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.
Review
Los Angeles, January 7, 2000 -- Life is often a
set of compromises. For example, take politics. One presidential candidate
may be just what you were looking for as far as managing the economy, but he
or she may be a bit rigid on social issues. Then there is a candidate who
might share your cultural ideas but whose views on the economy may be
considered 19th century at best. Seems like you can't always get what you
want. Motorcycles are much the same. As soon as you find a bike that you
believe is your your personal Holy Grail, you notice that while it excels in
some areas in others it lacks, if not outright sucks. A great sportbike on
the racetrack is often miserable on the street, and don't you dare think
about commuting on it. Then there is the bike that has all the ingredients
to make a world-class tourer is terrible in the twisties and at track day.
Where do you turn, then, to find a motorcycle that fits you like your
comfortable, do-it-all tightie-whities you wore every day of your freshman
year of college? Indeed, you can't always get what you want.
But if you try sometimes, you just might find, you get what you need. BMW
thinks they have what you need with new for 2000 R1150 GS. They refer to the
GS as an "adventure-tourer," but just about any motorcycle has the potential
to become an "adventure-tourer."
Still, some motorcycles are better equipped than others for
"adventure-touring" and the GS may well be the Swiss Army knife of
two-wheeled motorized vehicles, not only able to do a bit of everything, but
score consistently above par. The Stats, Please More than 115,000 of BMW's
R-series GS models have been sold since it's introduction in 1980, so you
know they've done a thing or two right with this bike.
All BMW's roll out of the factory with the excellent Telelever front
suspension system that does away with nearly all of the front brake dive
found on other motorcycles. Another BMW exclusive is the Paralever
shaft-drive system designed to eliminate almost all of the harsh driveline
lash commonly found on high displacement, shaft-drive motorcycles. The 2000
R1150 GS comes to showroom floors with a redesign that makes the bike an
even more attractive option. Headlining the list of changes to its
fuel-injected, eight-valve motor is a new six-speed gearbox and an increase
in displacement from 1085 to 1130cc.
When combined with a new exhaust system and changes made to camshaft timing,
the alterations to the powertrain result in a claimed peak-power increase
from 80 to 85 hp and a slight increase in torque from 72 to 73 lbs/ft. The
GS has also been graced with a new, self-diagnosing Bosch Motronic MA 2.4
electronic management system, a larger oil cooler borrowed from the R1100 RT
and a new hydraulic clutch to better cope with the added ponies and new
transmission. Other chassis changes include a three-pound lighter Telelever
system sporting 7.1 inches of travel, re-inforced rear frame mounts, footpeg
supports and sturdier transmission housing where a shortened 506 mm
Paralever rear end bolts on in place of last year's 520 mm unit. This year's
standard features include a centerstand as well as saddlebag racks, hazard
warning flashers, a catalytic converter, heated grips and a 12 volt plug for
accessories.
Thanks to new body work and bolt-on bits, the most visually noticeable
change to the GS is its restyled appearance. In addition to the asymmetrical
twin headlamps, a three-position adjustable windshield and restyled upper
and lower fenders, the rider's cockpit received an entirely new dash panel
featuring a standard rider information display with a digital clock, fuel
and oil level gauges and gear indicator. Further adding to rider comfort is
the new, two-position (33.1 and 33.9 inches) adjustable seat height that
makes this relatively large bike a consideration for a few people who -- at
first glance -- might otherwise deem the bike too tall and cumbersome.
Primaries
Before we even began to ride this bike we were thumped hard by its looks.
While some of the staff thought the GS was extremely cool-looking and a
breed apart, one lone staffer here considered it "too utilitarian and too
functional looking."
Wherever you look, there's a conversation to be had about every square inch
of this bike. Like the R1100 GS, the new 1150 possesses strictly love-it or
leave-it looks.
The upper fender and headlight cluster give the bike a very distinguishable
duck-like snout while the Telelever front visually still takes getting used
to and the single-sided Paralever rear end makes the back of the bike look
empty, devoid of some necessary appliance; that is until you attach BMW's
almost flawless hard bag system that holds just about anything you could
ever need to stuff in a bag. These bags and their mounting system are the
best in the business. Whether you love or loathe the 1150 GS's looks, it
becomes a moot point after a tank of fuel has passed through the injectors.
On the road this motorcycle's esthetics, or lack there of, is forgotten as
you travel almost effortlessly down the boulevard, on the freeway, in the
twisties, through inclement weather over fire roads and across state lines.
The most noticeable differences between the new 1150 and the old R1100 GS
are the larger displacement motor and six-speed box. The additional
displacement teams with the new engine management system to deliver more
power and a more enjoyable ride in every situation, either rolling down an
interstate at 75 mph or blasting up a dirt road. Additional power is rarely
out of place unless it comes on abruptly or at inopportune times, and the GS
doesn't disappoint; it is so smooth and controllable that the extra oomph is
always welcome.
The new six-speed tranny is a huge plus in all situations: the ratios of the
first five gears have been tightened up and are great for around town and
canyon back roads, while the additional overdrive gear keeps the engine
speed down, making things smooth and economical on long stretches of
straight and boring road.
Matched with the hydraulic clutch, the excellent Paralever suspension and
the minimal amount of driveline lash that finds its way through the chassis,
the entire powertrain performs flawlessly. The gearbox is now, for the first
time on the GS, able to be rowed sans clutch and its engagement was solid
and predictable. Even when slipping the clutch heavily while threading
through traffic, it neither faded nor became grabby -- even when
intentionally abused.
We need to clarify something: The R1150GS bike is not a dirt bike, yet,
within reason, there's no fire or access road that cannot be competently
negotiated. A few of the guys at BMW's press fleet center even went so far
as to take a few GS's down to through Baja California to Cabo San Lucas,
Mexico, primarily on dirt roads that can only be negotiated successfully
with a Global Positioning System, the sun and a huge heaping of luck. Most
of the miles were on super-soft and silty roads and the GS's made it through
with less effort than initially expected. One of the riders even made the
trip two-up with his wife on the back. That's ballsy. And that's also saying
a lot about what is primarily a long-distance touring "street bike" and, of
course, "adventure
While the GS can handle just about any dirt road, it's real domain is the
highway, where at at least 98 percent of "adventure-touring" is done. If you
think you'll spend more than 10 percent of your time doing "real"
off-roading, look for another motorcycle. Ford Expeditions are not purchased
to explore every back road in existence, so don't plan on buying a R1150 GS
as a replacement for a true dual-sport. But when used as intended, there is
no better bike that comes to mind. Even when we rode two-up with our
beautiful significant others on board (pardon the brown-nosing, but you guys
understand) all it took was a few turns on the preload to tighten the
suspension and we were able to keep up easily with most of the Sunday
morning racer boys.
The new adjustable windscreen provided better weather protection than we
expected, given its diminutive size. But the new front end cosmetics take a
bit of getting used to. From the rider's point of view the instrument
cluster seems to be too distant; it's like looking at a computer screen on
someone else's desk.
Eventually we got used to the location and, after a few miles, it slipped
into our unconscious, at least until we needed information about the motor's
vitals in a split-second; then everything about the rider's cockpit makes
sense. It's very well laid out and easy to decipher at a quick glance. Also,
don't think the heated grips are foo-foo addition here.
On cold mornings we realized that, even if our bodies were cold, as long as
our hands were warm the ambient temperature didn't bother us. Maybe it's a
mind thing. Maybe it's a GS thing. The Telelever front end, however, is
still somewhat off-putting to the uninitiated. The lack of front brake dive
is an odd sensation that sometimes leads to a lack of trust in the front end
for some riders. After the first few miles, however, the awkWard feeling
goes away and complete faith in the front end is restored. In fact, we
learned to love the lack of front end dive, and, in particular, the way the
suspension soaks up all the road irregularities while staying up in its
travel even on the brakes. Other manufacturers have tried unconventional
front end suspension systems -- the Bimota Tesi and the Yamaha GTS come to
mind -- but neither of those worked nearly as well as BMW's. The other BMW
oddity, the ABS which so many people (including ourselves, admittedly)
dislike, is actually a welcomed addition. It's not as intrusive as ABS
systems found on other bikes and, for what the 1150 GS is designed --
touring, commuting and dirt-road riding -- it does nothing but bolster the
rider's already high level of confidence in the bike. Again, BMW has made us
wonder why these uncommon bits aren't more common among other manufacturers.
The Ballot is Cast
There's just something about the GS that we can't quite put our fingers on.
It's a feeling of imperviousness that only comes with riding a bike that can
do just about everything -- and do it well; whether it's dragging hard-parts
on a twisty paved road or seemingly floating over a rocky dirt-road, the GS
is in its element.
We the thought we'd nickname this bike Felix, as in Felix the Cat. Whatever
is in your way, this bike has something in its bag of tricks to deal with
it. That's a great feeling to have, be it in the middle of Downtown Los
Angeles or on some rural mountain road that's not found on any map.
It's also something that's not so much mechanical as it is a part of the
aura the bike possesses. And a bike's aura is not something that can be
engineered in as easily as it can be engineered out. It's a good thing BMW
has been doing this a while and knows when to leave well enough alone. After
all, life -- and motorcycles and politics -- is a high-wire walk where it's
all about balance.
The Year 2000 R1150 GS is so well balanced, if you make this bike your sole
pick for your personal "Garage Stablemate of the Year" -- you'll sleep well
at night. Every night. You made the right decision, dude.