Bmw R1100rs
BMW R1100RS
Long-Term Wrap-Up
One year with the Boxer
DESIGNING AND DEVELOPING its all-new R1100RS may have cost more than BMW would officially care to admit, but with one exception, after one year and 10,047 miles on the road, we have every indication those deutschemarks were well spent. Much has been said of Boxer power-plants old and new, but the latest Type R259 engine—with its 99.0 x 70.5mm bore and stroke and resulting 1085cc
displacement—is the best opposed-Twin we've ever sampled. The same can also be said of the bike's suspen sion, especially its novel Telelever front end, which eagerly consumes bumps small and large with world class poise.
Aside from occa sional cold-start stumbles and an irri tating surge just above 3000 rpm-fixed at the first service check-the twin cylinder engine and its Bosch Motronic fuel-injection system performed very very well. In town, the characteristic, lowrpm Boxer shudder bothered some staffers, but once the tach needle swept past 3500 rpm, criticisms reverted to praise. Fuel economy varied between 34 and 48, for an average of 41 mpg. Oil consumption has essentially been
"Within the limits that I ride, my R1100RS has no handling quirks. In fact, I think the han dling is on par with my Ducati 900SS." -Jim Crockett Las Vegas, Nevada
zero. One area of concern was the RS’s gearbox. As noted in our “Long-Term Update” (CW, January, 1994), the Boxer’s transmission is clunky and rattles loudly when in neutral with the clutch disengaged. BMW says the noise is the result of the new engine’s power pulses, which cause the transmission gears to rattle back and forth on their shafts. In an effort to reduce the chatter, BMW has added O-rings between the transmission gears and their shafts, and nickel-plated the end of the input shaft for reduced clearance. In addition, the primary and rear-axle ratios have been altered. Unfortunately, this update, made as a running change on the production is not available as a retro fix. If you think that makes some owners of early models
models mad, you're right; if this bike were ours, we'd be more than a little peeved, as well. A few readers have complained of minor oil leaks, all of which were resolved under the BMW's 36-month, unlimited-mileage factory warranty. During its tour of duty at CW, our RS remained drip free, excepting a bit of seepage from the sure sending unit located directly underneath the left cylinder. BMW says the sensor was probably overtightened at the factory.
"The tire repair k is great, and ha already saved `~ bacon once. Recentl~ I hit something har enough to flatten thi • front rim. Th~ replacement wheE cost $730. BMU must think its par~ are made of gold. -Tom Hocke~ ConnelA Washingto~
Quotes from the logbook
logbook Jimmy LewisDuring a recent 350-mile spin through the mountains, the bike performed without complaint. My girlfriend Heather gave the Boxer a thumbs-up for two-up riding, even with hard luggage. Brenda Buttner This bike is one cold-blooded monster, and the gearbox clatters something awful. Disengaging the clutch slightly eliminates the noise, but you shouldn’t have to do that on a $13,000 bike. The Boxer is smooth as glass on a straightaway and nimble in the twisty stuff. At 5-feet, 6-inches, I could barely touch the ground when stopped, but the riding position was quite comfortable. David Edwards The clutch requires so much effort that the ride home last night had me thinking I should check into the Carpal-Tunnel Ward at Hoag Hospital. Also, the engine surges at about 3000 rpm under neutral and trailing
Initial service was called for at 6600 miles, and included an oil and filter change, fluid-level and timing checks, and valve adjustment. The invoice, which also included $125 in labor and a new Bridgestone Battlax rear tire ($145), came to $319.03. Had we kept our long-termer, a new front tire ($122) would also have been needed.
Comfort, whether blasting around town, splitting freeway traffic or challenging snaky mountain roads, is beyond reproach. Indeed, the bike’s height-adjustable saddle is deeply padded and nicely shaped, and evoked no criticism. Likewise, the passenger portion of the two-piece seat was held in high regard.
Some staffers did complain about the rubber-mounted handlebar’s spongy feel, which became increasingly so as the miles added up. Others, like OffRoad Editor Jimmy Lewis, appreciated the vibration-dampening effect, saying the enhanced comfort was worth the “Sponge-O-Matic” repercussions. We did not replace ours, but new bushings are available from BMW dealers at a cost of $6.60 each.
The optional hard luggage drew praise for its ability to swallow large amounts of gear (including a full-face helmet), but the glossy-black outer finish-combined with rider negligence while climbing aboard-came under fire. “The saddlebags are already scuffed to hell after a few weeks use,” wrote Editor-in-Chief Edwards in the bike’s log. “Part of the blame goes to the bags’ finish, part to clumsy feet; let’s be more careful.” Although we didn’t try it, BMW says rubbing compound will remove most scratches.
"I was very dissatisfied with the finish on the saddlebags, and repainted them to match the bike. Otherwise, the bike is as close to per fection as I've ever -Stephen Coburn Charlottesville, Virginia
In the end, we’ve found BMW’s RI 100RS to be an exciting and satisfying machine; full of tradition, yet thoroughly modem. Were he here, old Max Friz, designer of the first BMW Boxer, would be proud. E3
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$13,656
