BMW have a reputation for building top quality touring
motorcycles rather than high performance superbikes, but in recent years
they have managed to bridge the gap between the two concepts. Arguably the
most eye-catching of this new breed is the R1100RS. The
R1100RS is a unique departure for BMW. Since the 1930s they have been
building horizontally-opposed twin-cylinder machines with two valves per
cylinder actuated by push-rods. But with the R1100RS the 'Boxer' engine (as
it is commonly known) has joined the latter half of the 20th Century. It is
still air cooled, but the number of valves per cylinder has been doubled to
four, and their camshafts are now actuated by a series of belts driven from
the crankshaft. The old Bing carburettors, always a distinctive
feature of the two-valve Boxer, have also been replaced - the R1100RS is the
first Boxer to feature electronic fuel-injection.
But if all
that is a major departure, the innovative 'Telelever' front suspension
system of the R1100RS is a quantum leap into the next century for the German marque.
Just as Yamaha has looked at alternative front suspension and steering systems
for motorcycles, BMW has also taken the brave step of introducing their own
solution to the problem. And that problem is that ideally the steering and
suspension systems for a motorcycle's front end should be separate and
independent from each other. Traditional telescopic forks flex, the steering
geometry of the machine is altered when the front brake is being used, and often
much of the fork's movement is taken up with braking, leaving little to deal
with bumps in the road. Yamaha's solution to the problem is the
hub-centre-steered GTS 1000, but BMW have taken a lower-key approach. They still
use a pair of telescopic forks on the R1100RS, but they deal with the steering
only.
The suspension is handled by a single shock
absorber bolted to the headstock and actuated by a wishbone-shaped bracket that
joins the forks to the chassis. In effect the forks are merely sliders that join
the front wheel to the headstock, while the wishbone actuates the shock
absorber.
Thus the suspension and steering are separated,
creating an anti-dive effect when the front brake is applied. This system
is much simpler than that used by the Yamaha GTS 1000, but is no less effective.
Indeed the consensus of opinion is that the BMW Telelever system is actually
more effective than that of the Yamaha. Certainly the R1100RS gives more
feedback to the rider, and retains the traditional look of telescopic forks - an
important consideration for the normally conservative BMW buyer. But
there's more to the R1100RS than an all-new Boxer engine and a 'funny' front
end. BMW designed this bike to be a superlative sport-tourer, so comfort and the
ability to cover ground effortlessly are also essential. To this end BMW have
equipped the R1100RS with a host of user-friendly features that include
adjustable scat height, handlebars and windscreen to enable the owner to tailor
the bike to his own requirements. Hard luggage as an optional extra which,
allied to a five-gallon fuel tank and a frugal 45mpg fuel consumption, means the
R1100RS can cover well over 200 miles to a tank of fuel and pack a decent amount
of luggage for the two-wheeled tourist.
Weighing in at 5261b, the BMW needs good brakes,
so the R1100RS has a pair of 305mm discs at the front gripped by four-piston
calipers. BMW's excellent anti-lock braking system is also fitted, making this a
very safe and well-braked machine. With the engine putting out 95bhp the R1100RS
is capable of topping 135mph, but it is its ability to cruise all day at
three-figure speeds that is its forte. What BMW have done is build a
thoroughly modern motorcycle that should appeal to the traditionalist buyer in
search of something a little different. It's not the fastest machine on the
roads, but it is supremely capable, and - the Bavarian hallmark - resolutely
unorthodox.