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{{ | {{Infobox Motorcycle | ||
|name = BMW R100R | |||
|name = BMW R100R | |image = | ||
| | |aka = | ||
|aka = | |manufacturer = [[BMW]] | ||
|manufacturer = BMW | |parent_company = | ||
|parent_company = | |production = 92-95 | ||
|production = | |model_year = | ||
|model_year = | |predecessor = | ||
|predecessor = | |successor = | ||
|successor = | |class = | ||
|class = | |engine = | ||
|engine = | |bore_stroke = | ||
|bore_stroke = | |compression = | ||
|compression = | |top_speed = | ||
|top_speed = | |power = | ||
|power = | |torque = | ||
|torque = | |ignition = | ||
|ignition = | |spark_plug = {{sparkplug|BP6ES}} '92-95 | ||
|spark_plug = {{sparkplug| | |battery = {{battery|53030}} '92-95 | ||
|battery = {{battery| | |transmission = | ||
|transmission = | |frame = | ||
|suspension = | |||
|brakes = | |||
|front_tire = {{tire|110/80-18}} '92-95 | |||
|frame = | |rear_tire = {{tire|140/80-17}} '92-95 | ||
|suspension = | |rake_trail = | ||
|wheelbase = | |||
|brakes = | |length = | ||
|front_tire = {{tire|110/80-18}} | |width = | ||
|rear_tire = {{tire|140/80-17}} | |height = | ||
|rake_trail = | |seat_height = | ||
|wheelbase = | |dry_weight = | ||
|length = | |wet_weight = | ||
|width = | |fuel_capacity = | ||
|height = | |oil_capacity = | ||
|seat_height = | |fuel_consumption = | ||
|dry_weight = | |turning_radius = | ||
|wet_weight = | |related = | ||
|fuel_capacity = | |competition = | ||
|oil_capacity = | }} | ||
|fuel_consumption = | The '''[[BMW]] R100R''' is a BMW standard type motorcycle. | ||
|turning_radius = | |||
|related = | |||
|competition = | |||
}} | |||
The '''[[BMW]] R100R | |||
==Description== | ==Description== | ||
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Unofficially, all the horizontally opposed flat-twins (the Rs, aka boxers) are retro bikes anyway. Someone needed to say it out loud, that's all, which, with a liquid-cooled four-valve flat-twin due to launch next year, BMW can now do — cashing in on the stampede for modern classics in the process. There is, however, more to the R100R than a junked fairing and wire wheels. At 20 paces it's a random bitsa, at ten it's a R100GS trailie wearing street running gear and chrome. Not quite [[Supermotard]] but not full-blown retro either. | Unofficially, all the horizontally opposed flat-twins (the Rs, aka boxers) are retro bikes anyway. Someone needed to say it out loud, that's all, which, with a liquid-cooled four-valve flat-twin due to launch next year, BMW can now do — cashing in on the stampede for modern classics in the process. There is, however, more to the R100R than a junked fairing and wire wheels. At 20 paces it's a random bitsa, at ten it's a R100GS trailie wearing street running gear and chrome. Not quite [[Supermotard]] but not full-blown retro either. | ||
That monolith beneath the tank is 980cc of Paris-Dakar inspired GS motor and five-speed gearbox. It gets GS big-bore carbs (other street Rs have 32mm | That monolith beneath the tank is 980cc of Paris-Dakar inspired GS motor and five-speed gearbox. It gets GS big-bore carbs (other street Rs have 32mm Bings) and a smidgen more torque than the R100RS/RT — 60 snoozey bhp at 6500rpm, 56 fat lb.ft at just 3750rpm. The double-loop steel frame is GS, too: same laid-back wheelbase (longer than street Rs), same trailie rake and trail but with 18 and 17 inch wheels, road suspension and narrow bars (because the suffix R is for "road"). | ||
The forks, so often too long and soft on BMWs, are not only Japanese but have recalculated spring and damping rates over much reduced travel 135mm compared to the R100RS' 175mm. The rear unit has a longer than normal stroke but is adjustable for rebound damping as well as preload. GS/K1 Paralever, the double-jointed swing-arm/drive shaft which effectively reduces torque-induced pitching, finds its way onto a pure-roads R for the first time. It has the lowest of all BMW seat heights and only the plain R80 weighs less fuelled up — and that hasn't a capacious 24 litre tank swiped from a GS and given a golden oldie amethyst paint job. | The forks, so often too long and soft on BMWs, are not only Japanese but have recalculated spring and damping rates over much reduced travel 135mm compared to the R100RS' 175mm. The rear unit has a longer than normal stroke but is adjustable for rebound damping as well as preload. GS/K1 Paralever, the double-jointed swing-arm/drive shaft which effectively reduces torque-induced pitching, finds its way onto a pure-roads R for the first time. It has the lowest of all BMW seat heights and only the plain R80 weighs less fuelled up — and that hasn't a capacious 24 litre tank swiped from a GS and given a golden oldie amethyst paint job. | ||
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As the days rolled by, as always happens with me and boxers, my hate mellowed into disinterest into respect. Miles on boxers are always well rewarded. | As the days rolled by, as always happens with me and boxers, my hate mellowed into disinterest into respect. Miles on boxers are always well rewarded. | ||
The engine and its drivetrain crave affection. Once its been given max' choke and seven or 16 protracted blasts on the starter (the battery is indefatigable) it slogs away in its frame, like all good twins should. It chuffs dry and tappety, pulling to the right in reaction to its shaft and flywheel but now fails to | The engine and its drivetrain crave affection. Once its been given max' choke and seven or 16 protracted blasts on the starter (the battery is indefatigable) it slogs away in its frame, like all good twins should. It chuffs dry and tappety, pulling to the right in reaction to its shaft and flywheel but now fails to squat on the tarmac like those venerable pre-Paralever police BMs. Accelerating from tickover (which vanished after speed testing) brings a lumpy judder, then a brief vibration at 3000rpm before moving into its calmer waters. Before 4000rpm are showing on an excru-tiatingly slow tacho, torque has peaked and begun to drift slowly downwards as power climbs steadily towards 6500rpm. | ||
The tachometer zones are clearly defined: 1500rpm to 3500rpm: rough and gutsy urban punch; 3500 to 4500: lusty and smooth and where the tacho gravitates to on sub-75mph twisties; 4500 to 6000: same eager acceleration but with charm disappearing in direct proportion to rising revs, now droning like a DC-10; 6000 to 6500: noisy, should have shortshifted ages ago but there's a Golf ahead that demands a seeing to and power's still flowing; 6500 to deep into the red: shouldn't be doing this, pegs and bars are beginning to tingle, it's getting hot, the oil-cooler seems to be obscured by the mudguard, it's undergeared, my arms, neck and stomach muscles are indeed enjoying a good work-out. | The tachometer zones are clearly defined: 1500rpm to 3500rpm: rough and gutsy urban punch; 3500 to 4500: lusty and smooth and where the tacho gravitates to on sub-75mph twisties; 4500 to 6000: same eager acceleration but with charm disappearing in direct proportion to rising revs, now droning like a DC-10; 6000 to 6500: noisy, should have shortshifted ages ago but there's a Golf ahead that demands a seeing to and power's still flowing; 6500 to deep into the red: shouldn't be doing this, pegs and bars are beginning to tingle, it's getting hot, the oil-cooler seems to be obscured by the mudguard, it's undergeared, my arms, neck and stomach muscles are indeed enjoying a good work-out. | ||
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Revs and redlines just aren't its bag. It's a lazy old carthorse that will break into a gallop only if it's bullied. Response is suitably languid it likes a squirt of throttle and second-third-fourth shortshifts, which save a second bite at the throttle and drop it back into the lust zone. The box is lazy too — slow and sometimes stiff with a long throw — while the cable clutch (as opposed to the clutch lever) is light but barely breaks drive. Try booting it up one on falling revs and you'll probably fail; get the revs wrong on a downchange and the back end hops about. Neutral is difficult for the same reason, third goes missing, yet...what a great gearbox. It's fun, erm, a real rider's box. Don't ask, it just is. | Revs and redlines just aren't its bag. It's a lazy old carthorse that will break into a gallop only if it's bullied. Response is suitably languid it likes a squirt of throttle and second-third-fourth shortshifts, which save a second bite at the throttle and drop it back into the lust zone. The box is lazy too — slow and sometimes stiff with a long throw — while the cable clutch (as opposed to the clutch lever) is light but barely breaks drive. Try booting it up one on falling revs and you'll probably fail; get the revs wrong on a downchange and the back end hops about. Neutral is difficult for the same reason, third goes missing, yet...what a great gearbox. It's fun, erm, a real rider's box. Don't ask, it just is. | ||
The effect that lot has on the rest of the bike is boxer legend. Everything from the seat, which cushions and supports like a trooper, to the fork's and rear shock's early movement is soft and squidgey. An attacked throttle followed by an upshift invites an exchange between front and rear suspension. As the throttle's backed off, the shock unloads onto the forks which do a little shimmy before sending another message rearwards. On slow turns, like roundabouts, a snatched handful can pull the bike up and offline on lefts, or make it fall into the curb on rights. Back off mid-corner with the bars held loosely and they'll try to shake themselves free of that dreadful switchgear. | The effect that lot has on the rest of the bike is boxer legend. Everything from the seat, which cushions and supports like a trooper, to the fork's and rear shock's early movement is soft and squidgey. An attacked throttle followed by an upshift invites an exchange between front and rear suspension. As the throttle's backed off, the shock unloads onto the forks which do a little shimmy before sending another message rearwards. On slow turns, like roundabouts, a snatched handful can pull the bike up and offline on lefts, or make it fall into the curb on rights. Back off mid-corner with the bars held loosely and they'll try to shake themselves free of that dreadful switchgear. Blip the throttle on the way into second gear turns and the torque reaction nudges you sideways. | ||
Unlike the keys and switchgear, this isn't annoying it's genuine character and holly enjoyable. But it does mean that steering accuracy is hardly its forte. Understeer, oversteer and, above 80mph, straining arms make general aiming the order of the day. It bowls along on its trailie geometry — stable (so long as the bars aren't held in a death grip), feeling just like big trailies do with much reduced leverage because of those narrow bars. Speed steering is obviously slow, real underwater biking, and takes enough effort to keep you warm in winter. The trick on sweepers is to brake early then to turn on a constant or gradually opening throttle. That way it stays neutral enough and vice free —- ask any copper the next time you're pulled. | Unlike the keys and switchgear, this isn't annoying it's genuine character and holly enjoyable. But it does mean that steering accuracy is hardly its forte. Understeer, oversteer and, above 80mph, straining arms make general aiming the order of the day. It bowls along on its trailie geometry — stable (so long as the bars aren't held in a death grip), feeling just like big trailies do with much reduced leverage because of those narrow bars. Speed steering is obviously slow, real underwater biking, and takes enough effort to keep you warm in winter. The trick on sweepers is to brake early then to turn on a constant or gradually opening throttle. That way it stays neutral enough and vice free —- ask any copper the next time you're pulled. | ||
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==Sources== | |||
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[[Category:BMW motorcycles|R100R, BMW]] | [[Category:BMW motorcycles|R100R, BMW]] | ||
[[Category:BMW R series]] | [[Category:BMW R series]] | ||