Bmw R100r
BMW R100R
CW TEST
Neo-Beemer for the 1990s
TRADITION IS A FUNNY THING WHEN IT COMES TO MOtorcycles. Some of it is good, imparting a sense of history and substance. Rely on tradition too much, though, and you're in danger of living in the past, with a product line that appeals to a rapidly shrinking audience. In the early 1 980s, BMW was guilty of doing just that.
The company’s signature engine, the flat-Twin Boxer, had been around since 1923, suitably updated, but nonetheless looking particularly long of tooth. BMW then unleashed the modern K100 and K75 series of fourand three-cylindered machines, culminating in the Kl, a motorcycle on the outer fringes of avant-garde styling. And with that frontier fully charted, it was time to give the traditionalists something to cheer about.
Which brings us to the new-for-’92 BMW R100R. Beneath this bike’s standard-style trappings is the R100GS, that wacky, dual-purpose adventure bike that wins fans wherever it goes. In fact, more than a few riders considered the GS to be BMW’s most enjoyable motorcycle in 1991. Sharing the same frame and engine as the GS gave the R100R a proven foundation. This allowed company engineers to focus on the task of building a classicstyle roadbike with up-to-date components.
Engine specifications are the same as found on the three other 1992 air-cooled, 980cc, horizontally opposed-Twins (the GS and its Paris-Dakar version, and the full-fairing R100RT tourer). A pair of 42mm Bing constant-velocity carburetors feeds the air/fuel mixture through two-valve heads into combustion chambers with 8.5:1 compression ratios. Engine temperature is kept in check by an external oil cooler mounted below the steering head on the frame downtubes. A transistorized breakerless coil ignition lights the fire.
Power is transmitted through a single-plate dry clutch and five-speed gearbox. Clutch action is smooth and requires no undue effort at the lever. Shifting is equally efficient, with positive engagement and a neutral that is easy to find.
Cold starts are accomplished by activating a barmounted choke control. A minute of full-choke idle and the Boxer can be ridden away with half-choke for the next minute or two. Once the engine is up to temperature, throttle response is very good at all rpm, and the engine revs cleanly throughout its broad powerband. The throttle return springs are a bit on the stiff side, and although this doesn t seem a problem at first, a prolonged ride can wear on the rider’s right wrist and forearm.
As with the GS, the R100R is equipped with BMW’s single-sided Paralever swingarm featuring an enclosed, double-jointed drive shaft. A single gas-pressurized Showa shock is fitted at the rear, giving a claimed 5.3 inches of travel. Its progressively wound spring delivers a pleasant ride over small bumps and freeway joints, while still maintaining adequate ground clearance during spirited cornering. Ride quality is adjusted via a seven-step spring-preload collar and a screw that governs rebound damping.
The Paralever system works remarkably well, eliminating almost all trace of the jacking effect typical of many shaft-drive bikes. Even abrupt changes in throttle position in mid-corner didn t upset the Beemer’s composure.
Part of the credit also goes to the front suspension, which is well matched to the rear. A Showa telescopic fork with 41 mm stanchion tubes provides a claimed 5.3 inches
of travel, and though the fork offers no external adjustments, in stock tune it delivers a comfortable ride and resists bottoming during hard braking.
Up front, a single 1 1.2-inch floating disc grasped by a four-piston caliper takes care of much of those braking chores, while a 7.9-inch drum is mounted in the rear. A second front disc and caliper would be an easy modification if so desired, as the left-side fork leg and wheel hub are equipped with the necessary mounting points. We found the single-disc set-up more than adequate for normal riding, though.
In keeping with the classic theme, the R100R has wirespoke wheels. The outer-edge spoke pattern of the 2.5inch rims allows use of tubeless tires. Metzelers are fitteda 17-inch Metronic rear and an 18-inch Laser front-and provide excellent grip and feedback in a wide range of road-surface conditions.
Ergonomics are excellent on the R. The saddle is nicely shaped and padded to provide all-day comfort, even if its front edge looks a little odd crawling up the fuel tank. Removing the seat is easily accomplished via the locking pushbutton latch at its rear. Once off, access is gained to one of the most complete onboard tool kits you ll find on any motorcycle, with a complete set of wrenches, screwdrivers, special tools and a flat-tire repair kit that includes three compressed-gas cartridges.
The location of the rubber-covered footpegs and the mid-height handlebar puts the rider in a posture that won t have him thumbing through the Yellow Pages for the nearest chiropractor after a long day on the road. This very natural riding position, combined with the RIOOR’s relatively light weight of 435 pounds dry, low center of gravity and wide handlebar, produces a surprisingly light-steering package. Bending the RIOOR into a turn or flicking from corner to corner in quick succession takes little more than a thought and a slight push on the handlebar. High-speed stability is also excellent; with the rider tucked in, the R100R was dead stable at its true top speed of 109 mph, 4 mph faster than last year’s test GS.
Proper paint is an important element in achieving the look of classic style. The R100R comes in a choice of two colors, traditional Classic Black metallic or an art-nouveau Purple Haze. Both of these complement the silver-painted frame. Other styling cues include a two-tone saddle, chromed headlight shell and a silver-colored luggage rack. A nice touch are the rounded valve covers, actually a throwback to the R/68 introduced some 40 years ago.
What has changed over the past four decades is pricing. The RIOOR costs $7990, and while that amount buys a three-year, unlimited-mileage warranty, membership in BMW’s Roadside Assistance Program and the marque’s traditionally high resale value, an eight-grand hit for what is intended as a back-to-basics Twin is going to shock more
than a few potential buyers.
Still, it’s hard to imagine a more likable, more capable all-around streetbike. The R will serve as a commuter, a backroad playbike and a two-up day-tripper. With its 5.7gallon fuel tank offering a range well over 200 miles, and equipped with the appropriate accessories from BMW’s extensive catalog (we recommend saddlebags, tankbag and heated handgrips), the RIOOR can even be a proficient long-range machine. Riding along at 4000 rpm, the big opposed-Twin churns away, content in its torquey sweetspot, where engine vibration is at a minimum and only minor vibes sneak through to the tank and footpegs. Cruising along in top gear, the landscape fluidly passes by, accompanied by the soothing stereophonic chatter of valve gear. It all becomes intoxicating aboard the Boxer.
Almost without realizing it, you come to understand how the same basic design can survive 68 years in a technologically changing world. Mark one up for tradition. 0
$7990
EDITORS'NOTES
RIDING THE RIOOR MAKES ME FEEL LIKE some sort of good-will ambassador for the sport. Strangers seemingly accept me as simply a motorcyclist, rather than some speed junkie on wheels.
Maybe it’s the Boxer motor’s curious appearance, what with those stubby cylinders jutting into the
jutting the breeze, that draws comments from onlookers.
Odd engine or not, the R100R is one of the most wellrounded motorcycles that I’ve ridden. It’s light-footed enough to be ridden for sport, torquey and comfortable enough for two-up, around-town use, and with the proper equipment bolted on, is capable enough to serve as a downsize touring bike. The R100R does it all, which is exactly what I dutifully told the many people who asked me questions about the bike.
This ambassador stuff is a heavy burden to bear, maintaining proper etiquette and such, particularly on a bike that works as well in the curves as the R100R.
—Don Canet, Associate Editor
YOU'LL GET NO ARGUMENT FROM ME IF
you say this new BMW is versatile. Yes, I suppose it does have a traditional kind of appeal. And I agree that the Beemer can handle anything this side of dirt. But so what? There’s more to motorcycling than sheer functional ability. Much more.
Things like good looks, which the
. good the KlOURs designers must not have considered. And sound. Sure, there’s some soul lurking beneath the R’s clattering valve gear, but the putt-putt exhaust note could be mistaken for that of a VW Beetle. And outright performance. In the quarter-mile, the R would be squashed by three of the four 400-600cc Bargain Blasters we tested last month.
And, finally, price. I can think of a lot of motorcycles far cheaper than the R’s $8000 asking price that can deliver as much—or more—than it can.
Sorry, BMW, no sale. I’ll wait for new four-valve, liquid-cooled, dohc Boxer Twin. ^
—Brian Catterson, Managing Editor
BMW, I APPLAUD YOU FOR BRINGING OUT the R100R. It doesn’t have quite the same funky appeal as the R100GS dual-purpose bike, but it’s a better streetbike and still has plenty of soul. Certainly, it’s in the running for Best Standard of the Year.
But I would have preferred if the R were just a little more classically
styled. Oh, I appreciate the impressively wide tires and the jaunty front fender, and the luggage rack is a useful addition. But, to my eyes, the fuel tank is too chunky. And that seat, with its tongue lapping at the rear of the tank? Not a thing of beauty and grace.
Luckily, when I’m on the bike, I don’t notice its styling miscues, just its all-around good nature. The R is about $1000 too expensive, granted, but for those riders looking for a versatile ride that will put in years of faithful service, this neo-Beemer would be a no-regrets choice.
—David Edwards, Editor
