The Progressive International Motorcycle Show is in Minneapolis over the weekend. I haven’t been to the show in a few years, mostly due to being somewhere warmer during the last few winters. This year’s show came about two months earlier than in past years. Who wasn’t there might have been as interesting as who was: Yamaha, for instance. Honda, BMW, Suzuki, Harley, and Indian all had fairly oversized displays of their usual suspects. Royal Enfield, oddly, was there, too. And that is IT. No Ducati, Triumph, KTM, Husquvarna, Aprilia, Vespa, Hyosung, Piaggio, Ural, Zero, Brammo, or any specialty sports manufacturers. Even the weird aftermarket and accessories vendors were mostly abscent.
I took a bunch of pictures and I’ll figure out how to post them here later, but mostly the crowd was blue-hairs and not many of those. I ran into one of my old students and when I complimented him on being the youngest non-sales person at the show, he burst my bubble by telling me he was with a television crew working on a show about aging motorcycle demographics and the decline of the motorcycle as a sport, recreational device, and/or transportation. The double-wow there was that this kid went through the hipster cafe racer fad about a decade ago and hasn’t owned a motorcycle since he managed to unload his hipster CX500 on an old guy.
Showing posts with label bmw. Show all posts
Showing posts with label bmw. Show all posts
Dec 9, 2017
Jan 24, 2014
Motorcycle Review: 2012 BMW R1200GS
Adventure Touring's Founding Father
All Rights Reserved © 2012 Thomas W. Day
 |
| I have no idea where this building was. I stumbled on it while wandering around the Minnesota River Valley. |
BMW was the first manufacturer to take the whole "adventure touring" genre seriously, in 1980 with the R80G/S model. Since then, BMW has been hammering this market with a collection of excellent on/off-road motorcycles ready for an adventure when the right owner comes along. In its odd way, the BMW GS bikes carry a special kind of prestige among motorcyclists and the bike-curious. Famous people like Neal Pert, Harrison Ford, Orlando Bloom, and Ewan McGregor and Charley Boorman have put the R1200GS in front of millions of television viewers and readers. The rest of us dream about hitting the right lottery numbers so we can be like Ewan and Charley. Two-and-a-half days on an R1200GS and I was almost ready to blow a couple of bucks on my own Power Ball delusion.
After being pleasantly surprised that I could swing a leg over our test bike, my next surprise was discovering that the boxer doesn't kick off instantly. You have to stick with the starter button long enough for all that mass to get swinging. When it first fires up, the motor tosses off an odd vibration and takes a few moments to settle into a comfortable low engine speed rumble. At low engine RPM's, the motor shakes the whole chassis in old fashioned twin style. The exhaust isn't loud, but it's not 2012 politically correct. It's noisy enough that you can blip the throttle to wake up a dozing cager at a stop light. Honestly, I liked the sound enough that popping the motor slightly just off-idle while I'm wasting time at a light was mildly entertaining. Cruising down the super-slab puts the motor at about 4krpm at 70mph. There is a lot of horsepower and torque left from that point to the bike's 8.5k redline. The EFI throttle mapping is aggressive and when you whack the throttle in gears 1-4, be ready to loft the front wheel. At BMW's estimated 42mpg, the 5-gallon tank could deliver a 200-mile range and while the EFI calculator claimed that I'd been getting 42-48mpg, my fuel receipts indicated that I got 32, 34, and 38mpg over almost 400 miles. Shifting is predictable, precise, and no unusual movement is required. Maybe to make the faithful feel comfortable with this radical modern concept, all of that great feel is accompanied with the historical Euro-primitive "clunk" sound on each shift, up or down. The rest of the power transmission is typically BMW.
The R1200GS handling is legendary for a reason. The bike instills confidence, on and off-pavement. The universal design of the GS is slightly slanted toward all sorts of civilized riding situations, the twistier the better. Still, the bike works better than 516 pounds should be expected to work off-road. The weight feels low and in most situations I barely noticed that it is a big bike. The BMW is a little scary in deep sand, but that's probably more me and $18k motorcycles than an actual deficiency. On the MSF course, the GS was maneuverable enough to handle all of the tight cornering exercises inside of the lines designed for our 250cc trainers.
The riding position with the low seat might be too constricted for taller riders, but BMW has several options with the stock seat that can lift the seated position another two inches. I was on the bike, almost non-stop for 200 miles, twice, and comfort was never an issue. In rough riding situations, standing on the pegs requires a little more rearward stance than I consider ideal, because of the big engine cases. It's not uncomfortable and it works, but it's a little restrictive. The skinny footpegs do not work for me. The little rubber insert is easily removed and should be tossed as far from the bike as possible at earliest convenience. Wider serrated pegs would be the first aftermarket piece I'd put on the GS. The bike's handling is predictable and only seems out of its element when you're not pushing it hard enough. Big semi divots in a dirt road are best taken hard and fast, while the usual Minnesota freeway engineering flaws are rougher than expected. The single-sided swingarm is, as always, maintenance-friendly, beautifully executed, and downright cool. The tubeless wheels and wire hubs are solidly trick.
With or without ABS, the GS has an integrated braking system that applies both brakes with front brake application. The rear brake is plenty powerful on its own. The BMW's ABS system is more aimed at on-road conditions. In loose gravel or sand, the rear brake pulsates and the front is too grabby for a balls-to-the-wall panic stop that relies on ABS for control. In fact, I'd be inclined to turn off ABS on a long off-road trip. On pavement, the BMW's brakes are firm, powerful, and predictable.
 |
| What's under the BMW's seat. |
Turn the seat lock toward the back of the bike and the passenger seat comes off, revealing extra storage rack space. Turn the key toward the front and the rider's seat can be removed without messing with the passenger seat and you can get at the battery, the "rider's manual" storage, the tool kit, and a helmet security loop. All of the electrical systems, except the auxiliary LED headlight circuit, are electronically fused, so resetting one of those systems after a fault only requires switching the ignition off and on. The rest of basic maintenance is pretty well considered, too. Removing the right side cover exposes the air filter and servicing that unit is as simple as it should be. Servicing the brakes, wheels and tires, suspension, and the usual electrical culprits (lights) has been designed to be simple and fairly tool-free. Early in the test, I discovered the oil level was a little low. Topping off the oil pointed out a little gripe I have with BMW's maintenance procedure. The oil fill is on the top of the right side cylinder and the inspection window is under the left size cylinder.
 |
| All the available information from the "multifunction display; from the BMW rider's manual. |
The "multifunction display" looks pretty unused, in its normal state. Typically, fuel status, water temperature, the gear indicator, turn signals, an ABS status light, the odometer or one of the two tripmeter options, and one of the on-board computer functions are all that is displayed. However, if all hell breaks loose on the bike, the data display could be pretty well jammed with fault information. The fault displays include warnings for tire pressure faults, a "needs service" indicator, battery charge fault, emergency engine operation mode, low oil pressure, low oil level, headlight failure, and a collection of alpha/numeric codes for troubleshooting purposes. The display is, in fact, a full-service troubleshooting tool with a collection of really cool hidden capabilities that service techs rely on in repairing electronics-heavy modern motorcycles.
 |
| The whole rider's information package. |
From a rider's perspective, the whole console is functional and user-friendly. The analog tach and speedometer are easily interpreted, especially in the dark, and where you'd expect them to be. The speedo is large and the main item in the instrument cluster, just like it should be (140mph/230kph max). The tach is at the top with an 8.5krpm redline. Just below the tach is the very bright LED display and below that is the previously-discussed multifunction display. The instrument cluster is fortified by a serious looking crash bar and completely shielded by the windscreen.
 |
| Just a little of the stuff you can do with your left thumb. |
The bike has a collection of switches near the left grip for the usual turn-signal, horn, and lights operation, plus switches to cycle the computer display function (INFO), a switch for disabling ABS and the Automatic Stability Control (ASC) functions, and a switch for controlling the Electronic Suspension Adjustment (ESA) options. The INFO switch cycles the computer functions through a clock, two trip odometers, ambient temperature, average speed, fuel consumption, estimated remaining range, and oil level. Our bike did not have either of the ASC or ESA options.
Our test bike did come with about $1,600 of optional features, including a lowering setup, heated grips, hand guards, an on-board computer, and the super-sexy cross-spoke wheel package. Other options include electronic suspension adjustment (ESA), automatic stability (traction) control (ASC), and an anti-theft system. Going for every BMW GS option adds about $3,600 to the $16,150 base price.
 |
| A look at the ZTechnik accessories. |
Because the R1200GS has been around for a while, Touratech, ADVDesigns, and lots of aftermarket suppliers have dozens of farkles and useful accessories for the R1200GS. You could almost double-down on your $16,500 base model investment from their catalogs. Our test bike came with a tall ZTechnik windscreen and that company's mirror extenders and an accessory shelf for power connectors and your GPS or radar detector. With the mirrors extended an extra 3", they provide a completely unobstructed view of where you have been. The very-adjustable windshield mount allows for considerable alteration of the shield's angle and height. I'm not usually convinced that I like tall shields and the ZTechnik was no exception. I suspect I'd like the stock shield and mirror positions better than that rig.
I'm not a fan of motorcycles with character, but the BMW's character is "competence." Lots of little things are done well. From a kickstand that never offers a moment of insecurity, even when you're putting it down in soft dirt, off-camber, when you're tired and distracted to a motor that just does what it's supposed to do. It's a stupid little thing, but one I appreciated every time I parked the bike. Even the BMW's key is beefed-up. Instead of having the key notches on the outside of the key, BMW has put the notches on the inside of the key slot, making the key stronger and the lock a lot harder to pick. If you add the anti-theft option to the bike, picking the lock won't help a thief ride away on your bike. The Electronic Immobilizer System (EWS) handshakes with your smart key to determine if you're using an authorized key. If you aren't, the bike stays immobilized. The ignition is disabled until it is deactivated by a remote control if or a special code is entered by way of switching the key off and on. Damn, that's tricky! The auto-cancelling turn signals were a nice surprise. I haven't had that convenient feature since my '83 Yamaha Vision and I've missed it. The heated grips were completely new experience. Sev turned them on just before I rode away from his house and by the time I made it home, I was plotting heated grip installation on my V-Strom.
Thanks to the folks at Leo's South, Wayne and Randy Bedeaux, for making this terrific motorcycle available for review. This was an especially generous loan, since it was one of their personal bikes. If it were mine, I wouldn't let this babe out of my sight.
Originally published in Minnesota Motorcycle Monthly, March 2013.
Model
R 1200 GS $16,150 MSRP
- Engine
- Type
- Air/oil-cooled flat twin ('Boxer') 4-stroke engine, two camshafts and four radially aligned valves per cylinder, central balancer shaft
- Bore x stroke
- 101 mm x 73 mm
- Capacity
- 1,170 cc
- Rated output
- 110 hp (81 kW) at 7,750 rpm
- Max. torque
- 89 ft-lb (120 Nm) at 6,000 rpm
- Compression ratio
- 12.0 : 1
- Mixture control / engine management
- Electronic intake pipe injection / BMS-K+ digital engine management with overrun fuel cut-off, twin spark ignition
- Emission control
- Closed-loop 3-way catalytic converter, emission standard EU-3
- Performance / fuel consumption
- Maximum speed
- Over 125 mph (200 km/h)
- Fuel consumption per 100 km at constant 90 km/h
- 55 mpg, at a constant 55 mph
- Fuel consumption per 100 km at constant 120 km/h
- Fuel type
- Unleaded super and premium.
- Electrical system
- Alternator
- three-phase alternator 720 W
- Battery
- 12 V / 14 Ah, maintenance-free
- Power transmission
- Clutch
- Single dry plate clutch, hydraulically operated
- Gearbox
- Constant mesh 6-speed gearbox with helical gear teeth
- Drive
- Shaft drive
- Chassis / brakes
- Frame
- Two-section frame consisting of front and rear sections, load- bearing engine-gearbox unit
- Front wheel location / suspension
- BMW Motorrad Telelever; stanchion diameter 41 mm, central spring strut, spring preload with 5-position mechanical adjustment
- Rear wheel location / suspension
- Cast aluminum single-sided swing arm with BMW Motorrad Paralever; WAD strut (travel-related damping), spring pre-load hydraulically adjustable (continuously variable) at handwheel, rebound damping adjustable
- Suspension travel front / rear
- 7.5/7.9 inches (190 mm/200 mm)
- Wheelbase
- 59.3 inches (1,507 mm)
- Castor
- 4 inches (101 mm)
- Steering head angle
- 64.3°
- Wheels
- Cast aluminum wheels
- Rim, front
- 2.50 x 19"
- Rim, rear
- 4.00 x 17"
- Tyres, front
- 110/80 R 19
- Tyres, rear
- 150/70 R 17
- Brake, front
- Dual disc brake, floating brake discs, diameter 305 mm, 4-piston fixed calipers
- Brake, rear
- Single disc brake, diameter 265 mm, double-piston floating caliper
- ABS
- BMW Motorrad Integral ABS (part-integral), can be switched off
- Dimensions / weights
- Length
- 87 inches (2,210 mm)
- Width (incl. mirrors)
- 36 inches (915 mm)
- Height (excl. mirrors)
- 57 inches (1,450 mm)
- Seat height, unladen weight
- 33.5/34.3 inches (850/870 mm) low seat: 32.3 inches
(820 mm), lowered suspension: 31.1 inches (790 mm) - Inner leg curve, unladen weight
- Unladen weight, road ready, fully fuelled 1)
- 516 lbs (229 kg)
- Dry weight 2)
- 461 lbs (209 kg)
- Permitted total weight
- 970 lbs (440 kg)
http://www.bmwmotorcycle.com/2012_r1200gs_bmw_info.htm
Photos:
Jun 14, 2013
Motorcycle Review: Adventure Touring's Founding Father BMW R1200GS
 |
| http://www.amazon.com/Geezer-with-A-Grudge/dp/B007RPQJ24 |
[The review published in MMM in the March issue of 2013 was about 1200 words shorter than this review. Since I always start with everything I wanted to say and carve it down to the appropriate size, I usually keep the unedited version and do a "short" edition. This is the long one.]
BMW was the first manufacturer to take the whole "adventure touring" genre seriously, in 1980 with the R80G/S model. Since then, BMW has been hammering this market with a collection of excellent on/off-road motorcycles ready for an adventure when the right owner comes along. In its odd way, the BMW GS bikes carry a special kind of prestige among motorcyclists and the bike-curious. Famous people like Neal Pert, Harrison Ford, Orlando Bloom, and Ewan McGregor and Charley Boorman have put the R1200GS in front of millions of television viewers and readers. The rest of us dream about hitting the right lottery numbers so we can be like Ewan and Charley. Two-and-a-half days on an R1200GS and I was almost ready to blow a couple of bucks on my own Power Ball delusion.
 |
| I have no idea where this building was. I stumbled on it while wandering around the Minnesota River Valley. |
The R1200GS handling is legendary for a reason. The bike instills confidence, on and off-pavement. The universal design of the GS is slightly slanted toward all sorts of civilized riding situations, the twistier the better. Still, the bike works better than 516 pounds should be expected to work off-road. The weight feels low and in most situations I barely noticed that it is a big bike. The BMW is a little scary in deep sand, but that's probably more me and $18k motorcycles than an actual deficiency. On the MSF course, the GS was maneuverable enough to handle all of the tight cornering exercises inside of the lines designed for our 250cc trainers.
The riding position with the low seat might be too constricted for taller riders, but BMW has several options with the stock seat that can lift the seated position another two inches. I was on the bike, almost non-stop for 200 miles, twice, and comfort was never an issue. In rough riding situations, standing on the pegs requires a little more rearward stance than I consider ideal, because of the big engine cases. It's not uncomfortable and it works, but it's a little restrictive. The skinny footpegs do not work for me. The little rubber insert is easily removed and should be tossed as far from the bike as possible at earliest convenience. Wider serrated pegs would be the first aftermarket piece I'd put on the GS. The bike's handling is predictable and only seems out of its element when you're not pushing it hard enough. Big semi divots in a dirt road are best taken hard and fast, while the usual Minnesota freeway engineering flaws are rougher than expected. The single-sided swingarm is, as always, maintenance-friendly, beautifully executed, and downright cool. The tubeless wheels and wire hubs are solidly trick.
With or without ABS, the GS has an integrated braking system that applies both brakes with front brake application. The rear brake is plenty powerful on its own. The BMW's ABS system is more aimed at on-road conditions. In loose gravel or sand, the rear brake pulsates and the front is too grabby for a balls-to-the-wall panic stop that relies on ABS for control. In fact, I'd be inclined to turn off ABS on a long off-road trip. On pavement, the BMW's brakes are firm, powerful, and predictable.
Turn the seat lock toward the back of the bike and the passenger seat comes off, revealing extra storage rack space. Turn the key toward the front and the rider's seat can be removed without messing with the passenger seat and you can get at the battery, the "rider's manual" storage, the tool kit, and a helmet security loop. All of the electrical systems, except the auxiliary LED headlight circuit, are electronically fused, so resetting one of those systems after a fault only requires switching the ignition off and on. The rest of basic maintenance is pretty well considered, too. Removing the right side cover exposes the air filter and servicing that unit is as simple as it should be. Servicing the brakes, wheels and tires, suspension, and the usual electrical culprits (lights) has been designed to be simple and fairly tool-free. Early in the test, I discovered the oil level was a little low. Topping off the oil pointed out a little gripe I have with BMW's maintenance procedure. The oil fill is on the top of the right side cylinder and the inspection window is under the left size cylinder.
The "multifunction display" looks pretty unused, in its normal state. Typically, fuel status, water temperature, the gear indicator, turn signals, an ABS status light, the odometer or one of the two tripmeter options, and one of the on-board computer functions are all that is displayed. However, if all hell breaks loose on the bike, the data display could be pretty well jammed with fault information. The fault displays include warnings for tire pressure faults, a "needs service" indicator, battery charge fault, emergency engine operation mode, low oil pressure, low oil level, headlight failure, and a collection of alpha/numeric codes for troubleshooting purposes. The display is, in fact, a full-service troubleshooting tool with a collection of really cool hidden capabilities that service techs rely on in repairing electronics-heavy modern motorcycles.
From a rider's perspective, the whole console is functional and user-friendly. The analog tach and speedometer are easily interpreted, especially in the dark, and where you'd expect them to be. The speedo is large and the main item in the instrument cluster, just like it should be (140mph/230kph max). The tach is at the top with an 8.5krpm redline. Just below the tach is the very bright LED display and below that is the previously-discussed multifunction display. The instrument cluster is fortified by a serious looking crash bar and completely shielded by the windscreen.
The bike has a collection of switches near the left grip for the usual turn-signal, horn, and lights operation, plus switches to cycle the computer display function (INFO), a switch for disabling ABS and the Automatic Stability Control (ASC) functions, and a switch for controlling the Electronic Suspension Adjustment (ESA) options. The INFO switch cycles the computer functions through a clock, two trip odometers, ambient temperature, average speed, fuel consumption, estimated remaining range, and oil level. Our bike did not have either of the ASC or ESA options.
Our test bike did come with about $1,600 of optional features, including a lowering setup, heated grips, hand guards, an on-board computer, and the super-sexy cross-spoke wheel package. Other options include electronic suspension adjustment (ESA), automatic stability (traction) control (ASC), and an anti-theft system. Going for every BMW GS option adds about $3,600 to the $16,150 base price.
The auto-cancelling turn signals were a nice surprise. I haven't had that convenient feature since my '83 Yamaha Vision and I've missed it. The heated grips were completely new experience. Sev turned them on just before I rode away from his house and by the time I made it home, I was plotting heated grip installation on my V-Strom.
Thanks to the folks at Leo's South, Wayne and Randy Bedeaux, for making this terrific motorcycle available for review. This was an especially generous loan, since it was one of their personal bikes. If it were mine, I wouldn't let this babe out of my sight.
Originally published in Minnesota Motorcycle Monthly, March 2013.
Model
|
R 1200 GS
$16,150 MSRP
|
Engine
|
|
Type
|
Air/oil-cooled flat twin ('Boxer') 4-stroke engine,
two camshafts and four radially aligned valves per cylinder, central
balancer shaft
|
Bore x stroke
|
101 mm x 73 mm
|
Capacity
|
1,170 cc
|
Rated output
|
110 hp (81 kW) at 7,750 rpm
|
Max. torque
|
89 ft-lb (120 Nm) at 6,000 rpm
|
Compression ratio
|
12.0 : 1
|
Mixture control / engine management
|
Electronic intake pipe injection / BMS-K+ digital
engine management with overrun fuel cut-off, twin spark ignition
|
Emission control
|
Closed-loop 3-way catalytic converter, emission
standard EU-3
|
Performance / fuel consumption
|
|
Maximum speed
|
Over 125 mph (200 km/h)
|
Fuel consumption per 100 km at constant 90 km/h
|
55 mpg, at a constant 55 mph
|
Fuel consumption per 100 km at constant 120 km/h
|
|
Fuel type
|
Unleaded super and premium.
|
Electrical system
|
|
Alternator
|
three-phase alternator 720 W
|
Battery
|
12 V / 14 Ah, maintenance-free
|
Power
transmission
|
|
Clutch
|
Single dry plate clutch, hydraulically operated
|
Gearbox
|
Constant mesh 6-speed gearbox with helical gear
teeth
|
Drive
|
Shaft drive
|
Chassis
/ brakes
|
|
Frame
|
Two-section frame consisting of front and rear
sections, load- bearing engine-gearbox unit
|
Front wheel location / suspension
|
BMW Motorrad Telelever; stanchion diameter 41 mm,
central spring strut, spring preload with 5-position mechanical
adjustment
|
Rear wheel location / suspension
|
Cast aluminum single-sided swing arm with BMW
Motorrad Paralever; WAD strut (travel-related damping), spring pre-load
hydraulically adjustable (continuously variable) at handwheel, rebound
damping adjustable
|
Suspension travel front / rear
|
7.5/7.9 inches (190 mm/200 mm)
|
Wheelbase
|
59.3 inches (1,507 mm)
|
Castor
|
4 inches (101 mm)
|
Steering head angle
|
64.3°
|
Wheels
|
Cast aluminum wheels
|
Rim, front
|
2.50 x 19"
|
Rim, rear
|
4.00 x 17"
|
Tyres, front
|
110/80 R 19
|
Tyres, rear
|
150/70 R 17
|
Brake, front
|
Dual disc brake, floating brake discs, diameter 305
mm, 4-piston fixed calipers
|
Brake, rear
|
Single disc brake, diameter 265 mm, double-piston
floating caliper
|
ABS
|
BMW Motorrad Integral ABS (part-integral), can be
switched off
|
Dimensions / weights
|
|
Length
|
87 inches (2,210 mm)
|
Width (incl. mirrors)
|
36 inches (915 mm)
|
Height (excl. mirrors)
|
57 inches (1,450 mm)
|
Seat height, unladen weight
|
33.5/34.3 inches (850/870 mm) low seat: 32.3 inches
(820 mm), lowered suspension: 31.1 inches (790 mm) |
Inner leg curve, unladen weight
|
|
Unladen weight, road ready, fully fuelled 1)
|
516 lbs (229 kg)
|
Dry weight 2)
|
461 lbs (209 kg)
|
Permitted total weight
|
970 lbs (440 kg)
|
Nov 8, 2010
Listening and Living
Now Japan is on the short end of that same stick. Indian, Malaysian, Korean, Taiwanese, and Chinese motorcycle and scooter manufacturers are cranking up production and aiming product at the low end of the US and world markets; the entry level rider. If history was an indicator, you'd expect Japan to respond with bigger, more expensive, less efficient, less reliable vehicles as a response. That's what American and British manufacturers did. Maybe not so.
One advantage Japan has over their stogy 1960's US and Euro competition is that they never gave up on the cheap, functional stuff. They just quit bringing it into to the US. Maybe that's changing. Honda is taking a chance on US riders with the 2011 CBR250R and CBR250X ABS. This is the kind of bike that Japan has left at home or Europe for the last 20+ years, assuming we are too fat, dumb, and rich to ride a motorcycle that has a functional purpose. As usual, Suzuki started the experiment with the TU250X, a fuel injected street bike with manners and abilities. Honda's entry is less practical, but it might be more fun. Yamaha and Kawasaki are sitting this one out, waiting to see if Suzuki and Honda have discovered something new about the American market. By the time they have their answer, they might starve their US dealers to death and miss the whole event.
The competition doesn't have the dealership problem. Like the Japanese manufacturers in the 1960's, anyone who has a retail outlet appears to be capable of grabbing a Hero, Royal Enfield, Hyosung, Chang Jang, Kymco, SYM, Baja, PGO, or whoever-pops-up-next dealership. The Pep Boys have carried a few brands of Chinese-made motorcycles. So does a filling station a couple of miles from my home. A local hardware store hustles the Hyosung brand, servicing the bikes along side their lawnmowers and snowblowers. When I was a kid, our local Suzuki dealer also sold Sony televisions, Bogen sound system equipment, and lawnmowers. Our Honda dealer was, primarily, a farm equipment dealer. Yamaha and Kawasaki were sold out of a handyman's Quonset shed along with his regular home repair services. Only BSA/Triumph and Harley Davidson had actual dealerships in town, both of which went out of business by 1968. So it was, so it is.
Will Japan hang on to this business? Your guess is as good as anyone's and probably better than mine.
Aug 12, 2009
Team Riding
I have, officially, changed my mind about group riding. If I could find a crew like this to ride with, count me in. You'll notice they are all wearing helmets, so it's a safe-riding bunch of folks. I particularly like the PA system that allows for giving cagers notice that they need to move out of the path of travel before blowing the hell out of them.I'm a little disappointed that this practical vehicle wasn't "Made in the USA." Oh well, if it worked for the Germans in 1941, it's probably good enough for me.
Aug 6, 2009
My Top Ten Bike List #7: BMW R 80GS Paris-Dakar Special
If any vehicle ever "proved" that "beauty is in the eye of the beholder," I think the 1980 BMW R 80GS Dakar is the evidence. To me, everything about this motorcycle screams "ride me somewhere nobody else can go!" I'm not exaggerating when I say that this bike is my standard for motorcycle style and beauty. Yeah, I said it, "beauty." I love the wayt this bike looks. If I could ever afford one, I might swear off owning any other motorcycle ever again. To my eye, no street-legal poroduction bike even comes close to being cooler than the R80 G/S Paris-Dakar Special.The incredibly basic air-cooled, twin-cylinder horizontally opposed Boxer four-stroke is the epitome of "basic." The motor is a pushrod-lifted, 2-valves-per-cylinder, moderate-compression (9.3:1), fuel-insentive, kick and electric-start 55hp picture of simplicity. BMW bent over backwards to make this motorcycle field-servicable and the field they intended it for can be any place you find yourself stranded.
This 355 pound (160kg) bike is suspended by a pair of Maico forks with 10.6" (270mm) of travel and canted Bielstein shocks providing 6.7" (170mm) of rear wheel movement. The frame provided nearly 10" of ground clearance, which meant a seat height of almost 34" ( a problem for shrimps like me). The small front disk and rear drum brakes are pretty pedestrian by today's super-disk standards, but they worked; wet and dry.
One of my personal heroes, Gaston Rahier, won Paris-Dakar in '84 and '85 on a BMW-prepared version of this bike and the company sold an autograph model called the "Paris-Dakar Special" for several years afterwards. The 80G/S is my favorite of the lot. Part of my bias is that the 80G/S is the only "enduro" BMW ever made that is close enough to the ground to allow me to swing a stubby leg over the seat and reach the ground afterwards.You could say that it's unrealistic for me to call this a favorite, since I've ownly ridden the bike once in my life and that was a ride that was about as far from a serious dual-purpose test as anyone can imagine. Hell, it didn't even have a full 8.8 gallon fuel tank, so I didn't have the whole "experience" of trying to hoist the real weight of this bike even on my city ride.
I can't argue with or help you there. I have loved the way this bike looks and the way it works since the day I saw a California neighbor pull into his driveway with a pair of used Paris-Dakar Specials strapped to the back of his pickup. With more than a little envy, I will never forget his having found the two 80's for sale in the California desert for exactly the same price ($1600) that I had paid for my crappy used Kawasaki KLR600 that same week. After a year of farkeling my KLR, it wasn't even a fraction as tough, useful, or cool looking as his regularly desert-abused BMWs.
Many of the specs for the Paris-Dakar Special are here: http://www.motorcyclespecs.co.za/model/bmw/bmw_r80gs_paris.htm.
Specs are nice, but this bike simply felt competent from the moment I rode it out of my neighbor's driveway and headed down PCH toward Laguna. If I hadn't been married with children, I might have kept going to Mexico and never returned. My neighbor could have consoled himself over the loss by confiscating my KLR. Sucker.
Here's the rest of my 10 Favorites list:
- 1988 Honda NT650 Hawk
- All versions of the Montesa Cota trials bike
- All models of the Honda Transalp XL600V
- Yamaha's SRX Series (250, 400, & 600cc)
- 1992 Yamaha 850 TDM
- 1977 Yamaha IT175D
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