Driving report BMW R 1150 R

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Driving report BMW R 1150 R

Max fun

Langenscheidt’s concise dictionary translates roadsters with open sports two-seater or powerful touring bikes. If you want to describe the intimate liaison of sport, games and excitement more accurately, simply say R 1150 R..

The fact that large-volume naked bikes are growing significantly on the world market should trigger silent satisfaction in Munich. Finally, BMW confessed
as one of the few manufacturers always
In firm loyalty to the committed base motorcycle, the R 1100 R presented in 1994 was even able to imagine itself at the forefront of the movement. But because for some time now the motorcycle has not only been in Bavaria
managed, but with some Kreativi-
to become a permanent profit maker-
the 1100 series retired on the occasion of the Intermot 2000 trade fair in Munich and was replaced by a conceptually identical, but much more fashionable and even more potent product: the R 1150 R..
New brooms sweep well, speaks
popular saying, BMW calls the whole thing
Offensive model. So that the white and blue
The street sweeper can now be powered by the 45 cm3 larger engine known from the large enduro. The output grew by five to 85 hp, the number of gears by one to six. As with the GS, it is less the increased engine power that promises a noticeable increase in pleasure, but that in the tidy from 3000 to 6500 crankshafts-
engine revolutions of over 90 Newton meters high torque. In contrast to the GS, the sixth gear is directly geared as standard, but the gearbox is also available with overdrive on request.
Again as with the GS, the measures mentioned hit every passionate mugger right in the heart. Greedy, simply greedy, as the four-valve boxer leaps out of the lower rev range, flexes its muscles on less than 3000 towers and pulls away with a powerful growl beyond the 4000 mark. How it turns almost linearly towards the red hatched area at 7500 rpm, immediately reconnecting after switching. Even under 2000 tours, it purrs confidently to itself, rolls confidently and with casual understatement through closed towns. Pretty practical, if only because you can avoid the 3000 mark in the test exem-
Plar noticeable constant travel jerking showed. Not really annoying, but noticeable enough to just shift up or down. Not to let the joy of this magnificent boxer diminish you. The same backlash at a constant 4500 revolutions: one gear up or down in the precisely locking gear, then they disappear
Vibrations from the bench again. So all in all a somewhat rougher fellow, this 1150, but much more agile than its predecessor.
The changes were less striking-
all about what has already been good
Suspension of the roadster off. Most obvious is the new A-handlebar of the BMW Telelever, the patented front wheel suspension. No longer a massive part, but a formally and in terms of processing very handsome and almost delicate steel construction. Because of the enormous forces acting on the trailing arm, be it ?? says the series manager Udo Ochner ?? not at all easy to save a few grams here. So the unsprung masses are
become smaller, but because Ochner’s men also have the front like
Having retuned the rear shock absorber, it is difficult to blame the main suspect for the truly improved response behavior: It doesn’t matter, the front wheel suspension smooths out even bad roads and always conveys a very specific contact with the road surface, so after the first driving impressions BMW does without it rightly on the steering damper. Very wild people want a tighter adjustment of the pressure level every now and then on very bad roads, the common tourist is happy about the successful compromise between sport and comfort.
The rear wheel suspension is also subordinate to this requirement, which previously responded in a particularly jagged manner to nasty transverse joints, is now easier to animate, but thanks to sufficient progression can even handle rough asphalt cracks easily. The soloist drives very well with the basic setting, i.e. the front and rear rebound damping all the way out and the rear is lowered using a hydraulically adjustable spring base. What does the other way around mean that with a load? and that is around 200 to 210 kilograms, depending on the equipment? there are still plenty of adjustment reservations.
As usual, the BMW chassis demands a bit of emphasis, then fascinates with good steering behavior, enormous directional stability and good accuracy, as usual the problem arises at this point of conveying the resulting feeling to all those who have never before
Telelever were allowed to drive. The best way to do it
still the comparison with a rail vehicle, because the front wheel remains stubbornly on course even where well-mannered forks reach their limits and wander outwards with the wheel in undulating curves. Only very good conventional constructions can keep up? and naturally they still dip when braking. The Telelever only minimally, which is quite calming even beyond alternating curves with many successive braking.
And perfectly matches the new Brembo stoppers in the also new front wheel with its five double spokes. The brochure tells you about Evo-Bremse what evolution stands for and what it takes to hit the head. A few grams lighter, crisp in the bite, pleasantly precise to dose, with a lot of sporty potential. The rear window plays a committed role, making it a competitive system even without ABS. But because BMW wants to be ahead of other motorcycle manufacturers in terms of braking technology, it would have been nice to try out the new, brake-force-boosted and composite-controlled Integral ABS with these decelerators.
Actually. And actually it was intended by the manufacturer. But when the first press machines were rolled out on February 2, only R 1150 R without ABS were parked in the BMW underground car park. What happened? Just a few days earlier, a few hundred dealers had been allowed to drive the roadster with ABS in Mallorca. Without problems, as it was said. But during the technical check, the system’s computer spat out dubious error messages. Inexplicable at first and reason
enough to hold the ABS back. No one wanted to go further on this subject
talk. Actually. But because journalists
Always having to be curious and in the end someone always chats, it has meanwhile emerged that the fault is probably not in the mechanics or electrics, but in the programming. This can have tricky consequences, see above, but does not fundamentally call the whole thing into question. As of February 9th, BMW is promising to offer the R in full regalia on March 10th.
In any case, MOTORRAD is for
wait a detailed test until ABS roadsters are ready. They will then certainly also carry the familiar luggage system. So far we can only say so much about suitability for travel that the driver is sitting very well and gathered together. On the newly formed bench, which unfortunately can no longer vary in height, but can be ordered in a deeper version on request, it can slide forwards or backwards and always finds a good grip. The slightly wider handlebars fit the hand, the legs have to bend a little as usual. That is the price for the considerable freedom from banking. BMW accommodates the pillion passenger on an adequately contoured seat and still offers a wide range of comfort furniture
but has simply forgotten sensitive grab handles.
The Roadster 1550 is included in the price
M.ark under the GS. But it is at least as much fun on the country road and is used in everyday life ?? Sit up, maneuver, support? more sociable. So the better choice for normal life. Actually.

Technical data – BMW R 1150 R.

Engine: Air / oil-cooled two-cylinder four-stroke boxer engine, crankshaft lengthways, one high camshaft each driven by gearwheels and chain, four valves per cylinder, bucket tappets, bumpers, rocker arms, wet sump lubrication, electronic intake manifold injection, engine management, regulated catalytic converter x stroke 101 x 70.5 mm, displacement 1130 cm3, compression ratio 10.3: 1, rated output (ECE) 62.5 kW (85 PS) at 6800 rpm, max. Torque 98 Nm (10 kpm) at 5300 rpm Power transmission: primary drive via gear wheels, single-disc dry clutch, six-speed gearbox, gimbal. Chassis: load-bearing motor-gear unit, telescopic fork, suspension strut, adjustable rebound damping, stanchion diameter 35 mm, two-joint single-sided swing arm made of cast aluminum, Central spring strut, directly hinged, adjustable spring base and rebound damping, double disc brake at the front, four-piston calipers, floating brake discs, Ø 320 mm, disc brake at the rear, two-piston caliper, Ø 276 mm. Tires 120/70 ZR 17; 170/60 ZR 17 Chassis data: wheelbase 1487 mm, steering head angle 63 °, caster 127 mm, spring deflection f / h 120/135 mm. Dimensions and weights L / W / H 2170/970/1165 mm Seat height 800 mmWeight fully fueled 238 kgTotal permissible weight 450 kgTank capacity 20. 4 liter guarantee one year with unlimited mileageColors blue, red, blackPrice incl. VAT 18,950 marks, additional costs 479 marks

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