BMW R100GS Paris Dakar

BMW R100GS Paris Dakar
Manufacturer	BMW
Production	1988 -89
Engine	Four stroke, two cylinder horizontally opposed Boxer, 2 valves per cylinder
Compression ratio	8.5:1
Top Speed	176 km/h / 109 mph
Ignition	Electronic ignition, Bosch
Transmission	5 Speed
Frame	Double loop tubular frame with bolt on rear section
Suspension	Front: Telescopic fork with hydraulic shock absorber. Rear: Paralever adjustable preload, rebound damping compression
Brakes	Front: Single ∅285mm disc, 2 piston caliper Rear: ∅200 Drum
Front Tire	90/90-21
Rear Tire	130/80-17
Wheelbase	1514 mm / 59.6 in
Seat Height	850 mm / 33.5 in
Weight	236 kg / 519 lbs (wet)
Fuel Capacity	35 L / 8.1 US gal
Manuals	Service Manual

It could reach a top speed of 176 km/h / 109 mph.

Engine

The engine was a Air cooled cooled Four stroke, two cylinder horizontally opposed Boxer, 2 valves per cylinder. The engine featured a 8.5:1 compression ratio.

Drive

Power was moderated via the Dry single plate, with diaphragm spring.

Chassis

It came with a 90/90-21 front tire and a 130/80-17 rear tire. Stopping was achieved via Single ∅285mm disc, 2 piston caliper in the front and a ∅200 Drum in the rear. The front suspension was a Telescopic fork with hydraulic shock absorber. while the rear was equipped with a Paralever adjustable preload, rebound damping compression. The R100GS Paris Dakar was fitted with a 35 L / 8.1 US gal fuel tank. The wheelbase was 1514 mm / 59.6 in long.

Photos

Overview

BMW R 100GS Paris Dakar

In the 1980, BMW began an unlikely assosiation with the Paris Dakar Rally. At that time, the then 2 year old rally had been dominated by some rather uncommon machines: hand prepared BMW Airhead boxers. The demands of the Sahara were too great for the average dirt bike of the time. What was needed to win was a stone reliable machine with great range. To answer that question, teams prepared motorcycles that were largely stock, right down to their factory Bing or Dellorto carburetors. Yes, they ran more efficient air cleaners and open exhausts but power does not win Dakar, reliability and consistent performance does. The frames were reinforced, swingarms were lengthened and long travel shocks installed. The best forks and brakes of the day were pulled from KTM motocross bikes and installed on the BMW desert sleds. To finish the machine off, huge fuel tanks were fitted. Some of these hand hammered aluminum tanks held more than 11 gallons (US) of fuel. Of course the well known BMW shaft drive was largely impervious to the 5000+ miles of sand each machine would face. Yes, it was heavy but it was stone reliable and easy to maintain and that's what it took to win Dakar. Gaston Rahier and others rode these beasts to win after win. Yes, other bikes were faster or lighter but in the end, the reliability and the comfortable pace maintained by the BMW's eventually dominated.

BMW Accidentally Creates a New Genre of Motorcycling

To celebrate this achievement, BMW built Paris Dakar commemoritave bikes beginning in 1981. Labled the BMW R80GS, the bike featured white paint and a color scheme strangely reminescent of the rally bikes. It was basically a doctored R80 with longer travel suspension and high fenders. It also featured an uncommon feature for the day: a single sided swingarm. Labled the "MonoLever" it housed the ring & pinion in the right side of the swingarm. On the opposite side of the wheel, three lug bolts secured the wheel to the ring gear. The GS didn't really offer more fuel capacity or serious off-road capability but just as the 1975 GL1000 Gold Wing accidentally became the touring standard, the little GS invented a new segment of the market previously ignored: Adventure Touring. Imagine touring for days on paved roads, only to see a gravel road meanering off into the mountains--a gravel road you don't dare take your plastic wrapped touring barge onto. That's the market the R80GS was destined to dominate.

The BMW R80 GS enjoyed a small but rabidly enthusiastic and growing market. It continued largely unaltered from 1981 through 1987. In 1988, the machine recieved its first major revamp becoming the R100GS. We have a "Bumblebeemer" example of the 1988 model year here. The 1988 upgrade included a displacement bump from 800 to a full 1000cc's. The 800cc displacement was still available outside the United States albeit, with the newer chassis and styling. The new bike featured longer travel, stiffer front forks and another upgrade to the rear suspension, becoming the Paralever. This new system floated the ring & pinion housing with a torque arm, virtually eliminating the characteristic shaft drive pogo-effect while transitioning the throttle. This bike inched closer still to the BMW rally bikes that had also enjoyed continued success over in Africa.

1990 was to see the introduction of an official "Paris Dakar" conversion kit. This kit included a 9.0 gallon nylon fuel tank, a steel 'roo-bar' around a new fixed headlight assembly and instrument cluster with tachometer. Underneath, larger, vented skid plates attached to both the engine and the centerstand. A plastic fender extension--looking every bit like a childs sand shovel--added length to the front fender. Later in 1990, BMW began offering the 'kit' on factory motorcycles and labled it the R100GS/Paris Dakar. The factory bikes also included the factory BMW hard bags as standard equpment, as well as heated grips.

I vividly remember reading Bill Stermer's article in 1990 reviewing the new machine, as well as Clement Salvadori's awesome trip through Engineer Pass in Colorado. You didn't have to be a fan of the Paris Dakar Rally to see why this bike was so alluring. With its plush, long travel suspension, honest 300 mile range (before you start LOOKING for gas) and factory hard luggage, the big boxer quickly became a favorite among street-going BMW fanatics. Never mind taking it off road, this was a GREAT road bike. It quickly became one of BMW's best selling models and to this day, it is often argued to be the very best all-around Airhead BMW ever made. In later years, the Paris Dakar name had to be dropped due to licensing issues with the rally organizers so it was simply shortened to PD.

Source

Make Model	BMW R 100GS Paris Dakar
Year	1988 -89
Engine Type	Four stroke, two cylinder horizontally opposed Boxer, 2 valves per cylinder
Displacement	980 cc / 59.8 cu in.
Bore X Stroke	94 x 70.6 mm
Cooling System	Air cooled
Compression	8.5:1
Induction	2 x Bing carburetors
Ignition	Electronic ignition, Bosch
Alternator	Bosch 12V/280 W
Starting	Electric
Max Power	44 kW / 60 hp @ 6500 rpm
Max Power Rear Tire	41.7 kW / 56 hp @ 6500 rpm
Max Torque	76 Nm / 7.75 kgf-m / 56 ft-lb @ 3750 rpm
Clutch	Dry single plate, with diaphragm spring
Transmission	5 Speed
Gear Ratio	1st 4.40 / 2nd 2.86 / 3rd 2.07 / 4th 1.67 / 5th 1.50:1
Rear Wheel Ratio	1:3.09
Bevel / Crown Wheel	11/34 teeth
Final Drive	Shaft
Frame	Double loop tubular frame with bolt on rear section
Front Suspension	Telescopic fork with hydraulic shock absorber.
Front Wheel Travel	225 mm / 8.8 in
Rear Suspension	Paralever adjustable preload, rebound damping compression
Rear Wheel Travel	180 mm / 7.0 in
Front Brakes	Single ∅285mm disc, 2 piston caliper
Rear Brakes	∅200 Drum
Front Wheel	1.85 - 21 MTH 2
Rear Wheel	2.50 - 17 MTH 2
Front Tire	90/90-21
Rear Tire	130/80-17
Dimensions	Length 2290 mm / 90.1 in Width 1000 mm / 39.3 in Height 1165 mm / 45.8 in
Wheelbase	1514 mm / 59.6 in
Seat Height	850 mm / 33.5 in
Ground Clearance	200 mm / 7.9 in
Wet Weight	236 kg / 519 lbs
Fuel Capacity	35 L / 8.1 US gal
Average Consumption	7.1 L/100 km / 14 km/l / 33 US mpg
Braking 60 Km/h - 0	15.3 m / 50.2 ft
Braking 100 Km/h - 0	44.8 m / 147 ft
Standing ¼ Mile	13.1 sec / 158 km/h / 98 mph
Top Speed	176 km/h / 109 mph
Road Test	Adventure Group Test Motosprint 1989 Adventure Group test Motosprint 1990

External Links

• http://www.cifumotorsports.com/mc/1995bmwpd/index.html