Three piece (front and rear sections with
load-bearing engine)
Front Suspension
BMW Telelever Single
gas-filled shock absorber with progressive coil spring, Preload
adjustment (five steps)
Front Wheel ravel
190 mm / 7.5 in
Rear Suspension
BMW Paralever (single-sided
swinging arm) Single gas-filled shock absorber with coil spring,
Preload adjustment (continuously adjustable by handwheel), Rebound damping
(continuously adjustable by screw)
Rear Wheel Travel
200 mm / 7.9 in
Front Brakes
2 x ∅297mm Discs, 3
piston calipers
Rear Brakes
Single ∅250mm disc, 3
piston caliper
Front Tyre
110/80 R19
Front Wheel
2.5 x 19 inch patented cross spoke
Rear Tyre
150/70 R17
Front Wheel
4 x 17 inch patented cross spoke
Dimensions
Length 2189 mm / 85.4 in
Width 920 mm / 35.9 in
Height 1366 mm / 53.7 in
Wheelbase
1509 mm / 59.4 in
Seat Height
840 mm / 33.0 in - 860 mm / 33.8 in
Dry Weight
225 kg / 496.0 lbs
Wet Weight
240 kg / 549 lbs
Ground Clearance
200 mm / 7.8 in
Fuel Capacity
24 Liters / US 6.3 gal
Consumption Average
6.1 L/100 km / 16.4 km/l / 35.6 US mpg
Braking 60 km/h - 0
14.0 m / 46 ft
Braking 100 km/h - 0
40.5 m / 133 ft
Standing
¼ Mile
12.5 sec / 168.2 km/h /104.5 mph
Top Speed
201.6 km/h / 125.3 mph
.
R 1100 GS "75"
The 75th Anniversary models stand out from their
regular counterparts by their special colour schemes, body lines and stylish
"75 anniversary" details. They are also equipped with a wider range of
fittings and equipment as standard.
THE TRAILBLAZER THAT CAME FROM THE DESERT.
THEY
STILL TELL THE STORY.
The BMW GS an ordinary motorcycle? Many would say:
no, it's an idea expressed in two-wheeled form. Or, at the very least, a
true phenomenon. A trailblazing creation, in fact.
When BMW launched the G/S back in 1980. it was emphatically out there on
its own. It signaled the start of a new motorcycling concept: an enduro with
a large engine and plenty of power at its disposal to achieve a masterful
blend of ride comfort and ruggedness. In fact, it soon became the
trendsetter for an entirely new range of machines.
In 1981, only a year after its launch, Hubert Auriol won the Paris-Dakar
Rally on a competition version of the BMW R 80 G/S, proving that its
high-tech features and the harsh desert environment were an enticingly
exotic match. Three more victories in what is probably the toughest rally in
the world followed in the course of the 1980s.
The long list of G/S triumphs extends right up to the present day. And it
includes a few surprises, such as Jutta Kleinschmidt, winner of the Ladies'
Category in the "Paris-Cape Town" adventure rally at the start of 1993 on a
near-standard R 100 GS PD.
These victories were not the only reason for the immense public appeal of
the GS. It has been voted Enduro of the Year in Germany nearly every year
since 1980, and more than 60,000 have been built by 1994.
The horizontally-opposed Boxer engine was the obvious choice for the 1994
GS. Not simply because it reflects the bike's temperament, but above all
because of the fundamental advantages that this engine principle offers for
a large enduro. In addition to its refinement and pulling power, the Boxer
engine has a low center of gravity and excellent heat dissipation from the
cylinders in the air stream.
The 1994 BMW Boxer engine, available on the R 1100 RS. confirms that the
horizontally-opposed Boxer concept still offers ample scope for development.
Riders and members of the trade press gave it rave reviews. For example, the
German magazine "Tourenfahrer" wrote in its May 1993 issue: "Even with a
'mere' 90 horsepower, the BMW has nothing to fear from any other superbike".
But we had ambitious plans for our new enduro, since its priorities were
by no means the same as for a sports touring bike. High torque, for example,
was more important than sheer power. In other words, we needed an engine
with smooth, easily-regulated flow of power even at low engine speeds,
permitting energetic acceleration at any time.
The 1994 Boxer engine on the BMW R 1100 GS satisfies these
requirements and more. Even just above idling speed the large
high-performance engine delivers ample torque - over 58 lb-ft from 2,500 rpm
up to almost the engine speed limit. Peak torque of 71.54 lb-ft is reached
at only 5,250 rpm. The advantages are obvious: impressive traction when it's
needed, but without the excessively high engine speeds that cause increased
material fatigue.
The maximum power output of 59 kW (80 bhp) at 6,750 rpm means that high
continuous speeds are possible on the highway
The 1994 BMW Boxer satisfies the requirements that the enduro engine of
the future must fulfill. Thanks to its completely new mechanical layout and
engine management by ultramodern Digital Motor Electronics, the new
two-cylinder engine can claim greater economy, durability. robustness, ease
of repair and, above all, environmental compatibility. A key feature of the
Boxer engine is the high-camshaft control with four valves per cylinder,
which maximizes engine efficiency and minimizes both exhaust emissions and
fuel consumption.
SUSPENSION TECHNOLOGY YOU WON'T FIND ANYWHERE ELSE IS STANDARD ON THIS
BIKE. FOR EXAMPLE, THE NEW BMW TELELEVER.
The advanced running gear on the 1994 BMW GS is illustrated most
impressively by the BMW Telelever, BMW's new front suspension system that
has already demonstrated what progress means on the BMW R 1100 RS. All test
riders agree that our objective of creating a superior alternative to the
telescopic fork has been achieved.
The Telelever can excel to an even greater degree on the 1994 BMW R 1100
GS than on the R 1100 RS sports tourer, because the concept is really put to
the test on poor surfaces.
A glance at its operating principle reveals why this is so. The Telelever
combines the advantages of the front fork and front swinging arm. In other
words, it still has fork tubes, with the difference that they no longer
contain springs and dampers. Instead, a single central spring strut performs
their function.
The fork is mounted on a bridge between the sliding tubes on a leading
arm, and on a ball joint (ball-jointed fork) at the front of the frame. The
ingenious feature of this layout is that steering movement is made possible
by the ball joints on the sliding-tube bridge and in the front frame. These
ball joints are free from play and require no maintenance. Braking forces
are largely introduced into the rigid engine housing by way of the lower
ball joint, which is bolted to the leading arm. The leading arm is pivoted
to the engine housing. The upper ball joint is bolted to the fork bridge.
In contrast to the telescopic fork, castor angle and wheelbase remain
largely unchanged across the entire range of suspension travel even when the
suspension is compressed a long way, thus ensuring maximum stability in all
riding conditions.
A useful anti-dive effect, which prevents the motorcycle from plunging forward when the brakes are applied forcefully, is also achieved.
Consequently, there is always sufficient spring travel available - a vital
improvement in comfort and safety on poor roads.
And the fact that there are now no fork support springs means that very
little friction is caused, and suspension response is significantly better.
A factor that is particularly important for off-road riding: the entire
structure is very strong, but light weight and virtually non-wearing. The
fork tube seals scarcely have any loads to bear, and a steering head bearing
that would otherwise be subjected to high loads is unnecessary. The typical
problems encountered by conventional telescopic forks are avoided - the
Telelever can accordingly clock up 62,000 miles without the need for
maintenance.
The impressive technical maturity of this solution was confirmed by
Motorrad magazine (issue 18/93) which evaluated various alternatives to the
BMW R 1100 RS Telelever. Its conclusion: the testing team considered the
Telelever to be the most impressive, highly advanced concept of all.
In contrast to the sports touring version, the Telelever for the BMW R
1100 GS has been adjusted to obtain a suspension layout that satisfies
roadgoing and off-road conditions equally well. The new front spring strut
illustrates this most clearly: with 7.58" of spring travel, it easily
absorbs the most extreme surface irregularities; in addition, spring preload
can be set to five different rates. allowing the rider of the GS to adopt
preferred settings for any given surface conditions. A further innovation:
the handlebar is decoupled from the Telelever by a pivot structure, so that
the rider does not feel the turning movements that result from the
considerable amount of spring travel.
THE ENDURO IS NOW EVEN MORE ADVANCED:
WITH SECOND-GENERATION BMW ABS.
The first ABS for motorcycles was invented by BMW, and has long since
proved its value on roadgoing motorcycles; over 40,000 riders of BMW
motorcycles to date have chosen this important option. Their decision was a
sensible one, because if the brakes are applied forcefully, ABS prevents the
wheels from locking; in many circumstances locked wheels would cause the
rider to be thrown off the bike.
This added feature is now available for the first time to enduro riders.
Experience has shown that large enduros clock up most of their miles in
ordinary traffic - and therefore have to cope with increasingly demanding
riding conditions. It's good to know that ABS is there for you.
On the other hand, as every professional knows, in order to keep the
motorcycle under control in off-road conditions or on loose surfaces, it may
be necessary to have one wheel locked for reasons of stability or effective
braking. A stationary rear wheel builds up a wedge of loose material between
the rear wheel and the ground, to help brake the motorcycle.
The solution chosen for the new BMW R 1100 GS: the new ABS II, available
as an optional extra, can be switched off whenever its effect might be
undesirable.
In actuality, this will hardly be necessary. The ABS II is so effective
that even BMW test riders have difficulty performing better. Test rides show
that ABS II performs well on unstable surfaces - it's even been known to
stop on ice without locking the wheels.
BMW ABS is, therefore, always activated unless the rider deliberately
switches it off. This prevents any unpleasant surprises as a result of it
having been shut down inadvertently; the ABS can only be switched off by
pressing the cancel button at the same time as the ignition is turned to
start the engine. Whenever the ignition is switched off and back on again,
ABS is automatically reactivated.
The new ABS II has mature software that is designed to cope with even the
most unusual braking conditions. For instance, it takes effect even before a
rear wheel leaves the ground as a result of excessively violent braking.
Very advanced technology is used: ABS II for the first time has a "piston
system with relative pressure monitoring". This system maintains the braking
effect at a very high level throughout the period for which the brakes are
applied hard.
Its functional principle: rotation of both wheels is permanently
monitored by sensors and the readings passed to the ABS control unit. If
this identifies a tendency on the part of one or both wheels to lock. the
pressure modulator is activated. It reduces braking pressure until the
locked wheel begins to turn again.
The moving piston in the pressure modulator deliberately modifies the
volumetric ratios and, ultimately, the brake pressure in the system for this
purpose - separately for the front and rear wheels, of course.
This piston's high-speed actuation by means of a piston position
monitoring sensor, together with the high-performance control unit, ensure
that brake pressure is never reduced by more than the necessary amount.
The system has been developed to respond within four thousandths of a
second. The wheels can always be braked just below the locking point without
sacrificing any valuable braking distance.
Source BMW brochure
Any corrections or more information on these motorcycles will be kindly appreciated.