Models like the BMW K100 will never go out of style. This remarkable classic road bike was far ahead of its time and remains in demand even a quarter of a century after it went out of production. Impressive customs are often made on its basis, or simply restored to its original state. In terms of technical characteristics, this Bavarian old man still surpasses many modern competitors, and its design includes such a durability resource that with proper maintenance it will continue to drive for decades.
Design
The standard naked version of the famous Bavarian looks stylish and relevant even now, because the classic never gets old! And it was not for nothing that the designers placed emphasis on the engine located longitudinally in the frame, which brazenly sticks out and attracts attention to itself. You immediately get the impression that the entire bike is assembled around the motor, and it looks very brutal. But the BMW K 100 RS with a plastic fairing on the front, decades after its release, looks too old-fashioned by modern standards.
Specifications
In the 80s, when production of the BMW K 100 began, this motorcycle seemed something incredible. Dynamic, technologically advanced, with a large power reserve and excellent brakes, it broke all records and quickly became a bestseller. The model was so ahead of its time that even now, when compared with modern bikes, it does not look like an outsider, despite its advanced age.
Engine
An 8-valve in-line four liquid-cooled engine located longitudinally in the frame is the power element of the entire structure. This impressive engine has incredible durability and excellent performance - acceleration from 0 to 100 km/h in 4.3 seconds and a top speed of 215 km/h. The engine is very strong, and even from the very bottom. Maximum power and torque are 90 hp. and 86 Nm respectively. Fuel is supplied using a Bosch mono-injector.
Transmission
There are 5 gears in the box, but it cannot be said that the sixth is very lacking. The gearbox works perfectly, gears shift clearly, smoothly and silently, without problems finding neutral. The clutch is installed quite original, dry, single-disc. No hydraulics - just a good old cable.
Chassis and brakes
All of the above components are embedded in a spatial steel frame on good suspensions. At the front there is a regular telescopic fork without adjustments (the RS and LT modifications can also boast an anti-dive system), and at the rear there is an adjustable Monolever. Braking is handled by two 285 mm discs with 2-piston calipers at the front and one disc (exactly the same, with the same caliper) on the rear wheel. ABS is available as an additional option. And this was in the 80s of the last century!
Electronics
There are no different operating modes of the engine, auxiliary systems, etc. in a BMW motorcycle. Its electrical circuit is very simple, despite the large number of additional options installed on various modifications. But in that era, a bunch of different sensors had not yet been introduced into Bavarian bikes, and that’s good. The simpler, the more reliable.
Weight and dimensions
The motorcycle's curb weight reaches 239 kg, but much of the weight comes from the low-mounted engine, so the bike doesn't feel all that heavy. Its ground clearance is decent, as much as 17.5 cm. The length and width at the extreme points are 222 cm and 93 cm, respectively, and the height at the saddle is 81 cm.
Controllability
The BMW K 100 RS handles great, but you need to be careful when driving on uneven asphalt. Due to the narrow wheels (only 100 mm at the front and 130 mm at the rear), wobbling can easily begin, so in such conditions it is better to reduce the speed in advance and be on guard. The bike behaves especially capriciously on removed asphalt. Otherwise, its maneuverability is simply excellent, as is its directional stability on the highway.
Fuel consumption
At a cruising speed of 120 km/h, the official consumption is 6.2 liters per 100 km, but if you slow down to 90 km/h, consumption drops to 5 liters. In city driving conditions, on the contrary, it increases, sometimes up to 8-8.5 liters, if you drive a lot in traffic jams and do it aggressively. The tank volume is 22 liters (until 1987) or 21 liters (since 1987). You can and should use regular AI-92, the Bosch injector handles it perfectly.
Motorcycle BMW K 100RS 16V SE 1991 review
The description of the BMW K 100RS 16V SE 1991 motorcycle is in the queue for publication of the article. Announcement: Today, for almost every new motorcycle that comes into being, marketers strive to carve out their own niche. This one is a road sport, this one is a recreational enduro. But what class should we include a motorcycle that has a little bit of everything? A good bike should have a reliable engine, comfortable ergonomics and simple controls...
BMW K 100RS 16V SE is a motorcycle not sold in Russia, equipped with a fairly high-power engine of 100 hp. Despite the fact that good models of motorcycles have a very respectable price, and the season for their use is relatively short, the motorcycle market is developing rapidly. And if you believe the words of dealers, then some models of recently released motorcycles are selling like hot cakes at the beginning of the season, and the models brought to Russia are clearly not enough to fully satisfy consumer demand.
A motorcycle has long ceased to be an alternative to a car, and the times when this equipment was bought only because there was not enough money for a full-fledged car are forgotten. Nowadays, two-wheelers can be called technological marvels in many cases, and their cost can be compared with that of prestigious cars.
Many people have started buying motorcycles for hobby purposes as riding or even collecting them has become a good pastime for many people. Many motorcycles, for example the BMW K 100RS 16V SE, the technical characteristics of which allow the model to be called a prestigious brand, are in demand among both beginners and experienced motorcyclists.
Currently, it is impossible to purchase a new BMW K 100RS 16V SE motorcycle from the 1991 model year, since their production stopped 25 years ago. At the same time, the BMW K 100RS 16V SE has excellent technical characteristics, so many are eager to purchase, if not a new, then at least a used version.
Motorcycles with an engine capacity of 987 cc. see, appeared as a result of long work of inventors who sought to create a model that was not inferior in characteristics to other versions of the motorcycle. In some cases, these models are not only not inferior, but also ahead of other motorcycles, as they have minimal fuel consumption and other excellent parameters.
Motorcycles with an engine capacity of more than 400 kb. cm, which includes the BMW K 100RS 16V SE - this category of motorcycles simply cannot claim the title of “motorcycle for a beginner.” On the contrary, this is already a serious technique that requires certain control of motorcycle equipment with a smaller engine capacity. Yes, she attracts more attention, she is the most beautiful, fast, interesting and there is a huge selection of models. But as power increases, the weight of the motorcycle inevitably increases. In this class you are unlikely to find motorcycles lighter than 180 kg, unless they are the latest motorcycle models.
Go to the entire range of BMW motorcycles, on this page you can find BMW K 100RS 16V SE motorcycles from other years of production and information about them
Motorcycle price
Prices vary greatly depending on condition, and they have nothing to do with the year of manufacture, and a bike produced in the 80s can cost twice as much as its brother, which rolled off the assembly line in the mid-90s. The cheapest options start at 150-160 thousand rubles, and for the most expensive sellers they ask for 350-380 thousand, sometimes even more. Such a high price is not always justified, so it’s better to focus on something in between.
History of the BMW K100
- · 1983-1988 – the first generation of the notorious K-series was produced and had an eight-valve engine. At that time, the Bosch LE-Jetronic system worked on fuel injection.
- · 1989-1992 – release of the second generation with a sixteen-valve engine and a Motronic injection system. Additionally, the equipment was equipped with an ABS system, and the engine has already received a well-deserved 100 horsepower and 100 Nm of torque.
Unfortunately, in 1993 the K100RS was replaced by the K1100RS, with more enviable characteristics. What was surprising on the market was that the first-born managed to survive in a highly competitive environment for more than 5 years and acquired a lot of fans. A total of 44,470 units of equipment rolled off the manufacturer’s assembly line and were distributed throughout the world. At the moment, the BMW K100RS is the base model used to build custom motorcycles and, most often, cafe racers.
Repair and tuning
With motorcycles that have been out of production for a long time, certain difficulties often arise. Parts are expensive and difficult to find. Alas, this also fully applies to the BMW K 100, and this road veteran will cost no less to maintain than its more modern descendants, assembled at the same plant in Bavaria.
Repair
Breakdowns are rare, and in the vast majority of cases, a failed unit can be repaired without replacement. The simple and meticulously thought-out design of this bike will delight any motorcycle mechanic - understanding the structure of the BMW K100 is not at all difficult. You don't need any special tool for this.
Spare parts
They are not cheap, and sometimes difficult to find. Many owners get out of the situation by trying to select suitable spare parts from other motorcycles, not only BMW, but also others. Another solution is to search and buy used spare parts, which are quite common on sale.
Tuning
The manufacturing company once offered a hefty catalog of tuning for this model, but those days are long gone. Now there are options from third-party manufacturers, but motorcyclists rarely engage in deep tuning of this bike. Although we must admit that the K100 is a very popular donor for building custom cars.
Motorcycle modifications
- Standard version , which is most often found on sale.
- K100C . It features a small fairing mounted directly on the steering wheel.
- BMW K100RS . A sports version with a developed front fairing and a steering wheel shifted downwards.
- K100RT . Tourist modification, dressed in a plastic body kit.
- K100LT (Luxury Touring). Same as K100RT, but with taller glass and additional options.
- K100TIC . A special modification developed for police, ambulance and other civil services. It is extremely rare for sale.
Advantages and disadvantages
On the one hand, it is unfair to evaluate such an old motorcycle as the K100 by modern standards. On the other hand, it costs decent money even now, and not as a retro exhibit, but as a completely “ridable” bike. Therefore, we will not show the condescension of a veteran, and objectively evaluate it in the same way as all other bikes of the same class produced these days.
Advantages
- Excellent equipment. There are automatically switched off turn signals, convenient adjustment of the headlights, and much more.
- Good acceleration dynamics and high top speed.
- Effective brakes, some versions even have ABS.
- Not bad suspensions, moderately hard and working flawlessly.
- Huge resource of the engine, gearbox and all other important components.
Flaws
- Difficulty finding spare parts.
- High fuel consumption, especially during dynamic driving.
- Narrow tires make the bike unstable on uneven road surfaces.
“This is absolutely a retirement option.” Review from BMW R1100R owner
Vlad told Auto Business about his previous motorcycle just a week ago - his wife has been riding a Suzuki for the second season. The guy, meanwhile, moved into the saddle of a 1999 BMW. How much age affects this technique and why the two-wheeled “Bavarian” is better than other motorcycles – in the owner’s story:
– I had a “sporty” looking motorcycle, I wanted a classic one. I chose from different models. The Kawasaki Z900RS sunk deep into my soul - it looks retro, but the inside is completely modern. The motorcycle is quite expensive, and I don't ride that much, so I didn't buy it.
I decided to see what, in principle, there is from the “old school”. I came across the sideboards of Kawasaki 750 Zephyr owners - a classic “Japanese”, it seems to be what I need. I studied other models, what was sold where and at what prices - I realized that you can profitably buy motorcycles from European manufacturers in Japan. Paradox: it is cheaper to import a Japanese motorcycle from Europe, and a European one from Japan.
So I settled on motorcycles with boxer engines and air-oil cooling: BMW R1100/1150/1200. They look about the same, the engines are also about the same, the 1200 already has ABS and traction control. I contacted a customization company, they played with bets - in the end this motorcycle surfaced in perfect condition and with a mileage of 27 thousand kilometers, and it was more than 20 years old.
The peculiarity of Japanese auctions is that they have independent expert diagnosticians, they value their reputation, and there is a rating system. I chose the motorcycle for five out of ten, this is the maximum mark for the technology of those years. Six-seven is a new motorcycle, several years old. Traces of rust, tuning - all this reduces the rating. Such a system has existed for a million years, you can trust it.
Turnkey with delivery, this motorcycle cost me $4,300. I had to wait quite a bit, more than three months. I had to make an SBCTS certificate, but this was done by the fitting company itself, they have this on stream.
Upon arrival, I did a full service: valve clearances, throttle valve synchronization, calipers, oil. The motorcycle is not technically very complex, but it requires attention. The same Paralever system: there are tapered bearings that need to be serviced regularly. If you start it, you will have to change the entire system, and this is expensive - everything is made to order, original.
BMW's suspensions are a highlight. Front – Telelever, rear – Paralever. Thanks to them, you can drive without pecks and the castor does not change. Very comfortable, soft. The landing is smooth, you can travel endlessly. There are no problems even on broken roads. Due to the fact that this is a rare version with spokes, it is also higher than the usual one, not like the GS “geese”, but something in between. You can drive across the same field without any questions, without being afraid of tearing anything off.
Brakes front and rear are Brembo, very good. This is a signature feature of BMW of those years. They are very informative and highly effective. ABS may not be very smart, but it is reliable. The next generation R1150 already has a servo, it applies the brakes in an emergency. This is a frankly unsuccessful unit; it did not last very many years and cannot be repaired. BMW owners have had a hard time with it.
The engine here is approximately 1,100 cc, about 90 hp. The engine is very “torque”, it flies away like a bullet. The injector is old and primitive, it is essentially just injectors. Even when you start the engine, you need to set the idle speed using the lever.
Fuel consumption here is about 5-6 liters per “hundred”, and in almost all modes: with/without a passenger, with/without luggage.
The sensations from driving a boxer car are unusual. The center of gravity is low and the bike is heavy. It is difficult to repark it, but when driving it steers very easily, you can “millimetrate” in a traffic jam. Vibrations are felt at high speeds; on long journeys, sixth gear is not enough. I drove 200 kilometers, got off my motorcycle at a gas station, picked up the phone in my hand, and it seemed like it was vibrating.
But the seating position for the passenger is ideal, like in a chair. The seat is wide and soft, the footrests are rubberized, and your legs don’t get numb on the road. I know owners of such motorcycles who have a rear case - the passengers almost fall asleep there.
The only thing I changed in appearance was the Japanese windshield. I didn't like him visually. I exchanged it in Minsk with the owner of the same motorcycle. He had one of his own, but he wanted one like mine. The original glass is not as massive and less noticeable. I once tried driving without any glass at all - it was fine in the city, but on the highway after 120 km/h there was a lot of tension and it was uncomfortable to drive.
The first thing that broke was the turn signal relay. Probably from old age. I found the same thing on Allegro, changed it - the problem went away. Then there was a problem with ABS. More precisely, this is a design miscalculation of the engineers - at the moment of starting up the system may go into error. A fellow electrician I know reconnected the circuit to the unloading relay so that at the time of starting the ABS would turn off and then turn on. Otherwise, this blinking light was infuriating.
The motorcycle is old - the brake hoses are leaky, so I replaced them with reinforced ones. Over time, the steering damper broke - now it is not original, with adjustment. The original one costs $300 - unreasonable money for such a spare part.
One day I left work and started the motorcycle - it did it barely, with a squeak. I bought a battery, came to the garage, installed it - it wouldn’t start at all, as if the engine had jammed. As it turns out, this is a typical problem for this family. Automotive type starter, glued magnets, no pins or anything else. Because of old age, they have become unglued and gathered in a bunch. We found the same one from some small airplane at disassembly.
Otherwise there were no problems, because the technology is simple and reliable. I ended up spending $1,000 on maintenance. This is despite changing the tires. Avon is here. I would be happy to give Michelin Pilot Road 4/5, but the motorcycle has an atypical front wheel size. So I installed tires from their competitor. Even in five degrees of heat and drizzling rain, I didn’t notice much difference with Michelin.
My dream is to ride a motorcycle to Montenegro, but this year for obvious reasons it will not be possible to achieve it. Last year was my first season with this motorcycle, so I didn’t take any risks. While I ride around Belarus, to the same Naroch or to relatives in Mstislavl, no more than 400 kilometers per circle. In relaxed touring mode, this motorcycle is a pleasure to ride.
This is an absolutely pensioner option; I don’t really want to use it aggressively. The clutch here is automotive type, it is located at the rear. To change it, you will have to “roll it out” like a tractor.
I would consider the disadvantages of this motorcycle to be its age - I think all sorts of fatigue defects will continue to emerge. This is a motorcycle for a mechanic; it requires constant maintenance of all components. I turn to qualified specialists because I have neither the tools nor the conditions.
It is heavy and tall - if you stand on the sand poorly, you may not be able to hold it. The image of these motorcycles is spoiled, they say, they are broken crap. But if you ask motorcycle travelers which motorcycle is better, they will answer BMW GS. Essentially the same technique, just a road version. This is a legendary series of motorcycles, especially touring ones. BMW made a name for them. I am extremely pleased with this motorcycle. That's what I was looking for.
But there are thoughts of changing both motorcycles – mine and my wife’s Suzuki. We are thinking of buying something universal. We are not such hardened bikers as to have two motorcycles in the family. It’s expensive: pay two taxes, carry out two services, pay for two parking spaces.
This is almost a Youngtimer, it’s over 20 years old. There are no electronic assistants or any other bells and whistles. We live in the modern world, we want to correspond to it.
What am I looking for as a replacement? Honda CBR650FA – I want to try the inline four-cylinder engine in road version. But it’s still written with a pitchfork whether it’s worth selling these and buying that one. Maybe something will change during the selection process.
Have you been riding the same motorcycle for several years and are ready to talk about its maintenance? Write to
Don't dream, just ride! Motorcycles in the Automotive Business ad database
Owner reviews
I have owned a dozen different BMWs, the last one until recently was the K1000 - an interesting car, but without a soul. At the beginning of last season, I took a stripped K100RS from a friend, that is, essentially an ordinary K100 after all the alterations. I paid a lot, my friends were pointing fingers at me - how could you buy a 1988 motorcycle for 310k? And I’m happy, the Bavarian horse is just fire! The mileage on the odometer was about 90k at the time of purchase, and I strongly doubt that it is not twisted. But the condition is ideal, a real iron motorcycle from the past that can travel for a hundred years without breakdowns. I definitely won’t part with him for many years! Arthur, St. Petersburg.
A chic spendthrift, stylish and unlike anyone else. It gets through traffic jams no worse than a scooter, because... it itself is narrow, plus the motor stands longitudinally and not transversely, so nothing sticks out anywhere. While driving, you can safely open the throttle even to full speed, the acceleration will be furious, but the bike will not stand on the rear wheel, info 100%. The brakes grip tightly, I have the version with ABS, and this was in 1990. Wind protection is at the level, up to 150-160 km/h the wind is not felt at all. It eats a lot, but I love to unscrew it from the bottom of my heart. Vitaly, Khabarovsk.
A moped is not cheap to maintain, but you can always pick something up or fix it yourself. The plastic is only available for sale used, and costs a decent amount. It’s so durable, but it becomes brittle with age, although if something happens you can still solder it. Some of the breakdowns over the 4 years of ownership include a dead hall sensor and a burnt-out fuel pump. I bought a new sensor, selected a suitable pump from a Zhiguli, it fit almost like a native one, there was no difference)) There was nothing else, just maintenance according to plan. Anton, Tyumen.
A post about the path to motorcycle life with lyrical digressions and boring pens
If you woke up at 8, and went to work by 9, don’t show off, guy! Take the motorcycle!
About the path to a bike: I grew up in a military family, my father clearly taught that a motorcycle is a “semi-finished product of death” and I closed the topic for myself, it seemed forever. Yes, the bikes are beautiful and stylish, but they didn’t really catch my eye, I never even rode anything as a child. I entertained myself with other hobbies as best I could, multisport, mountaineering, snowboarding, alpine skiing, etc. Everything, of course, is also very safe, especially considering that on a board in the Alps I rode at speeds of over a hundred, on a bicycle I could go over 60, and you can’t get high grades in mountaineering on absolutely safe routes) But then the new year 2008 came and my future wife and I went to India, for the first week we wandered around the north and center of the country and nothing foreshadowed trouble, but then we got to the recreation area in GOA and my wife immediately took me to rent a scooter / what would it be like here without it /. My excuses are that I haven’t seen this type of equipment before (I’ve driven a lot of cars, different ones and with pleasure, the mileage has reached 500 thousand, I’ve ridden a couple of thousand on a bike per season, including according to special regulations, but with bikes I repeat, it didn’t work out) - if you can ride a bike, that means you can ride a scooter. In general, having made a circle of 50 meters to the laughter of the Hindu landlord, I saddled the cheerful horse Honda Dio, put my wife in the back and quietly in a week drove 1000 km along the roads of India with the wrong direction of travel in 8 days. To my surprise, I didn’t experience any difficulties, except for the circular movement /hand/!!! I won’t say anything about the equipment, everything is visible in the photo
This was the first step towards the motorcycle theme, but in Moscow I was not drawn to a bike, when it was warm and traffic jams, I got on the highway and rode to work and back on a bike, and the scooter remained for Asia and in Asia. At the very least, I rode 1000 km twice a year, either in India or in Thailand. The first son was born, the three of us started racing) Tikhon immediately learned to sleep sitting on the bike between his parents and persistently climbed on all the scooters in the area.
And then the summer of 2013 came and from somewhere out of the subconscious the thought was born - should I rent an Enfield in winter? It’s tempting, but I don’t even know where the speed switches on the bike... I polled motorcycle friends on Facebook and took a couple of lessons at the motorcycle school. There I came across an extremely smart girl, an instructor, who taught me the basics of the mysteries of driving some kind of small-capacity vehicle. I was looking forward to the next India, and on the first day I grabbed a 350 cc Enfield and didn’t get off it the entire holiday.
And then it turned out that the motorcycle steers, rides and is generally more reliable than a scooter. When handing over the bike, I tried to ride a scooter and realized that I wouldn’t ride it again (at least on a small-capacity one; I haven’t ridden a maxi-scooter, so I can’t evaluate it). In general, he returned to Moscow sick, almost put the Enfield in his luggage, and there was also an advertisement in the departure hall in Dabolim for a famous motorcycle dealership selling Enfields in Moscow. In general, I wanted the bike until my hands trembled. But we were already waiting for the second one, the construction of a house was just around the corner and I decided to hold off for now, I missed the season, I almost calmed down, but then my colleagues started riding to work on bikes, and the temperature rose again. There were several factors against it, oddly enough - my wife (how in her head she can coexist driving in armored sandals in India - which is not dangerous and wearing gear in Moscow - which is dangerous, I don’t understand), the financial crisis and the fact that I missed the moment to get my license as an external student (I even took B as an external student) and had to go to a driving school. Like a fool, I paid for the training, came 2 times for intermediate theory exams and 2 times for driving (since the driving was at the traffic police station and at the exam moto), in general, after 2.5 months I went to take it. The only one in the group passed; after driving for 18 hours, people confidently laid the bike on its side in a figure eight /hand/. I kindly remembered my school, where in 3 lessons they explained to me how the rear brake helps when passing the site and other goodies). And now the treasured crust is in hand, no money, family is against it) Pokumekav decided to devote the winter to choosing equipment and trading with his family. I came to a cunning agreement with my family; my wife and I just made up our minds that we would lose weight by the New Year and things worked out for her, but not for me. And then she suggests, come on, if you lose up to 110 kg (at that moment I weighed 137), then I’ll stop drinking your blood with a motorcycle. In general, I bargained for 115 kg))) And having started on December 1, by April 1 I weighed 112. There remained a nuance with spending money and money: The requirements were the following - an injector, ideally wheels, ideally a driveshaft, size (I am 198 cm tall) Initially the list was like this: 1. Anfield - well, you understand why; 2. Suzuki Bolevard M50 800 cc - injector, cardan, large and comfortable 3. Ural... well, kind of for masturbation; 4. CF moto 650 cc, the one copied from a ruff - cheap, injector, wheels, but small. For old times’ sake, I repeated the survey of friends on FB and LiveJournal, and then they offered me an idea - if my hands are growing out of that place, then it’s stupid to buy an old sport, undress it and get a city nike. Next, I opened the auto ru and filled in the specifications and the first one on the link was K100 RS ’89, liter, injector (okay, mono injection, but ’89 Karl!), cardan, liquid cooling, ABS (in ’89!!!!!) , all-round wheels, large, stable, brutal, highly suitable for customization, well, generally beautiful) I went to have a look, fortunately it was located two kilometers from work.
I looked, drove by and realized – it’s him!
It was in February... I decided for myself that if he waited for me, I’d take it. And he waited bastard) Coming home on a bike almost led to divorce))) but the fact that I now leave for work 2 hours later and arrive an hour earlier has gradually reconciled my wife with the purchase). About Brick, aka Kasatik: I drove 4000, home work, work home, i.e. I won’t say for long distances. The motorcycle has a high traffic jam capacity, at the level of scooters! narrow (in-line four), low center of gravity, i.e. Resistant to stalling even at near-zero speeds. Stoppie? Willie? Axle removal? No, have not heard! The mot goes like an iron! Don’t overwhelm, don’t lead astray, it’s not for nothing that the Moscow motorcycle battalion started with the k1100lt (the next Rhinecarnation of the k100 is only a “tourist version”). The wind protection is good, but with my height the flow hits below the helmet, either shrimp or increase the glass, people enlarge the glass en masse. It eats 92nd gasoline perfectly, consumption is 6 liters, the tank is 22, it accelerated to 170, people claim that it goes over 200. I didn’t get my original mirrors, so I temporarily installed them on the steering wheel, and after driving with them, I decided not to bother with my family because... They expand the motor and put turn signals in the standard places, they also act as whiskers for measuring width). In general, we live together with Kasatik, the Hall sensor died due to malfunctions, while I was looking for the reason why it was stalling - I changed the fuel pump (suitable from 2110...., honestly!) and tried to tow it to the dacha for analysis (never do that!!! Never!!! ) put the bike on its side without leaving the neighborhood - plastic is expensive, but it sticks on its own. This didn’t stop me being a fool and my father-in-law pulled me to the dacha on a cable (25 km), don’t do that!!! In general, the bike is old school, of course, but pleasant), I won’t change it for now, I don’t plan on long-distance driving, but for my own purposes, behind my back. By the way, I also decided to leave the plastic - somehow it looks solid in it, although if you undress completely it’s also very good. We need to try modern BMW technology for comparison. I forgot about the minus - it is quiet, really quiet and no one can hear it.
Boring: - about bikers “in shorts” with plus-ones - you can’t do that, you yourself are without equipment, a girl in shorts on her belly button, on the sidewalks, without turn signals, with going to a point on any segment longer than 100 meters - at least feel sorry for the girls! - about row spacing - if you have a big growling spendthrift - take your time, wait a minute, they will see you and let you through, not everyone is ready to ride in a standing traffic jam of 80! - about accidents - I carefully study the memory book and videos on YouTube about accidents. 99% of the time the biker thinks he is right. Guys, let's just live). I have always driven and continue to drive according to the principle of giving the fool way. Well, if you are driving and there is a car in the oncoming lane in the left lane - it’s not just standing there, it’s about to rush somewhere, slow down or overtake with reserve and in general you have to drive as if everyone is trying to kill you, especially since this is true. If I always rode on the principle of “I’m right by the rules here,” I wouldn’t last a week on the bike. I started driving in April, car enthusiasts were not yet used to it and they changed their minds to me three to four times a day.
About the motorcycle fraternity: whenever I slowed down, people always came running within two minutes; no real help was required, but they always tried to help. If someone was laid on the asphalt, then the Goldovods would fence off the scene of the accident with their bikes, and the people would provide all possible assistance. In our world, such mutual assistance is rare.
Dry and smooth roads to everyone!
UPD once: I somehow lost that wing along with the number. Honestly didn't even notice. At work I saw an AHOshnik and warned me. Just about to look on the Internet - I called on my mobile phone - Kirill, did you lose your number today? It turned out that my motorcycle brother was following me in a car and saw how the license plate flew away. He was not lazy, stopped, picked me up, found me and called me. When asked how much I owed, I was even offended; when picking up the room, I was just able to push him a bottle of Kaufman in gratitude.
UPD two: pulls with the first, second and even third. In general, you can drive around the city only in second, and you can start and accelerate to 90)
Similar models
- Honda CB1000SF and CB1300SF . Japanese road cars that have been proven over the years are powerful, quite voracious and very reliable.
- Yamaha XJR 1200 . Direct competitor to the above-mentioned Honda models.
- Kawasaki Zephyr 1100 . A bike rarely seen in Russia, but it also deserves attention.
FAQ
- Can you find non-original plastic on BMW K 100 RS and RT? The original has been gone for a long time, and a new set is desperately needed. There is definitely no mass production of such parts. It's best to try looking for options on European Ebay.
- I heard that replacing the injector with a more technologically advanced one helps reduce gasoline consumption. This is true? In theory, yes, but in practice it is not so simple. The costs will most likely not be comparable to the resulting savings.
- I heard that low-quality gasoline with additives can lead to deformation and leakage of the tank. What to do if there are no normal gas stations along the way? Don't worry, that's not true. Additives can “soften” the plastic tanks used on some KTM and Husqvarna models, while the BMW K100 has an aluminum gas tank.
Two Wheels Empire
From a very young age, Lithuanian Matas “Matt” Rinkevičius was driven by two things at once - an entrepreneurial spirit and a love for motorcycles. The result of this is his company called Two Wheels Empire, which recently released a luxurious BMW K100 called Silverback Gorilla.
It’s customary for us to hide our gray hair so as not to let go of our fading youth longer. With gorillas, everything is different: the leader of the pack (and the undivided ruler of the harem) is always a large male with gray hair on his back - hence the name custom. Gray hair among gorillas is a sign of prosperity, power and dominance.
From the age of 12, Matt rode scooters, repaired them, then sold them - and bought another creation. By the age of 16, he had already founded his own eBay store and since then the motorcycle industry has become his life, and he has become one of the tiny but extremely vital parts of the motorcycle movement. His roles in all this are very different: mechanic, salesman, journalist and racer in supermoto and motocross. In 2014, he was promoted to manager at one of the largest dealerships in Lithuania, but his heart demanded more!
BMW K100 called Silverback Gorilla (Gray Gorilla)
So the result of hard thinking and deep soul-searching was a resignation letter, which became an excellent foundation for building your own motorcycle empire. Now his business is located in three countries, and its main areas are unique (i.e., non-repetitive) custom products, trading in motorcycles, as well as multimedia solutions for the motorcycle industry. But success in business is the ability to find compromises, and when a German customer told Matt that he wanted a complete copy of his custom Black Mamba, Matt said
OK! I’m not too interested in building what I’ve already built, but I’m damn curious to legalize custom under strict German laws!
Conclusion
Retro technology usually remains the preserve of enthusiasts, in whose hands it finds a second life, usually as a “ weekend motorcycle .” But the BMW K100RS is an exception to this rule . The bike has still not lost its relevance, and many owners use it as their main two-wheeled vehicle . Phenomenal reliability, impressive characteristics and overall endurance will not allow this model to be classified as a “museum exhibit” for a long time.
Specifications
| Maximum engine power: | 90.0 hp (66.0 kW) at 8000 rpm HP |
| Torque: | 86.0 Nm (8.8 kg-m) at 6000 rpm Nm |
| Working volume: | 987 cm3 |
| Motor type (cylinder arrangement, number of strokes): | 4-cylinder in-line, longitudinal |
| Number of cylinders: | 4 |
| Number of valves: | |
| Intake type (Injector / Carburetor): | |
| Bore and stroke: | |
| Starting system (Electric starter, kick starter): | |
| Maximum speed in km/h: | 215 km/h |
| Cooling system: | Liquid |
| Transmission (gearbox): | Mechanical 5-speed |
| Clutch (Dry / Wet): | |
| Drive unit: | Cardan |
| Frame: | Steel spatial, engine – load-bearing element |
| Chassis | |
| Suspension (front/rear travel): | |
| Brakes (Front/Rear): | |
| Wheels / Tires / Rubber: | |
| Dimensions and weight | |
| Dimensions (Length / Width): | |
| Seat height: | |
| Ground clearance: | |
| Curb weight: | |
| Wheelbase: | 1516 mm |
| Weight: | 239 kg |
| Fuel tank capacity: | 21 - 22 l. |
| Battery capacity: | |
| Year of release: | |
| Country of Origin: |
BMW K100RS
Model class : sport-tourist
Years of production/sales : 1983-1992
BMW K100RS model was first introduced in 1983 and existed on the market until 1992. Unlike the basic version (BMW K100), the BMW K100RS has a full fairing with integrated mirrors and turn signals on them. It is noteworthy that this fairing has been optimized and refined in the wind tunnel, due to which the declared maximum speed is 221 km/h, and the drag coefficient does not exceed 0.429.
The basis of the BMW K100RS model was an in-line 4-cylinder liquid-cooled engine located longitudinally in the frame. The maximum power of the basic version was 90 hp, torque - 86 Nm.
The frame is steel spatial, the engine acts as a load-bearing element. The exhaust system is made of stainless steel, the fuel tank is made of aluminum.
The suspensions are a conventional telescopic fork at the front and BMW Monolever (since 1989 - Paralever at the rear), with a working stroke of 185 and 110 mm, respectively (since 1989 - 135 and 140 mm).
The brake system of the BMW K100RS is hydraulic disc Brembo. Since 1988, ABS has been available as an option.
Main generations of BMW K100RS:
- BMW K100RS (1983-1988) – first generation. It features an 8-valve engine, fuel injection system (Bosch LE-Jetronic), Monolever rear suspension, 2-piston front brakes and 285 mm discs. The power of this version is 90 hp, torque is 86 Nm.
- BMW K100RS (1989-1992) – second generation. It features a 16-valve engine, injection system (Bosch Motronic MA 2.1), Paralever rear suspension, braking system - 2 305 mm discs, 4-piston calipers, ABS is available as an option. The power of this version is 100 hp, torque is 100 Nm. Based on this generation, the BMW K1 model was created.
The BMW K100RS model existed until 1992, after which it was replaced by the more advanced BMW K1100RS. A total of 34,804 motorcycles of the first generation and 12,666 of the second were produced. Currently, the BMW K100RS is actively used to create custom bikes - most often cafe racers.
