Second-hand advice BMW R 1100-1150-1200 GS

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Second-hand advice BMW R 1100-1150-1200 GS
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Second-hand advice BMW R 1100/1150/1200 GS

Second-hand advice BMW R 1100/1150/1200 GS
Trio with four valves

They are boxers and have a sly throat. The three four-valve GS from the BMW stable also score points on the used market and are very popular with the public there. A comparison test shows where the strengths and weaknesses lie.

Jorg Lohse, Thorsten Dentges

04/01/2007

Malicious tongues claim that BMW motorcycles are like bananas? they mature with the customer.
The four-valve GS series is no exception. On the R 1100 GS, for example, the plastic tank had to give way to a metal barrel because the stickers were constantly peeling off. And even with the current 1200 GS, there are often additional troubleshooting and optimization measures at inspection appointments
on the program. Nevertheless, the Munich GS types are just as much in demand in the motorcycle world as the yellow southern fruit was once in the eastern zone.
Over 70,000 copies of the R 1100 GS, R 1150 GS and R 1200 GS have been sold since 1994 including the special “Adventure” versions. This is a unique result in the high-price league; such figures are usually only known from inexpensive mid-range machines. How many GS are currently on German roads is not due to-
Clearly broken down figures from the Federal Motor Transport Authority (KBA) can only be estimated. In the grand total there will be
certainly over 50,000 pieces.
No wonder, because in the motorcycle world the four-valve GS quickly enjoyed the reputation of the egg-laying woolly milk pig. In its conception, it also took account of the changed driving habits. So far, the model design up to and including the R 100 GS had always aimed at the dust-encrusted globetrotter, who mainly used to move over scree fields and mogul slopes. At a guest appearance in an older Schimanski crime scene, the last representative of the two-valve generation already showed what would also be groundbreaking for the later four-valve engines: lively touring beyond neatness
asphalted country lanes in the haze of urban metropolises.
Only a few fearless knights of the Boxer Order actually move the Enduro regularly and persistently in the genre-typical terrain and have converted their warhorse accordingly for this purpose (see box “Offroad”). Similar to the automotive world, where sleek and luxuriously equipped Sport Utility Vehicles (SUVs) have prevailed against shirt-sleeved Land Rover off-road vehicles, the opulent four-valve GS are now finding significantly more interested parties on the used market than their honorable predecessor R 80 G. / S to R 100 GS Paris-Dakar.
How close the R 1100 GS is to the old two-valve engine can be felt as soon as you sit on it. In direct comparison with the other four-valve GS, you sit on it very compact and much more gathered than on the successor models. While the 1200 GS lets the driver sit enthroned high above the action, the R 1100 GS literally sucks its pilot in and condemns him to a rather undynamic, comparatively passive attitude. The look at the cockpit and fittings of the tested used 1100 series also tells of the old BMW days: colorful Playmobil buttons with fiddly handles, clunky toggle switches that could also fit a tractor, some of them very heavily faded due to age and care tapped.
The 1150 GS is much more modern and tidy as well as ergonomically advanced. Despite the very great visual resemblance to the R 1100 GS
the next younger four-valve GS has been sensitively further developed and offers the driver a consistently more dynamic one
Workplace. The “Tuttelbar”, affectionately christened by its fans, gallops forward more powerfully than the 1100, and the performance increase of six hp is noticeable in direct comparison. Of course, one can hardly speak of a quantum leap in evolutionary history.
On the other hand, the world can be experienced in a completely new way with the youngest member of the group, the R 1200 GS. Compared to the R 1100 and 1150, you notice the GS from 2004 onwards
the aforementioned quantum leap: the 98 hp 1200er rushes away, more light-footed, more agile and significantly more dynamic, gracefully like a ballet dancer, it can be moved across the street parquet. The appearance is still bulky compared to a number of touring machines and enduros, but the structure
with numerous perforated surfaces and visible frame elements through to the hollow, rear wheel axle, externally conveys astonishingly lightness. An impression that is confirmed when driving the motorcycle, which weighs around 240 kilograms. Bottom line come
However, all three GS cows from one stable: BMW-typical peculiarities such as the constant speed jolting at 3000 to 3500 rpm or the crackling background noise when shifting gears, which also not
always rest precisely, stretching from the aged 1100 with 50,000 kilometers to the almost factory-fresh 1200. At the same time, you can feel the dynamic further development of the model series.
BMW has been on an enormous road to success with the GS for years and is doing well with that
Not to disturb conservative clientele by sudden model changes. the
The second-hand market proves it: Although im
direct comparison the 1200 is better than the 1150 and this in turn tops the 1100, all three top sellers have the best
Reputations and correspondingly high value retention. This is good for dealers who can also win less affluent GS fans as customers with cheaper second-hand offers, good for
Private sellers who can start their motorcycle at any time when switching to a new GS model, and ultimately also good for buyers who are not really wrong with any of the representatives of the successful trio.

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Trio with four valves

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The four-valve boxer – the four-valve boxer:

In 1994 the R 1100 GS appeared with an air / oil-cooled unit borrowed from the road model RS. The four-valve GS with electronic engine management instead of carburettors and two high-lying camshafts brilliantly replaced the very maintenance-friendly two-valve engine. Tired of performance? the first models measured up to 90 PS (80 PS factory specification) ??, which quickly made you forget all the disadvantages of hobby screwdriving or repairs in the desert. Five years later, the successor R 1150 GS got the crankshaft and cylinder heads of the Bayern chopper R 1200 C, a modified injection and thus six more horsepower. In addition, a sixth gear. In 2004, the most important facelift of the new, 98 hp 1200 series was given an engine management system with selective cylinder control and, for the first time in GS history, a balancer shaft.

Pre-owned check BMW R 1100 GS – Pre-owned check BMW R 1100 GS

Construction time (new prices): 1994 (17909 marks)
until 1999 (19880 marks)

Sales: 21800

Model history: The new GS era with the four-valve boxer engine was heralded at the Frankfurt Motor Show IAA in 1993 and initially shocked the professional world because the bold one
Duck’s bill did not correspond at all to the previously known BMW design. But the buyers took it: around 4,000 GS machines were registered in the first year of sales in 1994. By 1999 there should be a total of almost 22,000 copies. From the outside, the GS stayed the same except for new color variants
entire construction period unchanged. Technically you were
given several modifications: That’s how it belonged since 1995
the catalytic converter was standard equipment, and the plastic tank gave way to a sheet metal specimen. 1996
the transmission was revised, followed in 1997
integrated oil thermostat as well as new pistons and
Valve cover gaskets.

Market situation / prices: The trade in used 1100s has declined sharply in recent years. Many are now in
third or fourth hand and collect there diligently
Kilometre. Real bargains, however, are hard to find. The price level is ?? measured by age ?? still very high. Practically nothing goes below 3500 euros. Instead, there is a much-ridden GS from the years of construction 1994 to 1996, which has usually run well over 50,000 kilometers. Six-digit mileage is also not uncommon. GS machines with an average of 50,000 kilometers are available from 4,500 euros. The maintenance condition is decent in relation to the mileage, ABS, heated grips and the “driver information display” (FID) are almost always part of the equipment. Models of the last year of construction, which ran under 20,000 kilometers, are optically and technically very well maintained and also have a rich extra package including an original set of suitcases on board, can hardly be obtained for less than 6,000 euros.

Viewing: Anyone interested in the original version of the
Four-valve GS interested, has to accept high mileage. If the machine has been treated with care over the years, this should not be an obstacle to buying. Be sure to ask about the oil consumption of the GS, which can be very high in some cases. Oil mist on the cylinder heads indicates a defective head gasket, it can also drool on the valve covers, which were fitted with new gaskets from 1997 onwards. It is important to check the transmission output and rear axle housing for possible oil leaks. The front brake master cylinder should also be checked for leaks. If the gears jump out of the gears for a short time while extending, the gearshift forks have worn in. Then a heavy investment threatens with a new transmission.

Technology (R 1100 GS, model 1994)
Engine: air / oil-cooled two-cylinder four-stroke-
Boxer engine, one high, chain-driven
Camshaft, four valves per cylinder, injection, engine management, regulated catalytic converter (on-
subject to charge), mechanically operated single discs-
Dry clutch, five-speed gearbox, cardan.
Bore x stroke 99 x 70.5 mm
Displacement 1085 cm3
Rated output 59 kW (80 PS) at 6750 rpm
Max. Torque 97 Nm at 5250 rpm
Chassis: load-bearing motor / gear unit with on-
screwed subframe, trailing arm guided
Telescopic fork, Ø 35 mm, two-joint single-sided swing arm, central spring strut, directly hinged, double disc brake at the front, Ø 305 mm, four-piston calipers, disc brake at the rear, Ø 276 mm, two-piston caliper.
110/80 H 19 tires; 150/70 H 17

Dimensions and weights: wheelbase 1499 mm, steering-
head angle 64 degrees, caster 111 mm, spring travel
v / h 190/200 mm, seat height * 840 mm, weight with a full tank * 260 kg, payload * 190 kg, tank capacity 25 liters.
Measurements (MOTORRAD 7/1994)
Performance
Top speed 199 km / h

acceleration
0 100 km / h 3.9 sec

Draft
60 ?? 140 km / h 11.2 sec

Consumption 5 to 9 l / 100 km, super

Tests in Motorrad1: 7/1994 (T), 10/1994 (VT), 20/1998 (GK), 6/1999 (VT), 16/1999 (ZT)

ABS at GS – ABS at GS

R 1100 GS: ABS II was used as an option for the first four-valve GS
offered. A distance measurement was integrated into the control to ensure a smooth response.

R 1150 GS: ABS II was used until 2000. From 2001 GS drivers could order the new integral ABS, which has an electronic brake booster

R 1200 GS: The first-generation integral ABS was available until 2006. The 1200 series is now being equipped with the new integral ABS without a brake booster.

Second hand check: BMW R 1150 GS – Second hand check: BMW R 1150 GS

Construction time (new price): 2000 (19890 Marks)
until 2003 (10950 euros); Adventure 2002 model
(11500 euros) to 2005 (11600 euros)

Sales: 23300 (GS); 5550 (Adventure)

Model history: After six successful years with the 1100, the Munich-based company is sending a finely revised successor into the race with the R 1150 GS. Little has changed in the design, the asymmetrically designed double headlights loosen up the previously clunky front. The six-speed gearbox is new and is available with either a long or short sixth gear. 2002 goes
the Adventure special model with an opulent equipment package (white power shock absorber, aluminum-
Protective tub, steel braided lines) at the start.
Together with the standard GS, the new one is here,
Partly integrated Evo brake system introduced. To the
annoying constant travel jolts you want from 2003
encounter the double ignition, to be recognized by the
“2-Spark” lettering on the candle shaft.

Market situation / prices: The 1150 is very popular. The demand for the second four-valve GS is still very high. The same applies to the prices. Hardly a four-valve GS is the second for less than 6000 euros
Generation offered. The condition in the lower price segment up to around 7000 euros is usually good,
the mileage is always around 50,000 kilometers. As with the 1100, the successor model is mainly offered with ABS, heated grips and FID. Almost half of the offers are in this price segment. Well-maintained GS models from 2001 and 2002 that have run between 25,000 and 40,000 kilometers are for sale between 7,000 and 8,000 euros. From 8,000 euros, there are top-quality full dressers including ABS, heated grips and a set of suitcases from first hand, whose mileage has just passed the 10,000 mark. With the special Adventure model, around 1500 euros more must be invested compared to the standard GS. The value retention of the R 1150 GS remains very high despite the new 1200 model.

Inspection: The 1150 boxer is considered robust and, with good care, can easily crack the 100,000 kilometer hurdle. A maximum of one is problematic
?? Typical BMW ?? Series spread. Shift jolts from the transmission, vibration behavior, constant speed jolts and noises from the drive train can be more pronounced than usual on some machines. It is mandatory to check the rear axle housing for oil leaks. If an inspection is due shortly, the price can be negotiated again. The cost of the check staple is between 350 and 400 euros.

Technology (R 1150 GS, model 2001)
Engine: air / oil-cooled two-cylinder four-stroke-
Boxer engine, one high, chain-driven camshaft, four valves per cylinder, injection,
Ø 45 mm, engine management, regulated catalytic converter, hydraulically operated single-plate dry clutch, six-speed gearbox, cardan.
Bore x stroke 101 x 70.5 mm
Cubic capacity 1130 cm3
Rated output 63 kW (86 PS) at 6800 rpm
Max. Torque 98 Nm at 5300 rpm

Chassis: load-bearing motor / gear unit with
Bolted-on subframe, telescopic fork guided by trailing arm, Ø 35 mm, two-joint single-sided swing arm, central spring strut, directly hinged, double disc brake at the front, Ø 305 mm, four-piston calipers, disc brake at the rear, Ø 276 mm, double-piston caliper.
110/80 R 19 tires; 150/70 R 17

Dimensions and weights: wheelbase 1509 mm, steering-
head angle 64 degrees, caster 115 mm, spring travel f / r 190/200 mm, seat height * 850 mm, weight with a full tank * 263 kg, payload * 197 kg, tank capacity 22 liters.

Measurements (MOTORRAD 1/2002)
Performance
Top speed 197 km / h

acceleration
0 ?? 100 km / h 3.8 sec
Draft
60 ?? 100 km / h 5.7 sec
100 ?? 140 km / h 6.7 sec

Consumption 5.6 l / 100 km, super

Tests in Motorrad1: 16/1999 (T), 11/2000 (VT), 17/2002 (TT), 8/2002 (VT), 4/2003 (GK), 17/2003 (VT, Adventure), 2 / 2005 (VT, Adventure)

Second hand check: BMW R 1200 GS – Second hand check: BMW R 1200 GS

Construction time (new prices): 2004 (11500 euros)
until today (12312 euros); Adventure model
from 2006 (13762 euros) until today (14110 euros)

Sales (through October 2006): 18800 (GS),
1900 (Adventure)

Model history: The 1150 was able to establish itself with great success and is considered a universal talent for all occasions ?? that should be a difficult template for the model change. “Heavy” was then the key word. It was agreed that the new GS had to be significantly lighter. A weight saving of 30 kilograms was announced at the presentation. After the first tests had to
the full-bodied statement, however, by a good ten kilos
be reduced. But at least the look of the 1200, with its many openwork surfaces and openly displayed frame structure, has clearly lost its fullness. It remained unchanged until 2006, and the new integral ABS will be used from now on. With 6100 registrations in the first year, the 1200 GS is the most successful GS to date.

Market situation / prices: Used buyers have to be patient. The offer, so attest
many dealers at the request of MOTORCYCLE, is still much lower than the demand. Machines have only recently started appearing for less than 9,000 euros. The major part is between 9,500 and 11,000 euros. Despite the young age, they are among the cheapest
Quotations included a number of machines with a mileage of over 40,000 kilometers. ABS and heated grips
can be found in almost every offer, from 10,000 euros the equipment is equipped with a set of suitcases and a socket
and protective bars even higher quality. Almost brand-new annual machines with four-digit mileage
and full equipment are not less than 11,000 euros
to get. For the adventure version at least 12,000 euros must be estimated.

Inspection: The MOTORRAD endurance test on the 1200 GS recorded a major gearbox damage and a replacement of the rear wheel drive. The former, according to the statement from Bavaria, is an isolated case, the latter a production error that affects a few hundred machines. But readers also report a number of problems with the transmission, drive train or electronics. Prospective buyers should definitely visit a BMW workshop for a test drive
Control and check what work has been done on the machine so far. It can be checked immediately whether the desired GS with the
the latest software is used. Care should also be taken to maintain a complete checkbook, which documents that not only the oil, but also the brake fluid was changed regularly.

Technology (R 1200 GS, 2004 model)
Engine: air / oil-cooled two-cylinder four-stroke boxer engine, one high, chain-driven
Camshaft, four valves per cylinder, injection,
Ø 47 mm, engine management, regulated catalytic converter, hydraulically operated single-disc dry clutch, six-speed gearbox, cardan.
Bore x stroke 101 x 73 mm
Cubic capacity 1170 cm3
Rated output 72 kW (98 PS) at 7000 rpm
Max. Torque 115 Nm at 5500 rpm
Chassis: load-bearing motor / gear unit with
screwed-on subframe, trailing arm guided
Telescopic fork, Ø 41 mm, two-joint single-sided swing arm, central spring strut, directly hinged, double disc brake at the front, Ø 305 mm, four-piston calipers, disc brake at the rear, Ø 265 mm, double-piston caliper.
110/80 H 19 tires; 150/70 H 17

Dimensions and weights: wheelbase 1519 mm, steering-
head angle 62.9 degrees, caster 110 mm, spring travel
v / h 190/200 mm, seat height * 850 mm, weight with a full tank * 242 kg, payload * 183 kg, tank capacity 20 liters.
Measurements (MOTORRAD 6/2004)
Performance
Top speed 208 km / h

acceleration
0 100 km / h 3.9 sec

Draft
60 ?? 100 km / h 4.7 sec
100 ?? 140 km / h 4.8 sec

Consumption 4.7 l / 100 km, super

Tests in motorcycle: 6/2004 (TT), 8/2004 (VT), 19/2004 (KV), 21/2005 (LT), 9/2006 (VT, Adventure)

Addresses of specialists – addresses of specialists

AC Schnitzer, 52078 Aachen,
Telephone 0241/5688130, www.ac-schnitzer.de;
Focus: wheels, exhaust, trim parts
Boxer-Design, 88400 Biberach,
Telephone 07351/3001647, www.boxer-design.de; Main focus: cladding, design, modifications
Fallert, 77855 Achern,
Telephone 0 78 41/6 20 50, www.fallert.com;
Focus: engine tuning, modifications, chassis
M TEC, 83527 Haag, phone 08072/372046,
www.m-tec.org; Focus: chassis, engine tuning, exhaust, on-board communication
MV Motorrad Technik, 41748 Viersen,
Telephone 02162/32564, www.mv-motorrad.de;
Focus: ergonomics, attachments
Touratech, 78078 Niedereschach,
Telephone 07728/92790, www.touratech.de;
Focus: off-road, long-distance travel and navigation
Wudo, 59439 Holzwickede,
Telephone 0 23 01/9 18 80, www.wuedo.de;
Focus: conversions, add-on parts,
Engine tuning, chassis
Wunderlich GmbH, 53489 Sinzig, Germany,
Telephone 02642/97980, www.wunderlich.de;
Focus: conversions, chassis, comprehensive
Accessories offer

The GS as a travel machine – total tour

Even in series production, the GS is a good travel companion, yes
A good thing can always be improved. What does the perfect travel cow look like?

Huge daily stages without major breaks? especially taller and heavier drivers
see a need for action. A seat retrofit company found that most of its customers weigh more than 90 kilograms, but the original bench is designed for a significantly lower weight. An important improvement is accordingly to a seat core with higher quality foam or gel-
To convert insoles. Smaller, lighter drivers should, however, pad the seat for better vehicle control or choose one with a narrower contour. Suppliers such as Corbin (www.corbin.de) or BD motorcycle accessories (www.bd-deutschland.de) have specialized in this. Drivers of 1.90 meters and above want to adapt the machine to their personal ergonomics with useful accessories, for example by raising the handlebars and lowering the footrest (possibly also useful for pillion passengers). Additional wind deflectors to protect legs and hands and windshield attachments ensure more relaxed travel at motorway speeds. Also interesting: sophisticated luggage systems as well as communication and navigation devices, including brackets specially adapted to the vehicle. The selection of corresponding products is large and varied. GS specialists (see address list on page 78) usually only have tested and really suitable products in their program.

Offroad with a heavyweight – offroad

Off-road with a heavyweight ?? more frustration than pleasure?

Logical that a GS ?? possibly still fully packed and in full long-haul regalia? is completely out of place on a motocross or demanding enduro course. With clever conversion and accessory measures, however, it feels quite comfortable on gravel or dusty slopes. Basic requirement: real, coarse enduro tires. Problem: Only a few manufacturers have thoroughbred all-terrain tires in
the comparatively wide dimensions for enduro bikes (110/80 R 19; 150/70 R 17) in the range, also rarely with road approval. Without the right rubbers, the slightest driving mistake will put the load on its side. This generally happens off-road, which is why protective bars, sturdy aluminum cases (which do not break quickly like plastic counterparts, but only dent in the event of a fall) as well as lamp grilles and a sturdy aluminum engine protection against stone chips are first choice. Grippy metal footrests are also a tip. Further conversion measures recommended for longer off-road use: 21-inch front wheel, chassis optimizations and more suspension travel as well as a larger tank. The adventure special models from BMW (see pictures) claim to be companions for really adventurous tours, but if you want to use the GS as a reliable partner on longer trips away from the asphalt, you should consult off-road and rally specialists like Touratech.

Conversions – Conversions

Conversions

Shortly after the GS appeared twelve years ago, some fans and
Pros transformed it into a powerful road machine ?? These first conversions were, so to speak, the spiritual forerunners of the new Megamoto announced by BMW for 2007. Even today, the focus is on the tuner: the beak is cut or shortened to give the GS a more aggressive look by means of a differently designed cockpit fairing. Also equip
to wider rims for fat 180 or 190 sports tires. For the big appearance on the asphalt stage, the refiners do not save on carbon and milled aluminum parts as well as on other delicious design gimmicks. Engine specialists like M Tec or Fallert can tease a few more horsepower out of the boxer. These professional tuners also have recipes
ready against constant travel jerks. Retrofit exhaust systems, on the other hand, are primarily used to generate a more powerful sound from the otherwise rather good-sounding two-cylinder. They also give the bestseller a more individual look.

Four-valve GS in a quick check: R 1100 GS – four-valve GS in a quick check: R 1100 GS

Engine: 200 km / h, from zero to one hundred in under four seconds. Back then, in 1994, that was it
the madness ?? In spite of the five-speed gearbox, the 1100 is still not a thing of the past.
Chassis: Thanks to a stable and
handy chassis it stays on the
younger sisters on it.
Market: Either rocked down, or loyal partners don’t want to part with her. Of the three models, the 1100 is the most difficult to get used in a recommendable condition.
It triggered a new GS era and already has cult status.
Fans with a few screwdriver skills should look for well-maintained specimens for 4500 euros.

Four-valve GS in a quick check: R 1150 GS – Four-valve GS in a quick check: R 1150 GS

Engine: a little more powerful and due to
a six-speed gearbox is more economical than the 1100 on motorway stretches.
Chassis: The weight of over 260 kilograms is no progress, but seven kilograms more payload is. In terms of driving dynamics, the 1100 and 1150 do not give each other much.
Market: By far the best range of four-valve GS. Interested parties find both the condition of the vehicles and the prices
the largest selection.
Buying tip for sensible buyers: At
1150 offers for 7000 euros in perfect condition and
Under 35,000 kilometers, the equivalent value is usually correct.

Four-valve GS in a quick check: R 1200 GS – Four-valve GS in a quick check: R 1200 GS

Engine: In terms of pulling power and acceleration, the 1200 is clearly ahead, although the slightly more thirsty sisters remain in sight.
Chassis: Compared to the chubby relatives from the GS stable, it is
almost insolently light-footed. In contrast, a load of 183 kilograms is meager.
Market: Many of the used 1200s on offer have hardly been driven and are almost at the new price level. More used, but significantly cheaper copies are rare.
Preferably after a 1a-
well-kept used vehicles with
search around 20,000 kilometers,
at all teething problems
have already been eliminated.

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