BMW Motorrad Anniversary: 30 Years of GS
Wednesday, April 7th, 2010
The “better” R 1100 GS: the R 1150 GS.
But while good is good, better is better. By 1998, engineers were already busy testing the R 1150 GS, ready for its market debut the very next year. Before that, however, a smaller-displacement GS was launched, whose 848 cc engine, taken from the entry-level R 850 R Boxer model, developed 70 hp at 7,000 rpm. But this refined four-valve enduro fell far short of the 1100‟s sales figures. In fact, the whole episode turned into a rerun of the experiences with the R 65 GS and R 80 GS. Only 1,954 R 850 GS models were sold, as against 43,628 R1100 GS models. The lesson was that BMW Boxer customers are fond of high-capacity engines and tend to subscribe to the dictum “no half-measures”.
Launched on the market in September 1999, the R 1150 GS promptly set about becoming even more successful than its predecessor. Not only did this model boast larger displacement than the R 1100 GS, it also used a neat trick to increase output, delivering maximum power of 85 hp, at 6,750 rpm, from a displacement of 1,130 cc. The cylinders and pistons were taken from the BMW R 1200 C, and the crank assembly and cylinder heads from the BMW R 1100 S. This lavish package was completed by a more compact clutch, the six-speed transmission as used in the R 1100 S and a performance-enhancing exhaust system.
Fresh ideas from Berlin: the F 650 GS and F 650 GS Dakar.
Customers who didn‟t want a full-blown 1100 GS quickly got over the demise of the R 850 GS when new versions of the F 650 – the F 650 GS and the F 650 GS Dakar – were brought out in spring 2000. Production was now transferred from Italy to the BMW motorcycle plant in Berlin. At the same time, the BMW engineers had subjected this popular seven-year-old compact model, which had helped to introduce many new motorcyclists to the brand, to sweeping revisions that went well beyond the normal run of updating and modernisation measures.
Both bikes retained the same overall concept as the popular F 650, but along with fresh new body styling there were technical improvements as well, which helped to keep the popularity of the single-cylinder models alive and thriving.
The single-loop frame was replaced by a perimeter frame and the twin carburettors were superseded by fuel injection. A three-way catalytic converter was fitted as standard, making this emission control technology now universal on all BMW models.
The fuel tank was now fitted in the frame triangle, lowering the centre of gravity. With its fuel injection system and new tuning, the F 650‟s engine again set new standards on fuel consumption, torque and power. Off-road fans meanwhile were delighted with the all-new F 650 GS Dakar, which boasted longer spring travel, a 21-inch front wheel and a robust windshield. Initially, this bike had simply been intended as a special-edition model, but it sold so well that it remained in the range right up until 2007.
The 650 models were approximately on a par with the R 80 G/S in terms of power and weight, but they offered better ride comfort and fuel consumption. Incidentally, BMW had already returned to long-distance off-road competition in 1998 with the robust single-cylinder 650 models, and had gone on to win the 1999 Paris-Dakar Rally with an F 650 RR.
Four-valve GS on the starting grid: the R 900 RR.
But the fans had a soft spot for boxer models, and in late 1999 a BMW R 1150 GS piloted by Britain‟s John Deacon and Californian rider Jimmy Lewis launched its preparations for the 2000 Dakar by contesting the UAE Desert Challenge. For the Dakar, its displacement was reduced from 1,085 cc to a punchy 900 cc. BMW ended an extremely gruelling contest with a sensational one-two-three-four finish in the legendary Africa Rally to mark the start of the new millennium. Lewis came third on the R 900 RR boxer bike, while the other top-four finishers were riding the F 650 RR.
Globetrotter’s favourite: the R 1150 GS “Adventure”.
The 1150 GS “Adventure”, which entered BMW showrooms in the 2002 model year, was an ideal machine for globetrotters. With its longer spring struts with travel-dependent damping, anodised wheels, large windshield, single-piece seat and sturdier oil sump guard, the Adventure was just the job for world traveller looking for an all-terrain long-distance bike with plenty of staying power. BMW also offered a well-stocked range of accessories, from model-specific equipment like a 30-litre fuel tank and an extra-robust aluminium luggage system to more general, classic BMW accessories like heated grips or the further improved ABS II. There were thoughtful details as well, like a side stand with larger pad for parking the machine on soft ground.
Only a few weeks after the release of the “Adventure” model, all the four-valve bikes went over to twin-spark ignition to meet Euro 3 emissions standards, and to ensure smoother running at low load and rpm.
Worldwide success.
The big four-valve GS models had already long been the top favourite with German motorcycle customers and their popularity now spread to other European countries as well, particularly Britain and Italy. In the course of its production run, satisfied customers took delivery of 71,137 R 1150 GS models (including Adventure models).
The best-known Adventure pilots were the British duo of Ewan McGregor and Charley Boorman, who made an unescorted round-the-world trip that was also documented in a BBC TV series “Long Way Round”, which attracted large audiences all over the world. Since the bikes gave an impressive display, demonstrating the staying power of the GS to a large European television audience, GS motorcycles for long-distance touring now became increasingly popular. In the English-speaking world particularly, these models were soon attracting more interest than ever before.
Although the Adventure‟s specifications met virtually any and every need of long-distance riders, these amenities also had the effect of increasing the bike‟s weight and raising its centre of gravity. So one of the top priorities for the next-generation four-valve models was to shed as much weight as possible.
Moving on: the R 1200 GS.
In summer 2004, BMW presented a new generation of its classic enduro model. Rather than facelift the existing R 1150 GS, the company decided to create a new motorcycle, the R 1200 GS, which would offer all the advantages of the predecessor models but in a far more dynamic form.
Even more impressive than the further increases in displacement (to 1,170 cc), torque (an amazing 115 Nm at 5,500 rpm) and power (98 hp at 7,000 rpm) were the “belt-tightening” measures: fuel consumption had been cut by 8 per cent and, even more importantly, the BMW R 1200 GS was almost 30 kilograms lighter than its predecessor.
The dry weight of 200 kilograms set new standards for a large touring enduro. Weight was reduced right across the board, with almost every component of the new BMW making its contribution. The swing arm, the frame, the wheels and the cable harness – thanks to CAN data bus technology – all lost weight. Even the engine was now three kilograms lighter, despite being more powerful, and despite the weighted balance shaft rotating counter to the crankshaft that served to maintain the legendary BMW refinement even with the large cylinder displacement.
The innovations extended to the electronics as well, with a simplified cable harness now transmitting CAN data bus signals, a standard-fitted flatscreen display providing information about fuel level, oil temperature, time and other data, and new fully sequential fuel injection with computer-controlled ignition helping to make the BMW R 1200 GS both faster and more fuel-efficient than its predecessors.
A practical feature for long-distance riders was anti-knock control, which altered the spark timing at each of the four spark plugs as and when required. This meant that lower-quality fuel could be used without damaging the engine – which was just the job on trips through areas where filling stations were few and far between.
Also new was the transmission, which featured quiet helical gearing throughout, and the extended maintenance intervals. The new, lightweight rear differential, which was filled for life, and the standard-fitted steel flex brake lines were further good news on the servicing front.
The front frame was of welded steel rather than cast aluminium, for improved robustness – particularly off-road.
The styling, too, had a leaner look, so that the weight loss didn‟t just bring improved performance but could also be appreciated when the bike was in repose. The cross-spoke wheels had now become an option, with lighter cast wheels fitted as standard, while the optional disengageable ABS was a semi-integral version, with a hand lever that braked both the front and the rear wheel, and with a brake booster providing further support.
All these improvements were also featured just over a year later on the BMW R 1200 GS Adventure, which now replaced the BMW R 1150 Adventure.
With all this going for it, the R 1200 GS couldn‟t fail to be a success, and since 2005 it has been the undisputed number 1 on the German market. The talented all-rounder is also winning more and more friends in markets throughout the world. After just three years, sales of the two large BMW enduros had already topped the 100,000 mark.
