1994 BMW R1100RSA (sport-touring): BMW's long awaited type 259 boxer twin motor makes it to the public in a bike with the latest running gear. Description: Three color schemes: Red with charcoal seat, Pearl with a mint green seat, turquoise with charcoal seat. Comes with antilock brakes. Has a partial coverage sport-touring fairing. The L model has a rider info display and lowers on the fairing. Adjustable windshield, adjustable handlebars, 3 position seat. Saddlebag MOUNTS come standard. Pricing: List price is $13,090 for the RSA, $13,990 for the RSL. I got a LARGE unexpected discount on my L model, some $1,200 under list. Bags run about $500. History: Bought it new after riding the test article. Modifications: BMW saddle bags for it. Very nice cases, with an elegant mounting system. Opinion: I like it more the more I ride it. See review below. Cautions: This one will seriously damage your checkbook. Name (Email address) : Neil Kirby ( nak@archie.cbusa.att.com ) [July 93] Riding Impression: The BMW R1100RS. Today I got to test ride a BMW R1100RSA. Overall impression: Very nice bike. Impressive for a twin. Let's hear it for highly adjustable bikes. Also for wide powerbands with lots of power and torque everywhere. And modern handling and brakes. I own a 1984 R100RS and much of the comparison is between that bike and the new one. I hate the old style RS bars, which are mandated by the fairing. So one of the big questions about the new RS was, "How comfortable is the seating/bar/peg setup?" Power and other considerations were secondary to that major question - If I had more comfortable bars on my old bike, I'd keep it. So the nice guys at Honda/BMW Northwest let me test ride their new (61 miles on it) R1100RSA. The bars were adjusted forward and in the middle angle mark. The seat was full tall. I have a somewhat longish inseam and the seat was high enough for me to not quite be able to put both heels flat. Almost, but not quite. The pegs are further back and higher than I'm used to. Not uncomfortably so, but I suspect that on long trips it might matter. The shifter was thus set about 30 degrees below horizontal, much like my old RD Yamaha. And so I set out. In a nutshell, set up this way, the bike was much better than what I have, but not worth buying. [This changed later, read on.] Having settled the comfort matters, I decided to entertain myself with the other delights available on this machine. I set off at a slow pace, keeping plenty of assured clear distance between me and the sherrif in the cage ahead of me. I rode down a side road and into a parking lot. In the lot (it was lunch time), another biker waved at me and pointed out the bike to all his co-workers. At parking lot speeds, the only problem I had was that I was used to my old bike. This bike handles tons better. EXTREMELY LIGHT STEERING AT THE BARS. The slightest thoughts of countersteering brought immeadiate results. No tendency to fall into the corner. No change in line under changing throttle. It does have some driveline lash if you shut the throttles and then open them up again without being smooth. NO SHAFT EFFECT! Keeping tabs on speed in-town takes a bit of work. There's a lot of numbers close together on the speedo. And the bike will jump 5 or 10 mph without bothering to tell you that you asked it to. Lots of smooth, low end torque. It was a task keeping it at or below 35 MPH. A wee bit of throttle means 40 and then 45 in the time it takes you to look down. Having gotten away from Mr. Polezi, I wandered the winding (not really twisty) roads. The bike seems to steer best with the knees. Rather than cut and thrust with the bars it was easier to lean this way and that, almost like waltzing. The bike does have some mass, and possibly a higher CG than my old bike. With the light steering you don't feel the mass when you change your line, but you do feel it when bumps and such refuse to budge it off the line you have picked. If all this is an artifact of the tele-lever front end, I'm all for it. I then headed for the freeway. On the way there, I realized that I hadn't been feeling road bumps that much. I ran over some reflectors and the suspension just ate them up with hardly the slightest movement at the bars. No stiction on this bike. It eats bumps. The light to the ramp changed as I got to it, and since I was on somebody else's bike, and there was a cage in the cross lane already rolling, I hit the brakes hard. In this situation, my old bike would have done a credible imitation of dropping to it's knees and praying to the great gods Brembo and Continental for a swift stop - the old R100RS is a notorious nose-diver under hard braking. Not so today. I brought it to a stop very quickly - and being new to the bike I was on the rear hard enough to cycle the ABS a few cycles. Nice feature. On ramp acceleration is extremely pleasing. I whacked open the throttles and was instantly rewarded with 75 MPH when what I was expecting was 65 after an upshift. It'll stomp an R100 in roll on contests, even if the R100 has been leaned on slightly. The engine is happy to run 3,500 RPM at freeway speeds if you upshift. Holding 65 MPH is easy, holding it back to that is best done via an upshift to let it lope along. Very nice freeway manners, at least for the few miles I put on it. It seemed too loud (air noise) on the highway, but later I realized that I had the windshield set to full up. [more on that later] So I took it back to the dealer and we set the seat down to the middle notch so that I could easily flat heel both feet on the pavement. We brought the bars all the way back and kept the same angle. I set off again. The bars were now much more to my liking. The lower seat, while fine for keeping me from dropping some one else's bike, made the pegs too high for long term riding. The total fit was now sufficiently better to make the bike worth buying. I headed out again. Having gotten used to the bike now, I realized that it cornered much better than I had been willing to trust it for. Manuevers from my peg-scraping days on my Yamaha RD350 came to mind but I made sure not to try anything rash. My suspicion is that the new R1100 corners like most modern sporting machinery - very well, much better than almost all 70s bikes and numerous 80s bikes. [Note: while I can't comment about other modern sport bikes, longer term exposure has confirmed that this is one very sure footed bike. Today I took a corner I've been working on at 40 MPH. I keep working that speed up gradually with no end in sight. In a cage that's a 25 MPH corner. I still am getting used to the idea that I have that much rubber on the road. I'm still working on cornering it hard enough to wear the inside bands of new-tire nubbies off, much less the outer ones. Right now I'm using about half the lean available to scrub that first row off. The outer row is near the limits and I may never get that far on such an expensive bike.] The engine is a real joy. This thing has power everywhere, over a wide band. It's quiet and has little to no vibration, so you have to look at the speedo if staying anywhere near posted limits is part of your game plan. I decided that I'm going to have to be careful if I get one, so that I don't endanger my insurance rates and license with this very willing accomplice. [It's really easy to cruise at 65 to 75 MPH.] I took another run towards the freeway. A BDI cager cut in front of me on the way and I hit the brakes hard. I tried to lock the front to get the ABS to cycle, but it stopped before I could get it to happen. Such maneuvers will have your anatomy pressed hard into the tank before the ABS decides to help. The front dual disks and radial tire have a whole lot of stopping power. I adjusted the windscreen, since it had been too noisy in full up position and lo and behold, things got very nicely quiet at the head level. I was impressed that such a small bit of windshield could be so effective. [later note: proper adjustment gets rid of the turbulent flow noise and buffeting. I need two more inches of height to put my helmet in the nice quiet laminar flow area. Ducking way down would also do it. This bike is one for laying on the tank with your feet on the passenger pegs while at extreme speed. Further experiments show that with the screen in one of the upper spots I'm OK at 55 to 65 MPH but at 75 the airflow breaks up] The total freeway impression was that like most BMWs, it is smooth on the highway but life really begins at 75 MPH. One day I may take it up above 75 for extended periods to further evaluate. The mirrors give you a decent view - no shoulders and elbows. The sidestand is not self-retracting like I'm used to. Deploy it and the engine dies, though. It seems short and leans the bike what seems like too much (maybe they over corrected the evil sidestand of the old boxer). The centerstand is a joy to deploy. Step on the step part and pull on the handle and voila' ! So much easier that an old boxer. [I now routinely deploy the mainstand from the saddle!] So I took it back an ordered an R1100RSL. It has the full fairing and the rider info display (clock, oil temp, etc). Mine will be red with the charcoal seat. The green seat on the test model looks pretty ugly on the otherwise very nice looking white bike. Mine is due in late July, at which point anybody with $3,000 can have my R100RS. [sold] I wouldn't have ordered it if it wasn't adjustable. All bikes should fit as well as this one does when properly setup. BMW is finally caught up or ahead of the game again in some features: Telelever, ABS II, fuel injection, adjustable ergonomics and paralever are for the 90's R1100 what alloy wheels, triple disks, quartz headlights, sport touring fairing with bags, shaft drive and Fiamm horns were for the R100RS in the late seventies. It still is a hell of a whack to the checkbook, though. ---- a few days later A couple of notes that got missed: The fairing is much more abbreviated. In between rides I was roasting in my Aerostitch suit. When I set out, I noted that I was getting a breeze up the cuffs - something that never happens in an R100RS, with the big bulges to tuck your hands in prevent wind entry. You sit in it, not on it. The bars seem higher since the seat is lower and the pegs farther back. The fuel tank is much narrower at the base, meaning it fits better. It is angled correctly for legs and knees. The old boxer RS is blocky at the base of the tank, which is uncomfortable if you slide forward, as I often do. I was much better in tuned to the new bike. It's a 90s bike. The fairing is much smaller. The definition of sporting in the sport touring realm has changed. I'll re-post on the touring side after I get mine, put the bags on it, and take it for a few hours ride. -- Neil Kirby DoD #0783 nak@archie.cbusa.att.com AT&T Bell Labs Columbus OH USA (614) 860-5304 It's very red. It's very fast. And it's mine: 1994 R1100RSL ========================================================================== What with all the hype this bike has received, I thought you folks might like to hear some impartial :) impressions of this bike. I picked it up about a month ago from Cal BMW in Mt. View, Calif. Silver with teal green seat (yah, I know, but what can you do? I'll probably get it re-covered in the next coupla months.) For reference: My second bike was a 87 Hurricane 600. (I had a UJM for 1 year before this bike.) I sold it after 5 years because I was becoming more interested in longer trips than in buzzing the local twisties and parking the bike. Plus it was a real pain in the ass to work on. My next bike was a BMW Paris-Dakar. I only owned this bike for a few months before I traded it. It didn't suit me because it was too big for me (I'm 5 ft 8 in) and I missed the power more than I thought I would. Besides, I never used the off-road capabilities of the bike, and didn't think that I would in the foreseeable future. What I use a bike for: short trips to Safeway et al., medium trips to work (I don't own a cage), longer trips around the Bay Area, and occasionally to Tahoe, etc. Range -- 2 mins. to 4-5 hours. I don't mean to write an autobiography here, but any review is only as useful as one's understanding of the writer's perspective. = = Engine: I have about 1200 miles on the bike now, and it has been running more smoothly than when new. I'm told that it will smooth out even more. Compared to the Hurricane, and particularly tto the P-D, the engine is very smooth. Mirror images are very smooth at all RPMs. This was particularly a problem on the P-D. I can hear you all saying, "I don't care how smooth it is. What'll it DO?" Well, I haven't topped it out, and probably won't, but I can tell you that it is nearly as quick as the Hurricane in terms of outright acceleration. It's kind of apples and oranges, since the BMW makes so much more HP down low, and the Hurricane makes about the same up high (and is ~70 lbs lighter). There is a drastic difference in delivery, though. Where accelerating on the Hurricane left me feeling like I was hurtling out of control to the next corner, the BMW has a much more gradual delivery. The power is certainly there, it just doesn't feel like it's working hard, and it doesn't all come on at once. Very nice. The engine is well suited to my riding style -- I tend to not accelerate much between curves, and not slow down much for them either. Compared to the P-D: not much of a comparison, IMHO. The R1100 feels just as strong down low, but just builds from 4000 rpm in a way the old engine never could. The old engine is more "charming". They really don't feel like they're the same kind of engine; the R1100 is Much smoother, idles and runs well when cold, and feels more responsive. Suspension: I have to say that I am very impressed with the Telelever. Even though it has no adjustments, it seems to fit me perfectly. It is very supple and soaks up bumps in straights and corners nicely, yet doesn't wallow in corners. It really shines under braking, since there is very little dive, the suspension still reacts to bumps, and there is no change in geometry. And no more dings in the fork tubes! The rear is a little too stiff for me. I guess I weigh about 150 with all my riding gear on. Mike Corbin said he thought that the damping was overwhelmed with 2 people plus luggage. I haven't tried this personally. He also said that Works performance now has an adjustable shock for the front end. Some people have complained about the rubber mounted handlebars. I did not particularly care for them during my test ride. But once I picked up my bike, I've never even noticed them. No kidding. Brakes: Require less effort than the Hurricane's, but probably not more powerful. They are much better than the P-D's brakes, but that is not really a fair comparison. The best part, as I said, is that there is minimal dive. The feeling of control while braking is great. Even under hard braking, you can see the fork tubes reacting to minor pavement imperfections. You know those turns where the pavement gets rippled just before the turn from trucks and cages slowing down? They are a perfect demonstration of the telelever. The bumps get soaked up, even when you are on the brakes. I won't be too surprised if my front tire wears out first, since hard braking is such a pleasure on this bike! ABS: I've only actuated the front ABS once -- going about 5-10 mph heading into a downhill right hand turn; damp road. (for Bay area locals, Tunitas Creek Road) I don't know if it saved my bacon, but I sure didn't mind. I can actuate the rear ABS pretty easily: just tromp on the brakes in the cement parking garage. The rear wheel chirps, then I feel and hear the ABS relieve the pressure on the brakes. The ABS does a self-check every once in a while when you pull away from a stop. For the first hundred miles, you keep thinking that you've run over something. I got used to it pretty quickly, and you learn what it sounds like. You don't ignore it, you just are attuned to it. Comfort and convenience: The saddlebags are supposed to be about the same volume as the larger bag I had on the P-D, but they BARELY contain my XL Arai. The upside is that they look not too bad on the bike and don't seem to cause aerodynamic uproar at sane speeds. They are very easy to take off and put on; one key, one latch for both. I got the Multivario tankbag too, but haven't used it yet. A real bummer since it cost US$300. It is of very high quality, though, and has a good and unobtrusive retention system. The adjustable ergonomics and windshield are a godsend, IMHO. I have a fairly short reach, so I've pulled the bars as close to me as possible. They're about perfect. The seat in its highest position is a little lower than it was on the P-D. In its lowest position, Ellen (my girlfriend) can ride the bike fairly easily. I usually leave the seat in the middle position. Legroom is OK for me, but would probably start to get a little cramped for someone much taller. The windscreen adjustment works well for me -- In its most upright position, I can duck slightly and the air goes totally over me. In its lowest position, the air gets dumped right at my head (nice on hot days). Problems and Nits: The bike has a stumbling/surging between 2500 and 3500 rpm at small throttle openings. Makes going downhill a little more difficult. The bike doesn't start on the first try. It always starts on the second try (and runs very well even when cold). Kari at Cal BMW thinks this may be due to crankcase emissions building up. It would be nice to have a 6-speed; the gears can be spaced too widely for very tight roads, and no single gear seems appropriate. Godfrey "DiCati" DiGiorgi noted this in his review as well. The front fender is too short; the underside of the bike gets dirty quickly. I would find rectangular mirrors more useful. I would like the front turn signals to be running lights (this can be done; Mark Bergman has done it). I would like a better horn than the single horn it has -- c'mon BMW, use the K1100LT horns! (I've bought Fiamms and will put them in if I can find room). I would like a maintenance free battery. (When reading all of this, keep in mind that I am by nature a nitpicker.) Some other random thoughts: There is a nice amount of room behind the passenger seat to store stuff. The headlight is GREAT -- better than the 90W / 100W I had on the Hurricane. I swear I can bubble the paint on cars in front of me with the high beam. 600 mile service cost me about US$300. I plan to do most of the servicing myself from now on. Hopefully a service manual will be available in the near future. The bike still burns oil, but that is normal for a BMW at 1200 miles. I've been assured of this by Mr. Oil himself, Ed Hackett. The R1100 is very quiet, much quieter than the P-D (no clacking) and MUCH quieter than the Hurricane. The 600 had a Kerker on it; Bill Johns and Jeff Earls can attest to its volume. I still think that the R1100 sounds like a motorcycle, though. Conveniences abound compared to the P-D. I can put the bike on the kickstand while I'm sitting on it. I can even put the bike on the CENTERSTAND while I'm sitting on it. The indicator lights don't disappear when the sun is behind you. Oil checking and adding is ridiculously easy. Probably the easiest bike I've seen for adding oil -- the filler hole is way out at the end of the left cylinder. There is a window to check the level. And compared to the Hurricane -- no chain to adjust & lube (spline lube at 40k miles, I'm told), valves & plugs are out in the open (and half as many!). I've had the fairings off, and they're mostly held on with 1/4 turn fasteners and industrial strength velcro. They come off quickly. Refueling is easy -- the Calif. emissions foreskin fits into a well on the gas tank. Just shove it in and pump. uh, er... The quality of my writing seems to be dropping rapidly, so I guess I'll shut up. Would I recommend this bike to a friend? Absolutely, as long as they didn't expect sheer perfection for their 13000 bucks. The bike is a little quirky, but remarkably competent. And Fun! --- Brad Hepler bdhepler@leland.stanford.edu BMW R1100RS