Quick Ride

QUICK RIDE

BMW R850R LESS EQUALS LESS

PEOPLE BUY MOTORCYCLES for many reasons, some of them measurable with dynamometers and radar guns, others with less tangible qualities, such as pride of ownership. Traditionally, a European motorcycle elevates its owner’s status. Trouble is, with the high price of new motorcycles these days, only the relatively affluent can afford them.

When word came down that BMW was phasing out its K75 and R100R models, and that the

F650 Euro-Single wouldn’t be coming here until fall, BMW buyers on a budget were aghast. But there’s still hope for those looking to gain affordable admittance into the exclusive spinning-propeller-on-breast-pocket club. It’s called the R850R.

For a 10-spot under ninelarge, the R850R buyer gets a bike that is identical to the RI 100R, save for a few details. First and foremost is the 848cc engine, which is exactly the same as the 1100’s 1085cc mill, except for smaller cylinder dimensions (87.8 x 70.5mm, down from 99.0 x 70.5mm) and smaller valves (32mm intake and 27mm exhaust vs. 36/31, respectively). Same air-and-oilcooled, cam-in-head, eightvalve, opposed-Twin engine. Same Bosch Motronic fuel injection. Same catalytic converter-equipped exhaust.

BMW claims 70 horsepower at 7000 rpm for the 850, with 57 foot-pounds of torque at 5500 rpm. Compare this with the 1100’s claimed 80 ponies at 6750 rpm and 72 foot-pounds at 5250 rpm, and it’s plain to see that the smaller bike gives something away. This was verified at the dragstrip, where the 850 sprinted through the quarter-mile in 12.4 seconds at 104.86 mph, compared to the 1100’s 12.03 at 111.38.

The other major change is the 850’s lower final-drive ratio (3.36:1 vs. 3.0:1), which wins back some of the acceleration lost in the downsizing process. Unfortunately, this comes at the expense of higher revs, making the Boxer motor quite buzzy at highway speeds-especially now that the numbers on the road signs have climbed a little. We’d tell you at what rpm

the engine buzzes most, but a tachometer isn’t standard equipment.

Other than these few invisible differences, the R850R is an RI 100R. Same weird-Harold styling. Same chassis-less construction. Same Telelever front and Paralever rear suspensions. Same three-spoke wheels, Bridgestone radial tires and Brembo brakes.

There is one other important difference: ABS doesn’t come as standard. If you want it, you’ll have to ante up $10,690 for the ABS version. Other options include a clear windshield ($409) and hard luggage ($726). Two metallic color schemes are offered: Mystic Red and Ascot Green.

At speed, the 850 feels exactly like its bigger brother, with a comfortable riding position, nimble handling, compliant suspension and mile-wide powerband. Complaints are few: The front edge of the height-adjustable seat spreads the rider’s legs too far, and a passenger’s toes are too close to the rider’s boot heels.

Otherwise, there’s nothing really wrong with the R850R-at least nothing that another 200cc wouldn’t fix. Just as some people prefer vanilla ice cream, and will pay a premium for Haagen Däzs, others won’t mind shelling out serious coin for a nice-if-uninspiring motorcycle. Rocky Road fanciers should look elsewhere.

-Brian Catterson