Three section composite frame consisting of front & rear
section, load bearing engine
Front Suspension
Light. Telelever with
central spring strut, progressive coil spring, twin-tube gas-filled shock,
Front Wheel Travel
210 mm / 8.2 in
Rear Suspension
Patented BMW Paralever swing arm &
shaft drive, single shock with variable rebound and damping adjustments
Rear Wheel Travel
220 mm / 8.6 in
Front Brakes
2 x 304mm discs, 4 piston
calipers
Rear Brakes
Single 276mm disc, 2 piston
caliper
Wheels
Cross spoke wheels
Front Wheel
2.50 x 19
Rear Wheel
4.00 x 17
Front Tyre
110/80 R19
Rear Tyre
150/70 R17
Rake
26.2°
Trail
121 mm / 4.8 in
Dimensions
Length 2,180 mm / 85.8 in
Width 980 mm / 38.6 in
Height 1,435 mm / 56.5 in
Wheelbase
1,501 mm / 59.1 in
Seat Height
850 mm / 33.5 in
Dry Weight
228 kg / 503 lbs
Wet Weight
249 kg / 549 lbs
Fuel Capacity
22 Litres / 5.8 US gal
Consumption Average
5.7 L/100 km / 17.5 km/l / 41.2
US mpg
Standing
¼ Mile
13.3 sec / 160.8 km/h / 99.9 mph
Top Speed
193.1 km/h / 120 mph
.
The R1150GS (Gelandstrasse,
German for off-road) is the latest version of one of BMW's most successful
models. This massive enduro-styled machine traces its history back to the
original R80GS of 1980, and has been intensely developed since. The R80GS
and R100GS used the old flat-twin engine until they were replaced in 1994 by
the Rl 100GS, an all-new design using the firm's then-new four-valve Boxer
engine.
The R1100GS had striking styling,
with a large 'snout' front fairing and large fuel tank, and was an extremely
successful and capable machine. But by 1999, the GS was due for an update.
A-larger capacity 1130cc engine was fitted, together with a six-speed
gearbox and even more radical styling, including a pair of asymmetric
projector beam headlights and removable screen.
The GS's unlikely-seeming
combination of a large, heavy touring-bike engine and an off-road chassis
offers a much more dynamic package than might be expected. BMW's trademark
Telelever and Paralever suspension systems manage to combine soft,
long-travel suspension with a degree of firm control not associated with
trailbikes.
Strong brakes can be supplied
with an ABS system, and on the move the massive weight of the GS all but
disappears and the wide bars and commanding riding position allow fast,
confident changes of direction.
The latest 1150 engine has a
strong, torquey power delivery, and the six-speed gearbox includes an
overdrive for low-rpm motorway cruising.
Pillion accomodation is
admirable, and BMW offers a wide range of optional touring accessories,
including hard luggage and heated grips.
Unlike most other large-capacity
trail machines, BMW actively supports the use of the GS off-road, and runs
training schools for its customers to teach them how to manage the hefty
machine away from the Tarmac.
The famous "GS" abbreviation: already a legend in
the motorcycle world
Back in 1980, the
BMW R 80 GS introduced a new market segment of large-capacity touring
enduros, the letters G/S standing for GelŠnde/Stra§e or, in English,
offroad/road. Now, almost two decades later, the abbreviation GS has become
acknowledged as the synonym for a true legend in the world of motorcycles.
Whether winning the Paris-Dakar Rally or taking globetrotters on spectacular
rides around the world, whether offroad or on the road, BMW's GS models have
gained fame the world over as motorcycles for all kinds of roads and tracks.
So it is no surprise that overall production of the R 80 G/S, R 80 GS and R
100 GS amounted to almost 70,000 units.
The enduro model of
the latest Boxer generation featuring four-valve power units, the R 1100 GS,
was launched in 1994 and was equally successful in quickly becoming one of
the best sellers in the BMW range: By mid 1999 production already exceeded
45,000 units, boosting the overall number of all GS models to more than
115,000.
Now, after six years
of production, the R 1100 GS is being replaced by the new R 1150 GS.
Featuring an even more powerful engine, a new six-speed gearbox and an
attractive facelift, the original adventure long-distance enduro is well
prepared to enter the 20th year in the history of BMW GS motorcycles.
Even more
torque for even greater power and pulling force
The heart of the new
R 1150 GS is an even stronger and more powerful flat-twin power unit with
power increased from the former 59kW to 62.5kW, while maximum torque at 5250
rpm is up from 97 to 98 Nm. The far more remarkable point, however, is that
the engine offers an even stronger torque curve throughout its entire speed
range, maximum torque constantly exceeding 90Nm all the way between 3000 and
6500rpm.
Engine capacity, for
example, is up from 1085cc by 45cc to 1130cc. Digital engine management is
now controlled by Motronic MA 2.4 and, like all new BMW motorcycles launched
since 1997, has a fully controlled catalytic converter. In addition, about
50 per cent of the increase in engine output is attributable to the all-new
exhaust and
silencer system made of high-grade chrome-plated steel.
Sixth
overdrive gear
Power is now
transmitted via a hydraulic clutch with a new six-speed gearbox for even
more comfortable touring.
The new R 1150 GS
also features a lighter version of BMW's unique Telelever suspension on the
front, the reduction in unsprung masses ensuring even better and smoother
handling.
A new
"face" with dual ellipsoid headlights
The new R 1150 GS
boasts not only technical improvements, but also a facelift. In its new
design, the upper wheel cover ensures even better integration of the front
section of the motorcycle into the sleek, flowing lines of the tank. The
old, rectangular headlight has been replaced by asymmetric dual ellipsoid
headlights.
The new transparent
windshield redesigned for optimum streamlining and offering even better
protection from wind and weather, is positioned directly on top of the
instrument cover and is not only adjustable to three different positions,
but may also be removed entirely.
BMW's new handlebar
controls are also featured on the R 1150 GS, with all controls and switches
fully integrated in the most ergonomic position.
The R 1150 GS also
features a 22-litre fuel tank, the high-comfort seat adjustable for rider
height, and a luggage rack, and of course is available once again with a
wide range of special features and accessories.
BMW Australia is
already holding orders for the new enduro which has been eagerly anticipated
by the many Australian BMW GS enthusiasts who have found it the ideal
motorcycle for serious all-road Australian touring. Deliveries of the R 1150
GS are expected to begin in the last quarter of this year with the new
motorcycle positioned in the same market segment as the outgoing R 1100 GS.
From BMW Australia Media
Release, July 23, 1999
BMW has taken the most successful
adventure-touring twin in the world and given it a thorough reworking,
judiciously combining elements from the newest members of the R259 Boxer
family. The R 1150 GS gets the six-speed transmission, magnesium valve covers
and Light Telelever from the sporting R 1100 S, then borrows the cylinders
from the R 1200 C for a 45 cc bump in displacement. From there, the new GS
adds a few tricks of its own, including an all-new exhaust system and a new
look.
The combination gives the R 1150
GS a modest increase in peak power, but boosts its powerband everywhere from
idle to redline. The new transmission gives the bike the perfect ratios for
on- or off-road, with an overdrive sixth gear to make any freeway droning as
smooth and economical as possible. The Light Telelever reduces unsprung weight
— a boon on-road or off — for better suspension response, making the new GS
even more nimble handling than before. And to ensure the changes don't go
unnoticed to the uninitiated, the R 1150 GS gets a complete facelift,
dominated by a pair of brilliant, asymmetrical headlamps and capped by a new
three-position adjustable windscreen.
BMW has never believed in change
for the sake of change, so there's still a lot of the old GS remaining. The
triple-disc brakes and standard ABS II return with only a minor change in pad
material, and the bike still offers an adjustable seat height to suit a
variety of riders. Wheel travel likewise remains as it was, with adjustable
preload front and rear combining with adjustable rear rebound damping. The
useful Rider Information Display and the mounts for BMW's optional Integral
saddlebags also grace the new R-GS just as they did the old one. Another
feature that hasn't changed is the GS's ability to transform any road surface
— asphalt, concrete, gravel or dirt — into the adventure of a lifetime.
The R 1150 ENGINE: SAME GOALS, NEW
DISPLACEMENT
Off-road riding offers enough
unpredictability, so a good adventure-touring bike should offer something to
counteract that — consistent, predictable power. The R 1100 GS already offered
a powerband as predictable as a dog's devotion, so BMW figured the best way to
improve the power on the new bike was simply to provide more of it.
With that in mind, BMW engineers
gave the new bike the same 101 mm cylinders as the R 1200 C. The 2 mm larger
bores boost the R259 Boxer from 1085 to 1130 cc, while new pistons retain the
10.3:1 compression of the old GS. Complementing the larger displacement are
retimed camshafts, specifically designed to boost low-end and midrange, and
the Bosch Motronic MA 2.4 electronic engine management from the R 1200 C. An
all-new stainless-steel exhaust includes the standard catalytic converter.
That new exhaust accounts for
about 50 percent of the bike's increased power. Peak horsepower goes from 80
to 85 on the new Boxer, with a smooth, linear increase from idle to its 6750
rpm peak. While maximum torque rises only slightly — from 72 to 73 lb.-ft. —
the new GS has significantly more torque in the heart of the powerband, from
3000 to 5000 rpm. The new 1130 cc twin has more than 65 lb.-ft. on tap from
3000 to 6500 rpm. This means that in the toughest going, even the slightest
twist of the wrist evokes a smooth, tractable response exactly when it's
needed.
Capping this engine is a pair of
magnesium valve covers, borrowed from the new R 1100 S. Mounted below the
headlamps, the larger oil-cooler from the R 1100 RT keeps the engine's
temperature in check, while a new aluminum skidplate protects the crankcase
from more concrete threats. The GS also sports the S's hydraulic clutch and
smooth-shifting six-speed gearbox, its top ratio reshuffled to provide
smoother highway cruising. Compared to the old GS five-speed, ratios one
through five are more closely spaced, while the added overdrive sixth lowers
engine rpm at high speed.
The R 1150 GS CHASSIS: RETAINED
AND REVISED
Perhaps the most obvious change on
the new GS — aside from its asymmetrical headlamps — is the Light Telelever,
which first appeared on the R 1100 S. The lowers consist of extruded aluminum
tubes with cast axle-caps and are lighter and stronger than the previous
cast-aluminum parts. Overall, the assembled sliders provide a three-pound
reduction in unsprung weight over the originals, which improves both on- and
off-road handling on the R 1150 GS. As before, the fork tubes are mounted to
the upper triple clamp with flexible bushings so that the handlebars do not
tilt during suspension movement.
The new GS retains the basic
three-piece frame concept of the original R259 Boxers, although the new
transmission required changes at the rear mounting point for the Paralever.
The transmission casting has been bolstered at the swingarm pivots, and the
steel-tube rear subframe itself is reinforced as well. New cast-aluminum
footpeg mounts provide additional support.
A slightly shorter swingarm (506
mm instead of 520 mm) handles the rear suspension. Despite the changes front
and rear, suspension travel is the same, at 7.41 inches front and 7.48 inches
at the rear. Also virtually unchanged, the GS's brakes include the four-piston
Brembo front calipers and 12.0-inch diameter discs of the R 1100 GS, paired
with a two-piston caliper and 10.9-inch rotor at the rear. ABS II remains
standard equipment, with special circuitry that allows the rider to disable
the system for off-road use. BMW's unique Cross Spoke wheels also return on
the R 1150 GS.
THE GS BODYWORK: THE FAMILIAR
DIFFERENCES
The GS has never been a part of
the mainstream, and the styling of the R 1150 GS again sets it apart, both
from other motorcycles and its predecessors. A pair of asymmetrical headlamps
provide a familial connection with the new R 1100 S and offer superlative
lighting. The bike's high mounted front fender visually ties the bike to the
previous R 1100 GS. Its distinctive shape does more than merely deflect
off-road flotsam, however, as it also routes air into the oil-cooler below the
headlamps.
A new instrument panel sits behind
those lights, capped by a short but effective windshield. The shield offers
three rake adjustments or can be removed entirely. The GS's fuel tank returns
unchanged, as does its two-piece saddle. As before, the pilot's portion offers
two seat heights, 33.1 or 33.9 inches. Removing the passenger section reveals
a larger luggage rack for solo riding.
Electrically-heated handgrips with
two temperature levels are standard on the new R 1150 G, as are the latest
generation of left and right handlebar switches and controls. Also
distinguishing the new GS from its predecessors are three new colors: Night
Black, Mandarin, and Titanium Silver Metallic, the first metallic color used
on a GS. Setting the bike off from its competitors, the R 1150 includes a
number of standard items other manufacturers provide only as options — if at
all. These include a centerstand, a 12-volt accessory outlet and the best
toolkit in the business.
OPTIONS AND ACCESSORIES: MAKING IT
YOUR OWN
As with any BMW, the R 1150 GS
offers a wide range of options and accessories to make life on road or off
just that much more pleasant. Those who take their adventure-touring very
seriously can equip the new GS with BMW's lockable Integral saddlebags, as
well as a newly designed tankbag. Similarly, an all-new Twin Bag can carry an
additional 30 Litresof gear, on or off the bike.
Other options include two types of
equipment to offer cylinder protection in the event of a tipover, a lower
height seat for the rider (30mm lower), a 35-liter topcase, removable inner
bags for the topcase and saddlebags, and an anti-theft alarm to protect the
bike from warm-blooded threats.
From BMWUSAcycles.com July 1999
Any corrections or more information on these motorcycles will be kindly appreciated.