheels 2.5x19 deep-bed
Tires 3.25x19 front and rear The R25 was the first BMW single

Dry weight 140 kg (309 lbs.) with plunger rear suspension, while
the front suspension remained the
Engine numbers 220001–243210 rudimentary prewar telescopic fork.
Frame numbers 220001–243210 This is an off-road sport version with a
high-level exhaust system.
BMW Group Archives
AFTER THE WAR 71

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 BMW’s first postwar twin, the R51/2. R51/2
Only the deeply flared front fender and
After the war, most demand was for low-cost transport, and although BMW was only building
split valve covers distinguished it from
the prewar R51. Ian Falloon 250cc singles, their high specification ensured these weren’t totally suitable for the budget
conscious. BMW was known for quality, and this was a mantel difficult to eschew, even in the
face of postwar austerity. But a new door opened for BMW when, during the summer of 1949,
the Allied force’s restriction on motorcycle displacement was lifted for German motorcycle
manufacturers. As there was still little money for development, the 500 twin was initially
based on a prewar design, in this case the 1938 R51. BMW was fortunate that the R51 was an
advanced design for its day, and although its foundations went back to the even earlier R5,
BMW confidently displayed the R51/2 in Geneva in March 1950, and at the Chicago Trade Fair
in August. But production at this time still favored the R25 single two to one, and more than
three-quarters of the new twins were destined for the German market.
Apart from the split valve covers (similar to those of the R75), and a pair of inclined Bing
carburetors, the engine of the R51/2 was virtually identical to that of the prewar R51. New
cylinder heads included coil valve springs, but the chain-driven twin camshaft setup was the
same. Ignition was still by battery and coil, and the R51/2 retained the exposed generator
with distinctive finned clamp on top of the engine. Updates included a coil spring damper on
the gearbox mainshaft and a revised lubrication system with pressurized oil to the camshaft
bearings, but the air cleaner element was still inside the gearbox casing, exactly as it was prewar.
Except for two additional strengthening tubes, the electrically welded oval section tubular-
steel frame was the same as the final 1941 R51 of 1941, and the telescopic fork gained two-way
damping. The R51/2 certainly reestablished BMW as a prominent motorcycle manufacturer,
but as a prewar design, it was always only going to be a stopgap. After only a year, BMW
released the R51/3, with a new engine.
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 The R51/2 front fork was improved
over its prewar predecessor with two-
1950–1951 R51/2 (DIFFERING FROM THE R51) way damping. BMW Group Archives
Carburetion Bing 1/22/39 and 1/22/40
AFTER THE WAR 73

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1951
R25/2, R51/3, and R67
As motorcycle production continued to climb, from 9,400 in 1949 to 25,101 in 1951, BMW
began to establish distribution in other markets, notably Britain and the United States. While
the quality was indisputable, the main impediment to sales was the price. In England an
R51/3 cost double a comparable British twin, and in the United States the R51/3 was $1,126. In
Germany the R51/3 may have been the only 500cc motorcycle readily available, but in export
markets the British twins offered superior performance at a much lower price. This year BMW
also decided to contest the ISDT for the first time since 1939 at the 1951 ISDT held in Varese,
Italy. Special R51/3s with high-rise exhaust systems were prepared for Georg Meier and Walter
Zeller, with a sidecar version for Ludwig Kraus, with Zeller achieving a silver medal.
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.
1951–1953 R25/2 (DIFFERING FROM THE R25)

Carburetion 1 x Bing type 1/22/44 or SAWE type K22F
 The R25/2 had horizontal seat springs

but was quite similar to the R25.
BMW Group Archives
74 CHAPTER 3

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R51/3  While the R51/3 looked very similar to
the R51/2, the engine was completely
When unveiled at the Amsterdam Motor Show in February 1951, apart from slightly different
new. This 1952 version has rubber gaiters
pinstriping on the front fender, most observers believed the R51/3 was nearly identical to on the front fork and a twin-leading shoe
the R51/2. But although the power was unchanged, inside the redesigned engine cases was front brake. BMW Group Press
a completely new engine design, one that would power all BMW twins through 1969. While
 New cylinder head covers and a
the crankshaft was still a built-up type, with two ball bearings at the front and a ball bearing slimmer crankcase distinguished
at the rear, and the connecting rods still run on roller bearings, replacing the twin camshafts the R51/3, and inside the engine was
and long timing chain was a single camshaft above the crankshaft. Driven by helical gears, this a single camshaft and gear-driven
allowed for a much narrower crankcase with a Noris magneto driven from the crankshaft and a valvetrain. A new silver-painted air
filter cover appeared for 1952, this
contact breaker and automatic advance from the front of the camshaft. A third gear drove the including a lever to restrict air for cold
oil pump, and as everything was encased in smooth new covers, the engine looked much more starts. BMW Group Press
modern. The pistons also featured five (rather than four) rings. Along with new pistons, cylinders,
and heads, the 34 and 32mm valves retaining an 80-degree included angle, the two-piece valve
covers disappeared, making way for new distinctive rocker covers. The Knecht oil-soaked wire-
mesh air filter was also now mounted in a special casing above the gearbox.
The engine may have looked more up to date, and except for the addition of a small top-
mounted engine clamp, the chassis was initially almost identical to that of the R51/2. Thus
three series of R51/3 followed, the 1951 version with a R51/2 prewar-style fully enclosed steel
front fork and single-sided front brake. For 1952 the front fork received rubber gaiters, the air
filter cover was redesigned and painted silver, and the front brake was a twin-leading shoe.
The third series of 1954 had full-width duplex brakes front and rear, aluminum wheel rims, and
raised mufflers to increase ground clearance.
AFTER THE WAR 75

Text Page: 75
 The R51/3 headlight unit with integral
1951–1954 R51/3 (DIFFERING FROM THE R51/2) speedometer and ignition switch.
These were standard fare for BMW
Engine designation 254/3 motorcycles until 1954.
Compression ratio 6.3:1 BMW Group Press
Carburetion Bing 1/22/41–1/22/42 or 1/22/61–1/22/66 22mm
 The R51/3’s plunger rear suspension
Frame designation 251/3 (1951), 251/4 (1952–1954) was similar to that of the R51/2, as was
200mm front and rear the half-hub rear brake.
Brakes BMW Group Press
(Duplex front 1952; Full hub front and rear 1954)
Wheelbase 1,400mm (55 inches)  Bridging the prewar and postwar
Dry weight 190 kg (419 lbs.) eras with its redesigned engine in the
earlier chassis, the R51/3 typified the
Engine numbers 522001–540950 early 1950s BMW motorcycle.
Frame numbers 522001–540950 BMW Group Press
76 CHAPTER 3

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AFTER THE WAR 77

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R67
Alongside the R51/3 for 1951 was the similar 600cc R67. Unlike the prewar sporting R66, the
R67 was intended mainly as a sidecar machine and provided sedate performance. Both
the chassis and engine included the updates incorporated with the 1951 model R51/3, but the
R67 was short-lived and replaced for 1952.
1951 R67 (DIFFERING FROM THE R51/3)

Displacement 594cc
Carburetion Bing 1/24/15–1/24/16
 Only lasting one year, the R67 was
designed primarily for sidecar use. As Engine numbers 610001–611449
on the first series R51/3, the front fork Frame numbers 610001–611449
was the prewar-style fully enclosed
steel type. BMW Group Archives Numbers produced 1,470
78 CHAPTER 3

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1952
R68 and R67/2
Changes to the existing models were minimal, the R51/3 receiving fork gaiters and a new front
brake, with the R67/2 replacing the R67. The twins’ air filters were also updated to a paper
Eberspaecher type. By far the most popular model was still the single-cylinder R25/2, this
continuing unchanged for 1952. But with Triumph and BSA about to release higher performance
650s, Munich needed a more powerful model, and this year saw the long-awaited introduction
of the company’s sporting flagship, the R68, and BMW’s first 100-mile-per-hour production
motorcycle. BMW also continued its ISDT involvement with an entry of six special R68s. Max
Klankermeier and Kraus won gold medals on their sidecar machines, as did solo-mounted
Georg and Hans Meier, and Walter Zeller.
 The 1952 range at the Nellemann

dealership in Aarhus, Denmark, in
late 1951 or early 1952. The new R68
is on the stand, an R25/2 is in the left
foreground, and the R51/3 and R67/2
are on the right. BMW Group Archives
 The official BMW International Six-Days

Trial team outside the factory prior
to the event at Bad Aussee in Austria
in September 1952. From the left are
Georg Meier, Walter Zeller, Hans Roth,
Hans Meier, Ludwig Kraus, and Max
Klankermeier. BMW Group Archives
AFTER THE WAR 79

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R68
Released at the Frankfurt motorcycle show at the end of 1951, the R68 was the first real sporting
BMW motorcycle since the R66 and has rightly earned a place as one of the most desirable
postwar production models. The uprated engine included unique barrels and heads, larger
38mm and 34mm valves, a fiercer camshaft, rockers pivoting on needle rollers under the
new twin-rib valve covers, and a barrel-shaped roller bearing for the rear of the crankshaft.
Other detail differences included finned exhaust clamps, and the initial show bike featured
an upswept two-into-one exhaust system resembling that of the 1951 Varese International
Six-Day Trial factory R51/3 racers of Meier, Zeller, and Kraus. This exhaust system didn’t make
it to the 1952 production R68 that wore standard fishtail exhausts, but the 2-1 remained an
optional accessory.
Although the R68 chassis was fundamentally identical to the R67/2, several features set it
apart. The front mudguard was narrower, with a steel brace, and an optional sprung pillion
pad was available, although this was primarily to allow the rider to adopt a more prone riding
position. R68s also included a manual spark control lever on the handlebar clutch control and
a rear chrome grab handle. The claimed top speed was 100 miles per hour, and the brakes
were the same 200mm duplex of the 1952 R51/3.
There were few changes for 1953. By late 1952 rubber gaiters appeared on the front fork,
the mufflers were now the nonfinned torpedo type, and the two-piece canister air filter was
painted silver. After July 1953 a sidecar mount was provided on the frame, and updates for
1954 included light alloy wheel rims, a full-width front brake, and a larger headlamp. Arguably
obsolete, even by 1952 the short-travel plunger rear suspension was considered archaic; the
expensive R68 continued a BMW tradition that made it available only to a fortunate few.
80 CHAPTER 3

Text Page: 80
 The R68 front fork gained rubber
gaiters for 1953 and was sometimes
fitted with a high-rise exhaust system
patterned on the ISDT bikes.
Ian Falloon
 All R68s had the swinging pillion

saddle and chrome grab handle and
narrow front fender. This 1953 version
shares the R51/3’s straight exhaust
system. BMW Group Archives
 R68 engine assembly, on a conveyer

belt in 1952. BMW Group Archives
 The earliest R68 retained the

shrouded-steel front fork.
BMW Group Archives

Compression ratio 8:1
Brakes 200mm Duplex front, Simplex rear (Full hub 1954)
AFTER THE WAR 81

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R67/2
For 1952 the R67/2 received a marginal power increase, and as the chassis was identical to the
R51/3, the R67/2 received the 1952 R51/3 updates, including fork gaiters and a new front brake.
Primarily designed for sidecar use, with a Spezial model also available that had a sprung Steib
sidecar with a hydraulic brake, the R67/2 continued until 1954, now with full-width brakes.

Brakes 200mm Duplex front (Full hub 1954)
 Largely intended for official use, this Engine numbers 612001–616261
R67/2 is fitted with a sidecar for ADAC Frame numbers 612001–616261
(German automobile club) roadside
assistance. BMW Group Archives Numbers produced 4,234
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1953  BMW’s most popular model of the
mid-1950s, the R25/3 introduced an
The twin-cylinder R68, R67/2, and R51/3 continued with minor updates, notably fork gaiters, unusual air intake system and 18-
torpedo mufflers, and a new Knecht air cleaner. The fork gaiters were designed to reduce wear inch wheels. This is at Luanda airport,
from dirt that could enter underneath the metal covers and also included improved seals. The Angola, in 1956. BMW Group Archives
single-cylinder R25 series was still by far the most popular model, the R25/2 continuing much as
before, but during 1953 a new R25/3 was introduced, initially primarily for military use. Eventually
the R25/3 replaced the R25/2, becoming the most successful BMW motorcycle of the 1950s, and
later that year the 100,000th BMW motorcycle rolled off the Munich production line.
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.
1953–1956 R67/2 (DIFFERING FROM THE R25/2)

Carburetion 1 x Bing type 1/24/41 or SAWE type K24F
Wheels 3x18 deep-bed
AFTER THE WAR 83

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POSTWAR RACING 1947–1953
As Germany was forbidden from
international competition immediately
after the end World War II, Georg Meier
and Ludwig Kraus resurrected the prewar
Type 255 Kompressor for the German
championship. This proved inspirational,
and between 1947 and 1949, the
Kompressor was virtually unbeatable in
Germany. The machine was ostensibly
that of 1939, but with more up-to-date
suspension, including a leading-axle
telescopic fork and rear dampers with
protective gaiters. Even during 1950, the
Kompressor could almost hold its own
against the supercharged NSU twin, but
by 1951 Germany was readmitted to the
FIM, and with supercharging banned, the
Kompressor’s days were over.
With no replacement immediately
available, Leonhard Ischinger adapted To become competitive in international directly to the driven shafts. As the cams
the existing Kompressor by removing the Grand Prix racing, BMW needed a more were close together, rockers were required to
supercharger. Nicknamed amputiert, or modern engine and chassis, and during 1951 open the valves, resulting in a wide included
amputated engine, an aluminum plate a new Type 253 engine was introduced. valve angle of 82 degrees. The crankshaft also
replaced the supercharger, and twin Designed by Alfred Böning, and still with the retained only two main bearings, ultimately a
Fischer-Amal carburetors fed the engine 66x72mm bore and stroke and bevel gear- limiting factor in determining the maximum
(designation M250/2). While retaining driven double-overhead camshafts, the Type power. No power claim was made, but it was
the telescopic fork and the plunger rear 253 was more compact, with the bevel shafts estimated to be close to 50 horsepower at
end, as the power was 30 percent less and driven by straight-cut gears from the front of 8,500 rpm.
the engine had to rev higher, reliability the engine and angled to the cylinder heads Distinguishing the new engine was a more
suffered. But in the hands of BMW’s new instead of straight as on the Type 255. As the aerodynamic cylinder head with two bolts
star rider Walter Zeller, the M250/2 took cylinders were offset, the bevel drive lined up retaining the valve covers, and all 253 engines
everyone by surprise to win the 1951 with the exhaust camshaft on the right and the rotated counterclockwise, the opposite of other
German championship. inlet on the left, the second camshaft coupled BMW engines (when viewed from the front).
 After Germany was allowed to re-enter

international competition in 1951,
BMW needed an unsupercharged
racer, and the most expedient
approach was to remove the
supercharger from the existing Type
255 Kompressor. First raced by Walter
Zeller in August 1950, although
underpowered, Zeller still won the
1951 German championship on this
Type 250/2. Lothar Mildebrath
 Three BMWs at the German

championship race at Grenzlandring
in September 1951. Zeller (No. 21) and
Meier (No. 1) are on earlier Type 250/2s
while Kraus has the new two-bolt Type
253. This had a special slab-sided gas
tank with a telescopic fork and plunger
rear suspension. Lothar Mildebrath
84 CHAPTER 3

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 During 1953 Noll and Cron rode a  By August 1952 for the race in Munich-  The 1953 works Type 235c, now with
sidecar outfit based on the plunger Riem, Walter Zeller’s Type 253b an Earles Fork. This example has
frame two-bolt Type 253a. They included swingarm rear suspension carburetors and it was common for
finished sixth in the 1953 World but still retained a telescopic front fork. riders to carry a spark plug wrench
Championship, this style leading them The engine still had two-bolt cylinder and racing plugs in spring clips to
to become world champions in 1954 head covers. Lothar Mildebrath exchange after warmup. The rear
and 1956. Lothar Mildebrath fender was unsprung like the front.
Lothar Mildebrath
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.
AFTER THE WAR 85

Text Page: 85
For 1954, the R68 received alloy wheel

rims, a full-width front brake, a new
1954
larger headlight with covered key slide, With BMW concentrating on development of the three-wheeled Isetta bubble car, the existing
and raised mufflers to increase ground motorcycle range continued with only minor updates. The twins received full-width front brakes,
clearance. Ian Falloon new quieter torpedo-style mufflers, and a fully covered Knecht air filter, with the R68 and R51/3
also including alloy wheel rims. As a precursor to the 1955 Earles fork R69 and R50, all models
received a new headlight bucket, complete with chrome and plastic key and triangular indicator
lights. The singles remained popular, but as the German market for basic ride-to-work singles
would die in the face of cheaper cars and mopeds, 1954 would be a peak production year
for BMW, and one not replicated until 1977. This year’s sales success also came on the back of
racing achievement, particularly in the Sidecar World Championship, Noll and Cron winning
the first of BMW’s 19 Sidecar World Championships. BMW also returned to record breaking this
year, with successful attempts at Montlhéry in May and October. Georg and Hans Meier, with
Walter Zeller, set new eight- and nine-hour records on a faired RS54 in May, while in October
Noll managed a new 10-kilometer sidecar record of 132 miles per hour.
THE RS54 AND RACING 1954–1955

During 1953, BMW prepared a production
version of the works Type 253c, this initially
titled the R53RS and displayed with a
telescopic fork at Frankfurt in September.
Hans Meier subsequently tested a second
machine with an Earles fork, and it
formed the basis of the production RS54
(Rennsport) of early 1954. At the time BMW
was scaling back its official racing program,
and with no more Type 253c development,
the RS54 was renamed the Type 253/2.
Twenty-two RS54s were dispatched, both
solo and sidecar, through early 1955, mostly
to privateers, dealers, and importers. The
total produced through 1957 was 24 (or
possibly 25), and they were so expensive to
produce the factory lost almost as much on
each machine as it made.
Originally all RS54s were identical, and
although very similar to the factory Type front was an Earles-pattern leading-link type directly into the cylinder heads through
253 racer, the RS54 engine cases were with the driveshaft enclosed in the right fork nozzles opposite the spark plugs. High-domed
aluminum (rather than Elektron), and Type arm. The motorcycle had 19-inch wheels, the pistons provided a 10.2:1 compression ratio
253 special parts like fuel injection and a front brake a 200mm twin leading shoe front, and the safe maximum revs were 9,000 rpm.
five-speed gearbox weren’t included. The and the dry weight was only 135 kilograms Carburetors were still favored on slower circuits,
basic engine architecture was unchanged (298 pounds). Sidecar versions had a different the abrupt nature of the fuel injection delivery
from the 253, including the 66x72mm bore frame, front fork, and brakes. The frame was also suiting sidecars more than solos. Zeller
and stroke, 40 and 36mm valves set at 82 no longer a double cradle, the front swingarm won the 1954 German championship but didn’t
degrees, and four-ring 10:1 pistons. With a longer, with longer shocks, and the brakes were achieve any spectacular international results. It
pair of Fischer-Amal 30mm R2A carburetors, hydraulically actuated. was another story altogether in sidecar racing,
the claimed power was 45 horsepower at With the introduction of the RS54 available and Noll and Cron demonstrated the flat-twin
8,000 rpm, or 50 horsepower at 8,500 rpm to selected privateers, the works team for 1954 layout was ideal for sidecar racing, the low,
with higher-octane gasoline. The RS54 included only Zeller on solos and Noll and wide engine facilitating safe drifting and the
frame was similar to Zeller’s factory 253, Cron on sidecars. On the factory Type 253, the shaft drive an asset rather than a hindrance.
with an oval section top tube, duplex loops, fuel injection was further developed for 1954, Noll and Cron’s works sidecar racer, sometimes
and a pivoted fork at both ends. At the with long intakes and the fuel now pumped with fuel injection, now featured streamlining,
86 CHAPTER 3

Text Page: 86
and with three victories, they easily won the entire world championship the following
Sidecar World Championship. year. In the Sidecar World Championship,
In October 1954, Alex von Falkenhausen BMW fielded three teams, winning every
returned to head the competition department round. Although the basic racer was still
and the factory team was officially disbanded. an RS54 with a sidecar, the Steib sidecar
Factory support did continue to selected was integrated into the large, wide
riders in the form of motorcycles, engines, fairing that incorporated two air scoops.
parts, and mechanics. Walter Zeller received The engines were now carburetted and
the most support, with John Surtees riding retained a four-speed gearbox. Willy Faust
at the German Grand Prix at the Nürburgring. and Karl Remmert took the championship
Surtees retired, but Zeller finished second, ahead of Noll/Cron and Schneider/Strauss.
BMW’s best solo finish yet. Others to receive Unfortunately, Faust and Remmert’s
works assistance included Australian Jack success was blunted by tragedy, with
Forrest and Dieter Riedelbauch (who finished Faust injured and Remmert killed in a
sixth in the Italian Grand Prix at Monza). practice crash at Hockenheim later in the
Carburetion was either by Dell’Orto carburetors year. Faust subsequently retired from
or fuel injection, and Zeller not only won the racing, but in October 1955 Wilhelm Noll
German championship, but also finished set a new absolute world sidecar speed
10th in the 500cc World Championship. This record of 174 miles per hour in a special
performance prompted von Falkenhausen to streamlined machine on the Munich-to-
further develop the Type 253 and contest the Ingolstadt autobahn.
Walter Zeller was the only factory solo

 Wilhelm Noll and Friz Cron

rider for 1954, and again he won the won BMW’s first Sidecar World
German championship. This is prior Championship in 1954. They came
to a race at Hockenheim, the Type 253 second in 1955, winning again in
with carburetors. For faster circuits, 1956 before retiring.
the 253 sometimes featured a dustbin BMW Group Archives
fairing and fuel injection.
BMW Group Archives
Four new RS54s outside the works


department in Munich in 1954 prior to
dispatch. Two solo versions are flanked
by sidecar examples. Lothar Mildebrath
AFTER THE WAR 87

Text Page: 87
1955
R69, R50, R67/3, and R25/3
BMW finally moved beyond the prewar era with the release of two new twins, the R50 and
R69. By 1955, the plunger frame was generally considered obsolete, replaced on most large-
capacity machines by swingarm rear suspension, and BMW’s telescopic was rudimentary at
best. BMW already had swingarm suspension on its racing Type 253 and RS54, and as these
models also featured an Earles fork front end, this was the path BMW followed with its new
R69 and R50 models. At this stage the earlier 600cc plunger R67/3 continued, as did the R25/3
single. Unfortunately, the release of the R50 and R69 also coincided with a dramatic slump in
motorcycle sales. As cars became more affordable, motorcycle sales suffered and many of
BMW’s competitors (Horex, Adler, Ardie, and DKW) vanished by the end of the decade.
BMW was actually fortunate to survive. The introduction of the expensive and unprofitable
V-8 502, 503, and 507 cars stretched BMW’s resources, and as motorcycle development
stagnated after 1955, BMW was caught in a falling market. Although 23,531 motorcycles were
produced during 1955, most of these were the older-style R25/3s.
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
The R69 replaced the R68 as BMW’s


sporting model for 1955 but was met
with a lukewarm reception. For 1955
the taillight was still the earlier small,
round Eber type, although larger
accessory Hella units were available
as an option. This example has an
accessory swinging pillion seat.
BMW Group Archives
88 CHAPTER 3

Text Page: 88
The R69’s engine was carried over from

the R68, but the clutch and gearbox
were new. The also R69 retained the
manual magneto control with cable
entering the crankcase. Two-fin valve
covers continued as an R68 and R69
trademarks. BMW Group Archives
The Earles fork front suspension with


twin Boge dampers and a friction
steering damper. Unlike the RS54
Rennsport, the two support tubes
were straight and nor curved.
BMW Group Archives

Front suspension Swingarm with twin shock absorbers
Rear suspension Swingarm with twin shock absorbers
Wheels 3x18 front and rear (2.75Cx18 rear sidecar)
Tires 3.5x18 front and rear (4x18 rear sidecar)
Wheelbase 1,415mm (55.7 inches), 1,450mm (57 inches) sidecar
Dry weight 202 kg (445 lbs.), 320 kg (705 lbs.) with sidecar
AFTER THE WAR 89

Text Page: 89
increased unsprung weight and steering inertia. Manufactured by BMW under license from
Earles, two tubes angled back from the steering head to behind the front wheel. Unlike on
the RS54, these fork legs were straight rather than curved. A swingarm pivoted on a fixed-axle
attached to these tubes, with two Boge hydraulic shock absorbers connecting the swingarm
to the lower fork crown. There were two positions for the top shock attachment, one for solo,
and a lower one for sidecar use, which increased the trail. The automotive-type Boge hydraulic
shock absorbers were more advanced than those on the 1950–1954 twins, with progressively
wound springs, and these were adjustable through integral short levers on the rear.
Tapered roller bearings were located both the front and rear swingarm pivots, and the
driveshaft was now enclosed in the right side of the swingarm, with the universal joint moved
to the gearbox end of the driveshaft to cope with the increased travel. Despite the addition
of swingarm rear suspension, the frame still resembled the earlier plunger type, but with
supports for the swingarm, steel cups locating the shock absorbers, and a slightly thicker
central spine and steering head. The R69 had 18-inch wheels, with alloy rims front and rear,
while the new rounded 17-liter gas tank included a locking toolbox beneath the left rubber
kneepad. A larger 6.5-gallon tank was optional, this with a toolbox on top.
For many sporting enthusiasts, the R69 was a disappointing replacement for the handsome
and elemental R68. The R69 was not only heavier and more cumbersome, but the Earles
fork, while extremely suitable for a sidecar, provided idiosyncratic handling on a sporting solo
motorcycle. But while the R69 wasn’t particularly successful, with fewer than 3,000 built over
six years, it proved popular with police forces and built an unequaled reputation for reliability.
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.
The R50 shared the R69’s chassis


with Earles fork front suspension and
reshaped gas tank. The standard seat 1955–1960 R50 (DIFFERING FROM THE R51/3 AND R69)
for 1955 was a solo Denfeld, with a Engine designation 252/2
rubber suspension block rather than a
spring. BMW Group Archives Power 26 horsepower at 5,800 rpm
Carburetion 2x Bing 1/24/45-1/24/46
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Text Page: 90
Produced alongside the new Earles

fork models for 1955 and 1956, the
1955–1956 R67/3 (DIFFERING FROM THE R67/2) R67/3 retained the telescopic front fork
and plunger rear suspension and was
more suited to sidecar use. Although
Rear wheel 4x18 (sidecar) primarily sold in Germany, this R67/3 is
Rear tire 4x18 (sidecar) in Syria. BMW Group Archives
AFTER THE WAR 91

Text Page: 91
The R60 replaced the R67/3 during

1956, ostensibly identical to the R50,
1956
but with only 28 horsepower, its
performance was modest. New longer R69, R60, R50, and R26
mufflers were fitted this year, but the With the R60 and R26 replacing the R67/3 and R25/3 during 1956, BMW’s entire range now
taillight remained the smaller Eber featured Earles fork front suspensions. But with motorcycle production slipping dramatically
type. This is a police version with a new
Telefunken radio system. this year, to 15,500, updates to the existing models were minimal. In response to new German
BMW Group Archives regulations requiring 82-decibel silencers after December 1955, longer, fatter, and quieter
mufflers were fitted. Other updates included a sidestand lug on the R50 frame and an
improved geared rack-and-pinion throttle.
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.
1956–1960 R60 (DIFFERING FROM THE R67/3 AND R50)

Carburetion 2 x Bing type 1/24/95–1/24/96
92 CHAPTER 3

Text Page: 92
R26
Joining the twins with swinging arm suspension front and rear for 1956 was the R26 single.
With 50 percent larger cooling fins, the cylinder head was no longer painted black, and a
slightly higher compression ratio, larger carburetor, and more efficient air filter under the seat
resulted in a small power increase. Originally the connecting rod was aluminum, the big end
running directly in the rod journal, replaced later by the more usual steel con rod with roller
big-end bearing.
The R26 chassis was very similar in layout to the R50, providing improved handling
and comfort over the old plunger frame R25/3, and while motorcycle sales were generally
extremely depressed during the latter half of the 1950s, the R26 proved surprisingly popular,
particularly for export markets in Third World countries. More than half the motorcycle
production between 1956 and 1960 comprised the R26.
1956–1960 R26 (DIFFERING FROM THE R25/3)

Carburetion 1 x Bing type 1/26/46
Front suspension Swingarm with twin shock absorbers
Rear suspension Swingarm with twin shock absorbers
Wheels 2.15Bx18 front and rear
The R26 250cc single of 1956 also


featured an Earles fork front end and
swingarm rear suspension. As on the
R50 and R60, the quieter muffler was
longer and the taillight still the
smaller type. BMW Group Archives
More popular than the twins in


the late 1950s, the R26 was also
available with a Steib S250 sidecar.
BMW Group Archives
AFTER THE WAR 93

Text Page: 93
RACING 1956–1960
BMW built a new short-stroke Grand Prix
racer for 1956, the Type 253f. This had a
bore and stroke of 70x64mm, a five-speed
gearbox, and an exposed driveshaft
positioned alongside the right side of
the swingarm with a floating final drive
and torque arm to the swingarm. The
crankcases were magnesium, and with 11:1
Mahle pistons, 42mm and 37mm valves,
and Bosch magneto ignition, the power
was 60 horsepower at 9,000 rpm with fuel
injection or 58 horsepower at 9,500 rpm
with Dell’Orto SS32 carburetors. The frame
continued with the Earles fork, now with
straight tubes as on the production R50/
R69, with 230mm cable-operated front
brakes on each side and a hydraulically
operated rear brake. BMW’s most serious
solo racer yet, Walter Zeller campaigned
it in the 1956 500cc World Championship, Fritz Hillebrand and Manfred Grünwald retiring to pursue car racing.
managing fourth at the Isle of Man replaced Faust and Remmert for 1956, and they With the Gilera fours back to full strength,
and following that with second places won the first two sidecar Grands Prix on the the BMWs struggled in the 1957 500cc World
in Holland and Belgium. Although he new, lower sidecar racer. Along with a lower Championship. Ernst Hiller and Zeller managed
failed to win a Grand Prix, Zeller finished frame, and a reduction in wheel diameter from some respectable results, and although Hiller
second to John Surtees in the 500cc World 18 to 16 inches, the sidecar was now BMW won the 500cc German championship, Zeller
Championship. That year former World built with a fixed frontal fairing for the bike retired at the end of 1957. For 1958, Hiller, Geoff
Champion Fergus Anderson also rode and platform. This lower, more integrated style Duke, and Dickie Dale were provided works
the 253f, but was killed on it at Floreffe in would characterize sidecar racers until the end machines, but without official support. Dale
Belgium, while Dieter Riedelbauch took of the decade. Noll and Cron eventually won achieved some reasonable results, finishing
the German championship. their second world championship, Noll then second in the Swedish Grand Prix and fourth
 Although he failed to win a Grand

Prix, Walter Zeller came second in the
1956 500cc World Championship on
the short-stroke Type 253f. The fairing
this year left the hands exposed and
enclosed the exhaust pipes, with the
front brake cooled through a turbo
wheel. Lothar Mildebrath
 The Type 253f of 1956 had a short-

stroke engine, a five-speed gearbox,
and a new chassis with straight fork
legs. This is the 1958 version with a full
fairing as required by new regulations
outlawing the dustbin style.
Lothar Mildebrath
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Text Page: 94
Noll’s retirement left the championship
open for ex-Luftwaffe pilot Hillebrand and
Grünwald for 1957. Despite Hillebrand’s death
in an accident in Spain before the season
ended, they still won the world championship.
There was only one supported team for the
1958 season, 1957 runners-up Walter Schneider
and Hans Strauss. While the factory BMW
dominated, it was put under considerable
pressure from the private Swiss team of Florian
Camathias and Hilmar Cecco, who won at
Assen. It was a similar scenario during 1959,
although the margin was closer as Camathias
and Cecco won two Grands Prix. As the
development of the racing sidecar proceeded
toward lower outfits, only the BMW engine,
driveline, and suspension would be retained,
but its dominance would continue.
The R69 also managed some surprising
overall in the world championship, while for the RS in world championships. While the racing results during 1959, with John Lewis
Hiller took the German championship for the adherence to the Earles-type fork, with its high- and Bruce Daniels winning the Thruxton
second time. Duke never managed to come to steering inertia and idiosyncratic handling, 500 production race at 66.88 miles per hour,
terms with idiosyncratic BMW, riding one only always limited the RS’s competitiveness as ahead of a field of much more highly fancied
seven times, but winning a nonchampionship a solo racer, the great BMW rider Ernst Hiller British 650s. Two weeks later, Bruce Daniels
race at Hockenheim in May. Dale rode the remained unperturbed by it. After selling teamed with Peter Darvill, riding the R69 to
BMW again during 1959, now on an RS with his private RS following a serious accident at victory in the 24-hour Barcelona endurance
curved fork tubes, finishing eighth in the Imola in 1960 where he fractured his spine, race at the twisting Montjuïc circuit. In a race
world championship, while Hiller took his third Hiller was back on an RS in 1962. At 34 years previously dominated by nimble 125s, this was
German title. The Japanese rider Fumio Ito rode of age, he went on to win his fourth German another unlikely success, and a tribute to the
the BMW during 1960, but this was the end 500cc championship. R69’s reliability.
 Legendary rider and four-time

World Champion Geoff Duke rode
the Type 253f during 1958, winning
here at Hockenheim but generally
struggling to come to terms with
the idiosyncratic RS. As he often
complained about the braking,
the front brake included a large air
scoop. Lothar Mildebrath
 English rider Dickie Dale was one

of the few non-German riders who
managed to come to terms with the
difficult RS. Here at the Isle of Man
in 1958, this year he finished fourth
in the 500cc World Championship  Walter Schneider and Hans Strauss
and eighth in 1959. The front brake won the Sidecar World Championship
included a large turbo wheel for in 1958 and 1959. They won three of
improved cooling. This was an era the four races in 1958 but were pushed
where riders were lucky to survive harder in 1959, winning two of the five
and Dale was killed on a Norton at races. This year BMWs filled the first
Nürburgring in 1961. 12 places in the world championship.
Lothar Mildebrath Lothar Mildebrath
AFTER THE WAR 95

Text Page: 95
1957–1959
R69, R60, R50, and R26
Motorcycle production crumbled after 1956, with only 5,429 motorcycles built in 1957, most
for export markets. As BMW was now concentrating on cars, updates to the motorcycle range
between 1957 and 1959 were minimal. All models received the larger Hella taillight in 1957, and
for 1958 the twins’ air filter cover was more rounded. Black was still the only color available,
and while models were still expensive, production increased slightly, to 7,156 motorcycles in
1958 and 8,412 in 1959. With the United States becoming the most important export market,
distributors Butler & Smith promoted the BMW’s reliability by sponsoring John Penton’s
coast-to-coast record run in June 1959. On a standard R69, Penton rode the 3,051 miles from
New York City to Los Angeles in 52 hours, 11 minutes, and 1 second, bettering the previous
record by more than 24 hours. Press enthusiasm remained guarded and unenthusiastic, Cycle
magazine summing up the R60 in 1959 by saying: “The R60 can be considered tough, and
 Similar to the R68, the R69 engine
would not only last the decade, absolutely reliable.”
but would continue to power But spiraling losses from expensive cars saw BMW close to bankruptcy by the end of 1959,
the R69S during the 1960s. with management planning to sell the company to Daimler-Benz. The Austrian distributor
BMW Group Archives
Wolfgang Denzel, who had produced a 700cc prototype car based on the Isetta chassis and
 All models received a larger taillight powered by a 697cc fan-cooled version of the boxer motorcycle engine, thwarted this. The
for 1957, and the more rounded air 700 was positively received, with 25,000 advance orders, and at a shareholder meeting on
filter cover in 1958, but updates over December 9, 1959, Denzel forestalled a management decision to sell BMW to Daimler-Benz.
the next few years were minimal. The
R50/R60 always had the four-fin rocker Denzel found the development costs of the 700 had been illegally written off and didn’t
covers. BMW Group Archives appear in the balance sheet. Subsequently, two shareholders managed to obtain 10 percent
96 CHAPTER 3

Text Page: 96
of represented share capital to adjourn the meeting, and the deadline for the sale to Daimler-
Benz elapsed.
With the fate of the company now in the hands of the shareholders, attention turned to
the major shareholder Herbert Quandt. The Quandts were one of Germany’s richest industrial
families, but Herbert’s interest in keeping BMW alive was more than financial. Impressed by
the commitment shown by the smaller shareholders, workers, and dealers, he decided to
personally supervise the restructuring of BMW. Entrusting his personal legal advisor Gerhard
Wilcke with the responsibility, Wilcke sold the aircraft division and provided limited resources
for the development of new products. And while motorcycles were lower on the priority than
cars, the existing motorcycle range was improved and expanded.
 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

Text Page: 97
4
THE 1960S
MORE OF THE SAME:
INCREASED RELIABILITY

Text Page: 98
After surviving near bankruptcy, BMW pinned its hopes on the success of the new 700 car and
was well rewarded. By April 1960, 155 700s were rolling out of the factory in Munich every day,
and by the end of the year, production numbered nearly 10,000. This provided the optimism for
limited development of a range of motorcycles, and although the updated machines looked
outwardly similar, improvements were introduced primarily aimed at increasing reliability.
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.
R69S and R50S

Other than higher compression three-ring pistons, larger inlet ports, and a larger volume air
filter with a new canister, the general engine specifications for the R69S were similar to that
of the R69. Both the R69S and R50S retained the two-rib valve covers and rockers operating
in needle bearings. The crankcase ventilation was improved, with the S models receiving a
rotary disc crankcase ventilator. The S models also had larger diameter exhaust tip on the
less restrictive muffler, and the R69S was the most powerful production BMW twin yet. With
the R50’s slightly smaller 34mm and 32mm valves, but with thicker valve stems, and 26mm
Bing carburetors, the R50S produced the same power as the earlier R69, but at a frenetic 7,650
rpm. The R69S no longer had the manual ignition control that the R69 inherited from the R68,
and despite featuring a stronger rear spherical roller main bearing, both the S models initially
suffered from unreliability.
While the general chassis specifications were unchanged from the previous R69, R60, and
R50, the R69S and R50S incorporated a hydraulic steering damper cleverly activated by a knob
on the steering head via a short linkage. The R69S was also the only model offered in alternative
colors, and 6 percent were built in Alpine White. Other colors—red, blue gray, and green—
were available by special order. These were also offered for the R60/2 and were generally for
the US market. A wide variety of options were also available for the R69S, including larger gas
tanks, single seats, fairings, crash bars, and a VDO tachometer.
Racing success continued for the R69S as René Maucherat and René Vasseur won the
1960 24-hour Bol d’Or at Montlhéry. Peter Darvill, again partnered with Bruce Daniels, narrowly
failed to win the Barcelona 24-hour race at Montjuïc in 1960, but with factory assistance for
their R69S, they repeated their 1959 success in 1961. This year they also won the Silverstone
1,000-kilmometer race.
MORE OF THE SAME 99

Text Page: 99
Similar to the previous R69, the

R69S was the most powerful BMW
motorcycle to date. One of the new
features was a hydraulic steering
damper, and sometimes the wheel
rims were chrome-plated steel,
but with thicker spokes. This has a
swinging pillion seat attached to the
rider’s saddle. BMW Group Archives
The R69S was very successful in


endurance racing in the early 1960s.
This factory-prepared R69S racer
has a quick filler Georg Meier tank,
abbreviated seat with small taillight,
velocity stacks, and a racing exhaust
system. BMW Group Archives
1960–1969 R69S (DIFFERING FROM THE R69)

Carburetors 2xBing 1/26/75-76
Numbers produced 1,270 (1960–1961), 10,314 (Total 01/1960–12/1969)
100 CHAPTER 4

Text Page: 100
R50Ss for the United States had a

higher handlebar, but apart from
the short twin-fin valve covers, little
distinguished it from the R69S.
BMW Group Archives
Plagued by reliability issues, the short-


lived R50S was much less popular than
the R69S. This example has lighter
aluminum wheel rims and an optional
tire pump. The narrow Denfeld bench
seat was an option to the solo saddle.
BMW Group Archives
1960–1962 R50S (DIFFERING FROM THE R50 AND R69S)

Carburetors Bing 1/26/71–72
Dry Weight 198 kg
MORE OF THE SAME 101

Text Page: 101
Still with the earlier rocker covers,
 R60/2 and R50/2
the R60/2 and R50/2 were virtually
Replacing the R60 during 1960 was the R60/2, with the R50/2 supplanting the R50 from
indistinguishable from the R60 and
R50. BMW Group Archives January 1961. Both these models looked virtually identical to the earlier versions, retaining
the earlier friction steering damper, but shared the engine updates with the S models. New
For the United States, the R60/2 and
 for the R60/2 and R50/2 were higher compression three-ring pistons, with all three hard-
R50/2 received a higher handlebar.
These basic versions were more chromed piston rings above the wristpin, resulting in a slight increase in power for the
popular than the expensive sporting R60/2. The R50/2 engine specifications were unchanged from the R50, and during 1961 it
examples. BMW Group Archives was the most popular model in the twin-cylinder lineup.

Carburetors 2x Bing 1/24/125–1/24/126

Numbers produced 2,820 (1961), 18,635 (Total 01/1961–12/1969)
102 CHAPTER 4

Text Page: 102
R27
During the restructuring of BMW in 1960, the R26 was updated, becoming the R27. Although
fundamentally similar, the R27’s engine had a higher compression ratio and new camshaft
to produce slightly more power. The contact breaker was now positioned on the front of
the camshaft, and the timing chain included a spring-loaded tensioner. The most significant
update was incorporation of rubber engine mounts to quell the increased vibration. Four
rubber mounts supported the engine and gearbox in the duplex frame, with a rubber cylinder
head bracket and two fore and aft rubbers on the front and rear restricting longitudinal
movement. In all other respects the chassis was identical to the R26. The R27 was intended to
be the biggest seller in the revamped motorcycle range of the early 1960s, and while it began
strongly in 1960 and 1961, sales soon tapered off as it was too expensive and still only offered
barely adequate performance. The R27 would be the last single-cylinder BMW motorcycle
until the F650 of 1993.

Carburetors 1 x Bing type 1/26/68
With its rubber-mounted engine, the

Engine numbers 372001–387566 R27 replaced the R26 for 1960, BMW
Frame numbers 372001–387566 initially expecting it to be their most
popular model of the new range.
Numbers produced 6,394 (1960–1961), 15,364 (Total 01/1960–12/1966) BMW Group Archives

Text Page: 103
1962
1962 PRODUCTION R69S, R60/2, R50S, R50/2, and R27
R69S 1,068
As BMW concentrated on expanding its car production, moving from the Isetta and 700 to
R50S 584
larger capacity cars, its motorcycle existing range continued unchanged. This year saw the
R60/2 700 beginning of a rather bleak era for motorcycles as production and development stagnated.
R50/2 1,150 With only 4,302 motorcycles manufactured, 1962 represented the lowest point since 1927.
R27 800 The unreliable R50S disappeared completely during 1962, while the R69S received pistons
with shorter wrist pins and reinforced cylinders. The shorter piston pin was introduced to cure
the problem of wrist pins floating loose, with the more substantial cylinders in response to
reported engine failures following sustained periods of high revs.
Post-1961 frames had reinforcing gussets on the downtubes near the battery carrier, and
during 1962 the R69S frame included small triangular frame gussets welded to the vertical
tubes of the rear swingarm pivots. The swingarm pivot posts were also drilled to allow easier
Butler & Smith offered a number of
 bearing lubrication, something that previously required removal of the entire swingarm.
optional extras, including a fairing and
saddlebags, as on this R60/2 in New Setting the R69S apart by 1962 were R69S emblems on the rear fender, and German home-
York. BMW Group Archives market models received Hella turn signals in the handlebar ends.
104 CHAPTER 4

Text Page: 104
1963 Still with the earlier rocker covers,

The R69S received a number of
evolutionary updates during 1962.
R69S, R60/2, R50/2, and R27 This 1962 version doesn’t have the
Although production increased markedly, to 6,043 during 1963, most of this was due to vibration damper with a bulge on the
increased demand for the R27 single. Apart from a cast-in vent plug for the R69S rear drive front engine cover. Ian Falloon
case designed to prevent oil seepage in hot weather, the twins continued unchanged.
1964 1963 PRODUCTION

R69S 825
R60/2 1,050
R69S, R60/2, R50/2, and R27
By 1964, BMW motorcycles were considered high-quality products for a conservative, R50/2 1,468
discerning clientele, representative of an earlier era. Not intending to compete directly with R27 2,700
the British twins—particularly Triumph, which was now bombarding America with more than
20,000 motorcycles a year—BMW preferred to maintain a status quo. A BMW was far removed
from the flashy colors, bright chrome, small gas tank, and intense power (with associated
vibration) that characterized the British twins, and improvements were only implemented 1964 PRODUCTION
when deemed necessary. It proved a moderately successful formula, with production R69S 1,300
increasing to 9,043 during 1964, the R50/2 now the most popular model. R60/2 1,955
One of the problems that became evident on the R69S was crankshaft flex at high rpm, R50/2 3,817
and after September 1963 a rubber-mounted vibration damper was fitted on the front of R27 1,971
the R69S crankshaft. This was a large steel disc mounted on a vulcanized ring and fitted on
the crankshaft taper between the front engine cover and generator. Although it seemed a
reasonable solution, unfortunately the frequent maintenance required to prevent the rubber
core from disintegrating was a source of irritation. The lower front fork cross brace was now
bulged to clear the vibration damper. To remedy occasional clutch slipping, the R69S and
R60/2 also received reinforced springs after June 1964 (after R69S 658624 and R60/2 626401).
Also after June 1964 (after R50/2 636591, R60/2 626361, and R69S 658624), a funnel-type grease
fitting was installed to lubricate the front swingarm bearing on all twins.

Text Page: 105
1965
1965 PRODUCTION R69S, R60/2, R50/2, and R27
R69S 1,581
Production dipped to 7,118 this year, and the offerings were very much business as usual.
R60/2 2,307
Updates were minimal, the factory offering a stiffer spring for the Boge front shocks after February
R50/2 2,131 1965, later installing this on the R50/2 (from 677018), the R60/2 (from 626401), and the R69S
R27 1,099 (from 658929). In July 1965, the R50/2 received longer pushrods (243.5mm instead of 242mm)
to allow for a thicker gasket, lowering the compression ratio. All BMWs remained expensive, but
A small number of R69Ss were

produced in Alpine White. In 1962, because the R69S still provided excellent performance, it continued as the most popular model
German versions had turn signals in in America. Cycle World was extremely impressed with its test R69S, claiming, “The R69S is a near
the handlebar ends. BMW Group Press perfect machine.”
106 CHAPTER 4

Text Page: 106
The R69S retained the earlier basic

instrument layout with a speedometer
mounted in the headlight shell.
BMW Group Press
A vibration damper was fitted to the

front of the R69S crankshaft from 1964,
this requiring a new bulging front
engine cover. BMW Group Press
In 1962, the R69S had a model


designation badge on the rear fender.
BMW Group Press
Strong and robust, Alpine White


seemed to accentuate the R69S’s
solidity. This European version has
the standard narrow bench seat. Only
R69Ss had the hydraulic steering
damper under the tank. This later
example has the new tank badges.
BMW Group Press

Text Page: 107
In the United States, the R69S was

available with an unusual Wixom
fairing and hard saddlebags.
BMW Group Press
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

Text Page: 108
1967
R69S, R60/2, and R50/2
After several years with minimal changes, the 500 and 600cc twins with their Earles fork were
now appearing antiquated, particularly in the United States. BMW introduced a number of
updates, and a new series of US models. Ostensibly the basic motorcycle was unchanged, and
apart from the new US versions, there was little to indicate a 1967 model over a 1966 variant.
One distinguishing feature was the new enamel gas tank emblems, and while the tanks (large
and small) were unchanged, the BMW lettering was now without the earlier serif-style tails.
Despite the introduction of the specific US types, production continued to slide, to only 7,896
motorcycles built this year.
Engine updates included rotating valves for all models, and during 1967 the bolt sleeves
in the cylinder heads had larger bearing surfaces, with a consequent reduction in valve
clearance. The crankshaft was also modified during 1967, receiving a wider central cheek. Although the engine was continually

Despite reducing the endplay in the transmission shafts, smooth shifting remained a problem. updated, visually the R60/2 looked
very similar to before, only the new
Reducing shaft endplay was designed to reduce engine noise at idle on the R69S from 84
tank badges setting the 1967 R60/2
decibels to 78 decibels, and from 74 to 72 decibels for both the R60/2 and R50/2. apart from earlier versions. Still
A number of carburetor updates appeared during 1967, and in June new float guides, short available with the Earles front fork,
float ticklers, and revised main jets were introduced to improve starting and cure uneven idle. US examples like this had a higher
handlebar. BMW Group Archives
All models had new carburetors beginning in August, these including recalibrated main jets,
offset fuel intake hoses, and black plastic tickler caps instead of metal. A Micro-Star paper air The R69S was also available to special

filter was standardized, and there were no longer sliding choke levers on the R50/2 and R60/2 order in colors other than black or
air filter canisters. Models in 1967 also had new Magura handlebar levers, with notches and white, with red quite popular in the
United States. This 1967 version also
balls, these with nylon bushes in the pivots, while the switches were redesigned at this time has the new badges and the generally
to accept Hella bar-end turn signal indicators. more favored solo seat. Ian Falloon
109

Text Page: 109
R69US, R60US, and R50US
A belated, and almost half-hearted, effort to update the /2 appeared from 1967 with three
specific US market models, the R50US, R60US, and R69US. These US versions were similar
in specification to their Earles fork brothers, but a front telescopic fork replaced the Earles
leading link type. While it could have been construed as an endeavor to provide a more
modern alternative to the rather staid Earles fork types, BMW claimed to introduce the three
US versions because the telescopic fork was more suited to off-road use. Since 1963, BMW had
successfully tested the telescopic fork on ISDT bikes, and the new fork provided soft springing
and a considerable 8.4 inches of travel. The 36mm BMW-designed leading-axle telescopic
fork was very sophisticated for its day. Providing progressive rebound and compression
damping through a tapered hydraulic metering rod, it had a big advantage over the Earles
fork because of a reduction in unsprung weight. The fork featured rubber gaiters and a new
front fender with tubular-steel fork brace, while the 200mm front drum brake was identical,
with the backing plate secured by a long aluminum brace. Because the steering head was
higher, the overall height went up to 995mm (39.2 inches) for the R69US and 980mm (38.6
inches) for the other two models. The centerstand was also taller and the sidestand longer.
The steering head angle was a relatively steep 26.5 degrees, providing improved high-speed
action on bumpy roads, but at the expense of heavier low-speed steering. The R69US retained
the hydraulic steering damper, but for those used to the Earles fork front end, dive under braking
was disconcerting. From the steering head back, the US versions were basically unchanged from
On the R60US, a telescopic front fork
 standard, but they received a larger rear tire, lower rear drive ratio, and aluminum wheel rims.
replaced the Earles fork. The steering Cycle magazine found the suggestion that the R69US was suitable for off-road use “a trifle
head was higher and the sidecar lugs absurd.” But went on to say that “for long-distance, high-speed touring, there is no better
deleted, but otherwise the R60US was motorcycle on earth.” But this attempt to bring the /2 into the 1970s was largely unsuccessful.
identical to the R60/2. This example is
fitted with a large sport gas tank. The telescopic fork couldn’t disguise the ancient ancestry, and the list price of $1,712.75 made the
BMW Group Archives R69US the most expensive 600cc motorcycle available.
110 CHAPTER 4

Text Page: 110
The new telescopic fork was robust

and provided long travel, but as the
1967–1969 R60/2, R50/2 (FROM AUGUST 1967) R69US had an even higher steering
head than the R60US and R50US, the
Carburetors 2x Bing 1/24/91–1/24/192 (R69S from 663245)
proportions were unbalanced.
2x Bing 1/24/125–1/24/126 (R60/2 from 1 814032) BMW Group Archives
2x Bing 1/24/149–1/24/150 (R50/2 from 645590)
1967–1969 R69US, R60US, R50US

(DIFFERING FROM THE R69S, R60/2, R50/2)
Rear tire 4.00x18
Wheelbase 1,427mm
Dry weight 199 kg (R69US)
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)

Text Page: 111
BMW buyers in the United States

during 1968 were offered the choice
1968
of the telescopic fork US versions or
the traditional leading-link Earles fork. R69S, R69US, R60/2, R60US, R50/2, and R50US
From the left are the R69S, R60US, and Despite the introduction of the three specific US models, demand for BMW motorcycles
R69US. BMW Group Archives began to slide after 1967. Production declined to only 5,074 this year, and updates were
minimal. The clunky gearshift continued to be a problem, and after July 1968, the cam plate
radii were enlarged, accompanied by modifications to the output shaft shifting pegs. Also
1968 PRODUCTION after July 1968, as on the US versions, all models were offered the option of a larger 4.00x18-
inch rear tire.
R69S 1,113
In September 1968 Kurt Liebmann and Fred Simone took the victory in the Virginia
R69US 83
International Raceway five-hour race on an R69US, with John Potter and William van Houten
R60/2 1,830
second on a similar machine. Amol Precision prepared both R69USs.
R60US 728
R50/2 1,188
R50US 132
112 CHAPTER 4

Text Page: 112
1969
R69S, R69US, R60/2, R60US, R50/2, and R50US
For their final year, in the United States only the telescopic fork versions were available, with
more R69US models built this year than Earles fork R69Ss. With production dwindling to 4,701
in 1969, the viability of the motorcycle operation was now questionable. Car production was 1969 PRODUCTION
expanding and becoming increasingly profitable, and as a remnant of an earlier era, the /2, R69S 321
with its lavish attention to detail and finish, was expensive to produce. The engine, with its R69US 430
built up crankshaft, and gear camshaft drive, didn’t lend itself to mass production, and even R60/2 792
components such as throttle control and the rear brake linkage were unnecessarily complex. R60US 443
After subsidizing automotive losses in the early 1960s, the roles were now reversed, and it was R50/2 1,040
motorcycle production that was unprofitable. The Munich plant was required for automotive
R50US 70
expansion and motorcycles either had to finish, or move elsewhere. The final motorcycle was
built in Munich on May 13, 1969, and after 46 years of production would move to a new
factory in Berlin.
Although the /2 series was close to ending, a few small updates were still introduced. After The R69US engine was identical to the

R69S, still with the bulge for the vibration
September 1968, problems with inadequately cast cylinder heads were solved with new long- damper, but with more space around the
reach steel spark plug inserts and appropriate longer reach spark plugs. And even as late as engine. BMW Group Archives

Text Page: 113
November 1969, BMW attempted to improve the gearshift by changing the diameter of the
detent spring. All US versions had reflectors this year.
Although production during the 1960s never managed to replicate the boom years of
the early 1950s, the /2 twins sold solidly until 1967. Never mainstream motorcycles, by the
end of the 1960s, the Earles fork twins were generally considered antiquated and obsolete.
Virtually unchanged for more than a decade, they were relatively heavy and the performance
was sedate. Although the R69S was capable of around 108 miles per hour, the steering and
handling characteristics were unusual and idiosyncratic. Their heavy frames and strong Earles
forks were designed for sidecar attachment, and sidecars were now out of fashion. BMW
reasoned that by simply grafting a telescopic fork onto the existing /2, it would gain a new
lease of life. But this didn’t happen, and the three US market models failed to generate much
enthusiasm. And they looked ungainly, the combination of a high-mounted steering head
with the existing low rear-loop frame failing to win the hearts of devotees. Although not
especially rare, the /2 and R69S, in particular, exemplify the finest qualities of the pre-1969
twins. With its built-up crankshaft, predominance of ball and roller bearings, and gear-driven
camshaft, the engine was a jewel, yet the R69S (and all /2s) remains an eminently practical
and useable classic motorcycle. Alongside the R68, the R69S has justifiably earned a place as
one of the most desirable postwar BMW motorcycles.
SIDECAR RACING DURING THE 1960S AND 1970S

From 1960, privateers began to match the Fath and his URS in 1968, but returned the
factory effort, and Helmut Fath and Alfred following year with renewed factory support.
Wohlgemuth surprised everyone by winning With Fath’s ex-passenger Wolfgang Kalauch,
four races on their private entry to take the and later Engelhardt, Enders again won the
championship. Also Fritz Scheidegger’s first 1970 world championship and then decided to
kneeler outfit appeared this year, built in retire. After a rather unsuccessful season racing
an attempt to offset the power differential BMW cars, Enders returned to sidecars in 1972,
between his and the factory engines. and with Engelhardt, he went on to become
Although Scheidegger’s outfit represented the most successful sidecar racer ever, with
the next generation, he had to bow to the 27 Grand Prix victories and six world titles. By
superior power of the factory outfit of Max 1974, his Dieter Busch–prepared RS produced
Deubel and Emil Hörner. Their machine 67 horsepower at 10,000 rpm. Two Dell’Orto
retained a conventional sitting position with carburetors fed the 70x64mm engine, now
the fuel tank above the engine, but they still with a center bearing, and the sidecar outfit
won the world championship from 1961 featured a wide rear car tire on an Enders- Although he never won a world title,

through 1964. designed wheel, single strut rear suspension, Swiss sidecar pilot Florian Camathias
Scheidegger’s machine, on the other and a very short steering column with a U-link and his privately prepared BMW
hand, was a generation removed. By 1962, pivoted front fork. With hydraulically operated often threatened the factory and
each wheel had a disc brake, and for 1964, he drum brakes, including two heavily finned unofficial works teams. Here he is
fitted 10-inch magnesium Mini car wheels double leading shoe brakes on the front wheel, with Hilmar Cecco at the Isle of Man in
at the front and side. But it wasn’t until the the 419-pound outfit was capable of more than 1959, and they nearly won the world
championship that year. A crash in
factory’s withdrawal at the end of 1964 that 150 miles per hour.
1961 at Modena resulted in Cecco’s
he could prove his machine’s superiority. After 21 years and 19 world championships, death, but Camathias was back in 1962,
Scheidegger and John Robinson won the the RS monopoly ended and the two-strokes finishing second to Deubel’s factory
1965 world championship, repeating this took over. Although not exceptionally powerful, BMW, repeating this in 1963. Camathias
in 1966. Scheidegger was killed following a the RS BMW engine proved incredibly reliable preferred the British style sidecar on
brake failure at Mallory Park in March 1967, and ideally suited to sidecar racing. Ironically, the left, and in October 1965, at Brands
but Klaus Enders with Ralf Engelhardt took its era ended just as BMW was entering a new Hatch, his outfit left the road and the
over and gave the BMW twin another world age of profitability, but BMW wouldn’t consider popular Swiss driver was killed.
championship. They lost the title to Helmut producing a two-stroke racer. Lothar Mildebrath
114 CHAPTER 4

Text Page: 114
This R60US has the optional larger

sport tank and extra-wide Denfeld
dual seat with passenger grab handles.
Nearly covering the rear fender, this
large seat was also uncomfortable and
not popular. BMW Group Archives
With the retirement of Deubel, and

 Max Deubel was the most consistent
 By far the most successful BMW sidecar

tragic deaths of Scheidegger and sidecar racer of the 1960s, winning racer was Klaus Enders, here with Ralf
Camathias, the field was open for the world championship four times Engelhardt on his way to winning the
promising new teams. One was Johann in succession, from 1961 to 1964. 1969 World Championship. Prepared
Attenberger, with passenger Josef Teamed with Emil Hörner, they by Dieter Busch, the BMW engines
Schillinger. Due to Attenberger’s benefited from a factory engine, but were highly developed and by 1974
stiff left knee, their outfit had the Scheidegger narrowly beat them in included a center main bearing. This
sidecar on the left, and in only their 1965 and 1966. After two seasons year Enders’ machine was entered as a
second Isle of Man TT in 1968, they in second place, Deubel and Horner Busch-BMW in several events, resulting
finished second, receiving a special called it quits, Deubel to manage his in BMW not winning the official
trophy. Unfortunately Attenbeger and hotel and Horner to return to his trade manufacturers’ title. BMW Group Press
Schillinger’s promise was unfulfilled, as as a mechanic. This is at Ballaugh
they were both killed in a crash during Bridge on the Isle of Man in 1964.
the Belgian Grand Prix at Spa a month Lothar Mildebrath
later. BMW Group Press

Text Page: 115
5
1970–1980
NEW GENERATION:
SUPERBIKES AND SUPER TOURERS

Text Page: 116
With its plain bearing crankshaft

and electric start, the new engine
represented a significant departure
from BMW’s established practice.
BMW Group Archives
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

Text Page: 117
Inspired by the Norton “featherbed,”
 was a one-piece forged crankshaft (without a center bearing to minimize cylinder offset)
the new frame featured a double running in plain bearings. The camshaft was situated underneath the engine, driven by a
cradle, but the weakness was always
duplex chain from the front of the crankshaft, and many components came straight off the
the bolted-on rear subframe.
BMW Group Archives automotive production line, notably the three-layer plain bearings for the crank and con rods.
As the bearings required high-pressure lubrication, an Eaton trochoidal oil pump was
The early R50/5 was virtually
 fitted at the rear of the camshaft, while at the front was a three-phase 180-watt alternator
indistinguishable from the R60/5 and
R75/5. This is the 1970 US R50/5 with powering the new 12-volt electrical system. Battery and coil ignition with an automatic
higher handlebars. advance replaced the earlier magneto, and above the engine (on the R60 and R75 and
BMW Group Archives optional on the R50) was an electric starter motor.
Although the valve actuation system retained pushrods, as the pushrod tubes were now
underneath the cylinders, the engine looked more modern. Aluminum, used extensively to
minimize the effect of the heavy starting system, included alloy instead of steel-cylinder barrels,
with a cast-iron sleeve bonded to the cylinder through the Al-Fin process.
The cylinder heads were also new, with a much shallower included valve angle of 65
degrees. The R75/5 had large 42mm and 38mm valves, and a more radical camshaft than
the R50/5 and R60/5. The R60/5 valves were 38mm and 34mm, with the R50/5 receiving
34mm and 32mm valves. The R75/5 also had Bing Constant Velocity carburetors rather than
the Bing concentric carburetors on the smaller versions. The /5 included a completely new
air intake system, with the air filter incorporated inside the engine cases, with a rear facing
air intake grille. As the air intake faced rearward, there was no ram air effect, but the air
filter volume was 60 percent larger than that of the R69S. A four-speed three-shaft gearbox
bolted on the rear of the engine. Although the gearbox shifted more smoothly than earlier
BMW twins, it still wasn’t flawless and many modifications to the shifting mechanism were
made during the next few years.
New was the backbone-type, double-loop frame designed exclusively for solo riding. As
the frame was constructed of variable section-tapered and oval tubing with a bolted-on rear
subframe, the strength was questionable, but it remained essentially unchanged until 1996.
Designer von der Marwitz was convinced too much frame stiffness was detrimental for a
118 CHAPTER 5

Text Page: 118
street motorcycle, the short swingarm also impeding stability, and criticism of the handling
soon saw the /5 earning the unflattering nickname “rubber cow.”
Suspension included the Fichtel & Sachs leading-axle telescopic fork of the earlier US /2,
providing a generous 8.2 inches of travel, with twin Boge shock absorbers at the rear. Practical
features extended to a large 24-liter (6.35-gallon) fuel tank and generously sized dual seat. With
a host of lightweight features, including fiberglass fenders, the new /5 series models were also
reasonably light for their class. The /5 BMW moved away from the company’s decades-old
tradition of primarily offering only plain black, although nearly all /5s for the United States
were black in 1970 and 1971. Strangely, while the /5 represented a huge step in modernity in
most respects, several archaic features remained, notably the primeval plunger ignition key
and antique instrument cluster incorporated in the headlamp.
The /5 certainly vindicated Bönsch’s optimism. The R75/5 was no longer a staid and stodgy
motorcycle only for the initiated diehard. For a rider interested in long-distance, comfortable,
high-speed travel, there was simply no other contender in 1969. Here was a motorcycle that
could reliably cruise all day at 100 miles per hour, with all the conveniences expected of modern
machinery. Offering respectable handling, and adequate performance, the new boxer, especially
the R75/5—the first official 750cc twin since the military R75 of 1942–1944—was immediately
successful. When it was released in August 1969, even the skeptics were impressed.
R60/5 production commenced at Spandau in September, with the R75/5 in October and
the R50/5 in November. During 1970, 12,346 examples of the /5 series were sold. Motorcycle
sales hadn’t been as strong since 1955, and the future of the /5 was secure. The first US/5s
appeared on the East Coast in January 1970 and the West Coast in February, and most of these
were R75/5s. Only a few R50/5s were sold in the United States.
The European R50/5 had a lower


handlebar. The seat on the early /5s
1970 R75/5 had chrome passenger handles and
Engine designation 246 there were no side covers.
BMW Group Archives
Type Four-stroke, flat-twin, air-cooled
Bore x stroke 82x70.6mm
Displacement 745cc
Carburetion 2 x CV Bing 64/32/3–4
Gears 4-speed
Ignition Battery and coil
Rear suspension Twin shock absorber
Wheels 1.85B19 and 1.85B18
Tires 3.25S19 and 4.00S18
Wet weight 210 kg (463 lbs.)
Engine & frame numbers 2970001–2970443 (1969) 2970444–2976486 (1970)
Numbers produced 540 (1969), 6,118 (1970)
Colors Gray, White, Black, Green
NEW GENERATION 119

Text Page: 119
1970 R60/5 (DIFFERING FROM THE R75/5)
Bore 73.5mm
Displacement 599cc
Carburetion 2 x slide Bing 1/26/111–112
1970 R50/5 (DIFFERING FROM THE R75/5)

Bore 67mm
Displacement 498cc
Carburetion 2 x slide Bing 1/26/113–112
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.
1971 R75/5 (DIFFERING FROM 1970)

The R60/5 was virtually unchanged
 Carburetion 2 x CV Bing 64/32/9–10 (after 2977320)
for 1971; this is the US version with a Engine & frame numbers 2976487–2987130
higher handlebar. BMW Group Archives

Engine & frame numbers 2934691–2941429

120 CHAPTER 5

Text Page: 120
The controversial “toaster” chrome-

plated panels appeared on the 1972 /5.
The R75/5 was still the only version with
Bing constant velocity carburetors.
Ian Falloon
The 1972 R60/5 also received the


chrome tank panels and side covers. The
seat this year received a new passenger
grab rail. BMW Group Archives
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.

Rear wheel 2.25 B18
Colors Blue, Curry
1972 R60/5 (DIFFERING FROM 1971 R75/5)


NEW GENERATION 121

Text Page: 121
A longer swingarm improved stability,

and new rubber carburetor intakes 1973
provided more foot room.
BMW Group Archives R75/5, R60/5, and R50/5
For its final year, the /5 continued with a number of significant updates, primarily to the chassis,
The single dial instrumentation

and plunger ignition key was an the most important a longer swingarm introduced from January 1973. Engine updates included
anachronism by 1973. a new inner rotor for the oil pump, a new camshaft, and another centrifugal advance unit.
BMW Group Archives A return to conservative styling meant the 24-liter tank with rubber kneepads was
standard, with an optional smaller 17-liter tank, now with rubber pads rather than chrome-
plated panels. The battery covers were also optional, but these were now painted black or
blue in addition to chrome-plated. The longer swingarm lengthened the wheelbase 50mm
(1.97 inches), significantly improving the straight-line stability, reducing wobbles, enhancing
handling through better weight distribution, and allowing room for a larger 16 Ah battery.
Many of the features that made motorcycles of the early 1970s so appealing also
characterized the /5. With exceptional finish for a mass-produced motorcycle, over its four-
year lifespan, the /5 series more than lived up to expectations, with 68,956 produced. Not only
did it continue the BMW motorcycle tradition of offering unparalleled touring comfort and
reliability, the /5 (particularly the R75/5) also provided acceptable performance. Although the
skeptics initially criticized the lighter frame design with its bolt-on rear subframe, it was soon
evident that the /5 provided better handling than any previous BMW motorcycle. But in some
respects the /5 still remained outdated, and by 1973 disc brakes had arrived, as had closer ratio
five-speed gearboxes. On July 28, 1973, only three days after the 500,000th BMW motorcycle
(an R75/5) came off the production line, the last /5 left Spandau.
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A pair of 1973 /5s, both with the

smaller gas tank. The R75/5 on the left
1973 R75/5 (DIFFERING FROM 1972) is without side covers while the R60/5
on the right has chrome-plated covers.
BMW Group Archives
2999665–3000000 4000001–4008371
Engine & frame numbers
4009001–4010000 After the radical 1972 “toaster,” BMW

reverted to a more conservative look
Numbers produced 8,894 (Total 1969–1973: 38,370)
for 1973. Most /5s had the larger gas
Colors Metallic Blue, Red, Green tank this year. BMW Group Archives
The smaller gas tank remained an


option, now with rubber kneepads.
1973 R60/5 (DIFFERING FROM 1972 R75/5) Not all 1973 /5s had battery side
Engine & frame numbers 2948000–2952721 covers. BMW Group Archives

NEW GENERATION 123

Text Page: 123
RACING /5s
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
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Text Page: 124
with R75/5 sales stagnant, Reg Pridmore was
provided a R75/5 to ride in the 1972 West Coast
Production series. Eventually, this became a
highly developed production racer, Pridmore
managing 15 wins from 23 starts, winning the
1973 AFM production class championship.
During 1972 and 1973, Udo Gietl’s F-750
GP bikes were basically outclassed and had
limited success, and at the end of 1973, frame
builder Rob North was asked to provide a
frame similar to those of his highly successful
Triumph and BSA 750cc triples. Developed
over a two-and-half-year period, at 335 pounds
ready to go, the Butler & Smith racer was lighter
than the Yamaha and Suzuki two-strokes and
capable of around 165 miles per hour. But
they were always underpowered, especially at
high-horsepower tracks like Daytona. Where
the F-750 GP machines were more effective
was in regional road racing, the high point a
magnificent 1-2 victory at Summit Point, West
Virginia, in April 1974, Justus Taylor leading
home Kurt Liebmann in the Open Expert GP.
Gary Fisher was drafted alongside
Pridmore for 1975, and in the final race for
the F-750 BMWs, Fisher put the bike, now
with monoshock rear suspension, on the
front row at Laguna Seca. He diced with
Kenny Roberts until the monoshock failed.
Pridmore also proved the F-750 BMW’s
potency by out accelerating the Yamaha
700s at Road Atlanta. Often top 10 finishers
in AMA Nationals, and faster than the once-
dominant Harley V-twins, the B&S GP racers
remain an impressive testament to the
craftsmen and engineers involved in Butler
& Smith’s 1970s racing program.
Kurt Liebmann astride the Rob North–

frame R75/5 racer at Daytona, 1974.
Although beautifully presented, the
four-stroke twin was no match for the
two-stroke Yamahas. Ian Falloon
The final Daytona appearance for the


North-framed GP 750 was in 1975. This
is Liebmann, who failed to finish.
Ian Falloon
Built by Udo Gietl, the 1971 Butler &


Smith GP racer had a 250mm Fontana
brake, narrow frame, and one-off
fairing. This is Kurt Liebmann’s 1972
Pocono 50-mile road race winning
machine. Udo Gietl
NEW GENERATION 125

Text Page: 125
With its small fairing and distinctive

silver smoke colors, the R90S was
1974
a groundbreaking model for BMW.
The 1974 version featured a number R90S, R90/6, R75/6, and R60/6
of differences from later examples, Even when the R75/5 was released, the market for motorcycles was changing. In 1969,
including solid front disc rotors, earlier Honda rewrote the rules with its astounding CB750, a 67-horsepower overhead camshaft
Hella handlebar switches, aluminum-
bodied turn signals, white ring on four-cylinder motorcycle that was fast, reliable, and affordable. While Dr. Helmut Bönsch
the instruments, kick-start, and tape encouraged the development of the R75/5, he now declared that it would be unfortunate
pinstriping. Some R90Ss received the if BMW followed the path of producing larger and more powerful motorcycles. So the
older-style enameled (cloisonné) gas
development of the /6 series initially proceeded along similar lines to the /5.
tank badges instead of the newer thin
metal type. Mac Kirkpatrick The release of the /6 series in October 1973 marked the end of the /5, and while the /6
was very much a continuation of the /5 concept, the new sporting R90S saw a significant
change in direction for BMW. Not only did the R90S boast innovative styling, it provided
class-leading performance. For the first, and only, time in the history of BMW’s production
motorcycles, the performance was comparable to that of any motorcycle produced in
Japan, Italy, or England. The R90S was the first BMW Superbike, and with it BMW’s image of
conservatism was quashed. Production also increased this year, to 23,160.
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

Text Page: 126
included three air vents and vertical ribbing instead of the earlier smooth cast type. Inside
the engine were only minor updates—the crankshaft were balanced for the pistons with 90
percent tungsten plugs inserted in the crank webs and the cylinders were painted black for
improved heat dissipation.
Inside the cylinder head were larger (40mm) exhaust valves, the rocker arms pivoted in
needle roller bearings, instead of bronze bushes, and the R90S had a different aluminum air
filter housing with larger intakes. Setting the R90S apart from all other BMW motorcycles were
the pair of Italian 38mm Dell’Orto PHM concentric carburetors. Indicative of the performance
image BMW desired, the PHM Dell’Orto was relatively new, incorporated an accelerator pump,
and was hence nicknamed the “pumper.”
New for the R90S (and /6) was a long-awaited five-speed gearbox. The die-cast housing
was new, lighter, and smaller than the previous four-speed unit, and the three-shaft design
provided improved shifting over the /5. However, there remained room for improvement
and 1974 transmissions were problematic. All /6s received an updated electrical system, with
larger 25-Ah battery. But while the other /6s received a 280-watt three-phase Bosch alternator,
the R90S’ smaller diameter 240-watt alternator provided more clearance at higher rpm when
crankshaft whip was more evident.
The R90S frame was a development of the R75/5, with some additional gussets around the
steering head. The bolt-on rear subframe was new, but the strength of the entire structure was
No other motorcycle represented the


style of the mid-1970s more than the
R90S, and BMW exploited its sex appeal.
BMW Group Archives
NEW GENERATION 127

Text Page: 127
still questionable as there was little rigidity provided by triangulation. The 36mm telescopic
fork was internally identical to that of the R75/5, but with sporty fork cups instead of the
traditional ribbed gaiters. The Boge shock absorbers were new for the R90S and /6 series and
provided the R90S with a plush ride. Road irregularity was well insulated from the rider, but
the soft suspension and extra long travel did compromise ultimate sporting ability. BMW was
showing that the R90S was a real world sporting motorcycle, one that could be ridden hard
and fast in comfort, on all manner of roads. Acknowledging that high-speed stability wasn’t
perfect, BMW fitted a three-way adjustable double-acting Stabilus hydraulic steering damper
under the steering head.
Along with Weinmann light alloy wheels, the R90S had twin front stainless-steel disc
brakes, gripped by floating single-piston (38mm) ATE calipers, with the master cylinder located
underneath the fuel tank. A Bowden cable connected the master cylinder to the handlebar-
mounted brake lever. Although the individual MotoMeter speedometer and tachometer
was shared with all /6s, the R90S also received a clock and voltmeter mounted in the small
Muth-designed fairing. In 1974 a standard clock was almost revolutionary, not appearing as
standard equipment on a motorcycle since the wind-up eight-day clock on the Ariel Square
Four 30 years earlier. Muth’s styling makeover not only included the fiberglass fairing, but also
extended to the steel 24-liter fuel tank and Denfeld saddle. The R90S sold for a heady $3,430 in
1974, somewhat more than the $2,950 for an R90/6 and the $2,075 for a Kawasaki 900cc Z1. But
there was no doubt that there was more than $500 in extra equipment over an R90/6, even if
the disparity to the Z1 was more difficult to justify.
Only the R90S received Dell’Orto

“pumper” carburetors. In 1974, All BMW motorcycles of this period were characterized by superb quality control, each
R90Ss also retained a kick-start, this bike assembled by one technician with 86 inspectors checking various components and the
becoming optional in 1975. motorcycles before they left the factory in Spandau. The high price ensured the R90S earned
Mac Kirkpatrick
celebrity status, finding a place in the garages of racing car champions Emerson Fittipaldi and
Hans Joachim Stuck, and motorcycle enthusiast King Hussein of Jordan.
The R90S astonished the press when it was released. Cycle magazine said, “Without
question this is one of the top three motorcycles in the world. It has Superbike performance.
Double disc brakes stop it in 130 feet from 60 miles per hour. The engine is quiet and frugal,
the cruising range is almost 300 miles, and comfort at highway speeds is astonishing.”
1974 R90S (DIFFERING FROM THE R75/5)

Bore 90mm
Displacement 898cc
Carburetion 2 x Dell’Orto PHM 38 AS-AD
Gears 5-speed
Tires 3.25H19 and 4.00H18
Front brakes Dual disc 260mm
4070001–4075054 (09/1973–08/1974)
4950001–4951005 USA (01/1974–07/1974)
Numbers produced 986 (1973), 4,067 (1974), 1,005 (USA 1974)
Color Silver Smoke
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R90/6, R75/6, and R60/6 Three outwardly similar /6s joined the

R90S for 1974. The R60/6 on the right
Celebrating the boxer’s 50th anniversary, three other /6 models joined the R90S in the
has the standard smaller gas tank, while
1974 model lineup. Now with a five-speed gearbox, the /6 replaced the /5, and there was the R90/6 and R75/6 have their optional
no longer a 500cc twin. The three models were outwardly similar, and in 1974 they featured larger tanks. BMW Group Archives
many /5 components (such as the handlebar switches and enamel tank badges). All /6s were
offered with a smaller (18-liter) gas tank and touring saddle with larger chrome handrail. They
also kept the gaiters on the fork legs, but included the separate instruments and warning
light console.
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

Text Page: 129
1974 R90/6 (DIFFERING FROM THE R90S)
Front brakes Single disc 260mm
4040001–4044971 (09/1973–08/1974)
4930001–4932218 USA (01/1974–07/1974)
Numbers produced 3,049 (1973), 1,922 (1974), 2,218 (USA 1974)
Colors Red, Green, Blue, White, Black, Curry
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.
1974 R75/6 (DIFFERING FROM THE R75/5 AND R90/6)

The R90/6 was particularly popular in
 4010001–4012831 (09/1973–08/1974)
the United States. The front brake was Engine & frame numbers
4910001–4911097 USA (0/1974–07/1974)
a single disc and this 1974 model has
metal-bodied turn signals. Ian Falloon Numbers produced 1,203 (1973), 1,628 (1974), 1,097 (USA 1974)
130 CHAPTER 5

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R60/6 For 1974, the R60/6 was the smallest

Now the smallest in the /6 lineup, the R60/6 engine was very similar in specification to that of boxer twin. This retained the Bing slide
carburetors and drum front brake.
the previous R60/5, carburetion still by two slide-type Bing 26mm carburetors with accelerator Unlike the /5, the gas tank didn’t have
pumps. BMW didn’t think the R60/6 needed a disc brake to slow it down, and it retained the rubber kneepads. BMW Group Archives
earlier twin leading shoe front drum brake. Otherwise the chassis was as on the R75/6.

2910001–2911677 (07/1973–08/1974)
4900001–4900827 USA (01/1974–07/1974)
Numbers produced 448 (1973), 1,229 (1974), 827 (USA 1974)
NEW GENERATION 131

Text Page: 131
The R90S was available in striking

Daytona Orange for 1975. Ian Falloon
1975
R90S, R90/6, R75/6, and R60/6
As the /6 series represented a significant development, updates for 1975 centered on
refinement. New colors were added; brake discs were perforated, instruments, levers and
switches modernized, and seats redesigned. Production continued to climb, with sales of
25,566 motorcycles this year.
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.
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The R90S cockpit was further refined

for 1975, with new MotoMeter
instruments and improved Hella
switches. BMW Group Archives
New for the 1975 model, the R90S had


perforated front disc rotors. Ian Falloon
The R90S has rightfully earned its place


as one of the 1970s’ motorcycle icons.
BMW Group Archives
1975 R90S (DIFFERING FROM 1974)

4080001–4084675 (06/1974–09/1975)4900001–
4980001–4981738 USA (07/1974–08/1975)
1,376 (1974), 3,299 (1975),
Numbers produced
677 (USA 1974), 1,061 (USA 1975)
Color Daytona Orange
NEW GENERATION 133

Text Page: 133
R90/6, R75/6, and R60/6
Updates in 1975 for the /6s mirrored those of the R90S. These included the new crankshaft,
The 1975 R60/6 retained the front
 gearbox shifting forks, optional kick-start, and more powerful starter motor. The /6s also
drum brake. BMW Group Archives featured the 17mm front axle, new seat, turn signals, handlebar switches, and the R90/6 and
R75/6 had a perforated front brake disc. Curry was deleted from the /6 color range, and this
year the /6 was offered with an optional touring package that included a windshield and the
larger fuel tank, or a touring luxury package, with a wider range of accessories.

4050001–4053311 (06/1974–08/1975)
4960001–4964263 USA (08/1974–08/1975)
984 (1974), 2,327 (1975),
Numbers produced
1,802 (USA 1974), 2,461 (USA 1975)

4020001–4023688 (08/1974–08/1975)
4940001–4942087 USA (08/1974–08/1975)
1,198 (1974), 2,490 (1975),
Numbers produced
962 (USA 1974), 1,125 (USA 1975)

2920001–2923868 (08/1974–08/1975)
4920001–4921103 USA (08/1974–07/1975)
1,575 (1974), 2,293 (1975),
Numbers produced
593 (USA 1974), 510 (USA 1975)
134 CHAPTER 5

Text Page: 134
 The R90/6 also received a perforated
front disc for 1975, but retained only
a single-disc brake. Most had the
standard small fuel tank like this.
BMW Group Press
 Although the 1976 R90S looked little

changed from 1975, it had a number
of updates, including larger brake
calipers and stronger engine and
transmission cases. Mac Kirkpatrick
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)
4990001–4991260 USA (08/1975–06/1976)
912 (1975), 2,812 (1976),
Numbers produced
584 (USA 1975), 676 (USA 1976)
NEW GENERATION 135

Text Page: 135
RACING THE R90S
At about the same time as the R90S was Production TT from start to finish, averaging
unveiled, BMW prepared a factory R90S 98.82 miles per hour. However, under the
for the 1973 Bol d’Or 24 Hour endurance handicap system, they were credited with fifth,
race at Le Mans. Ridden by Dähne and Gary the first time the fastest finishers didn’t win a
Green, the bike finished third, covering 3,200 TT. Dähne’s fastest lap of 102.52 miles per hour
kilometers. Dähne then continued to develop remains the best ever lap of the Isle of Man by a
his older R75/5 racer for production events. pushrod boxer twin.
With the production TT capacity limit now The release of the R90S also coincided with
1,000cc, he installed a new 900cc engine the expansion in production and production-
with five-speed gearbox and dual-disc front based racing in America. As Reg Pridmore
end on the R75/5 chassis, finishing third. and the Butler & Smith R75/5 were the most
The 1975 Production TT was a 10-lap competitive combination in West Coast
handicap race with two riders, and Dähne production racing during 1973, it was no surprise
teamed with Werner Dieringer. After two to see them on the leader board with the new
laps Dähne was in the lead by a minute, R90S during 1974. Pridmore continued to ride
when he knocked a hole in the right side the production R90S (now Daytona Orange)
cylinder head cover, losing oil and seizing during 1975, finishing fourth in the Daytona  Reg Pridmore’s R90S Superbike had
the engine. Dähne finished ninth in the production race, but as production racing dual shock rear suspension at Daytona,
Open Classic TT on the same bike later in the evolved into Superbike racing, so did the R90S. and Pridmore went on to win the 1976
week, the first four-stroke home. His lap of By 1976, two-strokes had driven the four- AMA Superbike Championship.
101.89 miles per hour was the first 100-mile- strokes out of open class racing, but as they BMW Group Archives
per-hour lap by a BMW at the Isle of Man. bore no relationship to street motorcycles, the
 Dähne and Butenuth rode took the
Dähne returned to the Isle of Man in AMA created the Superbike series to woo the
R90S to victory in the 1976 Unlimited
1976, this time determined not to suffer fans back. Rules required the machines to look Production TT at the Isle of Man.
from the ground clearance problems of the stock, but underneath the street bodywork The engine had shorter cylinders to
previous year, shorter con rods trimming they were highly developed racers, and in the improve ground clearance.
an inch off each side. Teamed with Hans- first year of Superbike, only Butler & Smith BMW Group Archives
Otto Butenuth, Dähne led the 10-lap 1976 exploited the Superbike regulations to the full.
136 CHAPTER 5

Text Page: 136
Team manager Udo Gietl, with Todd Schuster, victory, but the photo finish equipment later  The three Butler & Smith R90Ss
Kenny Augustine, AMOL Precision, and West proved McLaughlin the winner. It was one of dominated the 1976 Daytona
Coast executives Helmut Kern and Matt Capri, the closest race finishes ever at Daytona, Superbike race, running in formation
worked tirelessly to create the R90S Superbikes, and the race average was 99.8 miles per hour. most of the race. Here Pridmore leads
arguably the most spectacular BMW racing So dominant were the BMWs that they made McLaughlin and Fisher.
motorcycles ever built. the rest of the field look second rate. BMW Group Archives
When they lined up at the inaugural Pridmore went on to win the 1976 AMA
 Steve McLaughlin on the monoshock
Superbike race at Daytona in March 1976, the Superbike Championship, and with the PR job R90S was the eventual winner of the
Butler & Smith R90Ss produced 92 horsepower done, Butler & Smith decided to pull the plug first Daytona Superbike race.
at the clutch. During the season, it was on the expensive program. As monoshock rear Ian Falloon
continually developed, eventually producing suspension was banned for 1977, Butler & Smith
102 horsepower at 8,600 rpm. Gietl reworked only entered one R90S, Pridmore finishing
the swingarm to incorporate a single, semi- fourth at Daytona.
horizontal Koni F1 racing car shock absorber But the original R90S Superbikes refused to
and prepared three R90S Superbikes. Gary die, with victories by Ron Pierce at Loudon in
Fisher and Steve McLaughlin rode monoshock 1977 and Harry Klinzmann at Laconia in 1978.
versions, and Pridmore was on a twin shock. In John Long ended the 1978 AMA Superbike
the first AMA Superbike race Fisher led before season with a points tie for the championship
retiring, McLaughlin assumed the lead, and and was credited with second overall. For a
on the final lap Pridmore led, but McLaughlin privately entered pushrod twin to succeed so
drafted past across the finishing line to win by well in a field of factory-prepared fours was an
3 inches. Pridmore was initially credited with astonishing achievement.
NEW GENERATION 137

Text Page: 137
R90/6, R75/6, and R60/6
Although the 1976 model /6 also looked visually identical to that of 1975, underneath were a
number of updates that also characterized the R90S this year. The R90S’s new stronger engine
housing was shared with the R90/6 and R75/6, while R60/6 featured a new crankcase specific
to that model. All versions now had the deeper sump oil pan and new cylinders sealed by an
O-ring, and cylinder heads with new rockers. The R75/6 and R90/6 now featured a 40mm front
brake caliper, but still a single disc.
Although overshadowed by the more spectacular R90S, the /6 series were excellent
motorcycles, and justifiably popular. They were well built, extremely reliable, and the R90/6
and R75/6 provided outstanding touring performance for the day. Although the R60/6
remained underpowered, the R90/6 and the R75/6 epitomized the finest aspects of the boxer
twin: quality, aesthetics, smoothness, and performance.

4060001–4063018 (08/1975–06/1976)
4970001–4973316 USA (09/1975–06/1976)
716 (1975), 2,302 (1976),
Numbers produced
2,012 (USA 1975), 1,304 (USA 1976)

4030001–4035306 (08/1975–06/1976)
4945001–4947578 USA (09/1975–06/1976)
1,955 (1975), 3,351 (1976),
Numbers produced
1,166 (USA 1975), 1,412 (USA 1976)

2960001–2965122 (08/1975–06/1976)
4925001–4925914 USA (09/1975–05/1976)
2,012 (1975), 3,110 (1976),
Numbers produced
643 (USA 1975), 271 (USA 1976)
 This 1977 R100RS has wire-spoke

wheels and the optional sporting solo
seat. The brake calipers were anodized
blue this year. BMW Group Archives
138 CHAPTER 5

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1977  Unlike the R90S, the R100RS
carburetors were the more usual Bing
CV. Angular rocker covers were new
R100RS, R100S, R100/7, R75/7, and R60/7 this year. BMW Group Press
Although the R90S changed the perception of BMW motorcycles as staid and boring
machines, it still wasn’t perfect. The R90S was both a styling triumph and a high-performance  The R100RS pioneered wind tunnel–
designed aerodynamic fairing. This
motorcycle, and while the handling was acceptable, there was some criticism of high-speed has cast-alloy wheels, but most 1977
instability. As this was possibly due to a combination of frame flex and the high steering examples were fitted with wire-spoke
inertia caused by the handlebar-mounted fairing, the next development of the top-of-the- wheels. BMW Group Press
line BMW motorcycle centered on a more aerodynamic and integrated frame-mounted
fairing. The result was the R100RS, Rennsport or Racing Sport, harking back to the bevel-drive
double-overhead camshaft racers of 1954. When it was released in August 1976, the R100RS
didn’t really bear any relationship to those magnificent racers, but it caused a sensation similar
to that of the R90S three years earlier. And with it, BMW created another classic motorcycle,
just as distinctive as the R90S, and functionally superior. Today integrated full fairings are de
rigueur for motorcycles, and the R100RS was the pioneer.
Alongside the R100RS for 1977 was a completely new range, the /7 series. Now comprising
five models, the top models had displacement that jumped to the 980cc of the R100RS.
The 900cc models were discontinued, and initially the 750 and 600cc versions were much
as before, in updated form. As in the past, a high degree of model uniformity and parts
interchangeability distinguished the series, with all /7s sharing much with the more expensive
R100RS, and sales increased this year, to 31,515.
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

Text Page: 139
> The R100RS dual seat was similar to
that of other /7s, but only the R100RS
was offered with cast-alloy wheels.
These included a rear drum brake.
BMW Group Press
 With its low handlebars, the R100RS

riding position was quite sporting, and
the fairing enveloped the rider.
BMW Group Press
the R100S, it was now relegated down in the lineup. True to form, the R100RS also set a new
price benchmark, selling for a staggering $4,595 in 1977.
Many of the engine developments for the R100RS, and its /7 series stable mates, were
introduced on the R90S and /6 for the 1976 model year. The most noticeable update was the
increase in capacity, although the cylinders had thicker and shorter cooling fins to reduce noise
and were no longer painted black. Inside the cylinder head were larger, 44mm inlet valves, with
new angular black anodized rocker covers, with polished fins. Instead of the R90S’s concentric
Dell’Orto carburetors, the R100RS received Bing 40mm constant vacuum carburetors.
Although the /7 frame and swingarm was essentially unchanged from the final 1976
version, a second transverse tube was added between the front double downtubes and the
frame tubing was a thicker section, with additional gusseting around the steering head. Most
1977 R100RSs were fitted with spoked wheels with the usual aluminum rims, but with two
blue pinstripes on each rim. Italian FPS cast-alloy snowflake-pattern wheels were listed as an
option for the R100RS only, the rear a 2.50x18-inch, but weren’t generally available during 1977
due to supply problems. Also setting the RS off were blue anodized brake calipers.
A much narrower, almost clip-on style, handlebar distinguished the R100RS from other
sporting BMWs. Short enough to fit completely inside the fairing, the flat handlebar provided
a very aggressive riding position, making the R100RS more suitable for high, rather than low,
speed touring duties. By far the most innovative feature of the R100RS was the wind tunnel–
designed injection-molded fiberglass fairing, claimed to reduce air resistance by 5.4 percent,
front wheel lift by 17.4 percent, and side yawing by 60 percent over the R90S.
Standard on all /7s, including the R100RS, was the stylish 24-liter (6.3-gallon) steel fuel
tank of the R90S, with a flush-mounted lockable filler cap, and the R100RS was offered with
a choice of two seats: the R90S-style dual seat and a solo (almost one and a half) sport seat.
1977 R100RS (DIFFERING FROM THE 1976 R90S)

Bore 94mm
Displacement 980cc
Carburetion 2 x Bing 94/40/105–106
6080001–6085159 (03/1976–06/1977)
6180001–6181263 USA (05/1976–06/1977)
1,418 (1976), 3,741 (1977),
Numbers produced
542 (USA 1976), 721 (USA 1977)
Color Silver
140 CHAPTER 5

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R100S, R100/7, R75/7, and R60/7
Although relegated in its status in the new lineup, the R100S continued the style of its
illustrious predecessor, the R90S, and all /7s incorporated many of the updates introduced on
the R100RS. Although it lacked the R90S mystique, the R100S was an improved motorcycle
and arguably the strongest performer in the 1977 lineup. This was vindicated in production
racing, with Kenny Blake and Joe Eastmure taking the victory in the 1977 Australian Castrol
Six-Hour race for stock production bikes on a R100S.
As with the /6 series, each model of the /7 series represented a slightly different variation
on the engine Typ 247/76 theme. There was fundamentally little difference in the engine
specifications of the R60/7 and the R75/7 and their respective /6 variants, while the R100/7 was
also quite similar to the R90/6. The R100S engine was identical to that in the R100RS, although
the power output was slightly less due to a more restrictive exhaust system. All featured the
new angular rocker covers and plain aluminum cylinders. The carburetion was ostensibly  Replacing the R90S for 1977, the R100S
carried over from the previous models, except the R100S now used Bing 94 carburetors similar was no longer the range leader, but
to those on the R100RS. All /7s featured the new frame with additional strengthening, and as as it shared the R100RS engine, it still
provided impressive performance.
on the /6, all the wheels for 1977 /7s and R100Ss were wire spoked with aluminum rims. All BMW Group Archives
/7s had a single front disc brake this year (including the R60/7), the R100S retaining dual-
perforated front discs. Ostensibly the /7 was very similar to the /6, but all models shared the  The basic touring model in the 1977
R90S-style sporting front fender and 24-liter fuel tank with flush-mounted cap. Although 1,000cc lineup was the 100/7, now
with the R90S-style gas tank and more
the R75/7 and R60/7 weren’t officially listed after the 1977 model year, a small number were sporting front fender.
produced into 1978 and 1979, and even a few R60/7s in 1980. BMW Group Archives
NEW GENERATION 141

Text Page: 141
 The R60/7 had a front disc brake
instead of the R60/6’s drum.
1978
BMW Group Archives
R100RS, R100S, R100/7, R80/7, and R60/7
 The /7 instrument panel. The top triple The 1978 model year was one of transition for BMW. Replacing the short-lived R75/5 was the
clamp was still a flat-steel unit, and the similar R80/7, and this was effectively the final year for the R60/7 before the new-generation
front master cylinder operated by a
Bowden cable. New this year on all /7s R65 replaced it. This year also saw a variety of additional official, police, and touring models:
was the flush-mounted fuel filler. the R60/7 T, the R80/7 T, and R80/7 N. In the United States, the strong deutschmark had a
BMW Group Archives detrimental effect, forcing up prices and reducing sales. It was rumored that up to 8,000
motorcycles sat in dealers’ showrooms, and at $5,295, only 1,092 examples of the flagship
R100RS were sold in the United States this year.
In the United States, noise, emission controls, and the introduction of lower octane low-lead
fuel were also hurting the air-cooled boxer engine, requiring complicated engine breather systems
and a general lower state of tune. In the face of cheaper and higher performing Japanese fours, the
expensive boxers struggled to find a market, although they continued to maintain a loyal following
in Europe. And with production falling to 29,580 motorcycles built during 1978, the future of the
BMW motorcycle looked uncertain. In an effort to stem a downward spiral, a R100RS was prepared
for an attempt on a series of long-distance records at Nardo in southern Italy. A team of four riders
(Dähne, Cosutti, Milan, and Zanini) set four new world records, including an average speed of
220.711 kilometers per hour (137.14 miles per hour) over 100 kilometers.
1977 R100S (DIFFERING FROM THE R100RS AND R90S)

6060001–6063149 (05/1976–06/1977)
6160001–6161385 USA (05/1976–06/1977)
1,461 (1976), 1,643 (1977),
Numbers produced
841 (USA 1976), 544 (USA 1977)
Color Metallic Red
1977 R100/7 (DIFFERING FROM THE R100S AND R90/6)

6040001–6043414 (05/1976–06/1977)
6140001–6142451 USA (05/1976–06/1977)
1,771 (1976), 3,741 (1977),
Numbers produced
1,587 (USA 1976), 864 (USA 1977)
Colors Blue, Orange, Black
142 CHAPTER 5

Text Page: 142
 The R100RS was available in gold for
1978. The brake calipers were now
anodized silver and all wheels were
cast aluminum. BMW Group Archives
 A sporting solo seat was still optional,

but new this year was a rear disc brake
1977–1979 R75/7 (DIFFERING FROM THE R100/7 AND R75/6) and a wider wheel rim.
BMW Group Archives
6020001–6024507 (05/1976–06/1977)
6220001–6220278 (08/1977–04/1978)
6222001–6333005 (01/1979)
6120001–6121474 USA (07/1976–06/1977)
1,533 (1976), 2,974 (1977), 1,315 (USA 1976),
Numbers produced 159 (USA 1977), 107 (1977 for 1978 model year),
171 (1978), 5 (1979)
1977–1980 R60/7 (DIFFERING FROM THE R100/7 AND R60/6)

Front brake Single disc 260mm
6000001–6011412 (05/1976–01/1978)
Engine & frame numbers 6015001-6015382 (09/1978–14/1980)
6100001–6100407 USA (07/1976–05/1977)
2,207 (1976), 3,310 (1977), 296 (USA 1976),
Numbers produced
111 (USA 1977), 263 (1978), 350 (1979), 56 (1980)
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

Text Page: 143
 The Motorsport special edition R100RS R100S, R100/7, R80/7, and R60/7
was built in limited numbers during
Replacing the R75/7 was the slightly larger R80/7, and this would become one of the more
popular standard models. A lower-compression 50-horsepower version was also produced,
but not sold in the United States. As the R60/7 was proving unpopular, only a small number
were built toward the end of 1977, as 1978 models.
Most 1978 /7 chassis updates were also shared with the R100RS, including the new
instruments. While the first 1978 R100S had wire-spoked wheels, R100RS alloy wheels with a
Brembo rear disc brake soon replaced them. The R100/7, R80/7, and R60/7 continued with the
spoked wheels and a rear drum brake. All US R100/7s, R80/7s, and R60/7s included a single front
disc brake, while European R100/7s and R80/7s featured a second front disc. On European /7s,
the cast-alloy wheels and rear disc brake (of the R100RS and R100S) were also an option this year.
For the United States, in addition to the R100RS Motorsport Special Edition, R100S Sport
and Touring versions were offered, the R100S Touring with higher handlebars and no fairing.
A third special edition was the R100/7 Special, in red or black with the alloy wheels and a rear
drum brake; a R80/7 Avus Special Edition also was available.

Rear wheel 2.75 B18
Rear brake 260mm Brembo disc
6065001–6068753 (04/1977–07/1978)
6162501–6163870 USA (07/1977–07/1978)
752 (1977), 3,003 (1978), 963 (USA 1977),
Numbers produced
407 (USA 1978)
Color Red Smoke Metallic
144 CHAPTER 5

Text Page: 144
6045001–6047995 (04/1977–08/1978)
6145001–6148196 USA (07/1977–07/1978)
898 (1977), 2,185 (1978), 2,565 (USA 1977),
Numbers produced
631 (USA 1978)
Colors Red Metallic, Black (R100/7 Special), Havana Gold (US only)

Bore 84.4mm
Displacement 798cc
55 horsepower at 7,250 rpm
Power
(or 50 horsepower at 7,000 rpm)
Compression ratio 9.2:1 (or 8.2:1)
6025001–6028787 (04/1977–07/1978)
Engine & frame numbers 6200001–6201985 R80/7N (08/1977–07/1978)
6122501–6124909 USA (04/1977–07/1978)
2,323 (1977), 3,658 (1978), 1,813 (USA 1977),

Numbers produced
596 (USA 1978)
Colors Gloss Black (Avus), Havana Gold (US only)

6007001–6011412 (07/1977–01/1978)  For 1978 the R80/7 replaced the R75/7.
Engine & frame numbers These retained wire-spoke wheels with
6101001–6101158 USA (08/1977–11/1977)
a rear drum brake. US versions like this
Numbers produced 3,035 (1977), 1,391 (1978), 158 (USA 1977) only had a single-front disc brake.
Color Black only Ian Falloon
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

Text Page: 145
 One of the color options for the 1979 R100RT
R100RT was Metallic Brown and silver,
Based on the R100RS and designed to compete against the Harley-Davidson FLH-80 Classic,
with gold hue wheels. Some in this
color combination had a white seat. the lavishly equipped R100RT came standard with an aerodynamically developed fairing and
Ian Falloon excellent detachable Krauser-built saddlebags. The boxer engine was shared with the R100RS
(without the 1979 model oil cooler), as was the basic chassis.
 New for 1979 was the R100RT tourer.
Identified by the large fairing, with Both the R100RT and R100RS received new crankcases, not shared with other /7s, but all
built-in air vents, this provided /7s included a new crankshaft with riveted counterweight material to the inner surfaces of
exceptional touring comfort, but the the crank webs instead of tungsten plugs. All /7s also received a new camshaft drive with a
R100RT was considerably overpriced. single-row chain, including a spring-loaded hydraulically damped tensioner. One of the main
Ian Falloon
updates was to the ignition. Although retaining a Bosch contact breaker system, a rotary trigger
was separately enclosed in a housing within the timing chain cover, resulting in more stable
ignition timing. Another effective modification was to the driveshaft, this now incorporating a
torsional hydraulic damper. The transmission case also received external vertical cross ribbing
for additional strength and heat dissipation.
The R100RT’s wind tunnel–designed fairing included an adjustable screen, automotive-
style adjustable air vents, and two large lockable storage compartments. As it was
considerably lighter than comparable full-dress tourers, the R100RT provided superior on-the-
road performance with outstanding rider protection. But the list price of $6,345 made it the
most expensive bike generally available and was ultimately an impediment to sales.
1979 R100RT (DIFFERING FROM THE R100RS)

6155001–6157982 (06/1978–08/1979)
Engine & frame numbers 6190001–6190004 USA (04/1978–04/1978)
6195001–6196039 USA (08/1978–07/1979)
1,029 (1978), 3,055 (1979), 628 (USA 1978),
Numbers produced
656 (USA 1979)
Colors Red, Brown/Silver
146 CHAPTER 5

Text Page: 146
R100RS, R100S, R100T, R100/7, and R80/7
All /7s shared the engine and driveline updates of the R100RT, while the R100RS now featured
a standard oil cooler. The R100S also included the R100RS engine, with the same Bing
carburetors and 40mm exhaust header pipes. This year saw several transitory variations on
the /7 theme, some specifically for the US market, such as the R100S Touring and R100T. R100T
specification also varied between markets, and in the United States, it included standard
chrome saddlebag brackets and engine protection bars, voltmeter, quartz clock, and an
electrical accessory outlet. But despite the high specification and keen pricing ($1,415 less
than the R100RT), the R100T only sold in very limited numbers. The older-style fork gaiters
were absent from all /7s this year, and the R100T, R100/7, and R80/7 included cast-alloy wheels
with the Simplex drum brake.
 The R100RS received a standard oil
cooler for 1979, this located in a new,
solid front fairing panel. As before, a
1979 R100RS (DIFFERING FROM 1978) sporting solo seat was an option.
BMW Group Archives
6095001–6097007 (06/1978–08/1979)
6185001–6185421 USA (08/1978–07/1979)  The R100RS for 1979 was available in
704 (1978), 2,303 (1979), 209 (USA 1978), 223 (USA this very attractive blue and silver color
Numbers produced scheme. The engine also included a
1979), 628 (USA 1978 R100RST), 656 (USA 1979 R100RST)
number of significant updates this
Colors Blue/Silver year. BMW Group Archives
NEW GENERATION 147

Text Page: 147
 Dark Red Metallic was a new color for
the 1979 R100S, this now receiving the
high-horsepower R100RS engine. The Power 70 horsepower at 7,250 rpm
side covers were black this year. Carburetion 2 x Bing 94/40/105–106
BMW Group Archives
6070001–6070651 (06/1978–07/1979)
 Effectively replacing the R100/7 6165001–6165104 USA (08/1978–11/1978)
for 1979, the R100T generally had 224 (1978), 645 (1979),
standard engine protection bars and Numbers produced
102 (USA 1978), 2 (USA 1979)
chrome saddlebag brackets.
BMW Group Archives Color Dark Red
148 CHAPTER 5

Text Page: 148
 The US R100T had higher handlebars. The
front brakes were now dual disc and the
wheels cast alloy, with a rear drum brake.
BMW Group Archives
1979 R100T AND R100/7 (DIFFERING FROM 1978)

Rear wheel 2.50 B18
Front brakes Dual disc 260mm
R100/7 6050001–6051293 (06/1978–08/1979)
R100/7 USA 6170001–6170414 (09/1978–08/1979)
R100T 6115001–6115002 (07/1978)
R100T 6150001–6150173 (11/1978–07/1979)
R100T: 58 (1978), 307 (1979); R100/7: 393 (1978),
Numbers produced
1,553 (1979), 202 (USA 1978), 723 (USA 1979)
Colors Red/Silver, Blue (R100T)

Rear wheel 2.50 B18
Front brakes Dual disc 260mm (single disc USA)
50 HP 6205001–6205392 (06/1978–08/1979)
Engine & frame numbers 55 HP 6030001–6030973 (06/1978–08/1979)
6126001–6126113 USA (08/1978–07/1979)
545 (1978), 2,271 (1979), 103 (USA 1978),

Numbers produced
73 (USA 1979)
R65 and R45

Endeavoring to widen the boxer’s appeal, BMW released two new smaller twins for 1979,
theoretically paving the way for the future. But although functionally superior in some
respects, the smaller boxers never really endeared themselves with buyers. They may have
been narrower and more stylish, with better handling than their larger brethren, but they
remained expensive, underpowered, and relatively heavy.
The engine architecture was similar to the larger boxers, but one of the advantages of the
short-stroke engine was that it allowed shorter cylinders, con rods, and pistons, reducing overall
engine width by 2.6 inches. New features shared with the larger twins included the single-row
cam chain and ignition points in a separate housing. The smaller twins also included a lighter
flywheel and smaller diameter clutch. Vibration was also a problem on the R65, particularly in
top gear at around 55 miles per hour, the recently introduced speed limit in America.
NEW GENERATION 149

Text Page: 149
 The R65 was fitted with dual-front disc
brakes for most markets, these with a
new type of ATE twin-piston caliper.
BMW Group Archives
 The R65 was too expensive and didn’t

offer enough performance to make
it popular in the United States. US
versions in 1979 only had a single-front
disc brake. Ian Falloon
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
Displacement 650cc
Gears 5-speed
Ignition Battery and coil
Rear suspension Twin shock absorber
Tires 3.25H18 and 4.00H18
Brakes Single front disc 260mm, 200mm drum rear
Wheelbase 1,400mm
6340001–6345303 (01/1978–08/1979)
6380001–6381576 USA (07/1978–08/1979)
Numbers produced 11,975 (1978–1980)
Colors Silver-Beige, Red, Charcoal
150 CHAPTER 5

Text Page: 150
1980  BMW’s entry-level motorcycle for 1979
was the R45, but this was particularly
underpowered, especially in the more
R100RT, R100RS, R100S, R100T, R100/7, R80/7, R65, and R45 popular 27-horsepower version.
As most developmental resources were now directed toward the new K series and dual- BMW Group Archives
purpose G/S, the existing range was ostensibly unchanged for 1980. BMW still faced many
problems in the United States. Not only were there further price increases, the R100RT now
listing at a staggering $7,195, the venerable boxer engine was struggling to meet noise
and emission requirements while maintaining a respectable power output. As the price
continued to climb in America, and the performance diminished, sales stagnated to such an
extent that only 3,866 1,000cc models were sold in the United States during 1979 and 1980.
But despite a flat US market, sales elsewhere remained strong, and production increased to
a healthy 29,260 motorcycles.
Apart from US versions, the specifications for 1980 were similar to those of 1979. BMW
struggled in 1978 and 1979 in the United States as the company endeavored to sell premium
motorcycles in the wake of a falling dollar. With America accounting for one third of sales, the
future looked bleak, but evolutionary development of the existing boxer engine continued,
notably improved lubrication to the camshaft and main bearings.

Bore 70mm
Displacement 473cc
Power 35 horsepower at 7,250 rpm (27 horsepower at 6,500 rpm)
Compression ratio 8.2:1 (27 horsepower)
Carburetion 2 x CV Bing 64/28/203–204 (64/26/204–204 27 HP)
6300001–6304884 (01/1978–08/1979)
R45N 6320001–6325645 (03/1978–08/1979)
Numbers produced 15,905 (1978–1980), including 6,430 35 horsepower
NEW GENERATION 151

Text Page: 151
To allow US models to run on low lead or unleaded regular gasoline, but also to enable the
engine to pass more stringent EPA requirements, the compression ratio for all US bikes was
lowered to 8.2:1, but for other countries, the engine specifications were unchanged. The lower
compression ratio was claimed to only slightly reduce the power output, and all the US R100s
received new pistons, cylinder heads, and a twin snorkel air intake with a flat air filter.
A special edition R100S Exclusive Sport, with a triple-tone blue Walter Maurer paint
scheme, joined the lineup for 1980. Including chrome shock absorber springs and polished
aluminum fork legs, this was greeted disapprovingly by BMW traditionalists and very short-
lived. Also offered this year was a sport version of the R100T, which included a low handlebar
and fairing, while the R100/7 and R80/7 were essentially unchanged, with the US R80/7
now the 50-horsepower version. Also receiving lower compression pistons, further denting
performance, was the US R65. By 1980, the price had climbed to $4,230, the power was down,
and it needed a revamp.
By 1980, the 1,000 and 800cc boxers in their current form had inevitably run their course.
As the company had done a decade earlier, BMW needed to adapt to market demands. In
addition to ever-increasing Japanese competition, BMW had to meet new noise and emission
laws, and the next decade would see a change in direction, with the water-cooled K series.
But this didn’t signal the end of the boxer, as it would receive a reprieve in 1981, evolving into
 One of the less successful boxer
renditions was this Walter Maurer what would become one of BMW’s most successful series: the G/S.
special edition R100S. Featuring
chrome shock absorber springs and
polished aluminum fork legs, this
version was short lived.
BMW Group Archives
1980 R100RT (DIFFERING FROM 1979)
Power 67 horsepower at 7,000 rpm (USA)
Compression ratio 8.2:1 (USA)
6157983–6169354 (09/1979–07/1980)
6196040–6196851 (USA 09/1979–07/1980)
Numbers produced 2,270 (1980), 567 (USA 1980)
1980 R100RS (DIFFERING FROM 1979 AND THE 1980 US R100RT)

6097008–6100000 (09/1979–06/1980)
Engine & frame numbers 6223001–6223330 (06/1980–07/1980)
6185422–6185519 USA (11/1979–06/1980)
Numbers produced 2,323 (1980), 87 (USA 1980), 567 (USA 1980 R100RST)
Color Silver Beige
1980 R100S (DIFFERING FROM 1979 AND THE 1980 US RT100RT)

6070652–6071951 (08/1979–07/1980)
6165105–6165152 USA (03/1980–07/1980)
152 CHAPTER 5

Text Page: 152
 The R100RS was virtually unchanged
for 1980, but was now available in
1980 R100T AND R100/7 (DIFFERING FROM 1979 AND 1980) silver/beige. BMW Group Archives
R100/7 6051294–6053635 (09/1979–07/1980)
Engine & frame numbers R100/7 USA 6170415–6171344 (11/1979–07/1980)
R100T 6150174–6150396 (08/1979–07/1980)
Numbers produced R100T: 31 (1980); R100/7: 1,689 (1980), 419 (USA 1980)

50-HP 6205393–6206315 (09/1979–07/1980)
Engine & frame numbers 55-HP 6030974–6032475 (09/1979–07/1980)
6126114–6126349 USA (09/1979–07/1980)
Colors Brown, Dark Blue
1980 R65 (DIFFERING FROM 1979)

Compression ratio 8.2:1 (US)
6345304–6349336 (09/1979–07/1980)
6381577–6382459 USA (09/1979–07/1980)

Carburetion 2 x CV Bing 64/28/301–302 (64/26/301–302 27 HP)
6304885–6306430 (09/1979–07/1980)
R45N 6325646–6329475 (09/1979–07/1980)
NEW GENERATION 153

Text Page: 153
6
1981–1992
GELÄNDE STRASSE
AND THE K SERIES:
OUT WITH THE OLD, IN WITH THE NEW

Text Page: 154
In October 1980, BMW North America took over US distribution from Butler & Smith, this  As it was intended for dual-purpose
coinciding with a significantly updated boxer lineup. In the wake of the R90S and R100RS’s use, the R80G/S had a 21-inch front
wheel and long travel suspension.
success, for 1981 BMW created another milestone motorcycle, the R80G/S. Like its illustrious
BMW Group Archives
predecessors the R80G/S (Gelände Strasse, or woods/street), rewrote the rulebook, pioneering
a new category. This class, the all-purpose large-capacity leisure motorcycle, was immediately  Laszio Peres in the 1978 German off-
successful and initiated a path that continues to serve BMW well today. Although now road championship on a prototype
GS80. BMW Group Archives
dwarfed by the latest incarnations, when it was released, the R80G/S was the world’s largest
dual-purpose motorcycle. Aimed at the explorer or adventurer rider, for a dirt bike the R80G/S
was big and heavy, but for a street motorcycle, the weight and size were moderate. Off-road
performance was compromised, but as the weight was less than the pure street R100 and
R80 versions, the byproduct was exceptional street capability. The R80G/S was the only boxer
twin to survive the advent of the K series unscathed, and it formed the basis of the final series
of air-head twins.
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

Text Page: 155
R80G/S
The impetus for the R80G/S came from BMW’s increasing success in off-road racing with
modified boxer twins. This began back in 1970, with Herbert Schek winning the over 500cc
German off-road championship three times in succession between 1970 and 1972 on a
modified R75/5. Schek also won gold medals in the 1971 and 1973 ISDT events, but generally
the BMW’s struggled against the lighter Maico two-strokes.
The introduction of an over 750cc class in 1978 encouraged an official return to off-
road racing, and BMW produced the GS80. On this specialized 872cc competition model,
Richard Schalber won the 1979 German off-road championship. In 1980, Werner Schütz had
even better results, winning the German championship, and Rolf Witthöft captured the
European championship.
While the factory team was proving the capability of the boxer twin in off-road competition,
work was also progressing on a production dual-purpose model. When new management
members were appointed in the beginning of 1979, they sanctioned the development of
two new models. One was the K series, intended to replace the R100, while the other was
an enduro boxer, designed to supplement the existing range. With limited developmental
time available, the enduro intentionally drew on existing designs. Rüdiger Gutsche headed
the project, and as Gutsche was an ISDT veteran on his own special R75/5-based enduro, this
undoubtedly sped the development. Only 21 months after the project got the go-ahead, the
R80G/S was officially presented and sold more than 6,000 in its first year of production.
Unlike the 1,000cc models, there was only one specification R80G/S engine. US and
European versions used essentially the same engine as the earlier R80/7, but with a lower
compression ratio, Galnikal cylinders, 10-pound lighter clutch and flywheel, Bosch electronic
ignition, and a plastic airbox with flat air filter. The R80G/S included a kick-start as standard,
although electric start was an option (standard in the United States) and featured a new
pressure die-cast final drive housing.
The R80G/S frame was similar to that of the R65, without an additional strengthening
tube in the backbone. The bolted-on rear subframe was new, as was the special single-sided
swingarm, or Monolever. Also incorporating the driveshaft, the Monolever was claimed to
provide 50 percent greater torsional rigidity than the normal double-sided type. The 36mm
front fork was similar in internal design to that of the R65, but was a leading-axle type with
provision for dual-disc brakes.
 The R80G/S pioneered the Monolever

swingarm and single rear shock
absorber. More rigid and 4 pounds
lighter, this soon found its way to the
rest of the BMW motorcycle range.
BMW Group Archives
 The R80G/S had very basic

instrumentation. BMW Group Archives
156 CHAPTER 6

Text Page: 156
 The R80G/S engine pioneered
significant updates that would soon
1981 R80G/S be featured across the range. These
Engine designation 247 included Nikasil cylinders, electronic
ignition, and a lighter flywheel to
Type Four-stroke, twin-cylinder, flat-twin improve clutch action.
Bore x stroke 84.4x70.6mm BMW Group Archives
Displacement 797.5cc
Carburetion 2 x CV Bing 64/32/305–306 (321–322 US)
Gears 5-speed
Ignition Bosch electronic
Frame Twin-loop tubular steel
Rear suspension Monolever swingarm
Tires 3.00x21 and 4.00x18
Brakes Single disc 260mm and Simplex drum 200mm
Wet weight 186 kg (410 lbs.); electric start 192 kg (423 lbs.)
6250001–6255161 (05/1980–08/1981)
6362001–6362750 USA (06/1980–08/1981)
Color White

Text Page: 157
> The R100RT received a pair of self-
leveling Nivomat rear shock absorbers
for 1981. BMW Group Archives
 Although the engine included a

number of significant updates, the
R100RT’s fairing and general style was
unchanged. BMW Group Archives
R100RT, R100RS, R100CS, and R100

A rationalization of the lineup coincided with the introduction of the improved A10 engine
for 1981. The R100RT and R100RS continued much as before, and the R100S evolved into the
R100CS, with the R100 the only basic model in the range. As before, all US examples had
the lower 8.2:1 compression ratio.
Engine updates included strengthened crankcases, modified oil passages, a deeper sump,
and lighter Galnikal cylinders. Experience with the smaller R65 had shown the benefits of
a lighter clutch and flywheel, especially in combination with the driveshaft shock absorber,
and this was included on the A10 engine. Completing the updates was a new black plastic
airbox with flat paper filter and a stronger pressure die-cast final drive housing similar to
that of the monoshock R80G/S. All R100s received an updated electrical system, including a
more powerful Bosch 280 Watt alternator, a more powerful Bosch starter motor, and Bosch
electronic ignition.
Although the cast aluminum snowflake wheels looked similar to before, the front wheel
on all R100s was now a wider 2.15Bx19-inch one. Unlike the R100S with its rear disc brake, the
R100CS shared a narrower rear wheel with a rear drum brake with the R100, and some R100CSs
also featured the earlier narrower rim wire-spoked wheels. New brakes also distinguished all
R100s for 1981, including twin-piston Brembo front brake calipers with a handlebar-mounted
Magura master cylinder. The front fork received new springs and dampers, and the R100RT this
year included a pair of self-leveling Nivomat rear suspension units. Optional for other R100s,
although they suffered from seal failure, these were extremely effective and were the most
advanced suspension available for a touring motorcycle in 1981. A special edition R100RS this
year was the John Player, released to celebrate the success of the racing 6 series JPS cars.

Carburetion 2 x Bing 94/40/111–112 (113–114 US)
Ignition Bosch electronic
Front wheel 2.50Bx19
Front brakes 2x Brembo twin-piston calipers
6230001–6232899 (08/1980–08/1981)
6240001–6241232 USA (06/1980–08/1981)
1,140 (1980), 2,910 (1981),
Numbers produced
729 (USA 1980), 1,292 (USA 1981)
Color Green
158 CHAPTER 6

Text Page: 158
 As with all 1981 1,000cc boxer twins,
the R100RS received an improved front
braking system, with twin Brembo
brake calipers. BMW Group Archives
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)
Rear wheel 2.50Bx18
Rear brake 200mm drum
6135001–6136503 (06/1980–08/1981)
6188001–6188162 USA (09/1980–05/1981)
516 (1980), 1,530 (1981),
Numbers produced
126 (USA 1980), 38 (USA 1981)
Color Black

Text Page: 159
R65 and R45
For 1981, the R65 and R45 incorporated many of the R100’s improvements: the engine
(designated A20), a lighter clutch, Nikasil cylinders, flat air filter, and an electronic ignition
system. The engine included a larger oil pan and an additional crossover pipe in the exhaust
to broaden the powerband. To redress the R65’s lack of power, the R65 received larger (40mm
and 36mm) valves, and US versions retained the lower (8.2:1) compression ratio. The driveshaft
received additional cushioning and a lighter pressure die-cast final drive housing.
Apart from revised steering geometry, and a stronger 10mm longer swingarm, the general
chassis layout was unchanged. A new, lower seat improved comfort, and for the United States
a dual-disc front end was now standard on the R65. All these improvements contributed
to the R65 becoming an extremely competent middleweight, but compared to the latest
Japanese offerings, it was still expensive and underpowered.
 The basic R100 was a very competent

motorcycle. The wheels were cast
aluminum, but still with a rear drum
brake. BMW Group Archives
 The R65 was updated for 1981. The Carburetion 2 x CV Bing 64/32/307–308
engine was more powerful and the Ignition Bosch electronic
seat redesigned. BMW Group Archives
Brakes Twin front disc (US)
6310001–6315471 (06/1980–08/1981)
6385001–6386264 USA (06/1980–08/1981)
Numbers produced 16,859 (08/1980–09/1985)
Colors Blue, Black, Turquoise
1981 R45 (DIFFERING FROM 1980 AND THE R65)

27HP 6260001–6262890 (06/1980–08/1981)
35HP 6270001–6271535 (08/1980–08/1981)
Numbers produced 11,343 (08/1980–07/1985), including 5,540 35 HP
160 CHAPTER 6

Text Page: 160
1982
R80G/S, R100RS, R100RT, R100CS, R100, R65LS, R65, and R45
With most developmental resources going into the forthcoming K series, there were few
updates to the existing boxer twins for 1982. New this year was the controversial R65LS,
and the R80 continued for official and police use. In the United States, price remained an
impediment and overall sales were down to 30,398 for 1982.
R80G/S and R100s

R80G/S updates were minimal. An electric start was now standard and the rear wheel rim
was wider. A blue version with a black seat was also available this year. R100s received a new
frame and centerstand, and the gearbox included revised helical input gears and fifth gear.
While it still continued in Europe, the R100CS was dropped from the US lineup for 1982 (and
1983), although a few trickled in through 1984. Two versions of the R100 replaced the R100CS:
the R100 Touring and Sport. The Sport came standard with the CS sport fairing and narrow
handlebar, while the Touring was fitted with standard saddlebags.
 Released for 1982, the R100 Touring

1982 R80G/S (DIFFERING FROM 1981) included standard saddlebags.
BMW Group Archives
Rear wheel 2.50B18
6255162–6257665 (09/1981–08/1982)
6362751–6362785 USA (10/1981–08/1982)
Color Blue

6232900–6236060 (09/1981–08/1982)
6241233–6242332 USA (09/1981–08/1982)
1982 R100RS (DIFFERING FROM 1981)

6078596–6392801 (09/1981–08/1982)
6225629–6226208 USA (09/1981–08/1982)
Colors Metallic white, Black (RSR)
1982 R100CS (DIFFERING FROM 1981)

6136504–6138122 (09/1981–08/1982)
6188163–6188166 USA (08/1981–06/1982)

6037529–6040000 (09/1981–06/1982)
6175594–6176210 USA (09/1981–06/1982)

Text Page: 161
 Another Hans Muth creation was the
R65LS, but its rather extreme style
wasn’t a success. BMW Group Archives
R65LS, R65, and R45

In an effort to provide a more sporting image, Hans Muth created the radical R65LS. Underneath
the rather extreme styling was a stock R65, but the R65LS incorporated some unique features.
While combining the instrument nacelle and headlight, the fork-mounted spoiler was claimed
to reduce front-end lift by 30 percent. Complementing this nosepiece was a new seat, with
molded passenger grab rails and increased storage capacity. Sporting features extended to
the fiberglass front mudguard and lower handlebars, while the R65LS’s wheels were designed
to provide the elasticity of wire-spoked wheels with the rigidity of cast wheels. The styling
was accentuated in black, including the handlebars and flat black plasma-sprayed exhaust system.
This may have looked racy, but it was poorly finished and not particularly durable. The ostentatious
style extended to garish colors, and this radical makeover did little to endear the R65LS to BMW
traditionalists. For many it was ugly, and as the performance was identical to the R65, the R65LS
found few friends.
1982 R65LS (DIFFERING FROM THE R65)

Front wheel 2.15B18
Brakes Twin front disc 260mm, 220mm drum rear
6350001–6353756 (03/1981–08/1982)
6370001–6371146 USA (07/1981–08/1982)
Colors Silver, Red

6315472–6320000 (09/1981–08/1982)
6386265–6386974 USA (09/1981–08/1982)

27HP 6262891–6264939 (09/1981–08/1982)
35HP 6271536–6273393 (09/1981–08/1982)
162 CHAPTER 6

Text Page: 162
1983
With the K series release delayed another year, two new 800cc versions joined the existing
flat-twin lineup: the R80ST and budget R80RT. This still wasn’t enough to boost sales in a cost-
sensitive US market, with production declining to 28,053.
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.
1983 R80ST (DIFFERING FROM THE R80G/S)

Front wheel 1.85B19
Tires 100/90H19 and 120/90H18
 In 1983 BMW released the R80ST, a
street version of the successful R80G/S,
Wet weight 198 kg (437 lbs.) but unfortunately it promised more
6054001–6058260 (04/1982–08/1983) than it delivered. Ian Falloon
6207001–6207753 USA (10/1982–08/1983)
Numbers produced 5,963 (1982–1984), including 980 in USA
Colors Red, Silver-Gray
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.

Text Page: 163
R80RT
R100RT sales never achieved expectations, particularly in United States, and in an attempt to
address this, a cheaper R80RT joined the R100RT for 1983. An amalgam of the R80G/S engine
with the R100 twin shock chassis and R100RT fairing, the R80RT offered a similar touring
experience for only $5,490. Missing many of the R100RT’s luxury touring accruements, the
R80RT provided excellent value as long as ultimate performance wasn’t a consideration. But
the large frontal area of the touring RT fairing taxed the mildly tuned engine to the limit, and
acceleration and top speed were leisurely.
Unlike the 1,000cc models, there was only one specification R80RT engine, all versions
featuring the R80G/S and R80ST engine. Shared with the R100RT was the touring fairing
that still included an adjustable windshield but lacked a voltmeter and clock. Luggage was
nonstandard, but available as an option, while the brakes and wheels were shared with the
R100 rather than the R100RT, with a narrower rear rim and drum brake. The rear suspension
was also the standard R100 Boge twin shock absorbers, with the Nivomat an option.
1983 R80RT (DIFFERING FROM THE R80G/S AND R100RT)

Carburetion 2 x CV Bing 64/32/323–324 (US)
Rear wheel 2.50B18
Rear brake 200mm drum
6420001–6424026 (06/1982–08/1983)
6172001–6173121 USA (08/1982–07/1983)
1638 (1982), 632 (USA 1982),
Numbers produced
2539 (1983), 967 (USA 1983)
Colors Blue, Red
R100RT, R100RS, R100CS, R100, R80G/S, R65LS, R65, and R45

Only minor updates were included on the rest of the 1983 lineup. R100s incorporated further
gearbox modifications, including an improved gear selector cam plate, with deeper detents
to eliminate false neutrals. And proving there was still life left in the venerable R100 boxer,
Stuart Beatson won “the Battle of the Twins” racing series, finishing on the podium in all 11
races. What was more impressive was that Beatson covered 6,000 miles commuting to each
race meeting on his R100CS.

6236061–6237429 (09/1982–08/1983)
6242333–6243216 USA (09/1982–08/1983)
Numbers produced 909 (1983), 1,284 (USA 1983)
Color Silver

6392802–6395561 (09/1982–08/1983)
6226209–6226731 USA (09/1982–08/1983)
Color Alaska Blue
164 CHAPTER 6

Text Page: 164
 The basic R100 continued for 1983,
and in the United States was the R100
Touring. BMW Group Archives

6138123–6138797 (09/1982–08/1983)
6188167–6188171 USA (08/1982–08/1983)
Numbers produced 493 (1983), 3 (USA 1983)

6400001–6401588 (06/1982–08/1983)
6176211–6176735 USA (07/1982–08/1983)
1983 R80G/S (DIFFERING FROM 1982)

6257666–6259654 (09/1982–08/1983)
6362786–6362858 USA (09/1982–05/1983)
1983 R65LS (DIFFERING FROM 1982)

6353757–6354224 (09/1982–08/1983)
6371147–6371357 USA (09/1982–08/1983)

6410001–6412113 (08/1982–08/1983)
6386975–6387434 USA (09/1982–08/1983)
Color Silver

27HP 6264940–6265356 (09/1982–08/1983)
35HP 6273394–6274615 (09/1982–08/1983)

Text Page: 165
 Initially the new K series was available
as the faired K100RS (left) and basic
1984
K100 (right). BMW Group Press
K100RT, K100RS, K100, R100RT, R100RS, R100CS, R100, R80G/S,
 The K100 double-overhead camshaft R80G/S Paris-Dakar, R80ST, R80RT, R65LS, R65, and R45
horizontal liquid-cooled fuel- Even when the groundbreaking R100RS was released in 1976, it was evident that the venerable
injected flat-four engine owed much
to automotive technology and air-cooled boxer engine couldn’t sustain BMW forever. At 980cc and 70 horsepower, the boxer
represented a huge departure from was at the limit of performance and reliability, but already the market demanded more power. By
tradition for BMW motorcycles. the end of the 1970s, four cylinders were considered the optimum layout for higher horsepower
BMW Group Press
with acceptable reliability, but BMW wanted a different solution to the ubiquitous air-cooled
transverse four. As Honda’s Gold Wing had taken BMW’s preferred flat-four layout, BMW went
for a longitudinal four-cylinder engine, with horizontal cylinders, patented as the Compact Drive
System. Development concentrated on a pair of engines: a 1,000cc four and 750cc triple.
Despite a six-week metal workers’ strike, production of motorcycles rose to 34,001
during 1984, and to accommodate this increase in production, new manufacturing
machinery and robots were installed at the Spandau works in Berlin.
K100, K100RS, and K100RT

When BMW embarked on the K series project, it was a huge step to take, the elegant simplicity
of two air-cooled cylinders with pushrod-operated overhead valves and twin carburetors
making way for a liquid-cooled overhead camshaft three and four, with electronic fuel injection.
Almost dimensionally cubical, the K100’s horizontal engine layout provided a low center of
gravity, with exceptional access to the valve gear and crankshaft. As ultimate horsepower wasn’t
a consideration, only two valves per cylinder (34mm and 30mm) were set at a shallow included
angle of 38 degrees, with twin overhead camshafts driven by a single roller chain.
To quell the inherent vibration of an inline four-cylinder engine, and the characteristic
BMW sideways pitch, the output shaft was positioned underneath the crankshaft, meshing
directly and rotating in the opposite direction. The dry clutch fed directly from the rear of
this secondary shaft, rather than the crankshaft as in the boxer twins, and completing the
engine specification was Bosch electronic fuel injection and liquid cooling. The compact
drive system also included a Monolever swingarm pivoting on the gearbox housing rather
than the tubular-steel space frame, with the engine and drivetrain as a stressed member. The
41.4mm center-axle front fork was considerably more substantial than on the boxer twins, and
at the rear was a single gas-filled Boge shock absorber.
When the K100 was released during 1983, there were initially two models: the basic K100
and the faired K100RS. On the K100RS, the frame-mounted fairing continued the form of the
R100RS, but wind tunnel testing resulted in a smaller structure, incorporating the mirrors with
turn signals, and an adjustable aerofoil to deflect air over the rider’s helmet, and increasing the
166 CHAPTER 6

Text Page: 166
top speed to 137 miles per hour. During 1984, a full-touring K100RT joined the K series lineup.
With the fundamental engine and chassis of the K100, this came with higher handlebars and
a larger fairing than the K100RS. Although the largest ever BMW motorcycle, compared to full-
dress touring motorcycles from Japan, the K100RT was svelte.
Although still not mainstream motorcycles, the K100 and K100RS were immediately successful.
The K100RS was arguably the finest sport touring motorcycle available at the time. It received an
enthusiastic reception and was voted motorcycle of the year in five European countries.
1984 K100
Type Four-stroke, horizontal inline four-cylinder, liquid-cooled
Displacement 987cc
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
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)
0030001–0031105 USA (03/1984–10/1984)
Colors Red, Silver
1984 K100RS (DIFFERING FROM THE K100)

0010001–0020000 (05/1983–09/1984)
0040001–0041170 USA (04/1984–09/1984)
Colors Silver, Blue
1984 K100RT (DIFFERING FROM THE K100RS)

0020001–0022786 (10/1983–08/1984)
Frame numbers
0050001–0050631 USA (04/1984–08/1984)
Colors Red, Gray

Text Page: 167
 Several series of R100RS final editions
were built during 1984. This numbered
Series 500 with matching panniers
was available outside the United
States. The fairing came with a small
numbered plaque on the side, and
the seat was thicker, with different
upholstery. Ian Falloon
R100RT, R100RS, R100CS, R100, R80RT, R80G/S, R80G/S

Paris-Dakar, R80ST, R65LS, R65, and R45
Responding to the success in the Paris-Dakar rallies of 1981, 1983, and 1984, a special Paris-
Dakar version of the R80 G/S became available during 1984. While the engine and chassis
were unchanged, setting the Paris-Dakar apart was an 8.3-gallon gas tank complete with
Paris-Dakar rally winner Gaston Rahier’s signature. This allowed for 300 miles between fuel
stops. The R80G/S had a new remote reservoir gas-charged rear shock absorber and was
voted West Germany’s enduro of the year for the fourth year in a row.
Although the K100 was envisaged as a replacement for the 247 series, the R100 continued
for one more year in its traditional twin-shock form. As BMW intended to retain the boxer
only in smaller capacities, to celebrate the end of the 247, several final editions were produced
during 1984. These included the R100CS Motorsport and R100RS final editions in separate
series for Europe and the United States. A numbered R100RS series 500 was available outside
the United States, while the 250 US R100 final editions were white, with thin red, orange, and
blue pinstripes, and included a “Last Edition” plaque on the side covers. For the United States,
there was also a small run of limited-edition R100CSs and R100RTs, and California received a
specific version with slightly different pinstripes. These final series were intended to be the
end of the line for the 247 series, but pressure from enthusiasts saw the R100 resurrected only
two years later in Monolever form. This year also saw the end of the R80ST, a model that never
really succeeded.

6237430–6237516 (09/1983–10/1984)
6243217–6244165 USA (09/1983–09/1984)

6395562–6396033 (09/1983–11/1984)
6226732–6337337 USA (09/1983–10/1984)

6138798–6138864 (09/1983–10/1984)
6188172–6188174 USA (04/1984–09/1984)
Color Dark Blue (Motorsport)
168 CHAPTER 6

Text Page: 168
 A Paris-Dakar version of the R80 G/S
was available for 1984, the larger gas
tank adorned with Paris-Dakar rally
winner Gaston Rahier’s signature.
BMW Group Press

6401589–6401795 (09/1983–10/1984)
6176736–6177382 USA (09/1983–09/1984)

6424027–6425163 (06/1983–11/1984)
6173122–6186230 USA (09/1983–12/1984)
1984 R80GS, PARIS-DAKAR (DIFFERING FROM 1983)

Carburetion 2 x CV Bing 64/32/349–350 (351–352 US)
6259655–6282801 (09/1983–08/1984)
6362859–6363056 USA (09/1983–07/1984)
1984 R80ST (DIFFERING FROM 1983 AND THE R80G/S)

6058261–6058984 (10/1983–10/1984)
6207754–6207980 USA (09/1983–10/1984)

6354225–6354496 (09/1983–08/1984)
6371358–6371669 USA (09/1983–08/1984)

6412114–6412907 (09/1983–08/1984)
6387435–6387985 USA (09/1983–08/1984)

27HP 6265357–6265842 (09/1983–08/1984)
35HP 6274616–6274994 (09/1983–08/1984)

Text Page: 169
 All K series, including this K100RT,
received a solid rear disc for 1985, but
1985
were otherwise very similar.
Ian Falloon K100RT, K100RS, K100, R80G/S, R80G/S Paris-Dakar, R80RT,
R80, R65LS, R65, and R45
Although the new generation water-cooled K series replaced the 1,000cc twins for 1985, the
flat-twin remained in the lineup in the existing 450, 650, and 800cc guises, with two additional
R80s this year. Motorcycle production continued to increase, with 37,104 machines built. This
year, 1985, would be the peak production year of the decade.

The K100 received a few updates for 1985. To reduce vibration, the front three gearbox-
mounting points were changed from rubber-bushed to solid mount, and the footpeg mounts
were shortened and solidly mounted. This was intended to shift the resonant points to make
the vibration tolerable. Also this year a solid rear disc brake rotor was added, and the K100RS
included a redesigned windshield and air deflectors to flow more over the engine instead of
the rider’s legs.
1985 K100 (DIFFERING FROM 1984)

0006880–0008853 (09/1984–08/1985)
0031106–0031518 USA (11/1984–11/1985)
Color Blue
1985 K100RS (DIFFERING FROM 1984)

0080001–0086896 (09/1984–08/1985)
0041171–0042854 USA (09/1984–08/1985)
Color Red
1985 K100RT (DIFFERING FROM 1984)

0022787–0030000 (09/1984–09/1985)
0050632–0053502 USA (09/1984–08/1985)
170 CHAPTER 6

Text Page: 170
R80 and R80RT (Monoshock)
While the K100 represented a radical departure for BMW, the new R80 harked back to the roots
initiated with the R32. This revamped twin was the antithesis of most mid-1980s motorcycles,
and instead of emphasizing engine performance through increased complexity without
any consideration to weight saving, the new boxer twin reiterated the traditional formula.
Simplicity, agility, and lightness were placed ahead of ultimate size and horsepower. Looking
remarkably similar to the pre-1984 twins, the new R80 offered improved brakes and handling,
but was no match in performance to the earlier R100.
All 800cc engines now included updates aimed at reducing noise, with silicon-rubber plugs
fitted between the cooling fins and a quieter rocker arm assembly. US versions retained the SAS
secondary air injection system. The new 800s also featured a more efficient exhaust system,
with a large welded pre-muffler interconnecting the left and right exhaust pipes before the twin
mufflers. Also new was a lighter and more substantial K series final drive assembly.
A combination of R80ST and K series components comprised the chassis of the revamped
boxer. The frame was shared with the R80ST, with a Monolever swingarm, while the wheels brakes
 All boxer twins after 1985 were based
and suspension had more in common with the K series. Front suspension was by a stouter center- on this 800cc version. BMW Group Press
axle 38.5mm fork. With a single gas-charged Boge shock absorber at the rear, this mounted on the
rear-axle housing (like the K series) rather than on the swingarm. The front and rear cast-alloy 18-  While the Monolever R80RT looked
inch wheels were also K series derived and accommodated tubeless tires. The R80RT specification similar to its predecessor, the front fork
was stronger and the 18-inch wheels
was also upgraded slightly, the fairing now incorporating a clock and voltmeter. were similar to those on the K series.
Ian Falloon
1985 R80, R80RT (DIFFERING FROM 1984)

Carburetion Bing V64/32/353–354 (357–358 US)
Wheels MTH 2.50x18 front and rear
Tires 90/90x18 and 120/90x18
Front brakes Single disc 285mm (Twin disc US 1985 only)
(Engine numbers no longer matching for Monoshock twins)
Engine & frame numbers 6440001–6443233 (03/1984–07/1985), R80
6480001–6480542 USA (07/1984–08/1985), R80
13,815 (1984–1995), 497 (1984), 10 (USA 1984),
Numbers produced
3,637 (1985), 794 (USA 1985)
Colors Red, Blue
1985 R80RT (DIFFERING FROM THE R80)

6470001–6472957 (07/1984–08/1985)
Frame numbers
6490001–6490812 USA (07/1984–07/1985)
22,069 (1984–1995), 446 (1984), 10 (USA 1984),
Numbers produced
3,638 (1985), 1,224 (USA 1985)
Colors Red, Blue

Text Page: 171
R80G/S, R80G/S Paris-Dakar, R65LS, R65, and R45
In 1984, a team of factory R80G/Ss was triumphant in the Baja 1000 off-road race, winning
the Class 30 competition, and this led to renewed interest in the R80G/S in America for 1985.
Ostensibly unchanged since 1981, the R80G/S now incorporated the engine developments of
the rejuvenated R80 series. For 1985, final drive assembly and casting was also new, while the
unpopular smaller R65 and R45 series were now in their final year, due to be replaced for 1986.
1985 R80G/S, PARIS DAKAR

(DIFFERING FROM THE R80 AND 1984 R80G/S)
6282802–6285641 (09/1984–08/1985)
6363056–6363167 USA (09/1984–07/1985)

6354497–6354679 (09/1984–03/1985)
6371670–6371713 USA (09/1984–02/1985)

6412908–6413588 (09/1984–07/1985)
6387986–6388255 USA (09/1984–04/1985)

27HP 6265843–6266303 (09/1984–07/1985)
35HP 6274995–6275540 (09/1984–07/1985)
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.
K75S and K75C

The K75 was a result of the building-brick principle and designed to complement the larger
Arguably the best-handling BMW
 K100. The engine was basically three K100 cylinders, but in a slightly higher state of tune. The
motorcycle yet, price and performance
handicapped the K75S. three-cylinder crankpins were spaced at 120 degrees, and the chassis was very similar to the
BMW Group Press K100’s. Both initial K75s had a fairing, the K75S with a more discreet frame-mounted sporting
fairing than the K100RS and the basic K75C a handlebar-mounted cockpit fairing. For 1986,
US K75Ss also received a lower cowling that was fitted closely underneath the engine, and
after this won a prize in the Stuttgart Design Centre, it later appeared on all versions. With less
172 CHAPTER 6

Text Page: 172
weight and a smoother engine, the K75 offered a surprising, and cheaper, alternative to the The K75’s three-cylinder Compact-

K100, while the K75S was arguably the best-handling BMW motorcycle yet. Drive arrangement was very similar to
the K100’s. BMW Group Press
But one of the problems faced by the K75C and K75S was at that time the 750cc category
was targeted by the Japanese with lightweight high-performance racing-style motorcycles. The K75C included a small handlebar

While the K75 appealed to conservative buyers, it was still more expensive, heavier, and fairing and offered an attractive
less powerful than the Japanese 750s. However, like the K100, the K75 managed to garner alternative to the larger K100.
Ian Falloon
a following independent of this fashion-led Japanese incursion, and 20,000 examples were
produced in the first three years.
1986 K75S AND K75C

Type Four-stroke, horizontal inline three-cylinder, liquid-cooled
Displacement 740cc
Valves Double-overhead camshaft
Carburetion Bosch LE-Jetronic
Gears 5-speed
Wheels 2.50x18 and 2.75x17 (2.75x18 K75C)
Tires 100/90V18 and 130/90V17 (120/90x18 K75C)
Dual front 285mm disc and single 285mm rear disc
Brakes
(200mm drum K75C)
Wet weight 235 kg (518 lbs.), K75S; 228 kg (503 lbs.), K75C
0110001–0115417 (06/1985–08/1986), K75C
0130001–0131562 USA (07/1985–08/1986), K75C
Frame numbers
0100001–0103964 (10/1985–08/1986), K75S
0150001–0150452 USA (05/1986–08/1986), K75S
Numbers produced 18,649 K75S (1985–1995); 9,566 K75C (1985–1990)
Colors Red (K75S), Silver (K75C)

Text Page: 173
Updates to the K100 included a redesigned seat, inherited from the K75, with grab handles
incorporated in the rear of the seat base and fuel tank knee guards.

0008854–0009656 (09/1985–08/1986)
0031519–0031522 USA (02/1986–10/1986)

0086897–0141769 (09/1985–08/1986)
0042855–0043435 USA (09/1985–08/1986)

0090001–0093533 (09/1985–08/1986)
0053503–054375 USA (09/1985–10/1986)
R65, R80, R80RT, R80G/S, and R80G/S Paris-Dakar

For 1986, the R80-based R65 replaced the earlier twin-shock smaller twins (R45, R65, and
R65LS). Except for a smaller capacity engine, the R65 was identical to the R80, and for 1986
all R80s and R80RTs had a standard single front disc brake. The R80G/S and Paris-Dakar were
unchanged this year.

Displacement 649cc
Compression ratio 8.7:1 (8.4:1)
Carburetion Bing V64/32/359–360 (V64/26/317–318)
Frame numbers 6073001–6074774 (06/1985–08/1986)
For 1986 the R80-based R65 replaced
 Colors Polaris, Red, Blue
the earlier twin-shock smaller twins
and was identical to the R80, except for
a smaller capacity engine.
BMW Group Archives 1986 R80G/S, PARIS DAKAR (DIFFERING FROM 1985)
6285642–6289356 (09/1985–08/1986)
6363168–6363350 USA (09/1985–04/1986)

6443234–6445826 (09/1985–08/1986)
6480543–6480906 USA (09/1985–08/1986)

6472958–6475887 (09/1985–08/1986)
6490813–6491267 USA (09/1985–08/1986)
174 CHAPTER 6

Text Page: 174
1987 K SERIES Rear suspension on the K100LT was

by a Nivomat self-leveling unit and
optional was BMW’s first version of
K100LT, K100RT, K100RS, K100, K75S, K75C, K75, K75T, ABS. BMW Group Press
R100RS, R80G/S, R80G/S Paris-Dakar, R80RT, R80, and R65
With the K100LT, BMW successfully

Despite some market resistance, the K series range expanded to include the full-dress touring
entered the full dress tourer market.
K100LT and a basic K75 (and US K75T). Also released this year was an R80-based 1,000cc boxer twin, BMW Group Press
the R100RS, initially available as a special edition. But while the basic range was largely unchanged,
the big news was the option of ABS (antilock braking) on the K100 faired models. Unfortunately, this
announcement was a little premature as BMW decided to undertake more testing and it would be
nearly a year and a half before ABS appeared on production models. Sales, however, continued to
decline, with motorcycle production of 27,508, a return to 1970s levels.
K100LT, K100RT, K100RS, K100, K75S, K75C, K75, and K75T

Aimed at the US market, the opulent K100LT included Nivomat self-leveling rear suspension, a
factory-installed alarm system, and a radio installation kit built into the fairing (with speakers,
antenna, and wiring, and an optional stereo). With the K100LT, BMW finally began to make
some inroads into the full-dress tourer market, and its success would eventually lead to larger,
and even more luxurious, versions. By 1987, sales of the standard K100 were considerably slower
than the sporting and touring variants and it was deleted from the US range. The K100RS was
available in a Pearl White Motorsport version and received the K75Ss stiffer suspension, while
the K100RT continued unchanged, as did the K75S and K75C. New this year in the triple range
was a basic unfaired K75, this offered in the United States as the K75T with a windshield and
stepped seat. Two special editions of the K75S were also available this year, one black with a
beige seat and the other silver with a black seat.
1987 K100LT (DIFFERING FROM 1986 AND THE K100RT)

0170001–0172466 (07/1986–08/1987)
Frame numbers
0180001–0180524 USA (07/1986–05/1987)
Colors Bahama Bronze

Text Page: 175
Frame numbers 0009657–0010000 (09/1986–12/1987)
Colors Red, Black, Silver, Gray, Blue

0141770–0146025 (09/1986–08/1987)
Frame numbers
0043436–0044139 USA (09/1986–08/1987)

0093534–0095988 (09/1986–08/1987)
Frame numbers
0054376–0054497 USA (03/1987–08/1987)
1987 K75S, K75C, K75T, K75 (DIFFERING FROM 1986)

0115418–0116037 (09/1986–08/1987), K75C
0131563–0132294 USA (09/1986–09/1987), K75C & K75T
Frame numbers 0103965–0106038 (09/1986–08/1987), K75S
0150453–0151658 USA (09/1986–08/1987), K75S
0120001–0120187 (07/1985–06/1987), K75
Colors Red, Black, Silver, Gray
The K100LT’s high level of equipment


included color-coordinated panniers
1987 BOXERS
and trunk and an optional radio and
stereo system. BMW Group Press R100RS
As a prelude to a full reintroduction in 1988, BMW released a special edition of the classic
R100RS. Initially intended as a batch of 1,000, production continued through 1987 beyond
this number. Now based on the R80 and required to meet impending emission regulations,
the new 1,000cc engine was designed to provide more relaxed power over a wider rev range.
Inside the cylinder head were the smaller R80 42mm inlet valves, while the exhausts went up to
the 40mm of the 1984 980cc engine. Although on-the-road performance was similar at legal
speeds, the new R100RS was noticeably down on top speed compared to its predecessor.
Underneath the RS bodywork was the R80 Monolever chassis, with a 38.5mm front fork,
single Boge rear shock absorber, 18-inch wheels, twin front disc brakes, and a rear drum brake.
Although many enthusiasts bemoaned the lower performance of the new R100RS, the special
edition’s success ensured the viability of its full reintroduction in 1988.
1987 R100RS (DIFFERING FROM THE R80)

Bore 94
Displacement 980cc
Carburetion Bing V64/32/363–364
Front brake Twin disc 285mm
Frame numbers 0160001–0161642 (07/1986–07/1987)
176 CHAPTER 6 Numbers produced 435 (1986), 1,206 (1987)
Colors White, Red

Text Page: 176
R80G/S, R80G/S Paris-Dakar, R80RT, R80, and R65 During 1987 BMW released a special

edition of the classic R100RS.
Now in its final year, the R80G/S was offered as before, but no longer available in the United States. Initially intended as a batch of 1,000,
Updates included new colors and a reshaped seat, while all other boxer twins were unchanged. underneath the RS bodywork was an
R80 Monolever chassis and it proved
so successful it went into regular
production for 1988.
1987 R80G/S, PARIS DAKAR (DIFFERING FROM 1986) BMW Group Archives

Colors Red/White, Blue/White (R80G/S)

6475888–6478620 (09/1986–08/1987)
Frame numbers
6491268–6491452 USA (09/1986–04/1987)

6445827–6447156 (09/1986–08/1987)
Frame numbers
6480907–6481120 USA (09/1986–07/1987)
Color Silver

Frame numbers 6074775–6118807 (09/1986–08/1987)
Color Silver

Text Page: 177
For 1988, the base K75 was offered

with an optional lower seat and higher
1988
handlebars. Ian Falloon
K100LT, K100RT, K100RS, K100, K75S, K75C, K75, R100RT,
R100RS, R100GS, R80GS, R80RT, R80, and R65
After seven years, with sales of more than 20,000, a second-generation Paralever R100GS and
R80GS replaced the Monolever R80G/S. Designed to eliminate shaft drive reaction under
load, the double joint swingarm Paralever was an extremely successful design and would
eventually filter to other models. The boxer lineup was also rejuvenated with the addition
of a new R100RT alongside the R100RS, while the K series continued with minor updates.
Production continued to decline, to only 23,817 this year.
1988 K Series
K100LT, K100RT, K100RS, K100, K75S, K75C, and K75

For 1988, the K100LT included more equipment, now with three accessory power outlets, a
larger rear top box capable of holding two crash helmets, and an additional high-mounted
instrument panel with a coolant temperature gauge. Both this and the K100RS Special were
finally offered with optional ABS. The basic K100 and K75 also received a facelift, both with a
lower seat and higher handlebars, while the K75S was updated with more aggressive styling.
The K75T was dropped from the US lineup this year, with the K100RT discontinued and the
K100LT effectively replacing it.

Weight 240 kg (529 lbs.)
Frame numbers 6308101–6308863 (10/1987–08/1988)

0146026–0148133 (09/1987–08/1988)
Frame numbers
0044140–0044500 USA (04/1988–08/1988)
Colors Red, Black, Silver
178 CHAPTER 6

Text Page: 178
The K75S received an aggressive

new graphics treatment for 1988,
with midnight black engine cases,
drivetrain, and wheels. The sport
handlebar was also wider this year.
BMW Group Press

0095989–0097829 (09/1987–07/1989)
Frame numbers
0054498–0054503 USA (05/1988–05/1988)
Colors Red, Gray, Blue
1988 K100LT (DIFFERING FROM 1987)

0172467–0174567 (09/1987–08/1988)
Frame numbers
0180525–0180968 USA (10/1987–08/1988)
1988 K75S, K75C, K75 (DIFFERING FROM 1987)

0116038–0116424 (09/1987–06/1988), K75C
0132295–0133142 USA (02/1988–03/1990), K75C
Frame numbers 0106039–0107022 (09/1987–08/1988), K75S
0151659–0151946 USA (09/1987–08/1988), K75S
0120188–0120457 (09/1987–08/1988), K75
Colors Red, Black (K75C); Red, Silver, Black (K75S)

Text Page: 179
>
The dual-purpose R100GS was the
most successful of all the resurrected
boxers. In addition to the Paralever
rear suspension, the front fork was
stronger and the new cross spoke
wheels allowed for tubeless tires.
BMW Group Press
BMW’s engineering breakthrough for


1988 was Paralever rear suspension.
This reduced the shaft-drive torque
reaction by routing the torque forward
from the shaft to the frame.
BMW Group Press
1988 Boxers
R100RT, R100RS, R100GS, R80GS, R80RT, R80, and R65

Joining the R100RS for 1988 was the R100RT, this effectively replacing the R80RT, but it was
the new R100GS that stole the limelight. With a similar R80-based 60-horsepower engine
to the R100RS and R100RT, the European R100GS had 40mm carburetors and a slightly higher
compression ratio. US versions retained the R100RS 32mm carbs, with a slight reduction in
power. In addition to the Paralever rear suspension, the front fork was a beefier, longer
travel, 40mm Marzocchi with aluminum triple clamps, the frame reinforced with oval tubes,
while the new cross-spoke wheels allowed for tubeless tires. Although the Paralever R80GS
replaced the R80G/S, the earlier version lived on as the unpopular R65GS, specifically for
the German market. The R100RS and R100RT may have appealed to the traditionalist, but it
was the dual-purpose R100GS that sustained the life of the “air-head” twin until the advent
of the R259 oil-head boxer. Price was always an issue for increased sales in the United States,
and the R100RS and R100RT sold for a heady $7,750, although this was still significantly less
than the K100RS and K100RT.
1988 R100GS, R80GS (DIFFERING FROM THE R100RS AND R80G/S)

Power 58 horsepower at 6,500 rpm (US R100GS)
Compression ratio 8.5:1 (R100GS)
2 x CV Bing 94/40/123–124 (64/32/351–352),
Carburetion
R100GS United States and R80GS
Rear suspension Paralever swingarm
Wheels 1.85x21 MT and 2.50x17 MT
Tires 90/90x21 and 130/80x17
Brakes Single disc 285mm and Simplex drum 200mm
Wet weight 210g (463 lbs.)
6276001–6331661 (12/1986–08/1988), R100GS
Frame numbers 6152001–6152908 USA (01/1987–08/1988), R100GS
6245001–6248020 (01/1987–08/1988), R80GS
34,007 (1987–1996), R100GS;
Numbers produced
11,373 (1987–1996), R80GS
Colors White, Black, R100GS; Red, R80GS
180 CHAPTER 6

Text Page: 180
New for 1988 was the R100RT, very

similar to the R80RT and effectively
1988 R100RS (DIFFERING FROM 1987) replacing it. BMW Group Press
0161643–0162358 (08/1987–08/1988) The R100RS went into regular


Frame numbers
6247001–6247548 USA (08/1987–03/1988) production during 1988, also in white
in addition to red. As it was based
Numbers produced 407 (1987), 860 (1988), 402 (USA 1987), 395 (USA 1988)
on the R80, the performance wasn’t
comparable to earlier R100RSs.
BMW Group Archives
6016001–6017067 (07/1987–08/1988)
Frame numbers
6292601–6293172 USA (07/1987–08/1988)
Numbers produced 689 (1987), 570 (1988), 402 (USA 1987), 395 (USA 1988)
Color Bermuda Blue

Frame numbers 6478621–6483775 (09/1987–08/1988)
Numbers produced 1,914 (1988)

Frame numbers 6447157–6448032 (09/1987–08/1988)
Numbers produced 761 (1988)

Frame numbers 6118808–6131123 (09/1987–10/1988)

Text Page: 181
The K1 was BMW’s most radical design

yet and initially proved very popular.
1989
Ian Falloon
K1, K100LT, K100RS, K100, K75S, K75, R100RT, R100RS,
R100GS, R80GS, R80RT, and R80
By the end of the 1980s, the Japanese had rewritten the rule for Superbikes. High-horsepower
engines, excellent handling, and full-coverage fairings were standard fare, but all the Japanese
offerings featured chain drive. BMW decided the time was ripe for a shaft drive Superbike,
one considerably more performance focused than the K100. When it was first displayed at
the Cologne Show at the end of 1988, the K1 shattered the perception of BMW producing
only conservatively styled touring and sport-touring motorcycles. As the K1 represented
a significant K series update, the existing model range was unchanged, but production
increased slightly, to 25,761 this year.
K1, K100LT, K100RS, K100, K75S, and K75

Emulating the classic R90S, BMW’s first Superbike, the K1 continued an aerodynamic path
initiated with Ernst Henne’s record-breaking 500 Kompressor of 1937. Following the release of
the K100, stylist Karl-Heinz Abe created a sports machine called “Racer,” for the Time Motion
exhibition of 1984. This model inspired the prototype K1, but underneath the dramatic styling
was a significantly developed K100. BMW not only wanted the K1 stand out, but the company
hoped its performance would be class leading.
As BMW was committed to the voluntary 100-horsepower limit for motorcycles sold in
Germany, aerodynamic efficiency played a large part in the design. With its large enveloping
two-piece front fender almost mating to the leading edges of the seven-piece fairing through
to its large tail with miniature pannier, the drag coefficient was a remarkable 0.34 with the rider
prone, by far the lowest of any production motorcycle. The K1 engine was also considerably
updated, the cylinder head incorporating four valves per cylinder, with two 26.5mm inlet and
two 23mm exhaust valves, the twin overhead camshafts acting directly on bucket tappets
without adjustment shims. The engine also included higher compression pistons, lighter con
rods and crankshaft, and a digital Motronic injection and ignition system similar to that on
BMW cars.
182 CHAPTER 6

Text Page: 182
At the heart of the K1 was a new

four-valve cylinder head, but as the
horsepower was voluntarily restricted,
the K1’s potential was never unleashed.
BMW Group Press
With its all-enveloping bodywork,


the K1 was the most aerodynamic
motorcycle available in 1989.
BMW Group Press
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 K1 (DIFFERING FROM THE K100)

Valve control Double-overhead camshaft, four valves per cylinder
Carburetion Bosch Motronic
Tires 120/70VR17 and 160/60VR18
Dual front 305mm discs with 4-piston calipers
Brakes
and single 285mm rear disc
6372001–6373211 (08/1988–08/1989)
Frame numbers
6365001–6365002 USA (01/1989–07/1989)
Colors Red, Blue

Text Page: 183
Frame numbers 6308864–6309422 (09/1988–07/1990)

0148134–0149896 (09/1988–10/1989)
Frame numbers
0044501–0044906 USA (09/1988–07/1989)
Colors White/Blue

0174568–0177580 (09/1988–08/1989)
Frame numbers
0180969–0181119 USA (03/1989–07/1989)
Colors Blue, Green
The K100RS continued for 1989 with


new colors and a blacked-out engine
1989 K75S, K75 (DIFFERING FROM 1988)
and drivetrain. BMW Group Press 0107023–0108502 (09/1988–08/1989), K75S
Frame numbers 0151947–0151948 USA (09/1988–06/1989), K75S
The R80GS continued as a popular
 0120458–0120615 (09/1988–12/1988), K75
alternative to the R100GS in Europe.
BMW Group Press Colors Blue (K75S), Silver (K75)
1989 Boxers
R100RT, R100RS, R100GS, R80GS, R80RT, and R80

All boxers continued unchanged for 1989, and while the 48-horsepower R65 was discontinued,
the R65 remained in production in 27-horsepower guise for Germany until 1993.
1989 R100GS, R80GS (DIFFERING FROM 1988)

6331662–6334434 (09/1988–08/1989), R100GS
Frame numbers 6152909–6153378 USA (09/1988–09/1989), R100GS
6248021–6250000 (09/1988–02/1990), R80GS

0162359–0163754 (09/1988–08/1989)
Frame numbers
6247549–6247599 USA (09/1988–09/1989)

60170681–6018000 (09/1988–09/1989)
Frame numbers
6293173–6293399 USA (09/1988–09/1989)
Colors Gray, Red
184 CHAPTER 6

Text Page: 184
A four-valve K100RS was available for

1990, now with a Paralever swingarm
1989 R80RT (DIFFERING FROM 1988) and the K1’s improved wheels and
brakes. BMW Group Press
Frame numbers 6483776–6486351 (09/1988–08/1989)

Frame numbers 6448033–6448814 (09/1988–08/1989)
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
K1, K100RS, K100LT, K75RT, K75S, and K75

Whereas the K1 struggled in its quest to be a Superbike, the new K100RS was more successful
in that it made no pretensions as to its intended function. Featuring the K1’s four-valve engine,
reinforced chassis with Paralever swingarm, cartridge-style Marzocchi front fork, three-spoke
FPS 17- and 18-inch wheels, and four-piston Brembo brakes, the new model represented a
significant improvement over the previous model, virtually unchanged since 1983. Unlike the
K1, the K100RS featured rubber front engine mounts to minimize vibration, and compared to
the previous K100RS, it had a wider handlebar for increased leverage.

Text Page: 185
New for 1990 in the United States was

the K75RT, with a similar fairing to that
of the K100RT. Ian Falloon
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.
1990 K100RS (4-VALVE)

(DIFFERING FROM THE 1989 K100RS AND THE K1)
Frame numbers 6405001–6410000 (03/1989–07/1990)
Colors Silver, Green

6373212–6376918 (09/1989–08/1990)
Frame numbers
6365003–6365516 USA (09/1989–09/1990)

0177581–0190751 (09/1989–08/1990)
Frame numbers
0181120–0181407 USA (09/1989–05/1990)
1990 K75S, K75, K75RT (DIFFERING FROM 1989)

Rear wheel and tire 2.75x17 inches and 130/90H17 (K75 & K75RT)
Rear brake Single disc 285mm (K75 & K75RT)
Wet weight 258 kg (569 lbs.), K75RT
108503–0110000 (09/1989–07/1990), K75S
0151949–0152464 USA (09/1989–06/1990), K75S
Frame numbers 6426494–6428882 (09/1989–08/1990), K75
6018001–6020000 (01/1989–10/1990), K75RT
6199001–6199662 USA (09/1989–10/1990), K75RT
Numbers produced 21,264 (1989–1996), K75RT
186 CHAPTER 6
Colors Blue, Black, Red (K75RT)

Text Page: 186
1990 Boxers
R100RT, R100RS, R100GS, R100GS Paris-Dakar,

R80GS, R80RT, and R80
Except for the introduction of the R100GS Paris-Dakar, the existing range of boxers continued
unchanged. During 1989 a Paris-Dakar kit was produced for the R80GS and R100GS, and its
success encouraged the release of the R100GS Paris-Dakar. Although the largest and most
expensive dirt bike available, despite its intimidating size, the Paris-Dakar became an extremely
successful niche model, particularly in Europe, because there was nothing else like it available
and it suited larger-framed riders.
Continuing the theme of the earlier R80G/S Paris-Dakar, the R100GS Paris-Dakar was
ostensibly a cosmetic rendition of the R100GS. This centered on a huge fiberglass 35-liter
(9.3-gallon) fuel tank that incorporated a lockable 5-liter storage cavity. Connected to this fuel
tank was a reinforced fiberglass fairing, with an external the tubular fairing support. Specific
Paris-Dakar components included a small tachometer and matching quartz clock, a larger
aluminum engine sump protector, and a solo seat with a longer luggage rack.
Ostensibly a cosmetic rendering of the


1990 R100GS, R100GS PD, R80GS R100GS, the Paris-Dakar included a large
(DIFFERING FROM 1989) fuel tank connected to fiberglass fairing
with an external support. The seat was
Wet weight 236 kg (520 lbs.), R100GS PD
a solo type and an engine sump guard
6334435–6461527 (09/1989–08/1990), R100GS denoted the Paris-Dakar’s suitability for
6153379–6153468 USA (02/1990–03/1990), R100GS off-road use. BMW Group Press
Frame numbers 6415001–6417557 (02/1989–07/1990), R100GS PD
6134001–0047160 USA (06/1989–09/1990), R100GS
PD 0046001–0047018 (02/1990–07/1990), R80GS
Numbers produced 11,914 (1989–1994), R100GS PD
Colors White/Red (R100GS PD)
1990 R100RS (DIFFERING FROM THE 1989)

Frame numbers 0163755–0164009 (09/1989–08/1990)
Color Silver

6167001–6168000 (09/1989–06/1990)
Frame numbers
6293400–6293579 USA (02/1990–08/1990)

Frame numbers 6486352–6488024 (09/1989–08/1990)

Frame numbers 6448815–6450000 (09/1989–06/1990)

Text Page: 187
1991
K1, K100RS, K100LT, K75RT, K75S, K75, R100RT, R100RS,
R100GS, R100GS Paris-Dakar, R100, R80GS, R80RT, and R80
With no new models this year, BMW concentrated on reducing emissions on the existing range.
This included a catalytic converter for the K1, K100RS, K100LT, and K75RT, with SAS (Secondary Air
Injection) as an option on all boxer models. Despite a slight decrease in torque, requiring lower
final drive gearing, environmentally friendly BMW buyers accepted the catalytic converter with
enthusiasm and soon 41 percent of all K1 and K100RS were so equipped.
After 10 years of production and sales of more than 50,000, the GS lineup was updated
for 1991, with a subtle emphasis more toward road use. New was a Paris-Dakar-style frame-
mounted fairing with external tubular frame, rectangular headlight, and tilting adjustable
windshield, and an adjustable Bilstein rear shock absorber.
The final two-valve K series model was the K100LT Special Limited Edition, with an engine
spoiler and sports suspension. For 1991 the regular R100 made a return, but only for the US
market. This was essentially an R80 with the R100RS/RT engine and only lasted for one year.
March 18, 1991, also marked the production of the one-millionth BMW motorcycle, a K75RT
donated to the German Red Cross, Berlin, as a first aid accident vehicle. Production at Spandau
To try to stem flagging sales, the K1

was offered in more subdued black for increased to 150 motorcycles a day, with 33,980 produced during 1991.
1991. The colors were less flamboyant,
but the K1 was still unpopular.
BMW Group Press
After receiving more modern three-


spoke wheels in 1990, the K75S was Wet weight 259 kg (571 lbs.)
offered in violet for 1991. 6376919–6377817 (09/1990–08/1991)
BMW Group Press Frame numbers
6365517–6365606 USA (02/1991–08/1991)
Colors Red, Black
1991 K100RS (4-VALVE) (DIFFERING FROM 1990)

0200001–0205173 (07/1990–08/1991)
Frame numbers
6493001–6493941 USA (07/1990–08/1991)
Colors Blue, Red, Black

Rear tire 140/80V17 (Limited Edition)
0190752–0193272 (09/1990–10/1991)
Frame numbers
0181408–0181628 USA (09/1990–03/1991)
Color Green (Limited Edition)

0210001–0211627 (07/1990–08/1991), K75S
0152465–0153252 USA (09/1990–08/1991), K75S
6428883–6430000 (09/1990–03/1991), K75
Frame numbers
0133501–0133801 USA (07/1990–03/1991), K75
0220001–0223856 (10/1990–08/1991), K75RT
6199663–6199878 USA (11/1990–08/1991), K75RT
Color Violet (K75, K75S)
188 CHAPTER 6

Text Page: 188
1991 R100GS, R100GS PD, R80GS
(DIFFERING FROM 1990)
Wet weight 220 kg (485 lbs.), R100GS; 215 kg (474 lbs.), R80GS
6461528–6465420 (09/1990–08/1991), R100GS
0230001–0230506 USA (11/1990–08/1991), R100GS
0047161–0047287 USA (04/1991–08/1991), R100GS PD
0033501–0036161 (04/1990–08/1991), R80GS
Blue/Black, Red, Black/Yellow (R80/100GS),
Colors
Red, Black/Green (R100GS PD)

Frame numbers 0164010–0164292 (09/1990–08/1991)
Colors Red, Blue

6337001–6337935 (06/1990–08/1991)
Frame numbers
6293580–6293729 USA (11/1990–08/1991)
Colors Red, Blue

Frame numbers 6488025–6490000 (09/1990–04/1991)
Colors Red, Blue

Frame numbers 0121001–0122608 (06/1990–08/1991)
The four-cylinder K engine grew to

Colors Red, Blue 1,100cc for 1992, initially installed in
the luxury touring K1100LT.
1992 BMW Group Press
K1100LT, K1, K100RS, K75RT, K75S, K75, R100R, R100RT,

R100RS, R100GS, R100GS Paris-Dakar, R100R, R80GS,
R80RT, and R80
With the release of the new generation oil-head R259 more than a year away, BMW introduced two
new models for 1992: an enlarged K1100LT and classic R100R. Both proved exceptionally popular,
particularly the retro R100R, this shaming the rest of the lineup with sales of 8,041, accounting for
nearly 23 percent of production. Motorcycle production continued to increase, to 35,910 this year.
K1100LT, K1, K100RS, K75RT, K75S, and K75

Powered by BMW’s largest capacity engine to date, the K1100LT set a new standard for luxury
touring motorcycles. The larger bore four-valve engine included lighter pistons and 6mm
longer connecting rods to reduce vibration, and although outright power was unchanged,
with a Bosch Motronic MA 2.2 injection system, the torque was increased significantly. The
chassis specifications were similar to the K1 and four-valve K100RS, with a Paralever swingarm,
dual-front discs with four-piston calipers, and three-spoke wheels (still with an 18-inch front).
The rear shock absorber was a Showa unit and the fairing included an electrically adjustable
windshield. While the luggage capacity was increased, the K1100LT still vibrated annoyingly,
and at more than 600 pounds it was no lightweight.
There were no changes to the K100RS for 1992 except the rear shock absorber was now
Showa and gained infinite rebound damping adjustment. The K75 range also received a Showa
front fork this year.

Text Page: 189
1992 K1100LT (DIFFERING FROM THE K100LT AND K100RS)
Bore 70.5mm
Displacement 1,092cc
Tires 110/80VR18 and 140/80VR17
Colors Black, Red, Blue, Green

6377818–6378094 (09/1991–08/1992)
Frame numbers
6365607–6365646 USA (12/1991–01/1992)

0205174–0206575 (09/1991–06/1992)
Frame numbers
6493942–6494091 USA (09/1991–01/1992)

0211628–0212787 (09/1991–08/1992), K75S
Combining a modern Paralever
 0153253–0153873 USA (09/1991–08/1992), K75S
swingarm with classic looks, the retro 0250001–0253391 (03/1991–08/1992), K75
R100R proved extremely popular. Frame numbers
0133802–0134404 USA (07/1991–08/1992), K75
Ian Falloon
0223857–0227457 (09/1991–08/1992), K75RT
6199879–6229384 USA (09/1991–08/1992), K75RT
R100R, R100RT, R100RS, R100GS, R100GS Paris-Dakar, R80GS,

R80RT, and R80
Designed as a classic-look grassroots machine to maintain interest in the boxer lineage,
BMW created the successful R100R Roadster out of the R100GS. Unfortunately, while the
R100R Paralever chassis was functionally superior to earlier boxer street bikes, the styling and
execution was questionable. A proliferation of gaudy and cheap components detracted from
the quality, as did the parts bin nature of its execution.
Other than a new exhaust system and a return to the older-style (R68 through to /6) rocker
covers, the R100R engine was identical to the R100GS. European versions featured 40mm Bing
carburetors, while US models retained 32mm carburetors. The chrome-plated exhaust header
pipes fed into the large pre-muffler and low-mounted stainless-steel K100 muffler, and the
classic look extended to older-style spark plug caps. The silver-painted frame and Paralever
swingarm was also shared with the R100GS, but with Japanese Showa suspension front and
rear, including at the front a nonadjustable 41mm front fork. Further emphasizing the classic
retro image were cross-spoked wheels with Akront aluminum rims.
190 CHAPTER 6

Text Page: 190
Apart from a Marzocchi front fork (as on the GS models), the R100RS, R100RT, R80RT, and
R80 were unchanged this year. As a final fling, nearly 1,000 R100RS were built during 1992, with
151 coming to the United States (these final series including 30 Rennsport in traditional blue
and silver, each with a numbered plaque) and a black Classic Edition 200.
The 1980s were characterized by the success of the Gelände-Strasse and the near
obsession with individuality with the idiosyncratic K series. Although selling around 140,000
examples in eight years, the K series still failed to strike a chord with many traditional buyers
and wasn’t appealing to the newer, affluent motorcyclist appearing by the 1990s. For these
buyers, a motorcycle was a lifestyle accouterment, and characterful engines such as V-twins,
triples, and boxer twins were enjoying rejuvenation. BMW finally succumbed, with a new
boxer dominating its next phase, while shortly afterward the return of the entry-level single
One of the final R100RS models was

cylinder opened the door to a huge new market.
the special Classic Edition 200 model of
1992 R100R (DIFFERING FROM THE R100GS)

Wheels 2.50x18 MTH and 2.50x17 MTH
Tires 110/80V18 and 140/80V17
Wet weight 218 g (481 lbs.)
0240001–0247618 (03/1991–08/1992)
Frame numbers
0280001–0280546 USA (09/1991–08/1992)
Colors Black, Amethyst, Turquoise Green
1992 R100GS,R100GS PD, R80GS (DIFFERING FROM 1991)

6465421–6467033 (09/1991–08/1992), R100GS
0230507–0231224 USA (09/1991–08/1992), R100GS
0047288–0047653 USA (09/1991–08/1992), R100GS PD
0036162–0038083 (09/1991–08/1992), R80GS

Frame numbers 0164293–0165331 (09/1991–10/1992)
Colors Black, Green, Blue/Silver (Rennsport)

Frame numbers 0270001–0271732 (04/1991–08/1992)
Colors Black

Frame numbers 0122609–0123260 (09/1991–08/1992)
Colors Black

Text Page: 191
7
1993–2000
RENAISSANCE:
BOXER REVOLUTION AND NEW SINGLES

Text Page: 192
Although still committed to the K series, during 1993 BMW headed down two new paths with The R259 of 1993 celebrated 70

the introduction of the R1100RS boxer followed by the F650 single. Work on the new boxer began years of boxer engines. Here are
four generations: the new four-valve
nearly a decade earlier, when it was envisaged the K series would rescue motorcycle sales, with
version on the left, the two-valve from
the new boxer a midrange supplement. Even in those early stages, the design parameters were 1969 to 1996, the 1951 to 1969 boxer,
clear. The traditional air-cooled longitudinal boxer twin layout would be maintained, the load- and the initial R32 on the far right.
bearing crankcase would contribute to the frame structure, and four valves per cylinder were BMW Group Press
considered a necessity. And while BMW was often considered a conservative company, innovative After sales of more than 50,000, the

frame and suspension design was endemic in its history. While other manufacturers maintained dynamic K1100RS replaced the K100RS
their allegiance to the conventional telescopic front fork, BMW’s engineers were determined to for 1993. No more powerful than its
overcome some of the inherent deficiencies in this design. A new solution combined a telescopic four-valve predecessor, the K1100RS
was also considerably heavier, blunting
fork with a longitudinal arm linking the fork bridge to the frame, and the Telelever was born. performance. Ian Falloon
Looking for an entry-level machine to complement the R259, BMW decided to follow a
different path that harkened back in 1978 with the R45 and R65. As the smaller twins were
almost as expensive to build as their larger brothers, profitability was marginal, and in the
interests of developing a motorcycle as quickly as possible, BMW embarked on a joint project
with Aprilia. During 1990, Aprilia released its Pegaso 650, and a year later BMW began working
on its version, soon signing a three-way joint-venture contract with Aprilia and Rotax. Aprilia
would assemble the new model at its plant at Noale in Northern Italy, while Austrian engine
manufacturer Rotax would supply engines similar to that used in the Pegaso. Development
proceeded extremely quickly, with the first production versions rolling out of Noale in
September 1993. While these new projects were coming to fruition, the K series continued to
grow in capacity, and the range expanded to include a car and motorcycle synthesis: the C1.
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.
K1100RS, K1100LT, K1, K75RT, K75S, & K75

Replacing the K100RS, the K1100RS was the most sporting K series yet and included a reinforced
K100RS chassis, Marzocchi front fork and Showa shock absorber, and an updated fairing. With
the trend toward full-coverage bodywork, this featured a new lower section and engine cowl,
and it incorporated the distinctive BMW kidney grille, along with side air scoops similar to
those on a Ferrari Testarossa car. Although it still had its foibles, particularly in regard to weight
and vibration, as a high-speed long-distance tourer, the K1100RS was still most impressive.
The K75RT now had an optional electrically adjustable windshield, but all other K series
models were unchanged for 1993. By the end of the year, the K1 was dead, marking the
end of the era of brave adventurousness. In the future, BMW would concentrate on more
conservative solutions, no longer pushing the envelope of daring originality. RENAISSANCE 193

Text Page: 193
With its integral fairing, the R1100RS

was a superb sports touring
motorcycle. BMW Group Press 1993 K1100RS (DIFFERING FROM THE K1100LT)
The R1100RS reinstated the boxer as

BMW’s premier engine layout. Tires 120/70VR17 and 160/60VR18
BMW Group Press Wet weight 268 kg (591 lbs.)
Colors Black, Red, Blue

6378095–6378246 (09/1992–09/1993)
Frame numbers
6365647–6365676 USA (09/1992–11/1992)

0212788–0213435 (09/1992–08/1993), K75S
0153874–0154322 USA (09/1992–08/1993), K75S
0253392–0254553 (09/1992–08/1993), K75
Frame numbers
0134405–0134789 USA (09/1992–08/1993), K75
0227458–0230000 (09/1992–10/1993), K75RT
6229385–6229611 USA (09/1992–08/1993), K75RT
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

Text Page: 194
with minimal additional unsprung weight and changes to camber. Highly distinctive, the BMW was known for innovative

Telelever would characterize BMW motorcycles for the next decade, while the success of the front suspension and the Telelever
continued that tradition. The rear
R259 and its derivatives reestablished the boxer as BMW’s foremost engine layout. The R1100RS
suspension was by the usual Paralever,
may not have been particularly light, or classically beautiful, but it was undoubtedly the most the engine forming the central
functionally superior sport-touring motorcycle available at the time. It also upheld the BMW RS structure. BMW Group Press
tradition and proved a worthy successor to the earlier R100RS.
The new boxer engine had four-valves

per cylinder driven by a pair of high
camshafts. BMW Group Press
1993 R1100RS
Type Four-stroke, flat-twin, air/oil-cooled
Valve control Overhead-valve, high camshaft design
Carburetion/ignition Bosch Motronic MA2.2
Gears 5-speed
Front suspension Telelever
Tires 120/70VR17 and 160/60VR18
Brakes Dual front 305mm disc and 285mm rear disc
0290001–0297127 (01/1992–08/1993)
Frame numbers
0310001–0311163 USA (06/1992–08/1993)
Colors Red, Green, Silver
RENAISSANCE 195

Text Page: 195
New for 1993 was the R80R. Setting

this and the 1993 R100R apart were
inconspicuous boxer emblems on the
sides of the gas tank on the turquoise
green examples. This retained the
silver frame and rear rack, while the
R100R, in black now, had a black frame
and rack. Ian Falloon
R100RT, R100GS, R100GS Paris-Dakar,

R100R, R80GS, R80RT, R80R, and R80
With the formula of the moderately powered, light, and simple twin firmly established,
updates to the R100R for 1993 were cosmetic only. A similar R80R joined it this year, in 34- and
50-horsepower versions, but this wasn’t sold in the United States and only lasted until 1994.
All other boxers were unchanged this year.
1993 R100R (DIFFERING FROM 1992)

0247619–0250000 (09/1992–02/1993)
Frame numbers
0280547–0280773 USA (09/1992–01/1993)
Color Turkish Green
1993 R80R (DIFFERING FROM THE R100R AND R80)

Frame numbers 0260001–0262830 (03/1991–08/1993)
1993 R100GS, R100GS PD, R80GS

6467034–6468086 (09/1992–08/1993), R100GS
0231225–0231420 USA (09/1992–08/1993), R100GS
0047654–0047967 USA (09/1992–08/1993), R100GS PD
0038084–0039373 (09/1992–08/1993), R80GS
Colors White/Green, White/Violet (R100GS PD)

6338476–6339226 (09/1992–08/1993)
Frame numbers
6293882–6294013 USA (09/1992–08/1993)
Color Turkish Green

Frame numbers 02717331–0272533 (09/1992–08/1993)

Frame numbers 0123261–0123495 (09/1992–08/1993)
196 CHAPTER 7

Text Page: 196
1994
K1100RS, K1100LT, K75RT, K75S, K75, R1100GS, R1100RS,
R100RT, R100GS, R100GS Paris-Dakar, R100R, R100R Mystic,
R80GS, R80RT, R80R, R80, and F650
As was becoming customary, BMW released two new models for 1994: the R1100GS,
continuing the successful GS line, and the F650, re-creating the entry-level single. BMW’s
first single since the R27 nearly 30 years earlier, the F650 was also the first BMW motorcycle
with chain final drive. The F650 contributed to massively increased sales this year, with total
production up 20 percent, to 44,435.
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
Displacement 652cc
Valve control Double-overhead camshaft
Carburetion 2xMikuni 33mm CV
Gears 5-speed
Frame Single-loop tubular-steel
Rear suspension Rising rate swingarm
Tires 100/90x19 and 130/80x17
Brakes Single 300mm disc and 240mm rear disc
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

Text Page: 197
The R1100GS continued the

established GS tradition of providing
exceptional all-around performance,
both on and off road. BMW Group Press
R1100GS and R1100RS

At a time when motorcycle sales were stagnating, the G/S steered BMW through a new, oblique
path, creating its own successful niche market. And with the resurrection of the 1,000cc air-
cooled boxer, the GS led the way. By 1993, and with more than 62,000 sales, Gelände Strasse
was intrinsic to the BMW vocabulary, and the R1100GS appeared only a year after the release
of the R1100RS. In the manner of previous GSs, the R1100GS proved exceptionally successful,
immediately becoming the most popular large displacement enduro in Germany.
With the R80G/S, BMW initiated a tradition of features unique to the G/S series, and the
R1100GS continued this. While sharing the engine with the R1100RS, this was detuned to
provide improved enduro performance. Updates to the Telelever front suspension to make it
more suitable for off-road use included increased shock absorber travel, with the handlebar
separately mounted on the fork bridge and connected to the Telelever fixed tubes with two
ball joints. The modified A-arm and front subframe provided an increased anti-dive ratio of
90 percent. ABS II was available as an option and could be manually deactivated so the rider
could lock the wheels in loose gravel if required.
A large, 25-liter, plastic fuel tank ensured an adequate touring range, and the seat height
of 860mm (33.8 inches) also guaranteed it was more suited to larger riders. Despite these
impediments, beauty is always in the eye of the beholder, and the R1100GS met with
astounding acclaim. And in the manner of earlier GSs, with its wide handlebar, unlimited
ground clearance, and supple suspension, the R1100GS was arguably a more effective street
bike than most repli-racers. Weird looks or not, the R1100GS was a hit from the outset and
proved more popular than the R1100RS. Of the 80 1,100cc boxer engines produced every day
at Spandau in early 1994, 60 were destined for the R1100GS.
1994 R1100GS (DIFFERING FROM THE R1100RS)

Tires 110/80H19 and 150/70H17
Rear brake 276mm disc
Wet weight 243kg (536 lbs.)
0057001–0430361 (04/1993–08/1994)
Frame numbers
0380001–0381033 USA (02/1994–08/1994)
Colors Red, White, Black

0297128–0410771 (09/1993–08/1994)
Frame numbers
0311164–0311888 USA (09/1993–08/1994)
198 CHAPTER 7

Text Page: 198
R100 and R80 Series With its distinctive metallic paint,

chrome-plated components, sporting
For 1994 the R100R received dual-disc front brakes, all versions now had the SAS emission
seat, and shorter license plate
system standard, and a special Mystic version joined it. Designed to appeal to the connoisseur, bracket, the R100R Mystic was a more
the Mystic included special red metallic paint and a variety of chrome-plated fittings. The successful rendition of the classic boxer
R100RT continued with few changes, US models including heated grips, a custom touring theme. BMW Group Press
seat, and 22-liter rear trunk.
1994 R100R, R80R (DIFFERING FROM 1993)

Front brake 2x285mm disc
0165501–0167941 (02/1993–07/1994), R100R
0280774–0280858 USA (04/1993–12/1993), R100R
Frame numbers 0169001–6435634 (12/1993–08/1994), Mystic
0400001–0400145 USA (03/1994–08/1994), Mystic
0262831–0263503 (09/1993–06/1994), R80R
Color Red Mystic
1994 R100GS, R100GS PD, R80GS

6468087–6468515 (09/1993–07/1994), R100GS
0231421–0231715 USA (09/1993–09/1994), R100GS
0047968–0048136 USA (09/1993–08/1994), R100GS PD
0039374–0039861 (09/1993–08/1994), R80GS

6339227–6340000 (09/1993–11/1994)
Frame numbers
6294014–6294297 USA (09/1993–09/1994)

Frame numbers 0272534–0273599 (09/1993–11/1995)

Frame numbers 0123496–0123695 (09/1993–01/1995)
RENAISSANCE 199

Text Page: 199
K Series
Updates to both the K1100RS and K1100LT included several features from the new R259 boxer,
notably the 700-watt alternator, Motronic MA 2.2 electronic injection and ignition system,
and the option of second-generation ABS II. This year there was a 10-year K series anniversary
K1100LT Special Edition with special gray paint and a numbered script. K75s also received the
larger capacity alternator but were otherwise unchanged.

0213436–0213847 (09/1993–08/1994), K75S
0154323–0154600 USA (09/1993–09/1994), K75S
0254554–0255511 (09/1993–08/1994), K75
Frame numbers
0134790–0135457 USA (09/1993–08/1994), K75
0370001–0372028 (10/1993–08/1994), K75RT
6229612–6229847 USA (09/1993–08/1994), K75RT
This K1100LT Special Edition was

 1995
built to celebrate the K series’ 10th
anniversary. BMW Group Press K1100RS, K1100LT, K75RT, K75S, K75, R1100RS, R1100GS,
R1100R, R850R, R100RT, R100GS Paris-Dakar, R100R, R100R
Mystic, R80R Mystic, and F650
BMW concentrated on boxers for 1995, retiring the older air-head boxer with four farewell
models and introducing two new versions with the four-valve boxer engine. After 18 months,
the R259 boxer was proving outstandingly successful, and the demand for a new generation
of naked bikes, such as Ducati’s Monster and BMW’s own R100R, prompted the release of the
naked R1100R and smaller displacement R850R for 1995. The classic farewell models were only
slightly cosmetically updated over their predecessors and billed as future collectors’ items,
while the K series included K100LT and R1100RS Special Editions. The concentration on singles
and twins was proving a highly successful formula, with production of 52,653 exceeding
50,000 for the first time.
R1100R, R850R, R1100GS, and R1100RS

Continuing a long BMW tradition of mix and match, the R1100R took the milder tuned, higher
torque engine of the R1100GS and placed it in the more sporting R1100RS chassis, with R1100GS
front and rear subframes. Without a fairing, this was termed a “grassroots” motorcycle, and
again BMW created a winner.
Either cast-alloy or wire-spoked wheels were available, and the only real disadvantage of
the R was its considerable weight. This disadvantaged the lower-powered R850R even more
so, and it proved so unpopular in some export markets that it was soon discontinued. Its rather
hefty weight aside, the R1100R was an impressive motorcycle. If the R1100RS and R1100GS
hadn’t managed to convert the diehard traditionalist to the benefits of the modern boxer,
the R1100R certainly did. The styling was still unusual, but the R1100R set a new standard for
naked motorcycles.
Otherwise unchanged, the R1100GS received a lower and further forward front fender
for 1995, and the R1100RS included the previously Germany-only ergonomics package as
standard worldwide.
200 CHAPTER 7

Text Page: 200
An amalgam of R1100RS and R1100GS

components, the naked R1100R was
1995 R1100R, R850R (DIFFERING FROM THE R1100GS) extremely popular. BMW Group Press
Bore 87.8mm (R850R)
Displacement 848cc (R850R)
Power 70 horsepower at 7,000 rpm (R850R)
Tires 120/70VR17 and 160/60VR18
Data unavailable after 1995
Frame numbers 0360001–0363665 (09/1993–03/1995)
6378501–6379160 USA (09/1994–03/1995)
26,073 (1993–2001), R1100R;
Numbers produced
11,212 (1994–1997), R850R
Colors Red, Gray
1995 R1100RS, R1100GS (DIFFERING FROM 1994)

0410772–0412292 (09/1994–03/1995), R1100RS
Frame numbers 0311889–0312325 USA (09/1994–02/1995), R1100RS
0430362–0432750 (09/1994–03/1995), R1100GS
0381034–0381376 USA (09/1994–03/1995), R1100GS
Colors Black, Blue (R1100RS)
RENAISSANCE 201

Text Page: 201
Four “Farewell Model” R100s were

available for 1995. From the left are the
R100RT Classic, R100R Classic, R100R
Mystic, and R100GS PD Classic.
BMW Group Press R100 “Farewell Models”
As the new boxer lineup expanded, it was inevitable the aging two-valve R80 and R100 series
would be discontinued. The four “farewell models” were the R100R Mystic, R100R Classic,
R100GS PD Classic, and R100RT Classic. While the R100R Mystic was unchanged from 1994,
the R100R Classic was finished in black, with black detailing. The R100GS PD Classic was also
finished in black, with nostalgic features such as the earlier rounder valve covers, while the
R100RT Classic was in gray and graphite.
1995 R100R, R80R MYSTIC (DIFFERING FROM 1994)

0167942–0169000 (09/1994–03/1995), R100R
0280859–0280889 USA (12/1994–01/1995), R100R
Frame numbers
6435635–6437226 (09/1994–12/1995), Mystic
0400146–0400255 USA (09/1994–09/1995), Mystic
0390001–0390090 (03/1994–03/1995), R80R Mystic
1995 R100GS (DIFFERING FROM 1994)

0048137–0048251 USA (09/1994–01/1995), R100GS PD
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.
1995 K1100RS, K1100LT (DIFFERING FROM 1994)

Colors Graphite, Green, Violet, Red

As it was nearing the end of its
 Data unavailable after 1995
production cycle, this Marrakesh Red 0213848–0214049 (09/1994–05/1995), K75S
K100RS Special Edition was available 0255512–0256066 (09/1994–11/1995), K75
for 1995 and 1996. BMW Group Press Frame numbers
0135458–0135901 USA (09/1994–09/1995), K75
0372029–0374860 (09/1994–11/1995), K75RT
6229848–6229909 USA (09/1994–01/1995), K75RT
Colors Graphite, Silver (K75 and K75S), Graphite, Green (K75RT)
1995 F650 (DIFFERING FROM 1994)

Color Green
202 CHAPTER 7

Text Page: 202
1996
K1100RS, K1100LT, K75RT, K75, R1100RT, R1100RS, R1100GS,
R1100R, R850R, R100RT, R100GS Paris-Dakar, R100R, R100R
Mystic, R80GS Basic, and F650
With the K75 triple’s imminent demise and the expansion of the new boxer range to include
the R1100RT, BMW’s emphasis clearly shifted away from the K series and toward the four-valve
boxer and F650 single in 1996. Although no longer in production, the “farewell model” R100
Classics were still available while stocks lasted, and the air-cooled boxer finally came to an end
with the R80GS Basic. The K1100RS and LT soldiered on while there was still a market, but it
was the continued success of the R1100s and F650s that ensured the healthy production of
48,950 motorcycles.
R1100RT, R1100R, R850R, R1100GS, and R1100RS

With more than 40,000 examples sold up until July 1995, the R1100 series grew to include the
touring R1100RT for 1996. The RT lineage was well established, and while the R100RT fairing
was aerodynamically efficient and provided supreme rider protection, the twin-cylinder RT was
always underpowered. This was especially noticeable with the R80RT and post-1987 R100RTs, Continuing an RT tradition of supreme

touring motorcycles, the R1100RT also
and by 1995, the RT was crying out for a more powerful engine. Of course, there was always the completed the R1100 lineup.
option of the K1100LT, but this gargantuan four-cylinder tourer wasn’t for the boxer enthusiast. BMW Group Press
203

Text Page: 203
The R1100RS was always available with
 Unlike with the earlier RTs that were identical to the parent RS underneath the bodywork,
a full fairing, the lower part finished in BMW provided the R1100RT an individual identity. While the engine and drivetrain were identical
white aluminum for 1996. An R1100RT-
to those of the R1100RS, the R1100RT chassis was unique, with a R1100GS front subframe,
style front fender was also new this
year. BMW Group Press R1100R front shock absorber, and R1100RS Telelever A-arm with separately mounted R1100GS
handlebar. Standard on the R1100RT was the second-generation ABS. The distinctive large
In keeping with the R1100RT’s
 thermoplastic fairing and bodywork was highly efficient, and although still a large and heavy
touring nature, 33-liter panniers were
standard. Options included a cassette touring motorcycle, the R1100RT was the right machine at the right time. Whereas the four-
radio, heated handlebar grips, and a cylinder K1100LT was moderately successful, with the R1100RT, BMW had an immediate winner.
30-liter top box. BMW Group Press Although not functionally superior, the R1100RT was seen as more modern, and the boxer
engine appealed to traditionalists. Already successful, with 9,000 sales, this year saw no change
to the R1100R and R850R, the R1100GS also continuing as before. Minor updates to the R1100RS
included a new front fender and the optional full fairing finished partly in white aluminum.

Colors Red, Green, Silver
1996 R1100GS, R1100R, R850R (DIFFERING FROM 1995)

Colors Yellow (R1100GS), Green (R1100R, R850R)
204 CHAPTER 7

Text Page: 204
K and F Series The final air-head boxer twin was the

R80GS Basic. Primarily for the German
The K75 series bowed out this year, 1996, with two special Ultima editions: the K75 Ultima
market, this was basically an earlier
and K75RT Ultima. These included the three-spoke K75S wheels and a few additional features, R80GS with a small fuel tank, headlight
but after 11 years the K75 departed with barely a whimper. Production had numbered nearly cowl, and round rocker covers.
68,000, and of all the K series machines, the K75 was perhaps the most unappreciated. Another BMW Group Press
K1100RS Special Edition was available this year, in black and silver, with a polished front fork,
while the K1100LT received ABS II as standard equipment. The F650 was unchanged.
1996 F650 (DIFFERING FROM 1995)

Color Black
R100s and R80GS Basic

BMW announced at the end of 1994 that production of the range of traditional air-cooled
boxers would cease at the end of 1995, and as production lasted only a few months into the
1996 model year, the four “farewell models” were unchanged. Although the street R models
finished in December 1995, production of the GS Basic continued for a little longer and an
R80GS Basic was the final air-cooled boxer, the last leaving the Spandau production line on
December 19, 1996.
The end finally came for one of BMW’s most classic engine designs, in production for
27 years and remarkably similar throughout its life. Considering the Type 246 was originally
perceived as an interim engine design, it was astonishing it lasted so long, but the air-cooled
boxer twin endured because it was reliable and charismatic. Ultimately, noise and emission
regulations killed it, but for the many thousands who bought and rode air-cooled boxers, they
were inimitable.
1996 R80GS BASIC (DIFFERING FROM 1995)

Colors White/Blue
RENAISSANCE 205

Text Page: 205
1997
K1200RS, K1100LT, R1100RT, R1100RS, R1100GS, R1100R,
R850R, F650, and F650ST
After concentrating on the boxer range for several years, this year saw the third-generation K
series, the K1200RS, and an addition to the F650 single lineup, the F650ST Strada. Although the
K1100LT was unchanged, a Highline special version joined it, and while the range was smaller
than in 1996, sales increased to 56,295 in 1997.
K1200RS and K1100LT

As development resources were fully engaged on the R259 boxer during the early 1990s, it
wasn’t until 1993 that the much overdue development of the K series could begin. Rather than
continue along the path initiated by the K1, BMW decided on a change in direction. Although
financial constraints and development time still tied the design to the longitudinal horizontal
four-cylinder layout, the new K series would provide real Superbike performance in a state-
Designed by Bimota and built by

Verlicchi in Italy, the aluminum of-the-art chassis.
K1200RS frame provided excellent There was no way the heavy engine and transmission layout was ever going to power a
handling, successfully isolated lithe Superbike, so the design parameters aimed toward a powerful sport-tourer in the best
engine vibration, and was easy to BMW tradition. The first task was to cure the vibration that had plagued the K series since its
manufacture. The only disadvantage
was the 60-pound bare weight. inception, and BMW turned to the Italian frame specialist Bimota to provide a monocoque
BMW Group Press aluminum backbone-style frame with rubber engine mounts.

Text Page: 206
The K1200S was the third evolution of

the K series, with the largest and most
powerful BMW engine yet. Ian Falloon
1997 K1200RS
Type Four-stroke, horizontal inline four-cylinder, liquid-cooled
Carburetion Bosch Motronic MA 2.4
Gears 6-speed
Frame Cast-aluminum
Tires 120/70ZR17 and 170/60ZR17
Brakes Dual front 305mm discs and single 285mm rear disc
Colors Red, Blue, Yellow

Colors Red, Gray/Red (Highline)
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

Text Page: 207
The F650 received a mild facelift for
 R and F Series
1998, the turn signals now on short
The newly released R1100RT continued without any changes, as did the R1100GS, R1100R, and
stalks and the radiator and cylinder
cover in one unit. Ian Falloon R850R, while the R1100RS received an adjustable front shock absorber and hydraulic preload
adjustment for the rear shock. With more than 30,000 units sold until mid-1996, the F650
was the best-selling BMW motorcycle and received a mild facelift for 1997. This included a
redesigned fairing and narrower radiator, higher windscreen, and lower seat. A more street-
oriented F650ST Strada also joined the F650 Funduro this year, with stiffer suspension, a smaller
front wheel, and road tires. This year also saw Dave Morris win the first of three successive
single-cylinder TTs at the Isle of Man on a Harris-framed F650.
1997 R1100RS, R1100R, R850R (DIFFERING FROM 1996)

Colors Yellow (R1100RS), Blue, Silver (R1100R, R850R)
1997 F650F, F650ST (DIFFERING FROM 1996)

Front wheel 2.50x18 (F650ST)
Front tire 100/90x18 (F650ST)
Wheelbase 1,465mm (57.7 inches), F650ST
Colors Yellow (F650); Orange, Blue, White (F650ST)
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

Text Page: 208
R1200C The cruiser chassis included a long

Monolever swingarm and Telelever
The traditional American cruiser was the Harley-Davidson large capacity V-twin, assiduously
front fork. BMW Group Press
copied by the Japanese manufacturers, but it was neither feasible, nor part of the BMW
psychology, to pursue this approach. BMW already had a suitable engine in the R259 boxer, and
this was easily adapted for the particular requirements of a cruiser. There was no need for the
engine to rev hard, but it required an extremely fat torque curve. So the engine capacity was
increased and the power reduced, with smaller valves, lower lift camshafts, and narrower intakes.
The demands of the cruiser also called for a distinctive chassis. While BMW was committed to
the Telelever, the front aluminum subframe couldn’t be easily disguised so it was designed to be
integral with the styling and image. The cruiser also saw a return of the Monolever, with the drive
1998 R1200C
Type Four-stroke, flat-twin, air/oil-cooled
Valve control Overhead-valve, high camshaft design
Carburetion/ignition Bosch Motronic MA 2.4
Gears 5-speed
Tires 100/90ZR18 and 170/80ZR15
Numbers produced 29,788 (1997–2003), including R850C
Colors Black, Red, Ivory
RENAISSANCE 209

Text Page: 209
The R1200C represented a radical
 shaft and two universal joints running inside the long hollow swingarm, this mounted on the
departure for BMW and was initially tubular-steel subframe and not the transmission housing. Apart from allowing twin silencers,
very successful. BMW Group Press
the most obvious by-product of the long swingarm was the long wheelbase. Although not
considered ideal in more sporting machines, the long wheelbase provided the cruiser with
exceptional stability, with a lot of rider room.
Soon after its release, the R1200C made a spectacular appearance with James Bond in the
007 thriller, Tomorrow Never Dies, and during 1998, it was the best-selling BMW motorcycle.
K1200RS, K1100LT, R1100RT, R1100RS,

R1100GS, R1100R, R850R, F650, and F650ST
Apart from a facelift to the naked R1100R and R850R, all other models were unchanged for
1998. The two R model boxers had already received mild updates during 1997, including a
new headlight and cockpit with a standard clock and tachometer, and further updates for
1998 centered on a number of cosmetic details. All the R1100s were also available this year in
75th Anniversary Special Editions, and the K1200RS was available with a wider (5.50-inch) rear
wheel with 180/55ZR17 tire.

Colors Graphite, Green (Highline)
1998 R1100RS, R1100RT (DIFFERING FROM 1997)

Colors Dolphin Blue (R1100RS), Gray (R1100RT)

Color Red (F650ST)
210 CHAPTER 7

Text Page: 210
1999
K1200LT, K1200RS, R1200C, R850C, R1100S, R1100RT,
R1100RS, R1100GS, R850GS, R1100R, R850R, F650, and
F650ST
While the R1200C cruiser took the boxer in a radical new direction, the following year saw the
reintroduction of the sporting boxer. This continued a tradition initiated in 1952 with the R68,
which lapsed following the demise of the R100CS in 1984. These two models at the extreme
ends of the motorcycling spectrum expanded the boxer twin lineup, boosting its appeal. Also
this year the K1200LT luxury tourer replaced the K1100LT, further rejuvenating the K series range,
and the R850GS joined the R1100GS. Production increased to 69,157 during 1999.
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

Text Page: 211
With most powerful boxer engine yet,

BMW resurrected the sporting “S” with
the R1100S. BMW Group Press
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.
1999 R1100S (DIFFERING FROM THE R1100RS)

Gears 6-speed
Cast-aluminum frame, tubular space frame
Frame
with the engine as a stressed member
Tires 120/70ZR17 and 170/60ZR17
Wet weight 229kg (505 lbs.)
212 CHAPTER 7 Numbers produced 33,741 (1998–2005)

Colors Black, Red, Mandarin

Text Page: 212
Representing a significant departure

for BMW, the K1200LT provided
luxury and supremely comfortable
motorcycle touring. BMW Group Press
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.
1999 K1200LT (DIFFERING FROM THE K1200RS)

Gears 5-speed
Rear tire 160/70ZR17
Dual front 305mm discs and single 285mm
Brakes
rear disc (4-piston caliper)
Numbers produced 37,872 (1998–2005) RENAISSANCE 213
Colors Gray, Red, Silver

Text Page: 213
Richard Sainct rode the F650RR to

victory in the 1999 Granada-Dakar
rally, BMW’s first win in this major off-
road event since 1985.
BMW Group Press
HPN prepared this R1100GSRR for


Oscar Gallardo in the 1999 Tunisia
Rally. GS-based, the RR had a
lightweight frame, White Power
suspension, and a pair of Bing
carburetors instead of fuel injection.
Producing 85 horsepower, the RR
weighed a substantial 419 pounds.
BMW Group Press
K1200RS, R1200C, R850C, R1100RT, R1100RS, R1100GS, R850GS,

R1100R, R850R, F650, and F650ST
Production of the F650 and F650ST by Aprilia at Noale concluded at the end of 1999 following
the termination of the assembly contract, and a new assembly plant was built at Berlin-
Spandau. The existing boxer range was also unchanged, although an R850C cruiser and R850GS
were added, while the K1200RS was available with an optional higher handlebar and more
comfortable seat.
After a tentative and unsuccessful return to the 1998 Dakar Rally, Gottfried Michels and
team manager Richard Schalber prepared four F650RR rally machines for the 1999 Granada-
Dakar rally. With twin Mikuni flat-slide carburetors, the power of the 700cc single was
boosted to a claimed 75 horsepower and handling improved with a perimeter-style chrome-
molybdenum frame. Richard Sainct, a 28-year French rider, switched from KTM, and narrowly
won (by five minutes) with Andrea Mayer taking out the women’s trophy. Sainct also won
the Tunisia Rally in April, this event noted for the entry of Oscar Gallardo on an HPN-prepared
R1100GS. Gallardo only managed 34th, but it was an encouraging return for the BMW boxer
twin in off-road events.

Colors Graphite, Silver
1999 R850C, R850GS

(DIFFERING FROM THE R1200C AND R1100GS)
Bore x stroke 87.5x70.5mm
Displacement 848cc
50 horsepower at 5,250 rpm (R850C),
Power
70 horsepower at 7,500 rpm (R850GS)
1999 R1100R, R850R, R1100RT (DIFFERING FROM 1998)

Colors Black, Graphite (R1100R, R850R); Graphite (R1100RT)

Colors Orange, Blue (F650); Gray (F650ST)
214 CHAPTER 7

Text Page: 214
Celebrating 20 years of the GS, the

new R1150GS was large, heavy, and
relatively intimidating, but was still the
finest adventure motorcycle available
in 2000. BMW Group Press
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.
R1150GS and R850GS

Released to coincide with the 20-year anniversary of the Gelände Strasse, and to celebrate
the production of nearly 115,000 examples of the GS genre, the 1150GS expanded and
improved the concept of the large adventure and long-distance enduro motorcycle. Updates
were designed to increase power and midrange torque, with the chassis and styling also
receiving attention. The R1150GS utilized many components from newer models in the R259
Boxer family, including R1200C cylinders, and R1100S crankshaft, cylinder heads, magnesium
valve covers, six-speed gearbox, and lighter Telelever. A new face included two asymmetrical
ellipsoidal headlights. While not really a serious off-road machine, when fitted with some
of the optional touring equipment (panniers and top box), the R1150GS presented a viable
alternative to pure street and touring motorcycles. On the move, the disadvantage of weight
and size was cleverly disguised, and in the manner of all GSs, the R1150GS was a surprisingly
good street motorcycle. There was no disguising the R1150GS was large, but it continued to
reign as the king of dual-purpose bikes. The previous R850GS continued unchanged.
2000 R1150GS (DIFFERING FROM THE R1100GS AND 1999)

Bore 101mm
Gears 6-speed
Colors Black, Silver, Mandarin (R1150GS), Yellow (R850GS)
RENAISSANCE 215

Text Page: 215
K1200LT K1200RS, R1200CE, R1200C, R850C, R1100RT, R1100RS,
R1100R, R850R, F650, and F650ST
Featuring a black enamel engine and drivetrain finish, and graphitane (graphite and
magnesium) for many of the previously chromed components, the Avantgarde cruiser
(R1200CE in the United States) supplemented the classic cruiser for 2000. The intention was
to create a darker and more modern-looking alternative to chrome. A special F650ST was also
available this year, this with heated handlebars, higher windscreen, a rear top box, and a
catalytic converter. These were the remaining stock of Aprilia-built BMW singles.
2000 R1100RS, R1100S, R1100RT,

R1200C, R850C (DIFFERING FROM 1999)
Silver (R1100RS, R1100S); Black (R1100RT); Blue,
Colors
Green, Peach (R1200C, R850C)
Now fuel injected and built in Berlin,


the F650GS was the most popular
BMW motorcycle in 2000.
2000 F650, F650ST (DIFFERING FROM 1999)
BMW Group Press Colors Silver (F650); Red, Green (F650ST)
F650GS and F650GS Dakar

BMW’s success in the Dakar rally coincided with the decision to move production of the F650
to Berlin-Spandau, and early in 2000, a revised F650GS, along with a special Dakar version,
were released. As before, Bombardier-Rotax in Austria provided the engines. Along with the
digital engine management arrangement, the F650GS was the first single-cylinder motorcycle
to feature a standard catalytic converter.
The suspension, wheels, and brakes were carried over from the F650, but the rectangular
steel bridge-type frame with a bolted-on steel lower section was new. The F650GS Dakar
came with a 21-inch front wheel, increased suspension travel, a higher seat, and an F650RR
windshield. The F650GS’s styling was strongly influenced by the new R1150GS and F650RR, but
underneath the restyled plastic dummy tank hid the large airbox, with the fuel tank located
under the seat. Fuel filling was through the aircraft-type filler on the right. The F650GS was
immediately popular, with production exceeding 30,000 units by the summer of 2001, and
was the best-selling BMW motorcycle worldwide.
2000 F650GS AND F650GS DAKAR

(DIFFERING FROM THE F650)
Carburetion Digital BMS
Frame Tubular-steel bridge
Front wheel 1.60x21 (F650GS Dakar)
Front tire 90/90x21 (F650GS Dakar)
1,479mm (58.3 inches), F650GS;
Wheelbase
1,489mm (58.6 inches), F650GS Dakar
193 kg (425 lbs.), F650GS; 192 kg (423lbs.),
Wet weight
F650GS Dakar
With its 21-inch wheel, the F650GS

Dakar was more off-road oriented than Numbers produced 85,194 (2000–2008), F650GS; 21,499, (F650GS Dakar)
the standard F650GS. BMW Group Press Colors Blue, Red, Yellow (F650GS); White (F650GS Dakar)
216 CHAPTER 7

Text Page: 216
BMW’s victorious 2000 Paris-Dakar-

Cairo team. From the left: Mayer, Lewis,
Sainct, Gallardo, and Brucy.
BMW Group Press
Richard Sainct exploited the agility of


the Richard Schalber–prepared F650RR
to the full to take victory in the 2000
Paris-Dakar-Cairo Rally.
BMW Group Press
2000 Paris-Dakar-Cairo Rally

Richard Sainct was back on a BMW F650RR for the 2000 Paris-Dakar-Cairo rally, and this year
the BMWs totally dominated. BMW again fielded four F650RRs, plus a pair of HPN-prepared
R900GSRRs for John Deacon and Jimmy Lewis. Not only did Sainct win, by a massive margin
of 32 minutes, but F650-mounted Spaniard Oscar Gallardo finished second, Lewis was third,
and Frenchman Jean Brucy fourth, also on an F650. This completed a BMW whitewash in this
prestigious and grueling event.
Soon after the R1100S’s release, the


French and Belgian BMW distributors
set up a series of celebrity races
with R1100Ss. These were initially
support events for the 1999 FIM World
Championship, and considerable prize
money attracted several well-known
racing stars, notably Randy Mamola,
Kevin Schwantz, and Luca Cadalora,
shown here in action during 2000.
BMW Group Press
Jimmy Lewis’ third place on the


R900GSRR was the closest he came to
winning the Dakar. The 90-horsepower
twin was faster than the singles, but
it was handicapped by a 20-kilogram
weight disadvantage. A broken
Paralever torque arm delayed him 45
minutes, but he still managed a third-
place finish. BMW Group Press
RENAISSANCE 217

Text Page: 217
8
2001–2009
PERFORMANCE FIRST:
NEW SINGLES, TWINS, AND FOURS

Text Page: 218
In 2001 BMW concentrated on expanding its model lineup, building on the existing range
and creating new niche markets. While the C1 scooter wasn’t proving as popular as expected,
technological advances such as integrated ABS ensured BMW maintained its reputation for
innovation. And this decade would see both the K and R series evolve into high-performance
Superbikes that would finally eradicate BMW’s staid image.
2001
R1150R, R1150RT, R1200C Independent, K1200RS,
K1200LT, R1200CE, R1200C, R1150GS, R1100RS, R1100S,
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.
PERFORMANCE FIRST 219

Text Page: 219
2001 R1150R (DIFFERING FROM THE R1100R)
Bore 101mm
Fuel supply Bosch Motronic MA2.4
Gears 6-speed
Rear wheel 5.00x17 inches
Tires 120/70ZR17 and 170/60ZR17
Front brakes Dual 320mm disc
Colors Blue, Red, Black
R1200C Independent (R1200CA Phoenix)

A third cruiser version, the Independent (Phoenix in the United States), became available for
2001. This had a solo seat, oval mirrors, new wheels, additional small fog lamps, and a small
speedster-type handlebar fairing. The alternator cover, new oil cooler intakes, levers, and fluid
reservoirs were chrome-plated. The aluminum wheels were two-piece, with three-spoke inner
hubs connected by titanium bolts replacing the usual cross-spoke wheels. In addition to the
existing R1200C and CE (or Avantgarde), the United States received the R1200CM (Montana)
with touring equipment that included a windshield, heated handgrips, engine guards, and
saddlebags. The other R1200C cruisers continued unchanged for 2001.
2001 R1200C (DIFFERING FROM 2000)

Ivory/Peach, Mandarin/Graphitane (Independent);
Colors
Silver, Graphite (Avantgarde)
With more chrome, cast-alloy wheels,


a solo seat, oval mirrors, an additional
headlight, and a speedster windshield,
the R1200C Independent (or Phoenix)
offered cruiser customers more style
and individuality. BMW Group Press
220 CHAPTER 8

Text Page: 220
PARIS-DAKAR AND BOXER CUP
With Sainct returning to archrival KTM,  Former Grand Prix racer Randy
BMW provided HPN-prepared twins to Mamola made some BoxerCup guest
Jimmy Lewis, John Deacon, Juan “Nani” appearances on the R1100S during
Roma, and Cyril Despres for the 2001 Dakar 2001. BMW Group Press
Rally. Andrea Mayer rode the only official
BMW F650RR. In the UAE Desert Challenge,  Finishing sixth overall, British rider
John Deacon was the highest finishing
or the Dubai rally, a lead-up to the 2001
BMW entry in the 2001 Paris-Dakar
Dakar, Deacon rode an R1100RR, but Lewis Rally. Deacon died a few months later
won on the lighter and smaller R900RR. during the Masters Rally in Syria after
While the dry weight of the 900 was now his R900RR flipped and he sustained
down to 190 kilograms, developments saw head injuries. This tragedy prompted
a new fuel tank layout in order to centralize BMW’s withdrawal from off-road
the huge mass, with rear pannier and rallies. BMW Group Press
under seat tanks. After Lewis’ 2000 Dakar
failure, a new torque arm extended from
the rear hub to the main frame, but the
most significant improvement was a wind
tunnel–designed fairing that incorporated
the front fender, contributing to improved
high-speed behavior.
This year the Dakar course was slower
and more technical than the previous year,
favoring the lighter singles. An electrical
fault delayed Deacon, Roma crashed out
while holding third, and Lewis broke a
collarbone on the run in to Dakar. Deacon
managed sixth, while Lewis remounted
and limped home to seventh. Capable of
around 125 miles per hour, the R900RR
was a formidable desert weapon, but it
wasn’t destined to repeat the victory of its
illustrious predecessors.
BMW Motorrad BoxerCup’s success
continued during 2001 and 2002, now
becoming more international with more than
30 riders from all over Europe competing
in seven races on the MotoGP and FIM
Endurance calendar. Guest riders included
BoxerCup ambassador and ex–Grand Prix
star Randy Mamola and former World
Superbike racer Stéphane Mertens, who won
the 2001 and 2002 series.

Text Page: 221
R1150RT
In the spring of 2001, BMW released the R1150RT with the larger displacement engine, six-speed
gearbox, and significant chassis and styling updates. Although the chassis and suspension
were similar to the R1100RT, as the six-speed gearbox required a larger housing, the swingarm
was shorter. The lighter, double five-spoke 17-inch aluminum wheels were shared with the
R1100S, while the braking system included larger discs, EVO calipers, and fully integrated
Integral ABS. After the R1100RT’s rather plump styling, the R1150RT received a facelift with
more attractive tandem headlights, integrated with twin fog lamps.
2001 R1150RT (DIFFERING FROM THE R1100RT AND R1150R)

Colors Aquamint, Silver, Blue, Red
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.
Not only did the new styling provide


the R1150RS a more attractive face
than its predecessor, the engine 2001 K1200RS (DIFFERING FROM 2000)
produced more power and torque.
Rear wheel and tire 5.50x17 with 180/55ZR17 (optional)
Ian Falloon
The K1200RS was restyled slightly
 Colors Blue, Black, Frost Blue/Red
for 2001, the fairing providing more
weather protection. Also new was the
EVO braking system, with partially
integrated ABS. BMW Group Press
222 CHAPTER 8

Text Page: 222
The R1150RS replaced the R1100RS for

2002, but the style was still very similar.
BMW Group Press
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.
2002 R1150RS (DIFFERING FROM THE R1100RS AND R1150RT)

Colors Dark Blue, Silver, Pacific Blue

Text Page: 223
Designed primarily for city use,
 F650CS
with its belt final drive, the F650CS
Replacing the mundane F650ST for 2002, and continuing a tradition to redefine existing
represented another new departure
for BMW. BMW Group Press concepts, BMW released the astounding F650CS (City Sport) or Scarver, as it was known in
Europe. Unlike the F650ST that was very similar to the F650 Funduro, the F650CS was individual
and distinctive, intended primarily for city use, and incorporated unique storage solutions.
The BMW-developed Rotax engine and five-speed gearbox were shared with the F650GS,
but the rectangular steel frame included the engine oil reservoir as on the first F650. An
integrated storage compartment was located in the central fairing and dummy tank above
the airbox, with the fuel tank under the seat, as on the F650GS.
Also new was the aluminum single-sided swingarm with toothed-belt final drive. The
toothed-belt drive required no lubrication and provided superior durability. Also included
were new 17-inch three-spoke cast-aluminum wheels with a curved design from the hub to
the rim to accommodate the brake and toothed-belt sprocket.
Although low and narrow, making it a perfect city motorcycle, out of the city environment
the F650CS was limited by its weight and moderate power. The riding position, accentuated
by a low seat and wide handlebars, emulated that of a dirt bike in that the rider sat “in” the
bike rather than “on” it. But in the city, where it was intended, the F650CS provided scooter
maneuverability with motorcycle performance.
2002 F650CS (DIFFERING FROM THE F650GS)

Frame Single-loop tubular-steel
Wheels 3.00x17 front, 4.50x17 rear
Tires 110/70 ZR 17 and 160/60 ZR 17
Colors Orange, Blue
224 CHAPTER 8

Text Page: 224
BMW upped the ante for adventure

touring with the high-spec R1150GS
Adventure. BMW Group Press
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.
2002 R1150GS ADVENTURE (DIFFERING FROM THE R1150GS)

Colors Gray/Red, Yellow/Black
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.
2002 F650GS, F650GS DAKAR (DIFFERING FROM 2001)

Colors Yellow (F650GS); Blue/White (F650GS Dakar)
2002 R1150R, R1150GS, R1100S (DIFFERING FROM 2001)

Colors Red (R1150R); Graphitane (R1150GS); Gray, Blue (R1100S)
2002 R1200C (DIFFERING FROM 2001)

Colors Flashstone, Green

Colors Mauve, Green

Text Page: 225
2003
K1200GT, R1200CL, R1100S BoxerCup Replica, R850R,
R1150R Rockster, K1200RS, K1200LT, R1200C Independent,
R1200C Avantgarde, R1200C, R1150RT, R1150RS, R1150GS,
R1150GS Adventure, R1150R, R1100S, F650CS, F650GS, and
F650GS Dakar
The introduction of four new variations on existing themes saw the range expand to 19
models. After nearly 20 years in production, the straight four K series evolved into the K1200GT
Gran Tourismo, and although it appeared that every sector of the touring market was well
covered, 2003 saw the release of a further variant, the R1200CL, or Cruiser Luxury. Based on
the R1200C cruiser, this was intended as an American-style cruiser that could also swallow up
miles in comfort, steering a different path to its touring brethren. Celebrating the success of
the International Boxer Cup series was the R1100S Boxer Cup Replica, and a smaller R850R was
available for most European markets as an alternative to the R1150R. In March 2003 a concept
Introduced for 2003, the K1200GT

bridged a chasm in the K series range roadster boxer, the Rockster, also went into limited production. All boxers except the R1200C
between the sporting K1200RS and received an updated Getrag-built six-speed gearbox this year, lighter, quieter, and with an
luxury touring K1200LT. improved gearshift. Despite the largest ever lineup, motorcycle production declined slightly,
BMW Group Press to 89,745.
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

Text Page: 226
R1200CL Expanding the luxury touring range

for 2003 was the R1200CL. Although
The cruiser lineup expanded beyond traditional boundaries with the release of the R1200CL
based on the R1200C, most components
luxury cruiser. The idea of the CL was to incorporate touring features into the cruiser, creating were new, including the wider front fork
a unique machine that incorporated the distinctive characteristics of both parent types. Based to accommodate the fat tire.
on the R1200C, but with the new six-speed gearbox, the most distinctive feature of the CL BMW Group Press
was the new face. The handlebar-mounted touring fairing included four headlights. Standard
touring features included integral hard cases and a removable top box, while the chassis
included a flatter Telelever, wider front tire, reinforced swingarm, and rear-axle housing to
accommodate a K1200LT rear brake. Aimed at the American market, the R1200CL emphasized
luxury and comfort, but style was also paramount. Also available in the United States was the
R1200CLC, with heated seats and a CD player in the right saddlebag. Other R1200s continued
unchanged, while the R1200C was now available with the Independent’s cast-alloy wheels as
an option this year.
2003 R1200CL (DIFFERING FROM THE R1200C)

R1200C (DIFFERING FROM 2002)
Gears 6-speed
Frame Composite, front aluminum section
Front wheel 3.50x16
Front tire 150/80-16
Colors Silver, Blue, Brown (R1200CL); Blue, Brown (R1200C)

Text Page: 227
R1100S BoxerCup Replica
After three successful seasons, the International Boxer Cup grew to nine rounds for 2003, the
first at the Daytona 200. Robert Panichi won at Daytona, Mugello, and Sachsenring, with other
victories shared by Thomas Hinterreiter, Andy Hoffman, and Sébastien Legrelle. The Boxer Cup
was notable in that the machines were all very similar, with only minimal modifications to the
exhaust and engine management system permitted, along with a sport package to provide
increased ground clearance and a wider rear tire. A production BoxerCup Replica became
available during 2003, this a standard R1100S with the sport package, carbon-fiber-reinforced
cylinder head covers, engine spoiler, and rear seat cover. Specific decals, including a Randy
Mamola signature, set the BoxerCup Replica apart, and a BoxerCup without the special decals,
spoiler, seat cowl, and carbon-fiber valve covers was available for some markets.
2003 R1100S BOXERCUP REPLICA

(DIFFERING FROM THE R1100S)
The BoxerCup Replica had longer

spring struts for improved ground Rear wheel 5.50x17 inches
clearance, but on a racetrack the Rear tire 180/55ZR17
carbon-fiber cylinder head covers were Colors Blue/White
still vulnerable. BMW Group Press
228 CHAPTER 8

Text Page: 228
Due to the positive response received

to the concept displayed at the end of
2002, the R1150R Rockster made it into
production early in 2003.
BMW Group Press
R1150R Rockster and R850R

After its presentation as a concept Roadster boxer at the Munich Intermot show toward
the end of 2002, the R1150R Rockster went into production in March 2003. With aggressive
Streetfighter styling, the Rockster was aimed at a younger, more extrovert rider. One of the
Rockster’s technological innovations was new dual spark cylinder heads. Providing more
efficient combustion and lower emissions, these eventually were phased in across the
boxer range during 2003. Most Rockster components were shared with the R1150R, but
the headlights came from the R1150GS and the Telelever and wider rear wheel from the R1100S.
For the 2003 model year, the R850R also made a return, now with a six-speed transmission and
R1150R styling.
2003 R1150R ROCKSTER AND R850R

(DIFFERING FROM THE R1150R) R1150R (DIFFERING FROM 2002)
Bore 87.5mm (R850R)
Displacement 848cc (R850R)
Power 70 horsepower at 7,000 rpm (34 at 5,000 rpm) (R850R)
Rear wheel 5.50x17 (Rockster)
Rear tire 180/55ZR17 (Rockster)
Wet weight 239 kg (527 lbs.) (Rockster)
Numbers produced 15,013 (2002–2007) (R850R)
Citrus/Black, orange/Black (Rockster); Silver, Bronze,
Colors
Yellow (R1150R & R850R)
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.
2003 F650CS, F650GS (DIFFERING FROM 2002)

Colors Silver, Graphite (F650CS); Silver, Silver/Yellow (F650GS)
2003 R1150RT, R1150RS (DIFFERING FROM 2002)

Colors Gray (R1150RT); Gray/Ivory (R1150RS)

Text Page: 229
The R1200GS Paralever and single

White Power shock absorber.
BMW Group Press
The new engine had a pair of balance


weights 180 degrees apart, running
in the opposite direction to the
crankshaft. BMW Group Press
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.
2004 R1200GS(DIFFERING FROM THE R1150GS)

Stroke 73mm
Fuel supply BMS-K
Colors Blue, Red, Yellow
230 CHAPTER 8

Text Page: 230
F650CS, GS, and GS Dakar Lighter and more powerful than

before, the new R1200GS was almost
Updates to the single-cylinder F650s included a dual-ignition engine, with a new BMS-
the perfect all-around motorcycle.
CII engine management system. Power and torque were unchanged, but fuel economy BMW Group Press
improved. F650GS styling updates included a new front fender, fairing, headlight, windshield,
and instruments.
2004 F650CS (DIFFERING FROM 2003)

Colors Yellow, Graphite (F650CS)
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.

Wet weight 387 kg (853lbs.)
Colors Blue, Graphite, Yellow

Text Page: 231
Only available for one year, the
 Boxers
R1200C Montauk was characterized
Now comprising 13 models in addition to the R1200GS, all boxers (except the 850s) had
by a vertical double headlight and
windshield. The R1200CL’s wider dual-ignition cylinder heads. A special black R850R Comfort was produced for the Italian
Telelever allowed for a fat front tire on market, while the BoxerCup Replica received a new tricolor paint scheme and white-faced
a 16-inch wheel. BMW Group Press instruments. Although the cruiser was in its final year, another version of the R1200C was
The R1100S BoxerCup continued for
 available for 2004, the R1200C Montauk. Based on the R1200CL, with a wide front tire
2004, now with a new color scheme. and cast-aluminum composite frame, but a five-speed gearbox, this semi-naked version
BMW Group Press slotted in between the luxury R1200CL and basic R1200C. This year also saw the R1150GS
Adventure take center stage, in Ewan McGregor and Charley Boorman’s epic Long Way
Round circumnavigation of the world.
2004 R1200C MONTAUK(DIFFERING FROM THE R1200CS)

R1200CL, R1200C, INDEPENDENT(DIFFERING FROM 2003)
Gears 5-speed
Black; Champagne; Blue (Montauk); Black (R1200CL);
Colors
Aluminum (R1200C); Red, Blue (Independent)
2004 R1150R, R1100S, R1100S BOXERCUP

Blue (R1150R); Blue, Silver, Red (R1100S);
Colors
Blue/White/Red (BoxerCup)
232 CHAPTER 8

Text Page: 232
2005
K1200S, K1200R, R1200RT, R1200ST, K1200GT, K1200LT,
R1200C Montauk, R1200GS, R1150GS Adventure, R1150R,
R1150R Rockster, R850R, R1100S, R1100S BoxerCup Replica,
F650CS, F650GS, and F650GS Dakar
While the R1200GS continued a predictable evolutionary path, BMW was concurrently
developing a new performance four-cylinder range in secret design studios. As a result, BMW
briefly overreached itself with the premature release of the radical new K1200S, originally
scheduled for 2004. The K1200S finally made it for 2005, joined soon after by the world’s most
powerful naked bike, the K1200R, with two new 1200 boxer twins replacing the R1150RT and
R1150RS. Motorcycle production decreased slightly this year to 92,012, but with 25,705 sales, the
R1200GS was the most popular model and was now the most successful BMW motorcycle ever.
K1200S and K1200R

After 20 years, the limitations of the old K series layout in terms of ultimate performance Fast and extremely effective, the

necessitated a change in direction, and while the K1200S was conventional in some respects, K1200S was an impressive sport tourer.
BMW Group Press
as it was a BMW, it was also unique in others. The transverse four-cylinder engine followed
Japanese practice, but with the cylinders canted 55 degrees to lower the center of gravity, the With its radical Duolever front

drive was by BMW’s usual shaft and Paralever. The engine included two balance shafts and suspension, the K1200S continued
the four valves per cylinder were set at a narrow included angle of 21 degrees. Lubrication was BMW’s tradition of innovation but was
initially underdeveloped. The canted
dry sump, the oil reservoir in a frame triangle behind the engine, with a multiplate wet clutch forward engine provided a very low
and cassette-type gearbox. center of gravity. BMW Group Press

Text Page: 233
Derived from the K1200S, the K1200R

was the most powerful unfaired bike
available in 2005. BMW Group Press
At 56, Andy Sills set a new world speed


record in 2005 on a stock K1200S.
BMW Group Press
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.
2005 K1200S, K1200R

Type Four-stroke, transverse four-cylinder, liquid-cooled
Power 167 horsepower at 10,250 rpm (163-horsepower K1200R)
Fuel supply BMSK
Gears 6-speed
Frame Composite aluminum
Front suspension Duolever
Tires 120/70ZR17 and 190/50ZR17
Brakes Dual-front 320mm disc and 265mm rear disc
Wet weight 248 kg (547 lbs.), K1200S; 237 kg (522 lbs.), K1200R
Numbers produced 29,788 (1997–2003), including R850C
Gray, Blue, Yellow/White, Blue/White (K1200S);
Colors
Graphite, White, Yellow (K1200R)
234 CHAPTER 8

Text Page: 234
Considerably lighter than its

predecessor, the R1200RT was an
impressive tourer. BMW Group Press
Replacing the R1150RS for 2005, the


R1200ST had styling that was marred
by the unusual vertical twin headlight
arrangement. BMW Group Press
R1200RT and R1200ST

Although the R1150RT was extremely successful, a lighter and more powerful evolutionary
R1200RT replaced it for 2005. The 1,200cc boxer engine was a more powerful version of the
new R1200GS powerplant, while the frame design was also similar. The R1200RT also boasted
optional electronic suspension adjustment and an on-board computer. As it was lighter by 44
pounds, it provided considerably sharper handling than its predecessor.
Also released for 2005 was the R1150RS replacement, the R1200ST. Aimed at more sporting
touring riders, the R1200ST shared the R1200RT engine and basic frame with a welded-steel
front section, and while the two vertically stacked headlights provided a distinctive look, the
styling polarized opinion and wasn’t universally accepted. As a result the R1200ST would only
last two years.
2005 R1200RT, R1200ST

(DIFFERING FROM THE R1200GS, R1150RT, AND R1150RS)
1,485mm (58.5 inches), R1200RT;
Wheelbase
1,502mm (59.1 inches), R1200ST
Wet weight 259 kg (571 lbs.), R1200RT; 205kg (452 lbs.), R1200ST
Colors Blue, Red, Gray
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.
2005 K1200GT, R1150R, R850R, R1100S

Silver (K1200GT); Gray, Blue (R1150R, R850R);
Colors
Silver (R1100S)

Text Page: 235
Jimmy Lewis at speed on an HP2 in the

Erzberg off-road race in Austria in June
2006
2005. BMW Group Press
HP2 Enduro, R1200S, R1200GS Adventure, K1200GT, F800S,
F800ST, K1200S, K1200R, R1200RT, R1200ST, K1200LT,
R1200GS, R1150R, R850R, F650GS, and F650GS Dakar
As an early release 2006 model, in 2005 BMW introduced the HP2 (high-performance two-
cylinder) Enduro. An uncompromising, light, sporting road-legal off-road motorcycle, the HP2
was the first model in a new category of performance motorcycles built in comparatively small
numbers. Five other new models were released this year: the fourth new R1200 boxer, the
R1200S, two 800cc parallel twins, and a new-generation K1200GT. The best-selling R1200GS
evolved into the R1200GS Adventure, and motorcycle production increased to 103,759 during
2006, with sales of 100,064. By far the most popular model was the R1200GS (31,138) and the
United States was the third largest market (after Germany and Italy), with 12,825 sales.
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

Text Page: 236
R1200GS, while the tubular-steel space frame was similar to that of the 1999–2001 Paris-
Dakar R900RR racing machines. As the Telelever couldn’t provide sufficient travel, the front
suspension was by an upside-down fork with a 30mm longer Paralever swingarm. In a world
first, the rear spring/damper unit ran exclusively on air. Lightweight engineering resulted in
a sub-200-kilogram wet weight, with a dry weight of 175 kilograms (386 pounds). As a high-
quality limited-production performance model, the HP2’s detailing was exceptional, including
tapered aluminum handlebars and stainless-steel footrests, and the HP2 was a supreme
testament to how effective the boxer could be as a serious performance motorcycle.
2006 HP2 ENDURO (DIFFERING FROM THE R1200GS)

Frame Steel-tubular space frame, nonload-bearing engine
Front suspension 45mm upside-down fork
Although based on the R1200GS, with

Tires 90/90x21 and 140/80x17
its conventional upside-down front
Front brakes Single front 305mm disc fork, the HP2 was a much more serious
Wheelbase 1,610mm (63.4 inches) off-road motorcycle. BMW Group Press
Wet weight 196.5 kg (433 lbs.) The HP2’s tubular-steel space frame

Numbers produced 2,910 (2005–2006) was based on the Paris-Dakar R900RR
and the rear suspension was an air
Colors Blue/Gray shock absorber. BMW Group Press

Text Page: 237
With more power and less weight

than the R1100S, the R1200S was the
highest performing boxer yet.
BMW Group Press
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.
2006 R1200S (DIFFERING FROM THE R1200ST AND R1100S)

With the exposure from the Long

Way Round TV series, the R1200GS Wheelbase 1,487mm (58.5 inches)
Adventure continued as the number- Wet weight 213 kg (470 lbs.)
one choice for the hard-core adventure
motorcyclist. BMW Group Press Colors Black, White, Yellow, Red/Silver
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.
2006 R1200GS ADVENTURE (DIFFERING FROM THE R1200GS)

Colors White, Aluminum
238 CHAPTER 8

Text Page: 238
K1200GT
Following the introduction of the two new K series models, the K1200S and K1200R, it was
inevitable a new K1200GT would replace the older-style K model, completing a trio of new
K series bikes spanning sport, long-distance sport touring, and high-performance naked.
Sharing the K1200S’s chassis with Duolever front suspension, Paralever, and aluminum frame,
the K1200GT was 17 percent more powerful than its predecessor and 6 percent lighter.
Standard equipment included an aerodynamic fairing with electrically adjustable windshield,
with Electronic Suspension Adjustment (ESA) optional, and the K1200GT was good enough to
win Cycle World magazine’s “Best Sport-Touring Motorcycle” award.
2006 K1200GT (DIFFERING FROM THE K1200S)

Rear wheel 5.50x17
Wet weight 249 kg (549 lbs.) The new K1200GT completed a three-

model lineup for the new K series.
Colors Gray, Blue, Graphite BMW Group Press

Text Page: 239
The F800ST had a larger fairing, higher

windshield and handlebars, and
R1200ST-style wheels.
BMW Group Press
The F800’s unique engine balancing


system included an additional center
con rod attached to a horizontal lever
underneath the crankshaft.
BMW Group Press
F800S and F800ST

With little in between 650cc and 1,200cc, for 2006 BMW released a pair of 800cc parallel twins
to bridge this gap. Built in cooperation with Bombardier-Rotax, the new liquid-cooled engine
was unusual in that it featured a 360-degree crankshaft (with both pistons rising and falling
together), with an additional con rod in the middle of the crankshaft attached to a horizontal
balance arm, almost completely eliminating primary and secondary imbalance. The cylinders
were inclined 30 degrees, and the four-valve cylinder head design was similar to that of the
K series. Final drive was by a F650CS-type toothed rubber belt, and the 800cc engine was
installed in a twin spar aluminum frame, with the engine as a load-bearing component, along
with a single-sided aluminum swingarm and 43mm conventional telescopic fork. Innovative
features extended to the fuel tank located underneath the seat, lowering the center of gravity,
and both F800s were available with optional Bosch two-channel ABS. Balancing power and
weight with BMW individuality, the F800s were immediately successful and would spawn
more models over the next few years.
2006 F800S, F800ST

Type Four-stroke, twin-cylinder, liquid-cooled
Displacement 798cc
Fuel supply BMS-K 46mm throttles
Gears 6-speed
Frame Aluminum load-bearing bridge
Rear suspension Monoshock single-sided swingarm
Tires 120/70ZR17 and 180/55ZR17
Brakes Twin 320mm front discs and 265mm rear disc
Wet weight 204 kg (450 lbs.), F800S; 209 kg (461 lbs.), F800ST
Colors Yellow, Red (F800S); Blue, Graphitane (F800ST)
240 CHAPTER 8

Text Page: 240
F, R, and K Series
With several models discontinued and replaced, the F, R and K series continued with minimal
updates, and color changes restricted to the R1200GS.
With wheels similar in style to the


K1200S, the F800S was the more
2006 R1200GS (DIFFERING FROM 2005) sporting of the two new 800cc twins.
Both 800s shared the toothed-rubber
Colors Gray (R1200GS) belt final drive. BMW Group Press

Text Page: 241
German rider Markus Barth on the

factory-prepared prototype R1200S
2007
at the 2007 Le Mans 24-hour race.
Finishing 16th overall, he and the team HP2 Megamoto, R1200R, G650X, K1200R Sport, K1200S,
won the Open Class. BMW Group Press K1200GT, K1200R, K1200LT, R1200RT, R1200ST, R1200S,
R1200GS, R1200GS Adventure, HP2 Enduro, F800S, F800ST,
With an off-road racing tradition going back more than 80 years, the introduction of the HP2
signaled a serious return to off-road competition. During 2007, BMW expanded this off-road
involvement to include the German Cross Country and World Enduro Championships with
450cc four-stroke prototypes. Other official motorsport entries included an entry in the Le
Mans 24-hour race on a modified R1200S, with Markus Barth, Thomas Hinterreiter, and Rico
Penzkofer winning their class and finishing 16th.
The production range also expanded this year to include the G650X, “G” signifying a
new generation of sporting motorcycles. These were in three different versions, joined by
the HP2 Megamoto, the faired K1200R Sport, and the final new R1200 series, the R1200R.
This year signaled the end of the R1150, with the K1200LT the only remaining version of
the earlier K series. Production increased slightly, to 104,396, with sales of 102,461. During
2007, Ewan McGregor and Charley Boorman undertook their second adventure, A Long
Way Down, riding R1200GS Adventures from John O’Groats, Scotland, to Cape Agulhas,
South Africa.
242 CHAPTER 8

Text Page: 242
HP2 Megamoto
A second HP2, the road-oriented HP2 Megamoto, appeared for 2007. Based on the HP2
Enduro, the Megamoto engine was more highly tuned, with a rear Öhlins shock absorber
replacing the Enduro’s air shock and the front brakes upgraded to larger twin discs. At the
85th running of the Pikes Peak International Hill Climb, Gary Trachy on an HP2 Megamoto set a
record for bikes up to 1,200cc in 11 minutes and 46 seconds. Light, lithe, and skeletal and only
built in limited numbers, the minimalist and highly effective HP2 Megamoto was the perfect
platform for carving twisty roads.
2007 HP2 MEGAMOTO (DIFFERING FROM THE HP2 ENDURO)

Combining a more powerful engine

in a lightweight chassis, the HP2
Tires 120/70ZR17and 180/55ZR17 Megamoto emphasized function over
Front brakes Dual front 320mm discs form. BMW Group Press
Wheelbase 1,615mm (63.6 inches) BMW entered a team of five HP2

Wet weight 199 kg (439 lbs.) Megamotos in the 2007 Pikes Peak
Hill Climb, Gary Trachy setting a new
Colors Blue, White, Gray record. BMW Group Press

Text Page: 243
R1200R
Continuing the process of gradually replacing the R1150 series with the more powerful
and lighter R1200 series, the R1200R was introduced for 2007. The final model in this boxer
evolution, the R1200R continued the R1150R’s naked style, but with 28 percent more power
and less weight, and for the first time the new generation of Integral ABS included optional
ASC anti-spin control and tire pressure monitoring.
The six-speed gearbox with helical gears was shared with the R1200RT, as was the front
half of the two-piece frame. New for the R1200R was a lighter rear tubular space frame. As on
the other new R1200s, the introduction of the Single-Wire-System simplified the structure and
configuration of the on-board electrics, reducing the number of cables and connections. The
updated styling provided a slightly more modern look and the R1200R continued to provide
excellent handling and performance.
2007 R1200R (DIFFERING FROM THE R1150R AND R1200GS)

Rear wheel 5.50x17
With more power and less weight, the
 Wheelbase 1,495mm (58.9 inches)
slightly more conservatively styled Wet weight 223 kg (492 lbs.)
R1200R continued a successful naked
formula. BMW Group Press Colors Black, Crystal Gray, Granite Gray
244

Text Page: 244
The G650Xchallenge was tailored for

more serious off-road use and featured
longer travel suspension, with an
air rear shock absorber like the HP2
Enduro’s. The 21- and 18-inch wheels
were shod with specific off-road tires.
BMW Group Press
The Street Moto G650Xmoto had


smaller 17-inch wheels, more powerful
brakes, shorter travel suspension, and
an aluminum handlebar fastened with
short mounting clamps.
G650Xchallenge, G650Xmoto, and G650Xcountry BMW Group Press
In an endeavor to broaden its range and fill new niches in the market, BMW released three
G650X variations for 2007: the G650Xchallenge Enduro, G650Xmoto Street Moto, and the
G650Xcountry Scrambler. Sharing the same technical structure, each version presented a
distinct characteristic. They were not intended as entry-level models, but designed to attract
new riders to BMW, and with minimal weight and moderate power, all three G650X versions
offered excellent sporting performance. Powered by a more powerful version of the F650GS
engine, now built in China to keep costs down, they shared chain final drive, a bridge-
type tubular-steel frame with cast-aluminum side sections, an aluminum subframe, and an
aluminum swingarm. While the suspension, including a 45mm upside-down front fork, was
also shared between models, each was provided with an individual setup—the Xchallenge with
air damping and the Xcountry with an adjustable spring strut. The wheels were also tailored for
a specific purpose, the Xmoto with 17-inch alloys, the Xcountry with 19- and 17-inch spoked
wheels, and the Xchallenge with 21- and 18-inch spoke wheels. Braking also varied between
models, the street-oriented Xmoto with a larger diameter front disc and four-piston caliper.
The G650Xchallenge soon proved a worthy addition to the stable as Japanese rider Yoshio
Ikemachi won the 10-day 3,600-kilometer Ulaanbaatar to Uvs international cross-country rally
on a G650Xchallenge.
2007 G650XCHALLENGE, G650XCOUNTRY,

G650XMOTO (DIFFERING FROM THE F650GS)
Steel bridge tubular frame
Frame
with bolted cast-aluminum components
1.60x21 and 2.50x18 (G650Xchallenge)
Wheels 2.50x19 and 3.00x17 (G650Xcountry)
3.50x17 and 4.50x17 (G650Xmoto)
90/90x21 and 140/80x18 (G650Xchallenge)
Tires 100/90x19 and 130/80x17 (G650Xcountry)
120/70x17 and 160/60x17 (G650Xmoto)
Front brakes Single front 300mm disc (320mm G650Xmoto) As an adventure-style bike, the

1,500mm (G650Xchallenge, G650Xmoto); G650Xcountry was the all-rounder
Wheelbase of the then three G650Xs, with the
1,498mm (G650Xcountry)
shortest suspension travel and a
156 kg (G650Xchallenge); 160 kg (G650Xcountry); gas-strut rear shock absorber with
Wet weight
159 kg (G650Xmoto) adjustable ride height.
White, Blue (G650Xchallenge); Black, BMW Group Press
Colors
White (G650Xcountry); Graphitane, Red (G650Xmoto)

Text Page: 245
Essentially a half-faired version of the

naked K1200R, the K1200R Sport was
an extremely capable all-rounder.
BMW Group Press
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.
2007 K1200R SPORT (DIFFERING FROM THE K1200R)

Colors White, Blue
F800S and F800ST

Both the F800S and F800ST were available with an optional suspension lowering kit, the seat
height reduced by 60mm (2.4 inches).
2007 F800S (DIFFERING FROM 2006)

Color Lahar Gray
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

Text Page: 246
HP2 Sport
Intended for the road or track, the third model in the high-performance range, the HP2 Sport,
was the fastest, sportiest, and lightest boxer-engined sport bike yet. Ostensibly a street-
legal replica of the 2007 factory endurance racer, the HP2 Sport was powered by a 1,200cc
boxer engine with all-new double-overhead camshaft cylinder heads. The more compact,
flatter combustion chamber saw the inlet and exhaust valves disposed radially, operated by
chain-driven conically ground camshafts. Only a single spark plug was required, additional
modifications including new forged pistons and connecting rods allowing the boxer twin to
rev to 9,500 rpm. Firsts for a production BMW included a racing power shift for the close-ratio
six-speed gearbox, forged alloy wheels, and a MotoGP-inspired dashboard.
The chassis was based on that of the now-discontinued R1200S, but included a carbon-
fiber rear subframe, fully adjustable Öhlins racing shock absorbers, and Brembo four-piston
radial mount front brake calipers. This was the lightest and most sporting powerful boxer,
yet only around 1,000 examples of the HP2 Sport were available in 2008 at a premium price
of $25,375. Richard Cooper and Brian Parriott placed fifth and sixth in the Daytona 200,
vindicating the HP2 Sport’s performance.
Powering the HP2 Sport was a boxer


engine with the first double-overhead
2008 HP2 SPORT (DIFFERING FROM THE R1200S) camshaft cylinder heads since the RS54
racing model. The valves were radially
Power 128 horsepower at 8,750 rpm located and the combustion chamber
Rear wheel 6.0x17 inches very flat. BMW Group Press
Rear tire 190/55ZR17 Expensive and only available in limited

Wet weight 199 kg (439 lbs.) numbers, the HP2 Sport was lightest
and most powerful sporting boxer yet.
Colors White/Black BMW Group Press
247

Text Page: 247
The F800GS (foreground) was

intended to complement the R1200GS
while the F650GS (rear) continued the
style of the previous F650GS single. An
800cc parallel twin engine powered
both. BMW Group Press
F800GS and F650GS

Two new enduro models powered by the F800S and ST twin-cylinder engine replaced the
single-cylinder F650GS for 2008. Engine updates saw the cylinders canted forward 8.3 degrees
instead of the 30 degrees of the F800S/ST, the F650GS with milder camshafts and a power-
reducing valve. The two enduros were distinctly individual, the F800GS more dual-purpose,
combining road and off-road capability, while the F650GS was less adventure oriented, with
shorter suspension travel and a lower seat. Although both models shared the 800cc parallel
twin engine, the F800GS was envisaged as a smaller brother to the R1200GS. The F650GS was
seen as a successor to the F650 single-cylinder series.
Although the engine came from the existing F800, both enduros featured chain final drive,
a new tubular steel frame, suspension, and double-sided aluminum swingarm. The F800GS
was generally higher specification, with a 45mm upside-down fork and dual floating front
disc brakes, and adventure-style wire spoke wheels. The more basic F650GS made do with a
conventional 43mm fork, single front disc brake, and cast-alloy wheels.
While the F650GS was an improvement over its predecessor, the F800GS provided a
near impeccable balance between road and moderate off-road use. Its minimal weight and
exceptional agility made it a perfect bike for many real world situations.
2008 F800GS, F650GS (DIFFERING FROM THE F800S/ST)

85 horsepower at 7,500 rpm (F800GS);
Power
71 horsepower at 7,000 rpm (F650GS)
Fuel supply BMS-KP
Frame Tubular steel
Front suspension Upside-down fork (F800GS), Telescopic fork (F650GS)
Rear suspension Monoshock double-sided swingarm
2.15x21 and 4.25x17 (F800GS),
Wheels
2.50x19 and 3.50x17 (F650GS)
90/90x21 and 150/70R17 (F800GS),
Tires
110/80R19 and 140/80R17 (F650GS)
Twin 300mm front discs and 265mm rear disc
Brakes
(single 300mm front disc F650GS)
1,578mm (62.1 inches), F800GS;
Wheelbase
1,575mm (62 inches), F650GS
Wet weight 207 kg (456 lbs.), F800GS; 199 kg (439 lbs.), F650GS
Yellow/Black, Magnesium (F800GS);
Colors
Blue, Red, Silver (F650GS)
248 CHAPTER 8

Text Page: 248
R1200GS and R1200GS Adventure
Although only four years old, as the best-selling model (with more than 75,000 sold), the
R1200GS and R1200GS Adventure were mildly updated for 2008. A more powerful engine
and redesigned six-speed gearbox were introduced, along with optional enduro ESA, the
first time on an off-road motorcycle. This comprehensive system provided a choice of six
damping settings, further cementing the R1200GS’s status as the foremost large-capacity
dual-purpose motorcycle.
2008 R1200GS AND R1200GS ADVENTURE (

DIFFERING FROM 2007)
The R1200GS was updated for 2008 with

Fuel supply BMS-KP more power, the optional Electronic
1,507mm (59.3 inches), R1200GS; Suspension Adjustment allowed for
Wheelbase more efficient suspension operation in
1,511mm (59.5 inches), R1200GS Adventure
a variety of terrain. BMW Group Press
229 kg (505 lbs.), R1200GS;
Wet weight
256 kg (564 lbs.), R1200GS Adventure Although large and heavy, the R1200GS

Adventure was even more competent
Blue, Orange, Silver, Slate (R1200GS);
Colors in the dirt with the 2008 updates.
Magnesium, Red (R1200GS Adventure) BMW Group Press

Text Page: 249
The G450X was BMW’s first really

serious competition production
off-road motorcycle and was very
successful in European Enduro events.
BMW Group Press
Several innovative features set the


G450X apart, including the swingarm
pivot coaxial with the countershaft
sprocket and a canted cylinder to allow
a downdraft intake.
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

Text Page: 250
2008 G450X
Displacement 449.5cc
Fuel supply Keihin digital
Gears 5-speed
Frame Bridge-type stainless-steel
Front suspension Upside-down fork 45mm
Rear suspension Monoshock swingarm
Tires 90/90x21 and 140/80x18
Brakes Single 260mm disc and 220mm rear disc
Wheelbase 1,475mm (58 inches) BMW engaged in serious testing

Wet weight 121 kg (267 lbs.) before releasing the G450X. Simo Kirssi
rides in an XCC Enduro at Mernes in
Color White 2007. BMW Group Press
251

Text Page: 251
2009
K1300S, K1300GT, K1300R, F800R, G650GS, K1200LT,
R1200RT, R1200R, R1200GS, R1200GS Adventure, HP2
Sport, HP2 Megamoto, F800S, F800ST, F800GS, F650GS,
G650X, and G450X
With BMW concentrating on developing the S1000RR for Superbike racing and Europe
gripped by recession, the only new models this year were the new K1300 series, the F800R,
and, primarily for the United States, the G650GS. Production dropped dramatically, to 93,243
motorcycles, and in June 2009 BMW celebrated 40 years of motorcycle production in Berlin
All new for 2009, the S1000RR World
 with 1,882,400 motorcycles leaving the Spandau factory over that period. This year also saw
Superbike racer included many the establishment of the company’s second motorcycle production facility, with motorcycles
conventional components, notably assembled from completely knocked down (CKD) sets in Manaus, Brazil, in cooperation with
an inline four-cylinder engine, Öhlins local motorcycle producer DAFRA Motos.
suspension, Brembo brakes, a stacked
gearbox, and a twin spar aluminum Although Simo Kirssi won the European Cross Country Championship on the G450X, the
frame. BMW Group Press big news this year was BMW’s foray into the highly competitive class of World Superbike racing.
After displaying the future production S1000RR in April, seasoned campaigners Troy Corser
In its initial shakedown season, Troy

and Ruben Xaus provided the BMW Motorrad Motorsport Team Alpha Racing S1000RRs some
Corser proved the new S1000RR was
competitive but not yet a race winner. promising results in their initial season. Corser set the fastest lap in the first race at Phillip
BMW Group Press Island, ultimately finishing the season 13th overall, with Xaus 17th.
252 CHAPTER 8

Text Page: 252
The K1300R may have lost the title of

the world’s most powerful naked bike,
but with 173 horsepower and more
torque, it was still a fiercely brutal and
K1300S, K1300R, and K1300GT aggressive machine. BMW Group Press
Marking 25 years of the K series, the K1300 replaced the K1200, the three guises similar to Although an evolution of the K1200S,

before. The new K1300s scored a number of updates over the outgoing K1200s. Not only was the K1300S updates resulted in
the engine capacity increased, but changes to timing, intake, combustion chamber shape, significant improvements.
BMW Group Press
engine management, and the muffler—plus an electronically controlled exhaust valve—
boosted power. The drivetrain also received a work over, with undercut gears and an optional Tuned for more midrange torque

factory-fitted quick shift, while the chassis scored an aluminum Duolever lower arm, revisions than before, the K1300 four-cylinder
to the rack and trail, and a revised swingarm to suit ESA II. engine still featured inclined cylinders
to lower the center of gravity, with the
The K1300S was the most powerful BMW motorcycle yet, with the K1300R and K1300GT intake camshaft driven by a gear from
not far behind in the power stakes. Each possessed their own identity and came with the the exhaust camshaft.
usual vast array of standard equipment and factory options. Still amongst the lightest in their BMW Group Press
respective classes, the new K1300s were considerably improved over their predecessors with
the host of small updates; the low center of gravity belied the weight.
2009 K1300S, K1300R, K1300GT

(DIFFERING FROM THE K1200S, K1200R, K1200GT)
175 horsepower at 9,250 rpm (K1300S);
Power
173 horsepower (K1300R), 160 horsepower (K1300GT)
1,585mm (62.4 inches), K1300S, K1300R;
Wheelbase
1,572 mm (61.9 inches), K1300GT
254 kg (560 lbs.), K1300S; 243 kg (536 lbs.),
Wet weight
K1300R; 288 kg (635 lbs.), K1300GT
Gray, Orange, Gray/Red (K1300S); White, Orange, Gray
Colors
(K1200R); Red, Blue, Beige (K1300GT)

Text Page: 253
A new fairing graced the K1300GT
 F800R
and with an adjustable windshield,
In the wake of Christian Pfeiffer winning the European Stunt Riding Championship three years in
handlebar, and seat, it could be
tailored to suit any rider. succession on a special F800R, BMW released a production version for 2009. Based on the F800S,
BMW Group Press this third in the Roadster series continued the minimalist naked concept of light weight
and outstanding dynamics. The parallel twin engine and twin spar aluminum frame came
Inspired by champion stunt rider

Christian Pfeiffer’s F800R, a production from the F800S, but with a double-sided swingarm and chain final drive, with the K1300R’s
version became available in 2009. aggressive styling cues.
BMW Group Press
2009 F800R (DIFFERING FROM THE F800S)

Fuel supply BMS-KP
Rear suspension Monoshock double-sided swingarm
Colors Aluminum, Orange, White/Black
254 CHAPTER 8

Text Page: 254
G650GS
For the United States and a few other markets, BMW reintroduced the budget 650GS single,
ostensibly the F650GS last seen in 2007, but now titled the G650GS to differentiate it from
the twin-cylinder F650GS. Offered alongside the similar G650Xcountry, this was rereleased
due to American demand for an affordable BMW with a low seat height. Other than sharing
the slightly more powerful China-built engine with the G650X, the equipment was as on the
earlier F650GS, but with switchable ABS and heated grips standard, all for the budget $7,670
asking price.
2009 G650GS (DIFFERING FROM 2007)

Colors Black, Red Primarily released for the United

States, the G650GS single was virtually
identical to the previous F650GS.
G, F, R, and K Series BMW Group Press
Marking 15 years of the GS with the four-valve engine, an R1200GS Special Model was offered,
The 2009 R1200GS Special model

in white with black wire-spoked wheels, while the 500,000th GS came off the production line celebrated 15 years of the GS with the
on May 12. Several less popular models were discontinued, and apart from some new colors, four-valve engine. BMW Group Press
the existing range was unchanged.
By the end of the 2000s, all motorcycle manufacturers were suffering, but as Europe’s
premier motorcycle producer, BMW was optimistically planning for the future, one centering
on the new S1000RR. Targeting a younger clientele than the traditional BMW buyer, this
hopefully spearheaded an ambitious entry into the highly competitive sports bike sector.
With even more emphasis on competition, the next decade would see some of BMW’s most
impressive new models yet.
2009 G650XCOUNTRY, F650GS, F800S, F800ST,

R1200R, R1200GS SPECIAL MODEL (DIFFERING FROM 2008)
Yellow (G650Xcountry, F650GS); White, Gray (F800S);
Colors Beige (F800ST); Blue, White (R1200R);
White (R1200GS Special Model)

Text Page: 255
9
2010–2020
HYPER PERFORMANCE,
HYPER TOURING:
WORLD-BEATING FOURS AND SIXES

Text Page: 256
BMW’s motorcycle sales had gradually grown since the 2004 launch of the groundbreaking Unlike previous BMW motorcycles, the

R1200GS, but while known for excellence, quality, and innovation, BMWs were still generally S1000RR followed a tried and tested
conventional Superbike formula and
considered idiosyncratic and individual. Only BMW made boxer twins and Telelever, Duolever,
was immediately successful. Less
and Paralever suspension, and its take on the traditional parallel twin and single was also successful was the green color, this
unique. All this changed with the new S1000R Superbike, an uncompromising performance only lasting one year. BMW Group Press
model embracing a purely conventional format, and BMW didn’t finish there, presenting a
As a class-leading Superbike, the

six-cylinder concept at the end of 2009. Over the next few years, BMW would also redefine its S1000RR completely eradicated BMW’s
traditional touring category. staid image. BMW Group Press
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

Text Page: 257
Another conventional feature was
 Unlike previous BMW designs, the S1000RR layout was surprisingly conventional. The
the aluminum bridge frame. water-cooled inline four-cylinder in an aluminum bridge frame was already proven and
BMW Group Press
established as the most efficient for a Superbike, as was an upside-down front fork and linkage
rear suspension. BMW then added its interpretation within this traditional framework.
The primary objective was to create an extremely powerful narrow engine in a compact
package. Derived from BMW’s Formula One program, the engine was tilted forward 32
degrees, lowering the center of gravity. A short stroke and light titanium valves were operated
by a small, single cam, allowing for higher revs. The included valve angle was 24.5 degrees,
the camshafts arranged directly above the valves and driven by a toothed chain running on
a secondary gear shaft just above the crankshaft. Lubrication was by wet sump, and the BMS-
KP engine management included fully sequential fuel injection, with variable length intake
manifolds to improve the torque curve.
Weighing only 12 kilograms (26 pounds), the aluminum bridge frame was constructed of
four castings and included the engine as a load-bearing element. The conventional suspension
was a 46mm Sachs upside-down fork and rising-rate single shock absorber, while the 17-inch
alloy wheels and radial Brembo front brakes were the usual Superbike fare. Where the S1000RR
excelled was in the sophisticated four-mode electronic ABS and DTC, conveniently accessible on
the right side switch block. With its distinctive asymmetrical headlight arrangement, the S1000RR
broke with aesthetic convention but delivered in performance and function. The S1000RR also
took the International Bike of the Year 2010 award, and Cycle World magazine named it “the Best
Superbike” and Motorcyclist voted it “Motorcycle of the Year.”
258 CHAPTER 9

Text Page: 258
The modern large-bore, short-stroke

four-cylinder engine was extremely
compact and powerful. The cam
followers were finger style.
BMW Group Press
Whereas other large-displacement


BMW motorcycles had Telelever
or Duolever front suspension, the
S1000RR followed other Superbikes
with an upside-down fork with the
obligatory radial brake calipers.
BMW Group Press
2010 S1000RR
Type Four-stroke, transverse four-cylinder, liquid-cooled
Displacement 999cc
Fuel supply BMS-KP
Gears 6-speed
Frame Bridge aluminum
Front suspension Upside-down fork
Rear suspension Monoshock swingarm
Tires 120/70ZR17 and 190/55ZR17
Wet weight 204 kg (449 lbs.), 206.5 kg (455 lbs.) with Race ABS
Colors Green, Gray, Silver/Blue

Text Page: 259
Another conventional feature was the
 R1200RT, R1200GS, and R1200GS Adventure
aluminum bridge frame.
The popular R1200RT and R1200GS received updated double-overhead camshaft cylinder
BMW Group Press
heads for 2010, increasing power and torque, and raising the rev ceiling 500 rpm, with a
Although the style was largely
 resulting improvement in acceleration. The HP2 Sport’s radial valve arrangement continued,
unchanged, the new R1200RT engine but unlike the HP2 Sport, the R1200RT and GS featured dual spark plug ignition. The cylinder
was more powerful than before.
BMW Group Press head included larger (39mm and 33mm) valves, the throttle butterflies were increased
to 50mm (from the HP2 Sport’s 47mm), and also included was an electronically controlled
exhaust flap. The Telelever/Paralever chassis was as before, but with optional ESA II Electronic
Suspension Adjustment with damping, spring base, and now spring-rate adjustable with the
touch of a button. The R1200RT received a slightly redesigned fairing, was lighter and more
dynamic in appearance, and had a new front fender.
2010 R1200RT, R1200GS, R1200GS ADVENTURE

Fuel supply BMS-K+
Gray (R1200RT); Gray, Black, White, Red (R1200GS);
Colors
Gray, Yellow (R1200GS Adventure)
The double-overhead camshaft layout


was similar to the HP2 Sport’s.
BMW Group Press
260 CHAPTER 9

Text Page: 260
SUPERBIKE RACING 2010
After a promising introduction during 2009,
BMW worked hard at creating a competitive
S1000RR racer for the 2010 season. Under
the direction of Davide Tardozzi, and with
Troy Corser and Ruben Xaus again riding,
the engine was developed with Dell’Orto
fuel injection, 48mm throttle bodies, a
14:1 compression ratio, and a ride-by-wire
BMW RsM5 EFI system to produce 215
horsepower at 14,000 rpm. With Öhlins
suspension and Nissin (Corser) or Brembo
(Xaus) brakes, the S1000RR weighed right
on the 162-kilogram weight limit. As the
basic credentials were sound, after much
experimentation with swingarm geometry,
race results improved, Corser finishing on
the podium at Monza and Misano, and 11th
overall in the championship.
The factory S1000RR had a huge


radiator and a unique swingarm with
the top and bottom halves glued
together. BMW Group Press
Troy Corser’s 2010 World Superbike


S1000RR had an Öhlins TTX20 front
fork with Nissin brake calipers and race
ABS. BMW Group Press
Corser provided the S1000RR two


podium finishes during the 2010 World
Superbike season. BMW Group Press
While it was an uphill struggle in World

Superbike, in the Superstock 1000 FIM
Cup Italian rider Ayrton Badovini rode a
production-spec S1000RR to 9 wins from 10
races, and a comfortable title victory. Success
in production-based national championships
continued throughout Europe, with victories
to Gregory Fastre (Belgium), Javier Fores
Querol (Spain), Jon Kirkham (British Superstock
Championship), Steve Brogan (British Superbike
EVO Championship), Sami Penna (Finland),
Martin Choi (Bulgaria), Maxim Averkin (Russia),
and Erwan Nigon (France). In Germany, the
S1000RR dominated several series, winning the
DMV Road Racing Championship, Endurance
Cup, and DMSB Endurance Championship.

Text Page: 261
R1200R Touring Special
In order to maintain interest in the older boxer engine prior to its incorporation in the R1200R,
a R1200R Touring Special became available during 2010. Special features included a new
comfort seat, onboard computer, chrome exhaust, sports windshield, and locking saddlebags.
2010 R1200R TOURING SPECIAL (DIFFERING FROM 2009)

Color White
F800R Chris Pfeiffer

With four-time World and European Stunt-Riding Champion Chris Pfeiffer convincingly
demonstrating the F800R’s abilities, a special Pfeiffer replica was available for 2010. Resembling
the competition version, the standard production model was only separated from the race
version by its paint scheme and Akrapović muffler. The bespoke color scheme included a
In an endeavor to maintain interest
 black drivetrain and swingarm, with a Chris Pfeiffer signature and sponsor decals further
in the earlier boxer, a R1200R Touring
Special was available for 2010. differentiating it.
BMW Group Press
Champion stunt rider Chris Pfeiffer


demonstrating the abilities of the
F800R Pfeiffer special edition.
2010 R800R CHRIS PFEIFFER (DIFFERING FROM THE F800R)
BMW Group Press Colors White/Blue/Red
262 CHAPTER 9

Text Page: 262
For 2010, the G450X received a few

updates to make it more competitive.
G450X BMW Group Press
After several seasons of moderate competition success, notably Juha Salminen’s second-place
The final K1300GT was the 2010

finish in the 2009 World Endurance Championship, the G450X received a number of updates
Exclusive Edition with a host of
for 2010. These included a modified ECU, a slip-on racing muffler, a new upside-down front electronic aids, plus a top case
fork, and a recalibrated rear shock absorber. included as standard equipment.
BMW Group Press
G, F, R, and K Series
As usual, except for new colors, BMW continued its policy of continuing with most existing
models unchanged in 2010. As a final version, a K1300GT Exclusive Edition was produced with
heated grips and seat, an onboard computer, ESA II, and ASC (automatic stability control). In
addition to the standard panniers, it also received a 49-liter top case. Also new this year were
F650GS, F800GS, and R1200GS Adventures commemorative editions in original R80G/S colors,
celebrating 30 years of the GS.
2010 K1300GT EXCLUSIVE EDITION, F650GS, F800GS,

R1200R, 30TH ANNIVERSARY GS (DIFFERING FROM 2009)
Gray (K1300GT Exclusive); White, Orange
Colors (F650GS); White, Orange/Black
(F800GS); Gray (R1200R); White (30th GS)
This F800GS was one of three


commemorative 30 Years GS editions.
BMW Group Press

Text Page: 263
Packed with technical innovation, the

K1600GT was supremely smooth and
2011
comfortable. BMW Group Press
K1600GTL, K1600GT, R1200R, R1200R Classic, K1300S,
The compact six-cylinder K1600
 K1300R, R1200RT, R1200GS, R1200GS Adventure, HP2
engine featured chain-driven double- Sport, S1000RR, F800ST, F800R, F800GS, F650GS, G650GS,
overhead camshafts with bucket-type
tappets. BMW Group Press and G450X
After doing the unthinkable, and creating a Superbike that annihilated the competition first
time out, one year later BMW turned toward its traditional touring segment with a pair of
six-cylinder luxury tourers. In a difficult retail environment, BMW was continuing to expand,
selling 104,286 motorcycles, and on May 6, 2011, the company celebrated the two millionth
motorcycle emanating from the Berlin factory.
K1600GTL and K1600GT

Although BMW already had several extremely competent touring motorcycles in its range,
the release of the K1600GT and GTL grand tourers set a new benchmark for sophisticated
mile crunching. Six-cylinder inline engines had been a significant layout for BMW cars over
the years, but six-cylinder motorcycle engines had always been either very long or very wide,
compromising chassis geometry and weight distribution. For the K1600, BMW’s engineers
concentrated on a light and compact inline six-cylinder, an undersquare bore/stroke ratio,
and 5mm between cylinder sleeves contributing to engine width of only 555mm. Based on
the K1300 four-cylinder, the cylinders were canted 55 degrees, but the usual 120-degree crank
spacing negated the need for any balance shaft. The included valve angle was 25 degrees, the
lubrication dry sump, and the alternator and starter motor moved behind the crankshaft to
264 CHAPTER 9

Text Page: 264
free space above the gearbox. Tuned for a broad spread of power, the motorcycle had more
than 70 percent of its maximum torque available from 1,500 rpm. Also included on the K1600
was BMW’s newest engine management system, BMS-X, this providing three different riding
modes (Rain, Road, Dynamic).
The chassis was based on the current four-cylinder K series, including an aluminum bridge-
type frame, Duolever and Paralever, and similar wheels and brakes. The instrument panel
also included a 5.7-inch TFT color information display and options extended to electronic
suspension adjustment II (ESA II), and an adaptive headlight that compensated for pitch
and banking through corners. The K1600 exceeded all the design and engineering team’s
expectations and would be a game changer in the touring market. Smooth, fast, and bristling
with technology, although the weight was considerable, the K1600GT was a surprisingly adept
handler and arguably the ultimate fast tourer. It was no surprise that the K1600GT followed
the S1000RR by winning the International Bike of the Year 2011 award, as well as voted “Best
Touring Motorcycle” by Motorcyclist and Cycle World magazines.
2011 K1600GT, K1600GTL (DIFFERING FROM THE K1300GT)

Type Four-stroke, transverse six-cylinder, liquid-cooled
Fuel supply BMS-X
Wet weight 319 kg (703 lbs.), K1600GT; 348 kg (767 lbs.), K1600GTL
Colors Gray, Red (K1600GT); Silver, Blue (K1600GTL)
A host of luxury fittings differentiated


the GTL, including a top box, chrome
trim, fog lights, and a taller screen.
The rider’s pegs were also set lower
and further forward, with a lower seat.
BMW Group Press
The K1600 chassis was similar to


the K1300’s, the main spar running
over the top of the low-lying engine,
allowing the rider to sit lower. Usual K
series features included the Duolever
and Paralever, but the rear disc was
now a huge 320mm, the same as the
front. BMW Group Press

Text Page: 265
Although the style was similar, the new

R1200R now had stouter fork tubes
and the double-overhead camshaft
engine had two-bolt valve covers.
BMW Group Press
In black with a white stripe, the R1200R


Classic had wire-spoked wheels and a
chrome-plated muffler.
BMW Group Press
R1200R and R1200R Classic

The final R1200s to receive the new HP2 Sport-derived double-overhead camshaft cylinder
heads were the R1200R and R1200R Classic. The updated engine provided these do-anything
Roadsters with more torque and top end performance, with the R1200R Classic’s wire-spoked
wheels and chrome-plated muffler introducing a nostalgic theme. In addition to the updated
engine, the R1200R’s Telelever tubes were enlarged to 41mm (from 35mm), with partially
integral ABS, ESA, and ASC (automatic stability control) optional. Both models also featured a
standard centerstand this year.
2011 R1200R, R1200R CLASSIC (DIFFERING FROM 2010)

Fuel supply BMS-K+
Colors Gray, Red (R1200R); Black (R1200R Classic)
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.
Light, economical, and affordable, the


2011 G650GS (DIFFERING FROM 2010)
reintroduced G650GS may have been Power 48 horsepower at 6,500 rpm
an entry-level dual-purpose model but Fuel supply BMS-CII
was surprisingly capable. Redesigned Rear wheel 3.50x17 inches
bodywork included a new windshield
and asymmetrical headlamp. Tires 110/80R19 and 140/80R17
BMW Group Press Wheelbase 1,477mm (58.2 inches)
Colors White, Orange/Red
266 CHAPTER 9

Text Page: 266
G, F, R, K, and S Series
By 2011, the HP2 Sport was the only remaining HP2, with the F800S and long-lived K1200LT
discontinued, seeing the end of the horizontal four-cylinder K series that began in 1984. Also
introduced this year was an R1200GS Triple Black, with black fork, wheels, and engine.
2011 S1000RR, K1300S, K1300R, F800R, AND

R1200GS TRIPLE BLACK (DIFFERING FROM 2010)
Gray, Yellow (S1000RR); Red, Blue (K1300S);
Colors Yellow, Black (K1300R); Yellow (F800R);
A Special Edition R1200GS for 2011 was

Black, Gray (F800ST); Black (R1200GS Triple Black)
the Triple Black. BMW Group Press

After dominating sportbike sales and
Superstock racing during 2010, there was
reason to expect this would translate
into World Superbike success during
2011. Second the previous season, Leon
Haslam lined up alongside Troy Corser,
the short-stroke S1000RR engine now
producing around 220 horsepower at
14,000 rpm. With the latest Öhlins TRSP25
front fork and RSP40 rear shock absorber
and lightweight OZ forged wheels, the
S1000RR weighed right on the class
minimum, 165 kilograms, but weight
distribution was a problem. A stock road
bike swingarm replaced last year’s trick
item, but results were elusive. Haslam
managed only three podium finishes and
was beaten nine times by Ayrton Badovini
on the BMW Italia privateer S1000RR.
Haslam finished the season in 5th overall,
with Corser 15th.
Although World Superbike results
were disappointing during 2011, Sébastien
Gimbert won the French Superbike title,
Glenn Allerton took out the Australian
Superbike Championship, and Team
Motorrad France 99 came a close second in
the FIM World Endurance Championship.
Leon Haslam’s factory S1000RR had


a stock swingarm for 2011. All the
front brakes were Brembo this year.
BMW Group Press
After finishing second in the 2010


World Superbike Championship,
Haslam struggled with the S1000RR
during 2011. BMW Group Press

Text Page: 267
Often referred to as “America’s Queen

of Speed,” seven-time land speed
record holder Valerie Thompson poses
with her S1000RR. BMW Group Press
After only two years, the S1000RR


received a significant update. The
style was similar but underneath was a
completely new frame. The fairing had
small winglets on each side to improve
aerodynamics. BMW Group Press
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.
2012 S1000RR (DIFFERING FROM 2011)

Wheelbase 1,422.7mm (56 inches)
Colors Red, Blue, Black, Motorsport
268 CHAPTER 9

Text Page: 268
F800R
For a midcycle update, the F800R was slightly more aggressively styled, with the front and side
trim serving as radiator covers, a new front fender, red rear spring strut, and a sport windshield
in body color.
2012 F800R (DIFFERING FROM 2011)

Colors White, Red, Silver
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
2012 G650GS SERTÃO

SERTÃO (DIFFERING FROM THE G650GS)
SERT
Tires 90/90R21 and 130/80R17
Colors White/Blue
269

Text Page: 269
The R1200GS Rallye included

contrasting white bodywork with a
2012
black engine and forks tubes and gray
swingarm and cylinder head covers, R1200GS Rallye, K1300S HP, and K1300R
with a red frame. BMW Group Press Ostensibly a special version of the R1200GS Adventure, the R1200GS Rallye included special
colors, a chrome exhaust system, and onboard computer, while the HP package for the K1300S
Bristling with carbon fiber and

technical innovation, the K1300S HP created the sportiest K series yet. Technical updates included a numbered badge, numerous HP
was the sportiest K series yet. carbon parts, an Akrapović muffler, ESA II, ASC stability control, a speed gearshift, and paddock
BMW Group Press stand. The K1300R included special paint, a carbon engine spoiler, and the ESA II and an ASC
dynamics package.
2012 R1200GS RALLYE, K1300S HP,

K1300R SPECIAL MODELS
White (R1200GS Rallye),
Colors
White/Blue/Black (K1300S HP), Gray/Black (K1300R)
G, F, R, and K Series
As BMW reoriented its range, the G450X and HP2 Sport were discontinued, with other existing
models unchanged.
2012 F650GS, F800GS, F800ST, R1200GS,

R1200GS ADVENTURE, K1300S (DIFFERING FROM 2011)
Black/Yellow (F650GS);
Gray, Blue/White, Black (F800GS);
Colors Blue (F800ST, R1200GS);
Red, White, Black (R1200GS Adventure);
Silver (K1300S)
The K1300R special edition also featured


a dynamics package, plus a distinctive
engine spoiler. BMW Group Press
270 CHAPTER 9

Text Page: 270
After three years of investment and
development, the S1000RR finally tasted
World Superbike success in 2012 with six
race wins. Following Corser’s retirement,
Marco Melandri joined Leon Haslam on
the factory S1000RR, now based on the
new production version. Updates included
the revised engine and swingarm mounts,
an aerodynamically and ergonomically
improved fuel tank and seat, and improved
electronics to smooth the power
delivery. The engine included a lighter
crankshaft, with the power increased
to 225 horsepower at 14,500 rpm. An
underslung swingarm superseded the
stock item, the brakes Brembo, and new
wheels were Marchesini. Melandri briefly
led the series midseason, but some poor
results toward the end saw him finish third The BMW Motorrad Motorsport 2012

overall. In other championships, Sylvain World Superbike team. The riders are
Barrier won the Superstock 1000 FIM Cup, Leon Haslam (left) and Marco Melandri
Sébastian Gimbert the French Superbike (right). Director Bernhard Gobmeier and
Championship, and Erwan Nigon the head of race operations Andrea Dosoli
German IDM Superbike championship. are in the center. BMW Group Press
In the IDM series, S1000RRs filled the top
Melandri demonstrating the style that

four positions. Again the BMW Motorrad took him to third overall in the 2012
France Team Thevant finished second in World Superbike Championship.
the FIM Endurance World Championship. BMW Group Press
The team of Nigon, Gimbert, Damian
Cudlin, and Hugo Marchand won the Jörg Steinhausen and Gregory Cluze on

Doha 8-hour race in Qatar, also finishing their way to victory in the Hungarian
on the podium in the prestigious Le Mans round of the 2012 Sidecar World
24-hour race. Championship, BMW’s first sidecar
This year also saw BMW’s return to the victory in 38 years. BMW Group Press
Sidecar World Championship, with Jörg
Marco Melandri’s considerably updated

Steinhausen (son of 1975 and 1976 world
2012 model S1000RR provided six World
champion Rolf Steinhausen) teaming with Superbike race wins. BMW Group Press
Grégory Cluze on an HP-supported LCR
outfit. Powered by an S1000RR engine,
Steinhausen and Cluze finished runner-up
in the championship, with two race wins;
it was BMW’s first world championship
three-wheeler race victory in 38 years.

Text Page: 271
2013
R1200GS, HP4, F800GS, F700GS, F800GT, S1000RR,
K1600GTL, K1600GT, K1300S, K1300R, R1200RT, R1200GS
Adventure, R1200R, R1200R Classic, F800R, G650GS, and
G650GS Sertão
As it continued to be the pivotal model in BMW’s lineup, making up a quarter of all sales, the
R1200GS received its fourth significant update in less than a decade, the boxer engine now
with water-cooled cylinder heads. BMW also expanded its HP range with the HP4, the lightest
In addition to the water-cooling, the
 1,000cc Superbike ever, while the twin-cylinder F series was significantly updated. This year BMW
six-speed gearbox was incorporated in celebrated 90 years of the boxer motorcycle, and in addition to three special 90-year editions, a
the engine casting. The clutch was also concept memorial air-cooled boxer was displayed. Sales continued to increase, with an all-time
a wet multiplate type.
BMW Group Press high of 115,215 motorcycles supplied, an 8.3 percent increase over 2012. In the United States,
14,100 motorcycles were sold, the second highest on record, fueled by sales of more than
BMW’s first water-cooled boxer, the
 2,000 of the new water-cooled R1200GS. BMW Motorrad was also the outright winner of a
2013 R1200GS, was new from the
2013 customer satisfaction survey carried out by the Motorcycle Industry Council in the USA.
ground up. The swingarm was now on
the left and Brembo front brakes were During the year, BMW also announced a partnership with India’s fourth largest motorcycle
radially mounted. BMW Group Press manufacturer, TVS, to develop and build a range of entry-level bikes under 500cc.
272 CHAPTER 9

Text Page: 272
With 65 percent of the cooling by air,

the cylinders maintained a traditional
look. BMW Group Press

BMW Motorrad ceased direct
involvement in the World Superbike
Championship for 2013, instead supplying
engines and electronics to Andrea
Buzzoni’s BMW Motorrad Italia, which was
responsible for the racing team, along
with testing and chassis development.
Andrea Dosoli continued as technical
R1200GS director, and with Serafino Foti as team
BMW’s most impressive success story in recent years was undoubtedly the R1200GS, but after manger, the riders this were Marco
selling more than 170,000 examples, it received a ground-up redesign for 2013. Central to Melandri and Chaz Davies. The power
was around 230 horsepower at 14,500
the new GS was the addition of 35 percent water-cooling in combination with 65 percent
rpm, and both riders struggled to find the
air-cooling to target areas of high thermal stress. The new cylinders had vertical through optimum setup, the team experimenting
flow, with the intake on the top and exhaust underneath, while the valves were larger (40mm with many different chassis and Öhlins
and 34mm), with a narrow 18-degree included angle. The cylinders were integrated with suspension options. Davies took three
the vertically split crankcases, and with two inconspicuous small radiators, the result was race wins and Melandri two, Davies
an engine that still looked very traditional while providing more power and being able to finishing fifth and Melandri fourth overall.
After five seasons, BMW still hadn’t won
meet stricter noise and environmental regulations. Other new features included the six-speed
the World Superbike Championship
gearbox incorporated in the engine casting, a wet clutch with a slipper function, and the shaft and wouldn’t field a team in 2014. There
drive now on the left. Electronic updates included a ride-by-wire throttle and five selectable was, however, some consolation, with
riding modes (Rain, Road, Dynamic, Enduro, and Enduro Pro). 19-year-old Markus Reiterberger winning
The chassis included a new tubular-steel bridge frame, with a separate bolted-on rear the German IDM Championship and BMW
subframe, longer swingarm, wider wheels with larger tires, updated radially mounted Brembo taking the manufacturers’ title for the
third successive year.
Monobloc front brake calipers, and a larger rear disc. Both the Telelever and Paralever were
reworked, a new adjustable windshield offered improved protection, and the seat was
adjustable for height and tilt angle. As the R1200GS was already set, the class standard BMW
was presented with a difficult task to create an improvement, but somehow they managed it.
Although slightly heavier than before, the new bike was more agile than its predecessor, and
the sophisticated electronics added to the safety and overall competence.
2013 R1200GS (DIFFERING FROM 2012)

Fuel supply BMS-X
Tires 120/70R19 and 170/60R17
Chaz Davies struggled with setup

Rear brake 276mm disc during the 2013 World Superbike
Wet weight 238 kg (525 lbs.) season but still managed three race
wins. BMW Group Press
Colors White, Red, Blue, Gray

Text Page: 273
The HP4 was the lightest and most

sophisticated four-cylinder Superbike
available. This is the HP4 Competition
Package with blue wheels and a
HP4
sponsor decal kit. BMW Group Press With the S1000RR already at the pinnacle of Superbike performance, BMW released the HP
version, raising the bar yet another notch. Ostensibly a tarted-up S1000RR, updates included a
Sylvain Barrier repeated his 2011
 numbered top triple clamp, special paint, semi-active suspension, titanium Akrapović exhaust,
success by winning the 2012 FIM 1000
Superstock Cup. BMW Group Press new ABS and traction control, Brembo Monobloc brake calipers, forged alloy wheels, and a
quickshifter. An HP4 Compettion package was also available, with carbon panels, blue wheels,
and various HP components. As a homologation model for Superstock and World Superbike
racing, the HP4 was the lightest inline four-cylinder Superbike available, and Sylvain Barrier
rode the HP4 to victory in the FIM 10000 Superstock Cup. Andy Sills, on an S1000RR, continued
to set world speed records at Bonneville, this year managing 224.190 miles per hour, the fastest
speed ever for a BMW motorcycle.
2013 HP4 (DIFFERING FROM THE S1000RR)

Colors Blue/White
Included on the HP4 was a 10-pound-


lighter titanium Akrapović exhaust
system, Brembo Monobloc brake
calipers, and lightweight-forged
aluminum wheels. BMW Group Press
274 CHAPTER 9

Text Page: 274
F700GS and F800GS
Continuing the F series GS success story, both the F650GS and F800GS were updated for 2013.
As before, the F800GS was a more serious dual-purpose model, with the F700GS replacing
the F650GS but continuing as an entry-level version geared more toward street use. Still
powered by the 800cc parallel twin, the F700GS was more powerful than before and now
included a dual-disc front brake. Styling updates featured new side panels, while electronic
suspension adjustment (ESA) and automatic stability control (ASC) were optional. The F800GS
was available with lowered suspension, but most updates were to the F700GS, this continuing
as a highly impressive urban warrior, both models vindicating BMW’s approach of evolution
rather than revolution as the way forward.
Replacing the F650GS for 2013 was the


F700GS. With new styling, more power,
2013 F800GS, F700GS (DIFFERING FROM 2011 AND THE F650GS) and dual-front discs, it was still very
street oriented. BMW Group Press
Power 75 horsepower at 7,300 rpm (F700GS)
Front brake Twin 300mm front discs (F700GS) With its larger front wheel, the new

Wheelbase 1,562mm (61.5 inches), F700GS F800GS was more suited to off-road
riding and was a very effective dual-
Wet weight 214 kg (472 lbs.), F800GS; 209 kg (461 lbs.), F650GS purpose machine. BMW Group Press
Colors Kalamata, Blue, White (F800GS); Gray, Red, Silver (F700GS)

Text Page: 275
Replacing the F800ST for 2013, the

F800GT included a near full fairing for F800GT
improved weather protection, along A successor to the F800ST, the F800GT included more power, a new full fairing with improved
with higher handlebars and taller weather protection, and dedicated luggage. Continuing with belt final drive, options included
screen. Luggage was optional.
BMW Group Press ASC and ESA and a titanium Akrapović sports silencer, saving 3.7 pounds. Rear spring preload
was now remotely adjustable, new design wheels lighter, and the aluminum handlebars higher.
Three 90-year anniversary R1200
 To improve stability, the swingarm was lengthened 2 inches with less spring travel, allowing a
boxers were released for 2013. This reduction in seat height from 33.1 inches to 31.5 inches. A stronger rear subframe allowed for
is the R1200RT 90th, in Sapphire
Black, with a black engine and gray a 24-pound increased load capacity, to 456 pounds. The resulting F800GT was a versatile all-
swingarm. BMW Group Press rounder providing surprisingly nimble handling and enough power for most riders.
2013 F800GT (DIFFERING FROM THE F800ST)

Colors Orange, Graphite, White
2013 Special Editions and Facelift

Special editions this year included a K1300S 30-Year K model, and three R1200 90-year
versions. Marking the 30th anniversary of the K series, the K1300S 30-Year featured special
colors, ESA II, and the RDC and ADC safety pack. Also included was an HP shift assistant and
Akrapović sports silencer. Marking the 90th anniversary of BMW motorcycles, three 90 Jahre
BMW Motorrad (“90 years of BMW Motorrad”) models were offered: the R1200GS Adventure,
R1200R, and R1200RT. These all continued with the earlier air-cooled engine and were
ostensibly standard models with a black and gray finish, and a nickel-plated and polished
brass plate on the upper fork bridge. Facelift color updates occurred this year for the F800R,
G650GS, R1200R, S1000RR, K1300S, K1300R, K1600GT, and K1600GTL. The F800R was also
offered with a dynamics package (including an engine spoiler and seat cover) and a touring
package (heated grips, onboard computer, and luggage rack). The K1300R previously optional
sports wheels were now standard.
2013 K1300S 30TH, R1200RT 90TH, R1200R 90TH, R1200GS

ADVENTURE 90TH, F800R, G650GS, R1200R, S1000RR, K1300S,
Celebrating 30 years of the K series,
 K1300R, K1600GT, K1600GTL (DIFFERING FROM 2012)
this K1300S special edition came
with a host of electronic aids plus an White/Black/Red (K1300S 30th); Black (R1200 90th);
Akrapović muffler. BMW Group Press Blue/White, Black (F800R); Yellow (G650GS);
Colors Blue, Beige (R1200R); Gray (S1000RR);
Black/Graphite (K1300S); Red/Black, Black (K1300R);
Graphite, Blue (K1600GT); Graphite, Red (K1600GTL)
276 CHAPTER 9

Text Page: 276
2014
R nineT, K1600GTL Exclusive, S1000R, R1200RT, R1200GS The R nineT combined classic features

in a modern framework and provided
Adventure, F800GS Adventure, HP4, S1000RR, K1600GTL, different platforms for customization.
K1600GT, K1300S, K1300R, R1200GS, R1200R, R1200R This is the café racer version with an
Classic, F800R, F800GT, F800GS, F700GS, G650GS, and aluminum seat hump.
G650GS Sertão BMW Group Press
Headed by the 90th year commemorative boxer, the magnificent R nineT, this was a big year
for model releases, with six new models, including the early release F800GS Adventure, the
naked S1000R, a replacement for the successful R1200RT, and the R1200GS Adventure. While
BMW no longer provided full factory support for racing, this year the S1000RR achieved its
most significant success yet, Michael Dunlop winning three TTs at the Isle of Man. Production
continued to increase, to a new record of 123,495 motorcycles (and Maxi-Scooters) delivered
during 2014, a 7.2 percent increase, while the United States followed Germany as the second
largest market, with 15,301 in sales. The R1200GS and GS Adventure continued as the most
successful models (40,622 sold), and in March the 500,000th GS series, an R1200GS, rolled off
the Berlin production line. BMW motorcycles continued to win awards, clinching 16 Best Bike
Awards from Cycle Word, Motorcyclist, and Motorcycle.com.
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
2014 R NINET (DIFFERING FROM THE R1200R)

Frame Tubular-steel bridge load-bearing engine
Front suspension Upside-down telescopic fork
Color Black Storm Metallic

Text Page: 277
S1000R
Endeavoring to attract a younger customer, the impressive S1000RR Superbike evolved into
naked S1000R for 2014. Combining Superbike dynamics and power with emotive roadster
styling, the S1000R targeted a new group, one that Triumph had successfully managed to
achieve with its Speed Triple, and replaced the powerful, but much heaver, K1300R (in those
markets where it was still available).
As on the S1000RR, fuel injection was fully sequential, with two injectors per cylinder, the new
BMS-X engine management system supporting a throttle-by-wire system. Based on the S1000RR,
the chassis included the proven aluminum alloy perimeter frame, with the engine load-bearing,
an adjustable 46mm upside-down fork, and a dual swingarm with adjustable Monoshock. The
steering geometry was slightly revised, but the radial front braking system was unchanged.
With less top end power and more low and midrange, moderate weight, and a comprehensive
electronics package (including Race ABS, ASC, and a choice of two riding modes as standard),
the S1000R was a dynamic sports roadster.
2014 S1000R (DIFFERING FROM THE S1000RR)

Expanding the S series for 2014 was

the naked S1000R, one of the most Compression ratio 12:1
impressive naked sportbikes available. Fuel supply BMS-X
BMW Group Press
Although the R1200RT’s styling was
 Wet weight 207 kg (456 lbs.)
new, it continued the unmistakable
BMW RT theme. BMW Group Press Colors Red, Dark Blue, White
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.
2014 R1200RT (DIFFERING FROM THE R1200GS AND 2013 R1200RT)

Rear wheel 5.50x17
Colors Blue, Gray, Ebony
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Text Page: 278
R1200GS Adventure While it was heavier and larger than

before, more power and sophisticated
Now based on the water-cooled R1200GS, the new R1200GS Adventure continued the tradition
electronic aids improved the R1200GS
as the quintessential long-distance and off-road all-around touring motorcycle. Apart from a Adventure’s capability. BMW Group Press
2.1-pound heavier crankshaft, the engine and tubular-steel space frame were shared with the
R1200GS, while the R1200GS Adventure included a larger, 7.9-gallon, aluminum gas tank, and
a chassis setup providing additional 0.8 inches of spring travel, increased ground clearance,
and a trailing arm with modified geometry for improved handling. A larger windshield,
additional air flaps, and hand guards increased weather protection, while enduro footrests,
reinforced adjustable foot levers, and restyled bodywork completed the R1200GS Adventure’s
specification. Already provided with ABS, automatic stability control (ASC), and two riding
modes, Rain and Road, three additional riding modes were available with the optional Ride
Modes Pro feature, Dynamic, Enduro and Enduro Pro, accompanied by the Enduro settings
for ABS and ASC for off-road riding. The R1200GS Adventure may have been the heaviest
and largest adventure bike, but when it came to all-around ability, the comfort, weather
protection, and electronic wizardry simply placed it in a class of its own. It was no coincidence
the R1200GS Adventure continued as the world’s most popular large-capacity adventure bike.
2014 R1200GS ADVENTURE (DIFFERING FROM THE 2013 R1200GS)

Colors Olive, White, Blue

Text Page: 279
Offering the Adventure experience in a
 F800GS Adventure
smaller and lighter package, the F800GS
Released midway through 2013 as an early release 2014 model, BMW added the Adventure
Adventure was arguably the perfect all-
around motorcycle. BMW Group Press to the already capable F800GS. As riders demanded bikes that looked like they could travel
the world, adventure bikes were one of the growing markets, the F800GS version offering a
From the passenger’s armrests to
 lighter and more agile alternative to the sometimes-intimidating R1200GS. Just as it did in
keyless starting, no luxury feature was
left wanting on the opulent K1600GTL 1980, BMW sensed an opportunity for a midrange adventure bike, agile enough for novices
Exclusive. BMW Group Press but with enough power to satisfy experienced riders. Updates over the F800GS included a
reinforced rear subframe to accommodate the larger, 6.3-gallon tank; a larger windshield;
enduro footpegs; engine protection bar; and pannier rack. Offering excellent performance on
a variety of road surfaces, the F800GS Adventure was almost the perfect all-rounder, a large
dirtbike or touring streetbike—two bikes in one.
2014 F800GS ADVENTURE (DIFFERING FROM THE F800GS)

Colors Sandrover, Red
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.
2014 K1600GTL EXLUSIVE (DIFFERING FROM THE K1600GTL)

Colors Mineral White
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Text Page: 280
For 2014, BMW realigned the racing Senior TT was 128.680 miles per hour, with
program, increasing the level of support a new Senior TT lap record of an astonishing
offered to around 150 customer teams 131.668 miles per hour.
worldwide and launching an innovative Other notable victories this year included
customer racing project, the BMW Motorrad the BMW Motorrad Italia SBK Team celebrating
Race Trophy. This was very successful, seven victories in the EVO class of the
highlighted by Michael Dunlop’s historic Superbike World Championship and Ryuichi
triple victory at the Isle of Man in June. Kiyonari providing BMW their first-ever victory
Celebrating the 75th anniversary of in the British Superbike Championship. But
Meier’s Senior TT victory on the Type 255 the 2014 BMW Motorrad Race Trophy went Dunlop celebrated three TT wins on

Kompressor, BMW Motorrad UK joined to Markus Reiterberger, with three race wins the S1000RR at the Isle of Man in 2014,
forces with Hawk Racing with the factory in the German Superbike Championship taking his tally to 11 victories on the
supplying Superbike engines for Dunlop’s (IDM) and victory in the Superstock class in legendary island circuit.
S1000RR. After winning the Superstock the Oschersleben eight-hour race. With a BMW Group Press
and Superbike races at the North West 200 new S1000RR for 2015, BMW announced it
in May, 25-year-old Dunlop won three TTs would again contest the World Superbike Michael Dunlop on his way to winning

(Superbike, Superstock, and Senior) on the Championship and expand the BMW the Superbike race at the 2014 Isle of
S1000RR, taking his total to 11 TT victories. Motorrad Race Trophy to include additional Man TT. His race average was 128.415
Dunlop’s average speed for the six-lap championships and a team competition. miles per hour. BMW Group Press

Text Page: 281
The 2014 K1600GT Sport had a sportier
 2014 Facelift
seat and lower screen, but at more
than 700 pounds, it wasn’t really a
sporting bike. BMW Group Press K1600GT Sport, K1600GT, and K1600GTL
For 2014 the K1600GT was available as the more dynamic Sport, with black wheels, a low
windshield, and sports-style seat. Light Gray was no longer available for the K1600GT, and
Silver was deleted for the K1600GTL.
2014 K1600GT SPORT, K1600GTL (DIFFERING FROM 2013)

Colors Orange/Black (K1600GT Sport); Beige (K1600GTL)
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.
2014 R1200R DARKWHITE, S1000RR, R1200R,

F800R, G650GS (DIFFERING FROM 2013)
White (R1200R DarkWhite);
Gray/White, Red/White, Black (S1000RR);
Colors
Black, Beige (R1200R);
Orange/Black, White/Black (F800R); Black (F650GS)
The R1200R DarkWhite contrasted


white bodywork with a gray frame
and black engine and swingarm. Also
included was a sports seat and small
screen. BMW Group Press
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Text Page: 282
2015
R1200R, R1200RS, S1000RR, S1000XR, F800R, K1600GTL
Exclusive, K1600GTL, K1600GT, K1300S, K1300R, S1000R,
R nineT, R1200RT, R1200GS, R1200GS Adventure, F800GT,
F800GS, F800GS Adventure, F700GS, and G650GS
After the most successful sales year in history, it was no surprise to see five new models
released for 2015. While the introduction of a new R1200R and R1200RS wasn’t unexpected,
that both these new models eschewed the traditional R series Telelever front suspension in
favor of an upside-down telescopic fork was surprising, begging this question: Was BMW now
heading back toward conservatism?
Economic conditions over the past few years had restricted the general development
of Superbikes, and for 2015 BMW released an updated S1000RR, the first new Superbike
platform from any manufacturer for three years. And as the company had done with the GS Much sportier than before, a new

35 years earlier, BMW endeavored to create a completely new “adventure sport” niche with R1200R appeared for 2015, an
the S1000R-based XR. Motorcycle and maxi scooter sales increased 10.9 percent during 2015, upside-down front fork replacing the
to 136,963 units. Germany remained the single largest market with 23,823 units sold, followed Telelever. This is the sport version, with
belly pan and fly screen.
by the United States with sales of 16, 501. As always, the venerable R series boxers dominated, BMW Group Press
accounting for 73,357 vehicles (53.6 percent of sales). BMW announced a new target of selling
200,000 motorcycles per year by 2020.
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.
2015 R1200R (DIFFERING FROM THE 2014 R1200R AND R1200RT)

Front suspension Upside-down telescopic fork
Colors Blue, Gray, White

Text Page: 283
R1200RS
Although the RS was historically important, the R100RS in 1976 establishing a formula
symbolizing consummate all-around sport touring, this series had been absent from BMW’s
range for a decade. But after this hiatus, BMW resurrected its great sports touring tradition
with the R1200RS. Providing more emphasis on sport than earlier incarnations, the engine was
the now familiar water-cooled boxer, tuned for more torque at lower rpm than on the R1200RT
and R1200GS. As on the R1200R, the modified airbox, new air intake snorkels, and a centrally
positioned radiator provided a more slender front silhouette. Endeavoring to replicate the
S1000RR’s dynamics, the front suspension was a 45mm upside-down fork, similar to the new
R1200R, while electronic ESA (electronic suspension adjustment), with two damping settings,
Road and Dynamic, provided exceptional handling and safety.
The R1200RS half-fairing fused the touring and sporting functions, while the riding
position provided a slight front-wheel bias, resulting in a superb balance between steering
and ergonomics. Uniting the touring qualities of the R1200RT boxer with the more sporting
R1200R, the R1200RS maintained the great RS tradition.
Also with an upside-down front fork,

the R1200RS continued the RS tradition
initiated with the R100RS back in 1976.
All new boxers had a left-side Paralever
swingarm. BMW Group Press
2015 R1200RS (DIFFERING FROM THE R1200R)
Lighter and more powerful than
 Wet weight 236 kg (520 lbs.)
before, the 2015 S1000RR featured a
revised frame and new styling. Colors Blue/Gray, Gray
BMW Group Press
S1000RR
Six years after revolutionizing the Superbike class, BMW released a significantly updated
S1000RR—effectively the successful limited-edition HP4 transformed into regular production
guise. With cylinder head porting, a new intake camshaft, lighter inlet valves, shorter intakes, a
larger airbox, and ride-by-wire throttle, the power increased slightly, with a smoother delivery.
A lighter exhaust system contributed to a slight weight reduction, while a new frame included
sharper steering geometry, a lower swingarm pivot to increase squat, and a slightly longer
wheelbase. Unlike in the HP4, the Brembo front radial brake calipers were not the higher
specification Monobloc but still more than adequate. Although the S1000RR came standard
with three riding modes, the HP4’s electronically controlled dynamic damping control (DDC)
suspension was available as one of the many options.
One of the more significant updates was the restyled bodywork. The previous asymmetric
headlight arrangement was retained as a characteristic distinguishing feature, but with the
headlights repositioned and restyled. Another innovation was electronic speed control,
allowing easier adherence to prevailing speed limits, while the new instrument panel could
provide information as diverse as current and maximum banking angles and deceleration
rates. A true racer with lights, the S1000RR raised the bar yet again for liter Superbikes. Markus
Reiterberger won the German IDM Superbike Championship on the new S1000RR, also
winning the BMW Motorrad Race Trophy.

Fuel supply BMS-X
Colors Red/White, Black, Motorsport
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Text Page: 284
S1000XR Creating a new adventure sport niche,

Expanding the S1000RR-based platform, the adventure-sport S1000XR offered Superbike the S1000XR was an amalgam of GS,
sportbike, and touring elements.
performance, adventure bike versatility, and touring motorcycle comfort. The engine was BMW Group Press
ostensibly that of the S1000R roadster, while electronic aids included standard Rain and Road
riding modes and automatic stability control (ASC). The aluminum frame, suspension, and Significantly updated for 2015, the

F800R now had new styling, an upside-
wheels were also derived from the S1000R, but with a shallower steering head angle, longer
down fork and radial front brakes.
swingarm, and more suspension travel adding to the adventure capability. Carving out a BMW Group Press
crossover niche, the S1000XR provided a unique formula by combining GS, Supersport, and
touring elements.
2015 S1000XR (DIFFERING FROM S1000R)

Colors Red, White
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.

Colors White, Blue

Text Page: 285
2015 Facelift
Facelift models for 2015 included a special K1300S Motorsport and updates to the R1200GS and
K1600GT and GTL. The R1200GS now featured the heavier crankshaft of the R1200GS Adventure
and R1200RT, while keyless ride and shift assistant were now available as an option (also on
the R1200GS Adventure and R1200RT). In an endeavor to widen the huge R1200GS Adventure’s
appeal to those previously deterred by the insurmountable seat height, a special 2-inch lower
suspension kit and 1-inch lower seat were optional this year. The luxury touring K1600GT and
GTL benefited from standard dynamic traction control (DTC), with keyless start and hill start
control optional. Along with new colors, the K1300S Motorsport included a black engine
spoiler and tinted windshield, HP wheels and footpegs, and an Akrapović silencer.

Colors White, Blue
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.
2015 F700GS, F800GS, F800GS ADVENTURE, F800GT,

R1200GS, R1200RT, K1600GT, K1600GTL, K1300S
MOTORSPORT, K1300R (DIFFERING FROM 2014)
White, Black/Red, Blue (F700GS);
Red, White/Black (F800GS); White, Kalamata (F800GS
Adventure); Blue (F800GT); Dark Blue, Black (R1200GS);
Colors
Blue/Gray (R1200RT); Black (K1600GT and GTL);
White (K1600GT); Silver (K1600GTL);
Black/White/Blue (K1300S Motorsport); Black (K1300R)
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Text Page: 286
2016 TVS built the entry-level G310R in

India. The cylinder head was reversed,
with the exhaust exiting the rear.
G310R, K1600GTL Exclusive, K1600GTL, K1600GT, K1300S, BMW Group Press
K1300R, S1000RR, S1000R, S1000XR, R nineT, R1200RT,
R1200RS, R1200R, R1200GS, R1200GS Adventure, F800GS,
F800GS Adventure, F800GT, F800R, F700GS, and G650GS
As the emphasis was now on the creation of an entry-level G series single-cylinder range, only
one new motorcycle was released for 2016. But this didn’t stop BMW from setting another
motorcycle sales record. Sales were up 5.9 percent to 145,032 units, and again Germany was
the largest market (24,894 units). All European countries showed strong growth, and the
United States achieved its second-best result ever, selling 13,730 units.
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.

Text Page: 287
2016 G310R
Displacement 313cc
Valves Double-overhead camshaft, four valves per cylinder
Fuel Supply BMS E-2
Gears 6-speed
Frame Tubular steel
Front suspension Kayaba 41mm upside-down fork
Rear suspension Kayaba Monoshock
Tires 110/70R17 and 150/60R17
Brakes Single front 300mm disc and 240mm rear disc
Wet weight 158.5 kg (349 lbs.)
Colors Black/White, Blue, White
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.
2016 K1600GT, K1600GTL, K1600GTL EXECUTIVE, R1200GS,

R1200GS ADVENTURE, R1200RT, S1000RR, S1000XR, F800GT,
F800GS, F700GS (DIFFERING FROM 2015)
Blue/Black (K1600GT); Blue (K1600GTL); Storm
(K1600GTL Executive); Light White (R1200GS);
Light White, Red, Blue (R1200GS Adventure);
Colors
Bronze (R1200RT); Black/Red (S1000RR);
White/Gray/Red (S1000XR); Black (F800GT); White,
Black, Blue (F800GS); White, Orange, Gray (F700GS)
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Text Page: 288
The racing S1000RR was extremely Markus Reiterberger made the jump from
successful in 2016. At the Isle of Man in IDM to World Superbike, joining Jordi Torres
June, Michael Dunlop dominated with in the Althea Racing BMW team. Though
wins in the Superbike and Senior TTs, in the they received factory-supplied engines and
process setting a new outright lap record electronics, the S1000RRs were outclassed.
of 133.962 miles per hour. Ian Hutchinson Torres finished sixth overall, and the Althea
further cemented the S1000RR’s supremacy Racing Team had more success with Raffaele
with a victory in the Superstock TT. Dunlop de Rosa winning the Superstock 1000 FIM
followed his TT success with four wins in Cup. The S1000RR also dominated domestic
the Southern 100, also at the Isle of Man, a Superbike racing in 2016. A standout was
month later. Hutchinson and David Jackson Jordan Szoke, who defended his Canadian
provided the S1000RR with another five race Superbike title, winning all seven races in Michael Dunlop won both the

wins at the Ulster Grand Prix. Hutchinson the process. Szoke also won the 2016 BMW Superbike and Senior TTs at the Isle of
became the world’s fastest road racer with a Motorrad Race Trophy from Vincent Lonbois Man in 2016, setting a new outright lap
lap of 134.089 miles per hour. and Michal Prášek. record in the process. BMW Group Press

Text Page: 289
2017
HP4 Race, K1600B, K1600GTL, K1600GT, S1000RR, S1000R,
S1000XR, R nineT, R nineT Scrambler, R nineT Racer, R nineT
Pure, G310GS, R1200GS, R1200GS Adventure, R1200RT,
R1200R, R1200RS, F800R, F800GT, F800GS, F800GS
Adventure, F700GS, G650GS, and G310R
BMW’s motorcycle sales achieved another record high in 2017, up 13.2 percent to 164,153
units. The strongest growth was in Europe, and again Germany was the largest market. While
overall motorcycle sales in the United States were down 3.2 percent, BMW managed to buck
the trend slightly, selling 13,546 units, only 1.3 percent fewer than 2016. New models were
basically confined to updates and variations on existing platforms, and the K1300S and K1300R
were discontinued.
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
290 CHAPTER 9

Text Page: 290
connecting rods and a lightened crankshaft and titanium exhaust system. Apart from third
gear, all the gearbox ratios were new and better suited to the track than the standard S1000RR.
Also new for the HP4 Race were a carbon-fiber frame, subframe, and wheels. The frame
was constructed using a resin transfer molding (RTM) process that provided consistent
manufacturing quality, making every frame identical. The total weight of the main frame was
only 7.8 kilograms (17 pounds)—4 kilograms (8.8 pounds) less than its aluminum counterpart.
The wheels also were constructed of carbon fiber and were about 30 percent lighter
than conventional light-alloy forged wheels. The long aluminum swingarm was identical to
the WSBK racer and included an adjustable swingarm pivot. Also new to World Superbike
specification were the fully adjustable Öhlins suspension and Brembo brakes. These included
GP4 PR Monobloc fixed calipers with titanium pistons and a nickel-plated body as well as
floating T-type racing steel brake discs. The extensive electronic control and assistance system
package was also geared specifically toward racing and included adjustable Dynamic Traction
Control (DTC), Wheelie Control, Engine Brake (EBR), Launch Control, and a Pit Lane Limiter.
As an expensive, numbered limited edition, the HP4 Race was considered a future
collectible, but without street or race homologation it was primarily an exhibition of BMW’s
technological prowess. Carbon-fiber frames had been on the agenda for several decades but
had always been limited by the cost effectiveness. With the RTM process BMW had finally
found a commercially viable manufacturing technique. Cycle World magazine was enamored
by the exoticism of BMW’s most exclusive ever motorcycle, naming it Best Superbike in its “Ten
Best Bikes of 2017” issue.
2017 HP4 RACE (DIFFERING FROM THE S1000RR)

Compression ratio 13.7–13.9:1
Frame Carbon-fiber monocoque RTM
Front suspension Öhlins FGR 300 43mm upside-down fork
Rear suspension Öhlins TTX 36GP rising-rate swingarm
Wheels Carbon-fiber 3.50x17 and 6.00x17
Rear Tires 200/60ZR17
Wet weight 171.4 kg (378 lbs.) The K1600B “Bagger” was a high-

specification American-style custom
Colors HP Motorsport cruiser. BMW Group Press
K1600GT, K1600GTL, and K1600B

After six years in production, the K1600GT and GTL were mildly updated for 2017 and joined
by a third variation, the K1600B “Bagger.” While the power of the 1,600cc six-cylinder engine
was unchanged, new engine mapping and a new catalytic converter allowed it to pass EU4
regulations. Also standard for all versions was electronically controlled suspension (ESA) with
Road and Dynamic modes. Reverse assist and Shift Assistant Pro were optional. On both
the K1600GT and the GTL, the instruments were new and the bodywork received larger air
deflectors and new side trim. While the K1600GT and GTL continued as a refinement of an
already successful formula, the K1600B Bagger was the production realization of the “Concept
101” unveiled at the Concorso d’Eleganza Villa d’Este in 2015. This was BMW’s interpretation
of “Grand American Touring,” and with an all-black chassis and drivetrain, it took the form

Text Page: 291
of a bagger, an American custom bike style. Other bagger characteristics included a drop-
shaped silhouette, with the front fairing the highest point, and American-style rear lights.
A new rear subframe significantly reduced the passenger seat height. The fixed side cases
had slimmer covers and deeper bodies, while the rear fender folded upward to facilitate rear
wheel removal. Completing the bagger style were low-slung chrome mufflers, redesigned
forged wheels, and a new fairing with a short electrically adjustable windscreen.
2017 K1600GT, K1600GTL, K1600B

Wet weight 336 kg (741 lbs.) (K1600B)
Red, Black, Blue (K1600GT); White, Gray, Ebony
Colors
(K1600GTL); Black (K1600B)
The K1600GT was mildly updated for

 S1000RR, S1000R, and S1000XR
2017, but the basic style and capability
All three S1000 models were adapted to meet EU4 requirements for 2017. While the power of the
were unchanged. BMW Group Press
S1000RR was unchanged, a new titanium muffler saw the power increased for both the S1000R
and S1000XR. ABS Pro was included in the optional Riding Modes Pro, and dynamic traction
control (DTC) was standard. The S1000RR was now configured as a solo seat, with a passenger
seat cover, while the S1000R received a new frame. This included a lighter main section and
contributed to a 2-kilogram (4.4-pound) overall weight reduction. Other updates included
The S1000 range was slightly updated
 vibration-free handlebars, a smaller fairing, and a new multifunction instrument display. The
for 2017. The S1000R (left) and S1000XR
(right) received more power. adventure sports S1000XR also received vibration-free handlebars for increased comfort while
BMW Group Press the payload was increased 10 kilograms (22 pounds) to 444 kilograms (979 pounds).
292 CHAPTER 9

Text Page: 292
2017 S1000RR, S1000R, S1000XR (DIFFERING FROM 2016)
Power 165 horsepower at 11,000 rpm (S1000R, S1000XR)
Fuel Supply BMS-MP
Wheelbase 1,438mm (56.6 inches) (S1000RR)
208 kg (458.6 lbs.) (S1000RR); 205 kg (452 lbs.)
Wet weight
(S1000R)
Gray/Black (S1000RR); Gray, Red, Motorsport (S1000R);
Colors
Blue (S1000XR)

The S1000RR’s racing success continued
during 2017. Alastair Seeley took a hat
trick of wins at the North West 200 in
Northern Ireland, and Ian Hutchinson
won the Superbike and Superstock TTs
at the Isle of Man. After finishing second
to Hutchinson at the Isle of Man, Peter
Hickman claimed two wins on the Smiths
S1000RR at the Ulster Grand Prix. Although
the S1000RR was extremely successful on
street circuits, BMW again struggled in the
World Superbike Championship. Jordi Torres
was the leading BMW finisher, coming in
ninth overall riding for Althea Racing. After
a disappointing start to the season, Markus
Reiterberger quit the Althea team and
returned to the German IDM Championship.
This he won comfortably, taking his second
BMW Motorrad Race Trophy. Among eight
title wins for the S1000RR during 2017 were
Jordan Szoke again winning the Canadian
Superbike Championship, Kenny Foray
taking the French Superbike Championship,
and Carmelo Morales being crowned CEV
(Spanish) Superbike Champion.
 Ian Hutchinson won the Superbike

and Superstock TTs at the Isle of
Man in 2017. BMW Group Press

Text Page: 293
R nineT, R nineT Scrambler, R nineT Racer, R nineT Pure,
and R nineT Urban G/S
The R nineT Scrambler was a 1960s-style
 The R nineT now enjoyed cult status and was one of BMW’s more recent success stories. An
scrambler. Wire-spoked wheels were an updated version was released for 2017, ostensibly identical to the previous model and still
option. BMW Group Press
powered by the earlier air/oil-cooled boxer engine. New features included a fully adjustable
46mm upside-down front fork, individual casings for the speedometer and tachometer, and a
black swingarm and rear drive unit to match the black engine and frame.
Four additional variations on the R nineT theme were offered for 2017: the R nineT
Scrambler, R nineT Racer, R nineT Pure, and R nineT Urban G/S. Ducati and Triumph had already
achieved considerable success with new-generation scramblers, so it wasn’t surprising to see
BMW add a scrambler version of the R nineT to its lineup. The scramblers of the 1950s and
1960s were modified street bikes, and they were extremely successful before more specialized
off-road motorcycles eclipsed them for competition and more serious off-road duties. The
basic engine and modular tubular-steel frame arrangement of the R nineT Scrambler was
similar to the Roadster, but the Scrambler received a raised exhaust with twin mufflers. The
wheelbase was lengthened, and the front suspension was by a conventional telescopic fork
with protective rubber gaiters. The standard 19-inch front and 17-inch rear wheels were cast
aluminum. Antilock braking was standard, and front braking was by axially mounted four-
piston brake calipers and 320mm discs. The Scrambler’s riding position was more relaxed than
the Roadster, with higher handlebars and lower, more rear-set footpegs.
The R nineT Racer and R nineT Pure added two specific new facets to BMW’s heritage line.
The Pure was a bare-bones minimalist roadster, while the Racer was an old school half-faired
café racer. Both concepts had been popular in the 1960s and 1970s, and the new models
were designed to evoke nostalgia among older enthusiasts. The R nineT Racer accentuated a
sporting theme; the frame-mounted fairing, hump seat, stub handlebars, and rear-set footpegs
suggested a 1970s café racer. The R nineT Pure provided a minimalist character by blending
classical and modern elements, such as a circular headlight and analog speedometer.
As on other R nineTs, the modular tubular-steel spaceframe with three bolted components
(main front, rear with integrated tail, and passenger) allowed for customization. The steering
geometry and wheelbase were also tailored for the specific sporting capability of each. The
suspension on the Racer and Pure was by a conventional front fork and rear Paralever with
The R nineT Pure and R nineT Racer

were also heritage models designed to central shock absorber. Both also shared the five-spoke 17-inch light alloy cast wheels, four-
evoke an earlier era. BMW Group Press piston front brake calipers, and 320mm floating front discs.
The R nineT was updated for 2017, and


the Urban G/S drew on the styling of the
first R80 G/S. BMW Group Press 2017 R NINET, R NINET SCRAMBLER, R NINET RACER, R NINET
PURE, R NINET URBAN G/S (DIFFERING FROM 2016 R NINET)
Fuel supply BMS-MP
43mm telescopic fork (Scrambler, Racer, Pure,
Front suspension
Urban G/S)
Wheels 3.00x19 and 4.50x17 (Scrambler, Urban G/S)
Tires 120/70R19 and 170/60ZR17 (Scrambler, Urban G/S)
1,487mm (58.5 inches) (R nineT); 1,527mm (60.1
Wheelbase inches) (Scrambler, Urban G/S); 1,491mm (58.7 inches)
(Racer); 1,493mm (58.8 inches) (Pure)
220 kg (485 lbs.) (Scrambler, Racer); 219 kg (483 lbs.)
Wet weight
(Pure); 221 kg (487 lbs.) (Urban G/S)
Blackstorm, Blueplanet (R nineT); Monolith (Scrambler);
Colors
Motorsport (Racer); Gray (Pure); White/Blue (Urban G/S)
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Text Page: 294
As the R nineT embodied nostalgic concepts in a modern package, it wasn’t surprising to
see another version replicate what is, arguably, the most significant boxer twin of all: the G/S.
The R nineT Urban G/S drew on the design cues of the original 1980 R80G/S. The suspension
and wheel specification were derived from the Scrambler, and from its G/S ancestor came the
white and blue colors, red seat, high front mudguard, and headlamp mask.
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.
2017 G310GS (DIFFERING FROM THE G310R)

Tires 110/80R19 and 150/70R17
Wet weight 169.5 kg (374 lbs.)
The G310GS joined the G310R for 2017.

Colors Black, Red, White BMW Group Press

Text Page: 295
The R1200GS range for 2017 included
 2017 Facelift
the Exclusive and Rallye.
BMW Group Press
R1200GS, R1200GS Adventure, R1200RT, R1200R, R1200RS,
F800GT, F800GS, F800GS Adventure, F700GS, and F800R
For 2017, all liquid-cooled boxers were EU4 compliant and included a judder damper on the
transmission output shaft. Other new features included a revised drum actuator, transmission
shafts, transmission shaft bearing, and instrument panel. Along with R1200GS Rallye and
Exclusive versions, also new this year was an R1200GS Adventure “Triple Black” special model.
Following on from the 2016 R1200GS “Triple Black, this featured a black fuel tank cover, engine,
gearbox, and swingarm, offset by a gray frame.
While the basic style was unchanged, the F800R and F800GT were now EU4 compliant
as well. This saw a new muffler, a ride-by-wire system with Rain and Road modes, new
instruments, and new colors. Although nearing the end of their model cycle, the F700GS and
F800GS were mildly updated this year. Also EU4 complaint, they included a new stainless-steel
muffler. The ride-by-wire system now operated directly from a sensor on the twist grip to the
engine control system, enabling the new standard riding modes Rain and Road to be used for
riding on damp or dry surfaces as well as the modes Enduro and Enduro Pro. New instruments
and colors completed the updates.
2017 R1200RT, R1200R, R1200SRS, F800R, F800GT,

F800GS, R1200GS ADVENTURE, F700GS
Black, White (R1200RT); Red, White/Blue (R1200R);
White/Gray (R1200RS); Red, Black, Motorsport (F800R);
Colors
Blue, White, Black (F800GT); Gray (F800GS);
Red, Gray (F700GS/Adventure)
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Text Page: 296
2018
K1600 Grand America, F750GS, F850GS, K1600B, K1600GT,

K1600GTL, R1200GS, R1200GS Adventure, R1200R,
R1200RS, R1200RT, R nineT, R nineT Scrambler, R nineT
Racer, R nineT Pure, R nineT Urban G/S, S1000R, S1000RR,
S1000XR, F800R, F800GT, F800GS, F800GS Adventure,
F700GS, G310R, and G310GS
While new models for 2018 were limited to the K1600 Grand America and F750/850GS, BMW
still managed to achieve a sales record for the eighth time in succession: 165,566 vehicles,
with Germany’s 23,824 units once again leading the way. Strong sales continued in the United
States (13,842 units), and the R series boxer remained pivotal, selling around 84,500 units
worldwide across the entire lineup. In May 2018, Dr. Markus Schramm took over as director of Joining the successful K1600 lineup for

BMW Motorrad, succeeding Stephan Schaller. The BoxerCup also made a return as a support 2018 was the luxurious Grand America.
series for the German IDM Championship. BMW Group Press
K1600 Grand America

A fourth K1600 variant was available for 2018, the K1600 Grand America. This was a full dresser
developed specifically for the American touring market that included a standard audio system,
GPS, Bluetooth, floorboards, engine protection bars, reverse assist, a high windscreen, a top
case, and a K1600 Grand America nameplate.
2018 GRAND AMERICA (DIFFERING FROM THE K1600GTL)

Colors Yellow, Black
F750GS and F850GS

After ten years of consistent model development, the middleweight GS range was redesigned
and reengineered for 2018. The F750GS was even more street focused than the F700 it replaced,
and the F850GS offered improved off-road ability over the F800GS. To increase power and
torque, the engine capacity was increased. Instead of the previous 360-degree crankshaft
with a connecting-rod-type balancer, the new engine featured a 270/450-degree crankshaft,
the 90-degree journal offset providing a sound similar to a 90-degree V-twin. Two gear-
driven opposed counterbalance shafts were positioned in front of and behind the crankshaft.
Lubrication was dry sump, with the separate oil tank contained within the crankcase.
The six-speed transmission was also redesigned; the straight cut primary drive was on
the right and the final drive on the left. Standard equipment included Rain and Road riding
modes, antilock braking, and automatic stability control, with Gear Shift Assistant Pro and
Riding Modes Pro optional.
While the design retained the engine as a stressed element, a welded sheet-steel bridge
monocoque frame replaced the previous tubular-steel space frame. The fuel tank was no
longer underneath the seat, returning to the usual position between the seat and steering
head. This allowed for a narrower rear section and improved overall packaging. The styling
was also updated, with a new LED headlight and the option of an F850GS Rallye style variant.

Text Page: 297
The midsize GS was extensively

revised for 2018. The engine now
displaced 853cc, and the final drive
was on the left and the exhaust on
the right. The F750GS (left) was more
street focused than the F850GS (right).
BMW Group Press
2018 F750GS, F850GS

(DIFFERING FROM THE 2017 F700GS, F850GS)
Displacement 853cc
77 horsepower at 7,500 rpm (F750GS); 95 horsepower
Power
at 8,250 rpm (F850GS)
Fuel supply BMS-M
Frame Steel monocoque
Front brake Twin 305mm front discs
1,559mm (61.4 inches) (F750GS); 1,593mm
Wheelbase
(62.7 inches) (F850GS)
Wet weight 224 kg (494 lbs.) (F750GS); 229 kg (505 lbs.) (F850GS)
White, Yellow, Stereo (F750GS); Red, Pollux,
Colors
White (F850GS)
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.
2018 K1600GT, K1600GTL, R1200GS ADVENTURE,

R1200RT, R1200R, R1200RS, S1000XR, F700GS, F800GS,
F800GS ADVENTURE (DIFFERING FROM 2017)
Storm, Blue (K1600GT/GTL); Red, Rallye (White/Blue),
Exclusive (Black) (R1200GS Adventure); Elegance
(Black), Sport (Red/Slate) (R1200RT); Exclusive (Choco-
Colors
late) (R1200R); Exclusive (Bronze/Black), Blackstorm
(R1200RS); Blue, HP Motorsport (S1000XR); Blue
(F700GS/800GS/800GS Adventure)
298 CHAPTER 9

Text Page: 298
2012
Although the S1000RR was about to be
superseded, its further development resulted
in even more success in 2018. The road racing
series began well, Peter Hickman and Alastair
Seeley winning the Superstock races at the
North West 200. But the most impressive
results were at the Isle of Man, and although
it was marred by the death of Tyco BMW rider
Dan Kneen, TT week was phenomenal for
the S1000RR. After Michael Dunlop won the
Superbike race and Hickman the Superstock,
Hickman went on to win the Senior TT. In the
process, he set a new outright lap record of
135.452 miles per hour (217.989 kilometers
per hour). While this was an astonishing
speed, Hickman’s lap at 134.403 miles per
hour (216.301 kilometers per hour) during
the Superstock race was equally impressive,
as it displayed the incredible capability of the
production S1000RR. Hickman completed
a spectacular season by winning his third
Macau Grand Prix in November. Jordan
Szoke again won the Canadian Superbike
Championship, Markus Reiterberger the FIM
Superstock 1000 European Championship,
and Ukrainian rider Ilya Mikhalchik the
German Championship (IDM). Tyco BMW
rider Keith Farmer cemented the S1000RR’s
prowess in Superstock by winning the British
Superbike Championship Superstock class.
The winner of the 2018 BMW Motorrad Race
Trophy was British rider Danny Webb, who
dominated the International Road Racing
Championship on his Wepol Racing by
Penz13 S1000RR.
Peter Hickman won both the


Superstock and Senior TTs at the Isle
of Man in 2018. BMW Group Press
Hickman with the 2018 Senior TT


trophy and a sign displaying his
new lap-record average speed.
BMW Group Press

Text Page: 299
2019
R1250GS, R1250GS Adventure, R1250RT, R1250R, R1250RS,
S1000RR, F850GS Adventure, K1600 Grand America,
K1600B, K1600GT, K1600GTL, R nineT, R nineT Scrambler,
R nineT Racer, R nineT Pure, R nineT Urban G/S, S1000R,
S1000XR, F750GS, F850GS, F800R, F800GT, G310R,
and G310GS
For 2019, BMW continued its recent approach of introducing major model updates every four
or five years. This saw seven new models, including an all-new water-cooled boxer series,
third-generation S1000RR Superbike, and G850GS Adventure.
R1250GS, R1250GS Adventure, R1250RT, R1250R,

and R1250RS
With more than 700,000 units built since 1980, the GS was now BMW’s most significant series.
The R series boxer had consistently set the standard for the maxi-enduro category, and to
maintain this superiority a new-generation GS was introduced for 2019. Unlike in previous
Five R1250 versions were released

generations, when the new engine had first been offered as a GS and other versions followed
for 2019. From the left are the R1250RS,
R1250GS Adventure, R1250GS HP, in successive model years, the new R1250 engine made it into the entire water-cooled boxer
R1250RT, and R1250R. BMW Group Press range for 2019.
300 CHAPTER 9

Text Page: 300
With a larger bore and longer stroke than its predecessors, the R1250 was the most
powerful series-production boxer yet. The improvement in power and torque across a wider
rev range was largely the result of ShiftCam variable valve control, which combined variable
valve timing and differential valve lift to optimize cam timing and duration. To reduce noise,
toothed cam chains replaced the roller type. Apart from revised steering geometry, the chassis
was largely unchanged, and standard equipment included connectivity with a 6.5-inch color
TFT screen. Alongside the basic version, special R1250GS variants included the Exclusive and
sporting HP. The R1250GS Adventure was released simultaneously, continuing the style of the
previous iteration. Also available in Exclusive and HP versions, the R1250GS Adventure featured
longer travel suspension and steering geometry more suitable for off-road use.
The final versions in the R1250 range were the RT, R, and RS. Similar to the previous R1200,
the RT continued with a Telelever suspension, and the R and RS retained the upside-down
front fork. Styling updates saw new front spoilers, and the R1250RT received new wheels. All ShiftCam variable valve timing was

three models now featured Rain and Road riding modes, hill start control, and a TFT color new for the R1250 boxer twin. The
screen. R1250R style variants included the HP and Exclusive, with the R1250RS and RT available inlet camshaft included two cams per
valve, one for partial load and one
in Exclusive and Sport variants. for full load. An electrically activated
shifting gate linked to the throttle
determined the camshaft selection.
BMW Group Press
2019 R1250GS, R1250GS ADVENTURE, R1250RT,
R1250R, R1250RS (DIFFERING FROM 2018)
Fuel supply BMS-O
1,525mm (60 inches) (R1250GS);
Wheelbase
1,504mm (59.2 inches) (R1250GS Adventure)
249 kg (549 lbs.) (R1250GS); 268 kg (591 lbs.)
(R1250GS Adventure); 279 kg (615 lbs.) (R1250RT);
Wet weight
239 kg (527 lbs.) (R1250R); 243 kg (535.7 lbs.)
(R1250RS)
Blue, Black, HP (R1250GS); Gray, HP, Kalamata (Exclu-
sive) (R1250GS Adventure); White, Blue, Storm, Red
Colors (Sport), Black (Elegance) (R1250RT); Black, HP, Pollux
(Exclusive) (R1250R); Black, Blue (Exclusive), Yellow
(Sport) (R1250RS)
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.

Text Page: 301
The lighter aluminum bridge frame was also updated, with the two top frame tubes,
steering head, and engine mounts now more load bearing. While the overall weight was
significantly reduced, front weight bias increased to 53.8 percent. The styling was also updated,
the headlight layout no longer featuring the previously distinctive asymmetric arrangement.

Power 207 horsepower at 11,000 rpm (205 horsepower US)
Fuel supply BMS-O
The third-generation S1000RR was
 Front suspension 45mm upside-down fork
released for 2019. It was lighter and Wheelbase 1,441mm (56.7 inches)
more powerful than earlier versions,
and the headlights were now 197 kg (434.3 lbs.) (standard); 193.5 kg (426.6 lbs.)
Wet weight
symmetrical. BMW Group Press (M Package)
Colors Red, Motorsport
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.
302 CHAPTER 9

Text Page: 302
The Rallye version of the F850GS

Adventure continued the style of other
Rallye GSs. BMW Group Press
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 F850GS ADVENTURE (DIFFERING FROM THE F850GS)

Colors Gray (Exclusive), Blue (Rallye)
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.
2019 K1600 GRAND AMERICA, K1600B, K1600GT, K1600GTL,

S1000R, S1000XR, R NINET, R NINET PURE, R NINET
SCRAMBLER, R NINET RACER, AND G310R (DIFFERING FROM 2018)
Blue (K1600 Grand America/B); Black/Silver (K1600GT);
Pollux (K1600GTL); Black, HP Motorsport (S1000R);
Triple Black (S1000XR); Red/Blue, Pollux/Aluminum
Colors
(R nineT); Black/White, Black/Aurum (R nine T Pure/
Scrambler); Black/Aurum (R nineT Racer); Red,
HP Motorsport (G310R)

Text Page: 303
2020
S1000XR, F900R, F900XR, R nineT/5, K1600 Grand

America, K1600B, K1600GT, K1600GTL, R1250GS, R1250GS
Adventure, R1250RT, R1250R, R1250RS, R nineT, R nineT
Scrambler, R nineT Racer, R nineT Pure, R nineT Urban
G/S, S1000RR, S1000R, F850GS Adventure, F750, F850GS,
G310R, and G310GS
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

Text Page: 304
S1000XR Now lighter and more agile, the

It was inevitable the other S models would eventually become based on the revised S1000RR S1000XR was restyled for 2020.
BMW Group Press
platform, hence the popular S1000XR Adventure Sport was updated for 2020. The four-cylinder
engine dropped 5 kilograms (11 pounds) from the previous version in part thanks to titanium
inlet valves with DLC-coated rockers, shorter and lighter connecting rods, and new camshafts.
These were without the S1000RR’s ShiftCam variable timing. The compression ratio increased
slightly over the previous S1000XR, and while the maximum power was unchanged, the
torque curve was broader. To reduce noise and fuel consumption, the ratios for fourth, fifth,
and sixth gear were higher. In addition to a smoother anti-hop clutch, the engine featured
electronically controlled engine drag torque control (MSR) for the first time. This prevented
rear wheel slip as a result of abrupt throttling or downshifting.
The chassis was also revised and slimmed down with a 2.1 kilogram (4.6 pounds) lighter Flex
Frame and the engine bearing more load than before. The rear shock absorber now mounted
directly (no linkage) to the 19 percent lighter aluminum double-sided swingarm. Lighter
wheels, brakes (with smaller rear disc), and suspension were now shared with the S1000RR. To
provide more accurate steering, the rubber mounted handlebars were 30 mm narrower and
the steering head angle raked slightly. The bodywork was completely redesigned to optimize
aerodynamics and enhance wind and weather protection.
The standard electronic equipment was significantly more comprehensive and now
included Dynamic ESA, Riding Modes Pro, ABS Pro & DTC, Hill Start Control Pro, and a 6.5-
inch TFT screen with connectivity. Optional Dynamic ESA Pro provided two more damping
modes for the suspension along with automatic load compensation. With improved comfort
and ergonomics in a lighter and more agile package, the new S1000XR delivered an added
dimension to the high performance Adventure Sport category.

Text Page: 305
2020 S1000XR (DIFFERING FROM 2019)
Colors Gray, Red/White Aluminum
F900R and F900XR

Rumors of an F850R were put to rest with the release of the F900R naked roadster for 2020.
Alongside the F900R was the Adventure Sport F900XR, this effectively replacing the F800GT.
The double overhead-cam, parallel-twin engine was based on the F850GS, with higher
compression and 2mm-larger forged pistons replacing the 850’s cast units. The new 900
retained the 850’s 90-degree offset crankpins, twin counterweights, and dry sump lubrication.
In addition to a standard anti-hopping clutch, other standard features included “Rain” and
“Riding” modes, antilock braking, and automatic stability control. The optional “Riding Modes
Pro” now included engine drag torque control (MSR), Dynamic Traction Control (DTC), and
Dynamic Brake Control (DBC).
The F900 frame and suspension were also based on the F850GS. This included a steel
bridge frame utilizing the engine as a stressed member and a bolt-on rear subframe. Front
suspension duties were still handled by an upside down 43mm fork while a central shock
absorber directly mounted to the double-sided aluminum swingarm. The suspension was
tuned differently for the two F900s with the F900XR having 35mm more travel on the front
and 30mm more at the rear. Like the F850GS the fuel tank was repositioned in the classic
location between the seat and steering head. The F900R carried 13 liters (3.4 gallons) and the
F900XR a more generous 15.5 liters (4.1 gallons). On both bikes the tanks were built of welded
plastic for the first time on a motorcycle.
The ergonomics differed between the F900R and F900XR, with the F900R providing a
more dynamic riding position and the F900XR a more upright and relaxed stance. The F900XR
also included a fairing with an adjustable windshield and twin LED headlights. Optional
equipment extended to adaptive cornering lights, this with additional LED modules that
improved illumination depending on the banking angle.
2020 F900R, F900XR (DIFFERING FROM THE F800R)

Displacement 895cc
Fuel supply BMS-M
Frame Steel monocoque
1,518mm (59.8 inches) (F900R); 1,521mm (59.9
Wheelbase
inches) (F900XR)
211 kg (465 lbs.) (F900R); 219 kg (483 lbs.)
Wet weight
(F900XR)
Blackstorm, Blue, Silver/Red (F900R); White,
Colors
Gold, Red (F900XR)
306 CHAPTER 9

Text Page: 306
 Replacing the long-running F800R,
the F900R engine and chassis layout is
based on the F850GS. BMW Group Press
Introduced alongside the F900R, the


F900XR is a mid-capacity Adventure
Sports motorcycle in the style of the
larger S1000XR. BMW Group Press

Text Page: 307
R nineT/5
The R nineT/5 joined the successful retro R nineT classic air-cooled series to mark the 50th
anniversary of the /5-series and the beginning of motorcycle production at the Spandau plant
in Berlin. While based on the R nineT Pure, the /5 received period style rubber tank kneepads,
classic cross-stitched seat, silver-coated engine, spoked wheels and hubs, and rubber fork
gaiters for the conventional 43mm front fork. Although the style replicated an earlier era, with
320mm front disc brakes, standard antilock braking, automatic stability control, and heated
grips, the R nineT/5 was thoroughly modern in execution.
2020 R NINET/5 (DIFFERING FROM THE R NINET PURE)

Color Lupine Blue
Celebrating the 50th Anniversary of

 2020 Facelift
the /5-series, the R nineT/5 fuel tank
featured smoked blue colors with
K1600 Grand America, K1600B, K1600GT, K1600GTL, R1250RT,
white pinstripes and rubber kneepads. S1000RR, S1000R, R nineT (all models), G310R, G310GS
BMW Group Press Updates for most of the existing models were mainly confined to new colors. The K1600 series
received black switches and a reverse gear, and the R nineT range was fitted with automatic
stability control as standard.
2020 K1600 Grand America, K1600B,

K1600GT, K1600GTL, R1250RT, S1000RR,
S1000R, G310R, G310GS (DIFFERING FROM 2019)
Silver (K1600 Grand America/B); Blue/Ivory, Stardust
(K1600GT); Black (K1600GTL); Blue/Ivory, Stardust
Colors
(R1250RT); Silver (S1000RR); Blue (S1000R); Black
(G310R); Blue (G310GS)
The R18 was BMW’s largest capacity

 Concept models have often provided inspiration for new BMW models, and the impres-
boxer engine yet and combined sive custom R18 was destined become another harbinger after its introduction at Villa d’Este
heritage and modern features.
on Lake Como in May 2019. It was joined by the R18/2 at the Milan Motorcycle Show (EICMA)
BMW Group Press
in November that year. Both machines were the product of Revival Cycles, customizers
based in Austin, Texas.
The R18 focused on a simpler, authentic traditional design with the styling conveying a
strong retro theme. With a minimalist handlebar, flowing lines, and teardrop fuel tank, the
performance custom cruiser R18/2 resurrected the /2 of the 1960s. Powering both versions
was a new air/oil-cooled 1800cc twin-cylinder boxer engine, deliberately styled to replicate
the 1960s boxer engine. As on the pre-war R5 and R51, the 107.1x100mm four-valve engine
featured twin camshafts, these driving short pushrods. An additional center main bearing
provided increased crankshaft rigidity and the R18 produced 91 horsepower at only 4,750
rpm. Other retro features included an exposed nickel-plated driveshaft. The R18 was fitted
with large spoked 21- and 18-inch wheels while the dragster-style R18/2 included cast-alloy
19- and 16-inch wheels and a color-coordinated handlebar-mounted fairing. While neither
was released as a production model for 2020, this concept will undoubtedly be on the agenda
for the future.
308 CHAPTER 9

Text Page: 308
Another significant concept model was the Vision DC Roadster. As the BMW Group pursues The R18 Concept incorporated

vehicle electrification, the Vision DC Roadster provides a suggestion as to how the traditional a number of classic retro
characteristics on a modern
twin-cylinder boxer engine might look if electrically powered. To retain the boxer’s identity,
platform. BMW Group Press
a vertical, longitudinally-oriented battery with side cooling elements replaced the traditional
engine. Typical BMW motorcycle features included a Duolever front fork and an exposed
driveshaft. The introduction of an electrically powered BMW motorcycle seems inevitable.
By 2020, BMW’s motorcycle range embraced singles, twins (parallel and boxer), fours and
sixes, with the venerable boxer twin remaining paramount. As it has for nearly a century, the
boxer twin still dominates sales, maintaining its traditional position as the cornerstone of the
BMW brand. As increasing legislation results in motorcycles becoming more uniform, BMW
continues to build on its unique heritage. This results in individual motorcycles that combine
functional superiority with incomparable quality. It is a recipe that will undoubtedly serve
BMW well into the future. With motorcycle production levels heading toward 200,000 per
annum, BMW is on track to maintain its position as Europe’s premier motorcycle manufacturer.

Text Page: 309
INDEX
A Butenuth, Hans-Otto, 124, 136 Eisenacher Motorenwerke (EMW), 57 Fokker D VII fighter plane, 9
A10 engine, 158 Butler & Smith, 97, 104, 124–125, 136, 137, 155 Electronic Suspension Adjustment, 249 Foray, Kenny, 293, 302, 304
Abe, Karl-Heinz, 182 Buzzoni, Andrea, 273 Enders, Klaus, 114, 115 Fores Querol, Javier, 261
ABS Pro, 288 Bybre, 287 Endurance Cup, 261 Formula 750, 124
ADAC, 82 Engelhardt, Ralf, 114, 115 Formula One program, 258
aero engine, 9 C Engine Brake (EBR), 291 Forrest, Jack, 87
AJS 7R, 117 Cadalora, Luca, 217 Erzberg race, 236 Foti, Serafino, 273
Akrapovič, 262, 270, 274, 276, 286, 298, 302 Camathias, Florian, 95, 114, 115 ESA (Electronic Suspension Adjustment), 234, 239, 249, Frankfurt-Darmstadt autobahn, 49
Akront, 190 Canadian Superbike Championship, 293, 299, 302 275, 276, 284, 298 French Superbike Championship, 267, 271, 293, 302
Al-Fin process, 118 Capri, Matt, 137 ESA II Electronic Suspension Adjustment, 260, 265, Friz, Max, 8–9
Allerton, Glenn, 267 Cecco, Hilmar, 95, 114 270, 276, 280 Fumio, 95
Althea Racing Team, 289, 293 CEV (Spanish) Superbike Championship, 293 EU4 requirements, 291–292, 296 Funduro, 197
AMA Nationals, 125 Chang Jiang 750, 63 European Championship, 50 Füssen, 49
AMA Superbike Championship, 136, 137 Chicago Trade Fair, 72 European Cross Country Championship, 252
Amal carburetors, 36, 38, 41, 44, 54, 60, 64 Choi, Martin, 261 European Stunt Riding Championship, 254 G
AMOL Precision, 112, 124, 137 Cluze, Gregory, 271 EVO braking system, 222 G series, 255, 263, 267, 270, 282
Amsterdam Motor Show, 75 Cologne Show, 182 Export Fair (Hanover), 69 G310GS, 290, 297, 300, 304, 308
Anderson, Fergus, 94 Compact Drive System, 166, 213 G310R, 287–288, 290, 297, 300, 303, 304, 308
Aprilia, 197, 214 Concorso d’Eleganza Villa d’Este, 291 F G310S, 295
Pegaso, 193, 197 Continental, 287 F series, 205, 208, 235, 241, 255, 263, 267, 270, 282 G450X, 246, 250–251, 252, 257, 263, 264
Arcatron, 54 Cooper, Richard, 247 F650, 197, 200, 202, 203, 205, 206, 208, 210, 211, G650GS, 252, 255, 257, 264, 266, 268, 272, 276, 277,
Ariel Square Four, 128 Corser, Troy, 252, 261, 267, 271 214, 215, 216 283, 287–288, 290
Assen, 49, 302 Cosutti, 142 F650CS, 223, 224, 226, 229, 230, 231, 233 Sertão, 268, 269, 272, 277
Attenberger, Johann, 115 Cron, Fritz, 85, 86, 87, 94 F650F, 208 G650X, 242, 246, 252
Augustine, Kenny, 137 Cudlin, Damian, 271 F650GS, 215, 219, 223, 225, 226, 229, 230, 231, 233, challenge, 245
Auriol, Hubert, 163 236, 242, 246, 248, 252, 255, 257, 263, 264, 268 country, 245, 255
Australian Castrol Six-Hour race, 141 D Dakar, 215, 219, 223, 225, 226, 230, 231, 233, moto, 245
Australian Superbike Championship, 267 Daemen, Werner, 302 236, 242 Gall, Karl, 25, 48, 49, 50, 64
Averkin, Maxim, 261 Dähne, Helmut, 124, 136, 142 F650ST, 206, 208, 210, 211, 214, 215, 216 Gallardo, Oscar, 214, 216
Avus circuit, 48 Daimler-Benz, 96–97 F650T Strada, 206 Galnikal, 156, 158
Dale, Dickie, 94–95 F700GS, 272, 275, 277, 283, 286, 287–288, 290, 296, Garmisch Partenkirchen, 31
B Daniell, Harold, 50 297–298 GBK (Bike Select Committee), 65
Badovini, Ayrton, 261, 267 Daniels, Bruce, 95, 99 F750, 304 Gelände-Strasse, 191
Baja 500, 236 Darvill, Peter, 95, 99 F750GS, 297–298, 300 Geneva Show, 69
Baltisberger, Hans, 85 Davies, Chaz, 273 F800GS, 246, 248, 252, 257, 263, 264, 268, 272, 275, German Cross Country Championship (GCC), 236, 242
Barcelona 24-hour race, 99 Daytona, 228 277, 283, 286, 287–288, 290, 296, 297–298 German Grand Prix, 50, 51, 85, 87
Barrier, Sylvain, 271, 274 Daytona 200, 247 Adventure, 277, 280, 283, 286 German IDM Superbike championship, 271, 273, 281
Barth, Markus, 242 Daytona Superbike race, 135, 137 F800GS 30th Anniversary GS, 263 Getrag, 207
Battle of the Twins, 164 de Rosa, Raffaele, 289 F800GS Adventure, 287, 290, 296, 297–298 Gietl, Udo, 124–125, 137
Bavarian Motorcycle Derby, 11 Deacon, John, 216, 221 F800GT, 272, 276, 277, 283, 286, 287–288, 290, 296, Gilera, 50, 94
Bayerische Flugzeug-Werke (Bavarian Aircraft Works), Dearborn, Charles, 124 297, 300 Gimbert, Sébasten, 267, 271
9, 11 Dell’Orto, 87, 94, 114, 127, 128, 140, 261 F800R, 252, 254, 257, 264, 267, 268, 269, 272, 276, Gines, Mathieu, 302
Beatson, Stuart, 164 Denfeld, 90, 101, 115, 128 277, 285–286, 287, 290, 296, 297, 300 Gobmeier, Bernhard, 271
Beer, Volker, 124 Denzel, Wolfgang, 96–97 Chris Pfeiffer, 262 GP4 PR Monobloc, 291
Belgian Grand Prix, 50, 51, 115 Despres, Cyril, 221 Pfeiffer Replica, 257 Graetzin, 65
Berlin Motor Show, 44, 53, 60 Deubel, Max, 114, 115 F800RT, 264 Granada-Dakar rally, 214
Bieber, Franz, 18, 19, 33 Dieringer, Werner, 136 F800S, 236, 240, 242, 246, 252, 255, 257 Grand Prix, 94
Bimota, 206 Dierner, Franz Zeno, 10–11 F800ST, 236, 240, 242, 246, 252, 255, 257, 268 Green, Gary, 136
Bing carburetors, 72, 74, 99, 118, 129, 131, 141, 147, DKW, 39, 49 F850GS, 297–298, 300, 304 Grünwald, Manfred, 94, 95
190 DMSB Endurance Championship, 261 F850GS Adventure, 300, 303, 304 Guthrie, Jimmy, 49, 50
Bing CV, 139 DMV Road Racing Championship, 261 F900R, 304, 306–307 Gutsche, Rüdiger, 156
Blake, Kenny, 141 Doha 8 hour race, 271 F900XR, 304, 306–307 Gyon, 50
BMW AG, 8–9 Donath, Kurt, 67 F1250GS, 304
BMW Motorrad Motorsport, 302 Donington, 302 F1250GS Adventure, 304 H
Boge, 89, 90, 119, 128, 166, 171 Dosoli, Andrea, 271, 273 F1250R, 304 Harley V-twins, 125
Bol d’Or, 99, 136, 302 Douglas motorcycle, 10, 17 F1250RT, 304 Harley-Davidson, 209
Bombardier-Rotax, 216 Model B 500cc, 11 F1250S, 304 FLH-80 Classic, 146
Böning, Alfred, 44, 84 Ducati, 294 FAI International authority, 10 Haslam, Leon, 267, 271
Bönsch, Helmut Werner, 117, 119, 126 Ducati Monster, 200 Farmer, Keith, 299 Hawk Racing, 281
Boorman, Charley, 232, 242 Duke, Geoff, 94–95 Fastre, Gregory, 261 Hella, 96, 109, 132, 133
Bosch, 35, 41, 85, 94, 127, 156, 158, 166, 189, 194, 240 Dunlop, Michael, 277, 281, 289, 299, 302 Fath, Helmut, 114 Henne, Ernst, 29, 31, 32–33, 48, 49, 50, 182, 234
Bowden cable, 128, 142 Duolever, 233, 234, 239, 253, 257, 259, 265, 309 Faust, Willy, 87, 94 Hickman, Peter, 293, 299, 302
Boxer Cup, 221 Dutch TT, 50, 51 Fernihough, Eric, 49, 50 Hillebrand, Fritz, 94, 95
BoxerCup Replica, 297 Dynamic Traction Control (DTC), 286, 291, 292, 300, Ferrari Testarossa, 193 Hiller, Ernst, 94–95
Boxers, 232 301, 306 Fichtel & Sachs, 119 Hinterreiter, Thomas, 228, 242
Brands Hatch, 114 FIM, 84 Hitler, Adolf, 44, 48, 67
Brembo, 144, 158, 159, 185, 197, 247, 252, 258, 261, E 1000 Superstock Cup, 261, 271, 274, 289, 299, 302 Hockeheim, 95
271, 272, 284, 291 Earles, Ernie, 88 Endurance World Championship, 217, 221, 267, Hoffman, Andy, 228
Monobloc, 274 Earles Fork, 85, 86, 88, 89, 90, 92, 109, 110, 112, 271, 302, 304 Honda
Brogan, Steve, 261 113–114, 117 Fischer, 36, 41, 64 CB750, 126
Brough Superior, 49 Eastmure, Joe, 141 Fischer-Amal, 48, 84, 85, 86 Gold Wing, 166, 213
Brucy, Jean, 216 Eaton, 118 Fisher, Gary, 125, 137 Hörner, Emil, 114, 115
BSA, 79 Eberspaecher, 79 Fittipaldi, Emerson, 128 Horthy, Admiral, 32
750cc triples, 125 Ehrich, W., 60 500cc World Championship, 94 Hossack, Norman, 234
Busch, Dieter, 114, 115 Eifelbergrennen race, 18 FN, 49 HP2 Enduro, 236–237, 242, 246
310 INDEX

Text Page: 310
HP2 Megamoto, 242–243, 246, 252, 257 K1600GTL Exclusive, 287 Misano, 261, 302 Q
HP2 Sport, 246–247, 252, 257, 264 K1600GTL Executive, 288 Mojave Air and Space Port, 268 Quandt, Herbert, 97
HP4, 272, 274, 277 Kalauch, Wolfgang, 114 Monolever, 156, 163, 166, 168, 171, 176, 178, 209
HP4 Race, 290–291 Kawasaki, 128 Monza, 261 R
HPN, 214 Kern, Helmut, 124, 137 Morales, Carmelo, 293 R nineT, 6–7, 277, 283, 287–288, 290, 294–295, 297,
Husqvarna, 48 Kirkham, Jon, 261 Morris, Dave, 208 300, 303, 304, 308
Hutchinson, Ian, 289, 293 Kirssi, Simo, 236, 251, 252 Motec, 302 R nineT Pure, 290, 294, 297, 300, 303, 304, 308
Klankermeier, Max, 79 MotoGP, 221 R nineT Racer, 290, 294, 297, 300, 303, 304
I Kleinschmidt, Jutta, 197 MotoMeter instruments, 128, 133, 143 R nineT Scrambler, 290, 294, 297, 300, 303, 304
IDM Championship, 302 Klinzmann, Harry, 137 Motorcycle Industry Council, 272 R nineT Urban G/S, 294–295, 297, 300, 304
II engines, 9 Knecht, 75, 86 Motorrad, 273, 293, 297, 299 R nineT/5, 304, 308
IIIa, 9 Kneen, Dan, 299 BoxerCup, 221 R series, 208, 235, 241, 255, 263, 267, 270, 282
Imola, 95, 124 Kompressor France Team Thevant, 271 R2
International Boxer Cup series, 226, 228 255, 84, 281 Italia, 273 Series 1, 39–40
International Road Race Championship, 302 500, 48–51, 64, 69, 182 Italia SBK Team, 281 Series 2A and 2/33, 40–41
International Six-Days Trial (ISDT), 31, 48, 49, 60, 74, Kraus, Ludwig “Wiggerl,” 48, 60, 74, 79, 80, 84–85 Motorsport 2012 World Superbike team, 271 Series 3, 4, and 5, 41
79, 80, 99 Krauser-built saddlebags, 146 Race Trophy, 281, 289 R3, 44
Ischinger, Leonhard, 53, 84 Kraus-Huser, 85 Motorradtechnik, 163 R4
Isetta, 104 Kraus/Müller, 48 Motronic engine management, 194 Series 1, 42
Isle of Man, 50, 51, 64, 85, 94, 95, 114, 115, 124, 136, KTM, 221 Motronic injection, 182, 189, 200 Series 2, 3, 4, and 5, 43
208, 277, 281, 289, 293, 299, 302 Mugello, 228 R5, 53–55
IV engines, 9–10 L Muir, Shaun, 304 R5SS, 64
Laconia, 137 Müller, Oswald, 27 R6, 56
J Laguna Seca, 125, 302 Munich Intermot show, 229 R11
Jackson, David, 289 Launch Control, 291 Muscat, 202 Series 1, 31, 34
Laurin, Ake, 60 Muth, Hans A., 126, 128, 139, 150, 162 Series 2, 35
K Laverty, Eugene, 304 Series 3, 36
K series, 200, 205, 235, 241, 255, 263, 267, 270 Le Mans 24-hour race, 136, 242, 271 N Series 4, 37
K1, 182–183, 185–186, 188, 189–190, 193–194 Legrelle, Sébastien, 228 Nachmann, Sebastian, 99 Series 5, 38
K75, 175–176, 178–179, 182–184, 185–186, 188, Lewis, Jimmy, 216, 217, 221, 236 Nellemann dealership, 79 R12, 44–47
189–190, 193–194, 197, 200, 202, 203 Lewis, John, 95 Neunkirchner Allee, 33 R16
Ultima, 205 Ley, Otto, 49, 50 Nigon, Erwan, 261, 271 Series 1, 31, 34
K75C, 172–173, 175–176, 178–179 Liebmann, Kurt, 112, 124, 125 Nikasil cylinders, 157, 160 Series 2, 35
K75RT, 185–186, 188, 189–190, 193–194, 197, 200, Liska, Danny, 99 Nissin, 261, 302 Series 3, 36
202, 203 Lonbois, Vincent, 289 Nivomat, 158, 175 Series 4, 37
Ultima, 205 London Motorcycle Exhibition, 30–31 Noack, W., 85 Series 5, 38
K75S, 172–173, 175–176, 178–179, 182–184, Long, John, 137 Noll, Wilhelm, 33, 85, 86, 87, 94 R17, 44–45, 52
185–186, 188, 189–190, 193–194, 197, 200, 202 Long Way Down, A, 242 Noris, 75 R18, 308–309
K75T, 175–176 Long Way Round, 232, 238 North, Rob, 125 R18/2, 308
K100, 166–167, 170, 172, 174, 175–176, 178, Lutz, Bob, 126 North West 200, 281, 293, 299, 302 R20, 58
182–184 Norton, 49, 50 R23, 58–59
K100LT, 175, 178–179, 182–183, 185–186, 188 M Nürburgring, 43, 87, 95 R24, 69–70
Special Edition, 188 M2 15B, 17 R25, 71
K100RS, 166–167, 172, 174, 175–176, 178, M2 B15 engine, 11 O R25/2, 74
182–184, 185–186, 188, 189–190 M-72, 63 OEC Temple, 32 R25/3, 83, 88
Special Edition, 202 Macau Grand Prix, 299 Öhlins, 243, 250, 252, 261, 267, 273, 291, 302 R26, 92, 93, 96–97, 99
K100RT, 166–167, 170, 172, 174, 175–176, 178–179 Magni-Cours, 302 Open Classic TT, 136 R27, 99, 103, 104–106, 108
K1100LT, 189–190, 193, 197, 200, 202, 203, Magura, 109, 132, 158 Open Expert GP, 125 R32, 6–7, 8–9, 11, 13–17
206–207, 208, 210 Mahle, 94 Oschersleben race, 281 R35, 57
Special Edition, 200 Maico, 156 Otto, Gustav, 9 R37, 18–19
K1100RS, 193–194, 197, 200, 202, 203 Maier, Josef, 19 OZ Racing, 302 R39, 1, 20–21
K1200CL, 230 Mallory Park, 114 R42, 22–23
K1200GT, 226, 230, 233, 235, 236, 239, 242, 246 Mamola, Randy, 217, 221 P R45, 145, 149–152, 153, 155, 160, 161–162,
Gran Tourismo, 226 Manx Norton, 117, 124 Pagusa, 54 164–165, 166, 168–169, 170, 172
K1200LT, 211, 213, 215, 216, 219, 223, 225, 226, 230, Marchand, Hugo, 271 Panichi, Robert, 228, 234 R47, 24–25
231, 233, 236, 242, 246, 252, 257 Marchesini, 271 Pankl, 290–291 Special Sport, 25
K1200R, 233–234, 236, 242, 246, 267 Marzocchi, 180, 183, 185, 190, 193 Paralever, 178, 180, 183, 185, 189, 190, 195, 213, Werks Rennmaschine, 24
Sport, 242, 246 Mathison, Daley, 302 217, 230, 239, 257, 265, 273, 283, 284 R50, 88, 90, 92, 96–97, 99
K1200RS, 206–207, 208, 210, 211, 214, 215, 216, Maucherat, René, 99 Paris-Dakar Rally, 163, 197, 221, 237 R50/2, 99, 102, 104–106, 108–109, 113–115
219, 222, 223, 226, 230 Mauermayer, Joseph, 31 Paris-Dakar-Cairo Rally, 217 R50/5, 117–123
K1200S, 233–234, 236, 242, 246 Maurer, Walter, 152 Parriott, Brian, 247 R50S, 99, 101, 104
K1300GT, 252–253, 257 Mayer, Andrea, 214, 221 Penna, Sami, 261 R50US, 110–115
Exclusive Edition, 263 McGregor, Ewan, 232, 242 Penton, John, 96 R51, 60
K1300R, 252–253, 257, 264, 268, 270, 272, 276, 277, McLaughlin, Steve, 135, 137 Penzkofer, Rico, 242 R51/2, 72–73
283, 286, 287, 290 Meier, Georg (Schorsch), 50–51, 60, 69, 74, 79, 80, Peres, Laszio, 155 R51/3, 74, 75–77
K1300S, 252–253, 257, 264, 267, 268, 272, 276, 277, 84–85, 86, 100, 281 Pfeiffer, Christian, 254, 262 R51RS, 64
283, 287, 290 Meier, Hans, 79, 85, 86 Phillip Island, 252 R51SS, 64
30th, 276 Melandri, Marco, 271, 273 Pierce, Ron, 137 R52, 26–28
HP, 270 Mercedes-Benz, Grand Prix, 8–9 Pikes Peak Hill Climb, 243 R57, 26–28
Motorsport, 286 Mernes, 251 Pit Lane Limiter, 291 R60, 92, 96–97, 99
K1600 Grand America, 297, 300, 303, 304, 308 Mertens, Stéphane, 221 Player, John, 158 R60/2, 99, 102, 104–106, 108–109, 113–115
K1600B, 290, 291–292, 297, 300, 303, 304, 308 Mette, Gerhard, 85 Popp, Franz Josef, 9–10, 11, 67 R60/5, 117–123
K1600GT, 264–265, 268, 272, 276, 277, 282, 283, 286, Michels, Gottfried, 214 Potter, Dave, 124 R60/6, 126, 129, 131, 132, 134–135, 138
287–288, 290, 291–292, 297–298, 300, 303, 304, 308 Micro-Star air filter, 109 Potter, John, 112 R60/7, 139, 141, 142, 143, 144–145
Sport, 282 Mikhalchik, Ilya, 299, 302, 304 Prášed, Michal, 289 R60US, 110–115
K1600GTL, 264–265, 268, 272, 276, 277, 282, 283, 286, Mikuni, 197 Pridmore, Reg, 125, 135, 136, 137 R61, 60–61
287–288, 290, 291–292, 297–298, 300, 303, 304, 308 Milan, 142 Production TT, 136 R62, 26–28
Exclusive, 277, 280, 283 Milan Motorcycle Show (EICMA), 308 Puffe, Julian, 302 R63, 26–28
INDEX 311

Text Page: 311
R65, 145, 149–152, 153, 155, 160, 161–162, R1100GS, 197, 198, 200–201, 203–204, 206, 208, Rotax, 193, 197, 224 T
164–165, 166, 168–169, 170, 172, 174, 175, 177, 210, 211, 214 Roth, Hans, 79 Tardozzi, Davide, 261
178, 180–181 R1100GSRR, 214 RS54 Rennsport, 89 Taruffi, Piero, 50
R65LS, 161–162, 164–165, 166, 168–169, 170, 172 R1100R, 200–201, 203–204, 206, 208, 210, 211, 214, Tauern race, 25
R66, 60, 62 215, 216 S Taylor, Justus, 124
R67, 74, 78 R1100RS, 193, 194–195, 197, 198, 200–201, S series, 267, 282 Team Motorrad France 99, 267
R67/2, 79, 82 203–204, 206, 208, 210, 211, 214, 215, 216, 219 S1000R, 277, 278, 283, 287–288, 290, 292–293, 297, Telefunken radio system, 92
R67/3, 88, 90–91 R1100RT, 203–204, 206, 208, 210, 211, 214, 215, 216 300, 303, 304, 308 Telelever, 193, 194–195, 198, 209, 227, 230, 237, 238,
R68, 79–81 R1100S, 211–212, 219, 223, 226, 230, 232, 233, 235 S1000RR, 257–259, 264, 267, 268, 272, 276, 277, 283, 257, 259, 273, 283
R69, 88–90, 92, 96–97, 99 BoxerCup Replica, 226, 228, 230, 232, 233 284, 287–288, 289, 290–291, 292–293, 297–299, Texas Mile Speed Festival, 268
R69S, 99–100, 104–109, 112–115 R1150GS, 215, 219, 223, 225, 226 300–302, 304, 308 Thompson, Valerie, 268
R69US, 110–115 Adventure, 225, 226, 230, 233 Motorrad Motorsport Team Alpha Racing, 252 Thruxton 500, 95
R71, 60, 63 R1150R, 219–220, 223, 225, 226, 230, 233, 235, 236 S1000XR, 283, 285, 287–288, 290, 292–293, Time Motion exhibition, 182
R75, 65–67 Rockster, 226, 229, 230, 233 297–298, 300, 303–306 Todd, Davey, 302
R75/5, 117–123 R1150RS, 223, 226, 229, 230 Sabine, Thierry, 163 Tomorrow Never Dies, 210
R75/6, 126, 129, 130, 132, 134–135, 138 R1150RT, 219, 222, 223, 226, 229, 230, 232 Sachs, 258, 283 Torres, Jordi, 289, 293
R75/7, 139, 141, 143 R1150S, 225 Sachsenring, 50, 228 Trachy, Gary, 243
R80, 170, 171, 172, 174, 175, 177, 178, 180–181, R1200C, 208, 209–210, 211, 214, 215, 216, 219, 223, Sainct, Richard, 214, 216, 217, 221 Triumph, 79, 105, 125, 294
182, 184–185, 187, 188–189, 190–191, 193, 196, 225, 226, 230, 232 Salminen, Juha, 250, 263 Tunisia Rally, 214
197, 199 Avantgarde, 223, 226 Sarfert, Eberhard, 145 TVS, 272
R80 series, 199 Independent, 219, 220, 223, 226, 230, 232 SAS (Secondary Air Injection), 188 Tyco BMW, 299
R80/7, 142, 144–145, 147, 149, 151–152, 153 Montauk, 230, 232, 233 SAWE, 74
Avus Special Edition, 144 R1200CA, Phoenix, 220 Scarver. see F650CS U
R80G/S, 155–157, 161, 164–165, 166, 168–169, 172, R1200CE, 215, 216, 219 Schalber, Richard, 156, 214 UAE Desert Challenge, 221
174, 175, 177, 295 R1200CL, 226, 227, 232 Schaller, Stephan, 297 Udet, Ernst, 9
Paris-Dakar, 166, 168–169, 170, 172, 174, 175, R1200GS, 230, 233, 236, 241, 242, 246, 249, 252, 257, Scheidegger, Fritz, 114, 115 Ulster Grand Prix, 50, 51, 289, 293, 302
177 260, 264, 268, 272–273, 277, 283, 286, 287, 290, Schek, Herbert, 156 Unlimited Production TT, 136
R80GS, 178, 180, 182, 184, 185, 187, 188–189, 296, 297–298 Schillinger, Josef, 115
190–191, 193, 196, 197, 199 Adventure, 236, 238, 242, 246, 249, 252, 257, 260, Schleicher, Rudolf, 18, 19, 32, 33, 44, 48, 49, 65, 117 V
Basic, 203, 205 264, 268, 272, 277, 279, 283 Schleiz Three-Point Race, 24, 28 van Houten, William, 112
R80R, 193, 196, 197, 199 Adventure 90th, 276 Schneider, Walter, 87, 95 Vasseur, René, 99
Mystic, 200, 202 Rallye, 270 Schoth, A Theo, 41 Velocette, 53
R80RT, 164, 166, 168–169, 170, 171, 172, 174, 175, Special Model, 255 Schotten, 85 Verlicchi, 206
177, 178, 180–181, 182, 184–185, 187, 188–189, Triple Black, 267 Schramm, Markus, 297 Victoria
190–191, 193, 196, 197, 199 R1200GS Adventure, 287–288, 290, 296, 297–298 Schuster, Todd, 137 KR1, 11
R80ST, 163, 166, 168–169 R1200R, 242, 244, 246, 252, 255, 257, 263, 264, 266, Schütz, Werner, 156 KR2, 11
R90/6, 126, 129–130, 132, 134–135, 138 268, 272, 276, 277, 283, 287, 290, 296, 297–298 Schwantz, Kevin, 217 Viktoria, 19
R90S, 126–128, 132–133, 135 90th, 276 Seeley, Alastair, 293, 299 Virginia International Raceway, 112, 124
Superbike, 136 Classic, 264, 266, 268, 272, 277 Senior TT, 289, 299 Vision DC Roadster, 309
R100, 155, 158, 161, 164–165, 166, 168–169, 188 Touring Special, 257, 262 Shaun Muir Racing, 302 von der Marwitz, Hans-Günther, 117, 118, 124
“Farewell Models,” 202 R1200RS, 283, 284, 287–288, 290, 296, 297–298 Showa, 189, 190, 193, 197 von Falkenhausen, Alexander, 44, 49, 60, 67, 87, 117
Sport, 161 R1200RT, 233, 235, 236, 242, 246, 252, 257, 260, Sidecar World Championship, 85, 86–87, 95, 271 VW Kübelwagen, 65
Touring, 161 264, 268, 272, 277, 278, 283, 286, 287, 290, 296, Sills, Andy, 234, 274
R100 series, 199 297–298 Silverstone, 99 W
R100/7, 139, 141–142, 144–145, 147, 149, 151–152 90th, 276 Simone, Fred, 112 Webb, Danny, 299
R100CS, 155, 158–159, 161, 164–165, 166, 168 R1200S, 236, 238 Simplex brakes, 147 Weinmann, 128
Motorsport, 168 R1200ST, 233, 235, 236, 242 Six-Days Trial, 60 Wepol Racing, 299
R100GS, 178, 180, 182, 184, 185, 187, 188–189, R1250GS, 300–301 Smiths Racing, 302 West, John “Jock,” 49, 50, 51
190–191, 193, 196, 197, 199, 202 R1250GS Adventure, 300–301 Solitude, 11, 19, 51, 85 West Coast Production series, 125
Paris-Dakar, 185, 187, 188–189, 190–191, 193, R1250R, 300–301 Sondermodell, 219 Wheelie Control, 291
196, 197, 199, 200, 203 R1250RS, 300–301 Southern 100, 289 Wiese, Fritz, 28
PD Classic, 202 R1250RT, 300–301, 308 Special Editions (2013), 276 Willis, Harold, 53
R100R, 189, 190–191, 193, 196, 197, 199, 200, 202, racing. see also individual events; individual racers Speer, Albert, 67 Witthöft, Rolf, 156
203 /5s, 124–125 Steib sidecar, 74, 82, 87, 92 Wixom fairing, 108
Classic, 202 1947-1953, 84–85 Steinhausen, Jörg, 271 Wohlgemuth, Alfred, 114
Mystic, 197, 199, 200, 202, 203 1954-1955, 86–87 Steinhausen, Rolf, 271 World Enduro Championships, 242, 250, 263
R100RS, 139–143, 145, 147, 151–152, 155, 158–159, 1956-1960, 94–95 Stelzer, Josef, 1, 20, 48, 60 World Superbike Championship, 246, 257, 273, 289,
161, 164, 166, 168, 175, 176, 178, 180–181, 182, Eifelbergrennen, 18 Stelzer, Sepp, 31 290–291, 293, 302
184, 185, 187, 188–189, 190–191 R90s, 136–137 Stolle, Martin, 10–11, 19 Wright, Joe, 32, 33
Classic Edition 200, 191 sidecar, 114–115 Strauss, Hans, 87, 95
Motorsport, 144 Superbike, 261, 267, 271, 273, 281 Stuck, Hans Joachim, 128 X
Motorsport Special Edition, 144 Rahier, Gaston, 163, 168, 169 Stuttgart Design Centre, 173 Xaus, Ruben, 261
Sport, 144 Rapp, Karl, 9 SUM carburetors, 41, 44
Touring, 144 Rapp Motor Works, 9 Sunqvist, Ragnar, 48 Y
R100RT, 145–146, 151–152, 155, 158, 161, 164, Reich, Rudi, 14, 19 Superbike racing, 261, 267, 271, 273, 281, 289, 293, Yamaha, 125
166, 168–169, 178, 180–181, 182, 184, 185, 187, Reid, Tim, 64 299, 302 Young, Ben, 302
188–189, 190–191, 193, 196, 197, 199, 200, 203 Reiterberger, Markus, 273, 281, 289, 293, 299, 302, 304 Superbike World Championship, 281 Yutaka, 302
Classic, 202 Remmert, Karl, 87, 94 Superstock, 299
R100S, 139, 142, 144, 145, 147–148, 151–152 resin transfer molding (RTM) process, 291 Superstock TT, 289, 293 Z
Exclusive Sport, 152 Revival Cycles, 308 Surtees, John, 87, 94 Zanini, 142
Touring, 147 Riedelbauch, Dieter, 87, 94 Suzuki, 125 Zeller, Walter, 74, 79, 80, 84–85, 86, 87, 94
R100T, 145, 147, 149, 151–152, 153 Road Atlanta, 125 Swedish TT, 50 Zoller, 48
R850C, 211, 214, 215, 216 Road Racing Championship, 299 Swiss Grand Prix, 49 Zündapp, 65
R850GS, 211, 214, 215 Roberts, Kenny, 125 Sykes, Tom, 302, 304 KS750, 65, 66, 67
R850R, 200–201, 203–204, 206, 208, 210, 211, 214, Robinson, John, 114 Szoke, Jordan, 289, 293, 299
215, 216, 226, 229, 230, 233, 236 Roma, Juan “Nani,” 221
312 INDEX

Text Page: 312

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331105 - The Complete Book of BMW Motorcycles_001-312.

indd 1 3/1/20 11:17 AM

First Published in 2015 by Motorbooks, an imprint of The Quarto Group,

This publication has not been prepared, approved, or licensed by BMW.

Digital edition published in 2020

The Library of Congress has cataloged the previous edition as follows:

Art Director: Cindy Samargia Laun

331105 - The Complete Book of BMW Motorcycles_001-312.indd 2 3/1/20 11:17 AM

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1 ESTABLISHING THE DNA:

2 FOLLOW THE LEADER:

3 AFTER THE WAR:

4 MORE OF THE SAME:

6 GELÄNDE STRASSE AND THE K SERIES:

9 HYPER PERFORMANCE, HYPER TOURING:

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 BMW’s first aero engine was Max

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ESTABLISHING THE DNA 13

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ESTABLISHING THE DNA 15

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Franz Bieber won the 1924

Rudolf Schleicher with his very

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While the R37 was extremely

Rudi Reich on an R37 at Solitude in

1925-1926 R37 (DIFFERING FROM THE R32)

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ESTABLISHING THE DNA 21

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Karl Gall on an R47 in the 1927 Tauern

1927-1928 R47 (DIFFERING FROM THE R42)

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1928-1929 R52 (DIFFERING FROM THE R42)

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“Running in” new R52s on the BMW

The R57/63 was the performance

1928-1930 R57 (DIFFERING FROM THE R52)

ESTABLISHING THE DNA 27

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1928-1929 R63 (DIFFERING FROM THE R57)

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 Prior to attempting world speed

 Ernst Henne on the supercharged

ESTABLISHING THE DNA 29

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