BMW R1100RS: technical specifications, features

BMW K1100LT

Model class : tourist
Years of production/sales : 1991-1998

BMW K1100LT model appeared in 1991 and replaced the BMW K100LT. The abbreviation LT stands for Luxury Tourer and denotes a class of full-fledged touring motorcycles.

Unlike the old K100LT model, the new one receives a number of improvements and differences:

• New 1092 cc engine. see with an increased compression ratio (11.0:1) and a new injector (Bosch Motronic MA 2.2).
• New plastic body kit with improved protection from wind and rain.
• New Brembo brake system with ABS I or ABS II (from 1993).
• New rear suspension –
• Electrically adjustable windshield.
• Quick-release central and side cases.
• Increased curb weight - from 263 to 290 kg.

Otherwise, the BMW K1100LT model has all the features of the K-series touring motorcycles: a 4-cylinder horizontal in-line liquid-cooled engine, fuel injection, ABS, proprietary Paralever rear suspension and a huge list of touring options - radio, heated grips, 12V sockets, adjustable windshield, pannier system, etc.

During the entire production period of the BMW K1100LT model, from 1991 to 1998, 22,757 motorcycles were produced. Despite the high initial price, the model was extremely popular in Europe. In 1999, the BMW K1100LT was replaced by the BMW K1200LT.

In parallel, since 1992, a lighter sports-touring version of the BMW K1100RS was also produced, built on the basis of the frame, chassis and engine from the BMW K1100LT.

Since BMW has been proclaimed at BP, perhaps I’ll share my story about where I started and how I came to BMW. This is my first post on BP and it will be a preface to the next post about my current motorcycle BMW K1100RS `98. Brew yourself some tea and sit back, because this story covers 4 years of my life and reflects the process of changing tastes and views. Spoiler: in the first part there will be a lot of Yamaha R6. All my life I have been so indifferent to motorcycles that I never even turned around at motorcyclists noisily flying past, and for the first time in my life I only sat on a motorcycle during a trial lesson at a motorcycle school, but more on that later. Somehow, motorcycles simply didn’t arouse my interest, I had no friends/acquaintances who were motorcyclists, and there was a stereotype in my head that it was dangerous. Having been a motorist since I was 18, I never had any problems with motorcyclists, I simply didn’t notice them, i.e. I paid so little attention to motorcycles on the road that I did not perceive them as something special and not ordinary. But in my life, sometimes everything turns out in such a way that what yesterday I treated calmly or even with hostility, today becomes a favorite thing. It was the 23rd year of my life and when I returned from another snowboarding vacation, I posted a video I had put together on YouTube; by chance, a guy from Khabarovsk exchanged a few words on the topic of snowboarding, started communicating, and later he became a close friend of mine. One day he mentioned that he wanted to buy a motorcycle and sent off a couple of photos of a Honda cb400 and a Kava er-6n. To keep the conversation going, I asked what kind of motorcycles they were, etc. Meanwhile, I became curious and went to YouTube to see what riding a motorcycle was like. From seeing the videos taken on a gopro attached to a helmet, the thought crept into my head that motorcycles are not so bad, and maybe there is even something in it. Having later watched a kiloton of videos on YouTube and listened to a friend’s stories, I became imbued with the aesthetics of motorcycling and had a desire to try it all myself. Of course, there were doubts, but with the thought “why not?” I began to look for a motorcycle and study the issue of obtaining category A and the theory of motorcycle control. At that moment I was already sure that I needed it and I would not regret it.

At first I wanted a moto “like a friend’s”, that is, a ruff, but according to my budget, the cb400 was more suitable for me, a kind of ideal beginner moto, but luckily I read on the forums that people over 180 cm tall are not comfortable on it and from the outside a tall driver looks like a Sibikha It’s comical, because the spendthrift is quite low and small in itself. At that time, most of all I liked the “road” class and I was convinced that a real motorcycle should make “growling-farting” sounds and not buzz in any way, like a typical sportbike, therefore, having accidentally learned about the existence of the Suzuki SV-650N and realizing, that this was exactly what I was looking for (cool appearance, V-twin, suitable motor size), I decided to look for and buy it.

Meanwhile, I went to my first trial lesson at a motorcycle school. The training did not seem difficult to me, especially the combination of gearbox+gas+clutch operation, the automotive experience of driving a manual had an impact. During the initial lessons, I failed the bike on the snake once, squeezing the front brake. After completing a motorcycle school course, I tried to get a license, but failed the course. On the way back from the MREO at an intersection I saw an esveha that I had spotted in an ad and took a photo from the car: On the same day I called the owner and made an appointment. We issued a DCP. And so the Suzuki sv650n 2007 became mine. The plan was to stop at a gas station, since the tank was almost empty, park the bike near the house and forget about it until it received a category. While driving to the gas station, I realized that I simply wouldn’t be able to sleep at night if I parked the bike now and didn’t drive it until I got my license. I immediately drove confidently, as usual in a car, 60-80-100 km/h, depending on the road situation. On the car, I often used downshifting, but it became interesting to try this on a motorcycle, since I didn’t like just clicking a gear down and then pecking since motorcycle school. I tried it, it worked, from now on I switched downwards only with the throttle, since it’s somehow more technical and nice to hear the extra Vroom. As an avid motorist, the space between the rows gave me the most thrill, and honestly, when I calmly coasted between the cars and was the first to reach the stop line and proudly stood with my leg out, my smile spread from ear to ear. I picked up the bike from the previous owner at 10 pm and eventually arrived home at 8 am with a colossal amount of impressions and having managed to make new motorcycle acquaintances. After 2 weeks I received category A, got insurance and became a “legal”. Day of purchase: Thanks to the acquaintance that happened on the first night on the moto, I joined a very diverse and friendly company of guys on sports, choppers, etc.: The company included two friends on the same R6 pits, over time I began to take a closer look at their motos, very much I liked the strict, stylish and seasoned colors of their clothes. One day I asked one of them to give me a ride and my world changed that day. The difference in riding feel compared to my moto was like night and day. This trip radically changed my understanding of motorcycles. After some time of deliberation, it was decided to switch to the R6 next season, and in exactly this color. By the way, the two guys on the erks became my good friends.

I rode a moto a lot, every day to work, on business, for leisure, almost every other day we had company takeovers. There were some unpleasant moments too. I was standing at a traffic light and a young girl in an old Mercedes drove into me from behind (I had been driving for 2 weeks, as it turned out later). Mot was not particularly injured, he did not even fall, as his tail stuck into the radiator. But I was less lucky; my leg accidentally turned under the bumper. I severely damaged the ligaments; if it weren’t for the motorcycle boot, there would most likely have been a rupture. I spent 2 weeks in a cast with crutches. By the way, here’s a photo of the girl who hit me) I closed the season later with a slipper during the rain. Everything is just like in Twist of Wrist II, feeling imaginary confidence, I entered a closed turn at high speed, but it turned out to be steeper, I panicked, the vision fixation worked, I pressed the brakes, and now I was sliding on my ass after the motorist towards the parebrik (forgive me for my St. Petersburg, border). I didn’t get hurt myself, but this time the moto suffered more seriously. Looking ahead, I’ll say that for the accident described above I received a decent payment under compulsory motor liability insurance and with this money I repaired the moto and even “tuned it” with all kinds of hats in the form of levers, grips, weights, and a silencer. , turn signals, headlights, etc., etc. As a result, after two accidents, by the next season the moto looked better than when I bought it: My first season turned out to be short (since I only got on the moto at the end of July), but a very eventful and interesting period in my life. It was very difficult in the first off-season, it really broke me and led to depression.

Second season. Lots of rides. I began to travel alone more and get out of town more often. I sold an esveha to a friend, which became his first moto. I bought one of those eras described above. Moreover, the buying process was very successful, my friend, looking at me, also decided to buy a motorbike for himself, and by coincidence, my friends on the erks together put them up for sale. I brought the two of them together and rode 3 times on both erks in turn, comparing the sensations. In the end, I chose the one with forward flow (GYTR + midpipe exhaust), a high windshield and the levers on it were stock, which I really liked in terms of tactile sensations. As it turned out later, she also had a zero-speed car with a power comander, which the owner himself did not know, who timidly rode it 1-2 times a week and accumulated a little more than 2 thousand mileage in 2 seasons of ownership. Well, here I am, the happy owner of a 2007 Yamaha R6. I always thought that wheelie riding was an unnecessary risk and I would never do it. But when I got used to spending money and “just skating” became boring, I began to slowly learn to wheelie. I started drag racing, where I left 2 clutches. I drove around the city boldly, frankly speaking, I drove. Knowing full well that with such a ride you could kill yourself once or twice and one day not return home, but I was driven by the adrenaline and provocation of the spendthrift, then it seemed to me that it was all worth it. While waiting for the bridge to close, I met the dawn on the Spit of Vasilyevsky Island: A wonderful embankment on the Gulf of Finland:

Slavik came from Khabarovsk to stay in St. Petersburg (the same one who got me hooked on the motorcycle topic). They gave him my ex-esvekha for a ride. We visited cultural and historical suburbs. We went to Vyborg. The road there runs along the coast of the Gulf of Finland, through the resort area of ​​St. Petersburg. Basically the road is beautiful and interesting, and in some places closer to Primorsk there are sections like after a nuclear war. A few photos taken along the way on the Primorskoye Highway: Video from pieces of the second season:

Season three. Going on errands in the mode of “get ready, get to the gas station, get to food and go home” in well-worn places is becoming more and more boring and sometimes I decline the invitation to hang out around the city and go to do something else, more interesting (watch the series at home) . The driving style began to change; Gonyalov no longer had the same drive. The Spit of Vasilievsky Island (the main place of the St. Petersburg motorcycle party) is becoming almost unloved and I now go there extremely rarely to “bargain for face” and say hello to friends. Comrade, he went on a business trip and left me a Yamaha Warrior for a week, it was a breath of fresh air for me, I put 2000 thousand miles on it and took a couple of photos with the cooker (sometimes I get a little carried away with taking photographs with my amateur DSLR to the best of my amateur skills): Selfie with tripod: One night: Well, the most striking event of my third season and, in a sense, influenced my future destiny: we decide to go with my friend Lesha on a Honda f4i and my girlfriend in Karelia to the Marble Canyon. Looking ahead, I will say that this trip aroused my interest in motorcycle tourism. It was mid-September, it was already cool to ride in the evenings, and I didn’t want to venture outside the city at all. But we are well insulated. We set out in the right direction late, unfortunately, and arrived at the hotel at half past one in the morning. On the way it was quite cold when it got dark, 7-8 degrees. The road is generally good, and even chic, especially after Priozersk, where the serpentine type of wobbling begins with elevation changes and closed, sharp turns. Even in the cold, darkness, with a double and two heavy backpacks (I placed my backpack on the tank), I had a blast falling into another steep turn. At that moment I realized that this is the path of a sportbike and if I have fun even in such conditions, then what is it like on the track? Looking ahead, I’ll say that in all my time on the Erke I never made it to the track, which I greatly regret, because I had the desire, but somehow it didn’t work out. My Karelian friend warned us that not everything was so good and smooth on the way to Karelia and we were mentally prepared. As soon as you start to get the taste and enjoyment after Priozersk, laying the bike in every turn, at one moment it’s perfect, the new asphalt ends and a gravel road begins, about 18 kilometers, with holes, bumps, rubble and other joys for the motorcyclist who finds himself there on an unsuitable road for such Mote fun. I will say this, it was very difficult and painful for all of us, a lot of energy, time and nerves were left there. At one point we stopped to rest, turned off the engines and, finding ourselves in complete darkness, a starry sky opened up to our eyes, which you cannot see in the city or in the region nearby. For the first time in my life, I saw the Milky Way with my own eyes and tried to photograph it (if you look closely, you can see it on the left): Having gathered our spirits and warmed up, we jumped on the motos and continued this test with renewed vigor. The gravel road went clearly to the border of the Republic of Karelia, then a new luxurious asphalt began, where for some time the road was mostly straight, clearly visible, with periodic turns in the form of very smooth long arcs, where during the day you could drive at least 300 km/h. The landscape began to change to typical Scandinavian rocky terrain. After driving for some time, the road began to wiggle even more than after Priozersk and the elevation changes became even stronger. For example, you are going uphill, but ahead of you the descent begins sharply and the road is not visible at all, only by the warning sign you can understand that immediately after the descent there will be a sharp turn. Sometimes there was no sign before blind drops and you had to guess what was there and how it was beyond the hill. One time was enough for me, when I confidently flew up a hill (without a warning sign), and immediately after it I found myself on a sharp turn on the descent, and I got away with a fright. Then we began to drive much more carefully and slow down in such places. Once Lyosha did not fit into the turn and flew into the grass on the side of the oncoming lane, fortunately he held on, another meter and he would have ended up in a ravine. Let's move on. Cars were extremely rare. At one point, a Renault Duster with local license plates overtook us and began to confidently take turns at high speed, so we lined up behind it. We finally arrived at the hotel and immediately went to the bar to warm up with hot tea. This was followed by a hot shower and a sound sleep.

Morning, breakfast. Wonderful weather. Having boarded our motorbikes and driving out to Lake Ladoga, our eyes began to admire the local beauties that were hidden from us at night on the way to the hotel, because... nothing but the road was visible in the headlights. I recorded a section of the road along Lake Ladoga on video:

On the way, we stopped at the Akhvenkoski waterfall, where a scene from the movie “The Dawns Here Are Quiet” was filmed. Next is the crown of the program, the Ruskeala mountain park. I didn’t want to carry around the equipment, and, unfortunately, there were no storage rooms there. We agreed with the guards and put things in their booth. We walked around the park, took photos and headed back. We returned again in the dark. Overtaking a tourist bus, he suddenly began to brake sharply, for good reason - I thought, I began to slow down and return to the lane in front of the bus, in the headlights I could see long thin 2 pairs of legs and a huge carcass going higher into the darkness. 2 moose leisurely crossed the road from right to left, they completely blocked both lanes, in the end I was flying on the brakes into the right moose, Yulia was with me in two, at such moments you usually have time to think about a lot in a couple of seconds, but the moose’s ass was already in the middle right lane, swerving a little to the right at the last moment, we went around the moose’s ass, and there was laughter and sin. Upon returning to St. Petersburg, the weather suddenly deteriorated and the next time I went on a moto was the closing of the season on October 3. We were lucky with the weather; October 3 and 4 were the last 2 warm days. This was my first mass motorcycle event. Of all the things I liked, the only thing I liked was driving with a convoy through the city through the center. You drive calmly, you turn your head, everything is uncoupled for you, everyone is taking pictures of you, waving their hands, someone is smiling, someone is cursing. Still, there was some sense of unity with other motorcyclists, it was nice to see many other like-minded people. For the first time, I had a conscious feeling of completing the season and satisfaction from it, I was completely calm.

Video from pieces of the second and third seasons (where Valilovo is, this is all the 2nd season): My usual trip to work in the morning during St. Petersburg rush hour:

I went to a motorcycle gymkhana once. I really liked it. Even in just 1 training session, I noticeably improved my low-speed maneuvering skills. It especially helped in traffic jams. During this season, four of my friends crashed. I was especially sorry for my colleague, with whom we chatted almost every day about wastrels in between at work; he was a young guy, friendly to everyone. Maybe all this influenced me in some way, but my riding style began to change noticeably in the third season. I no longer wanted to constantly play with checkers. There was also no desire to take unnecessary risks for the sake of adrenaline. When riding with someone “pushing”, I felt discomfort, as if someone was imposing on me their own riding style, to which I had long since cooled down.

Season four. At the end of season 3, I started thinking about changing my motto. Aesthetics are very important to me, from the color of the bike to its overall appearance. I love a strict, seasoned, minimalist style. Of course, the easiest way was to switch to a Litro-Sport. At one time I looked at a liter jixer from '09 in black. But after thinking carefully about the fact that Gonyalovo was no longer interesting to me anyway, I no longer needed this whole sports motorcycle party, I began to get mentally tired of riding a sports bike, I liked traveling on a moto, I came to the conclusion that it was not a sports bike at all. I need a bike and the pleasure of buying a Litro-Jixer would end in a couple of weeks, in fact it wouldn’t give me anything new or interesting, it’s still the same sport, only faster, boredom.

Lesha and I went to Nizhny Novgorod. We fooled around a little along the way. Screenshots from Lyoshina gouprokha: The Moscow highway is great for wheelie practice: A couple of duty-telephone photos from Veliky Novgorod: Friend Vanya was inspired and decided to get on a motorcycle too. But being a very cautious person, I decided to start with YBR-125. I planned to ride it for a season and then think about a more serious motorcycle. As a result, the yubrik lasted him a couple of weeks. When Vanya bought the Yubrik, he had not yet received his license. I had to help him drive the yubrick to the suburbs and into the garage. A few days later I helped him register the spendthrift in another neighboring suburb. In short, I rode quite a lot in the hub, both around the city and outside the city, and remembered the motorcycle school. I took a photo with the yubrick: After 3 weeks, Vanya sold the yubrick, he wanted a sports bike instead, but through friends we found him a cool Ducati monster 1000 S `2003 all on rhizome and carbon fiber. I took the monster for a ride from him. The moto is small, light, and jumps from standstill to a hundred mph very sharply, rearing up, in short, bad, in the good sense of the word. It would seem that such a waste is not allowed for a beginner, but Vanya is such a careful person that I think it won’t be long before he even unscrews half a handle)

I was always interested in trying other motorcycles, so I didn’t hesitate to ask any acquaintances to give me a ride, so over the entire time I rode about 20 different motorcycles (road bikes, sports, choppers, tourists and motards). In short, I had something to compare with.

Meanwhile, my question about changing the motorcycle was not resolved by itself. For a long time I thought about how to continue to live. I wanted something completely different, new for me, not mass-produced, stylish and at the same time comfortable. Starting from the second season, I had a soft spot for cafe racers; I really liked these motos aesthetically. Despite the fact that many people on the Internet are whining that they are tired of your cafe racers, etc. etc., in fact, on the road it’s not a moto, it’s a sport or a chopper, but cafes or near-café customs can be seen very rarely.

BMW. Looking through different options for building near-café customs (I don’t really need a real cafe, because I’ve had enough clip-ons), I sent Slavik from Khabarovsk (the same one from whom it all started) several squanders, among which was a custom from BMW K100. If it weren’t for his comment “beha is cool, the rest are so and so,” I would not have focused on the beamer. I started to take a closer look and didn’t notice how I fell in love with him in absentia. Cool appearance, long wheelbase, tourist resource, what is worth just the sight of a 4-cylinder in-line engine, placed on its side a la boxer, cardan, cantilever pendulum, injector (for those bearded years it was a breakthrough, the first serial engine with an injector) , ABS, and the very fact that it was a BMW, there was something charming about those emblems on the sides of the gas tank. Having studied the topic of the BMW K-series a little, I realized that I needed the next model, the K1100, which was not very different in appearance from its predecessor, but was technically more modern and thoughtful.

The Erka has been on sale for about 3 weeks now, but somehow people weren’t very interested, it’s strange, I took such cool photos: It’s a beauty!) I’ve driven an honest 30 and a penny thousand kilometers on the Erka in all that time. Sold it with 49 thousand mileage. Mot has proven himself to be a reliable friend. True, in the 2nd season I lost my fork while I was learning how to fork. The throttle control sensor died, I bought a used one for 3 thousand rubles, installed it and it’s back in service. Due to old age, the gasket under the tank began to leak gasoline, they put it on sealant and I forgot about it. The valves were adjusted once. All sorts of armchair experts on the Internet like to write that the R6, due to its extreme landing, is not possible to drive around the city and that it is only good for the track. Well, that’s why they’re armchair experts) In terms of driving through traffic jams, the Erka turned out to be the most comfortable motorbike I’ve ever tried, narrow, good weight distribution, low, fits everywhere, and if you fold the mirrors, you can even fit into indecently narrow cracks)

A little about me... I never had problems with the traffic police, I always stopped at the request of the inspectors and always communicated normally with them, just as they did with me. I always try to thank motorists if they let me through somewhere. I always try to apologize if I messed up somehow. I believe that all the troubles in the life of a motorcyclist (almost all, 9 out of 10 unpleasant situations) are caused by excessive speed on the road. And most often, the motorcyclist himself is to blame for what happened to him, and not the motorist, who did not see and did not miss (with the exception of rare fatal turns of fate, where nothing really depends on you). Nobody owes a motorcyclist anything. The vast majority of people driving cars calmly going about their business are neither morally nor physically prepared for the fact that some pilot on a rocket will cut through traffic with checkers at a speed exceeding the speed of the flow by 2 or more times. In traffic jams, I never give up the accelerator so that the “box drivers” leave, because I think that it is everyone’s personal business whether to let me pass or not, especially since he is not obliged to do this according to the rules, and here I am also violating in the aisles. As one article floating around the internet said: “The truth is that no one gives a shit about you. No one gives a damn that you are some kind of cool motorcyclist. To everyone around you, you’re just ordinary crap, but crap on a motorcycle” - something like that))) Many don’t understand this and believe that those around them should take into account the fact that some Vasya got on a motorcycle and became cooler because of it than the gray mass around. It doesn't take much brains to sit on a motor and unscrew it. There should be no narrow-minded division of people into boxers or crunchers. Are there a lot of rednecks and idiots driving cars? So there are just as many of them, if not more, behind the wheel of motorcycles (in percentage terms, of course). Well, okay, these are all lyrics and everything said above is my purely subjective opinion and in no way claims to be true.

I managed to take part in one photo set (with the support of the US State Department):

Slavik, by the way, also sat on the R6: Until a real buyer was found, I somehow wasn’t too worried, but when the guy looked at the car and said “I’ll take it, when will you give it back?”, something sank inside, because I had a lot of time to get to the bay window get used to. For me, to this day it is the standard of beauty of a sportbike. I drove the Erku to its new owner out of town. They signed the agreement and handed me a wad of cash. Last photo together: Yura, the new owner of the Erka, gave me a ride home in a car. When we said goodbye to him and I went home, all the anxiety went away, I realized that the money had already been sold, there was no turning back and it was time to move on.

I don't miss the speed. I miss Willie. I regret that I never took the airframe out onto the track.

To be continued in the second part. Spoiler: there will be a long range on the St. Petersburg-Odessa Beemer.

Brief history of the model

• 1991 – start of production and sales of the BMW K1100LT.
• 1993 – appearance of the SE (Special Edition) modification. It is distinguished by the presence of ABS II and a number of additional options (the capacity of the central case is 9 liters larger, the presence of a passenger backrest, two additional stereo speakers)
• 1997 – appearance of the Highline modification. In terms of equipment, it resembles the Special Edition, but differs in the original colors and chrome trim of the motorcycle parts.
• 1998 is the last year of production of the BMW K1100LT.
• 1999 – The BMW K1100LT is replaced by the new BMW K1200LT model.

Driver comfort

The motorcycle seat is quite wide, made very well and leaves only a pleasant riding sensation, as does the seating position in general. Depending on the height and build of the rider, there are three stages of adjustment, this provides additional comfort and useful variability in riding position for a wide range of users. The wind protection of the motorcycle is also satisfactory. As a separate positive point, it is worth highlighting the ability to adjust the height of the windshield, which will allow you to get more emotions from the incoming air currents during dynamic driving in dry weather, and in bad weather it makes it possible to stay dry on the road for a long period of time.

In the basic configuration, the bike is equipped with adjustable heated handlebar grips; the option takes driving comfort to a new level and provided reviews of the BMW R1100RS as a vehicle suitable for use in the cold season, as well as for long-distance motorcycle trips.

Specifications

Technical characteristics of BMW K1100LT:

Confidence and traction

The power unit of the BMW R1100RS produces quite a lot of mechanical noise during operation, as befits a boxer engine with a real masculine character. It produces good dynamics and power already from four thousand crankshaft revolutions, maintaining torque up to seven thousand, and the speed cut-off appears only after 500 units of measurement. The engine's response to the throttle control is quite smooth, if not unhurried, but the engine does not seem sluggish. When using the throttle, you feel a huge reserve of traction and acceleration, which gives you a feeling of confidence in your capabilities in most driving situations. All this results in a motor that feels very friendly to handle, with no harsh jerks or jerks, but without the slightest hint of underperformance, which is exactly what you want when riding a motorcycle of this class.

However, for all its thoroughness, the characteristics of the BMW R1100RS, if desired, make it possible to play a little mischief: accelerate from a traffic light with a slip, clicking the gears with the gearbox selector without squeezing the clutch foot. By the way, you hardly want to do this regularly, because the clutch is now hydraulic, which allows you to effortlessly squeeze it using just a couple of fingers. The gearbox ratios are chosen very well and allow for fairly dynamic acceleration if desired, but regardless of what gear the movement is in, smooth and stable traction is felt in the effective engine speed range.

Devices in sight

The instrument panel of the motorcycle is very informative and is easy to read in motion both in good light and in backlight or at dusk. Key gauges like the speedometer and tachometer are right where you'd expect them to be, and readings are only a matter of quick glances at the dials. In addition, there are indicators for oil and fuel levels, engine temperature, the value of the currently selected gear, as well as a digital clock. The mirrors on the BMW R1100RS are quite small, but there are no problems with viewing what is happening behind you due to their good location. In addition, they do not vibrate at all. The power reserve is about two hundred and fifty kilometers with fairly dynamic driving in a mixed driving cycle both in city traffic and when moving on the highway. The predicted travel range without the need to visit a gas station in highway driving conditions can be about 350 kilometers.

Unexpectedly light

Thanks to the carefully calibrated weight distribution of the motorcycle, calculated ergonomics of the driver's position, as well as competent tuning of high-tech suspensions, the BMW R1100RS model is much easier to control than one might expect. At near-zero speeds, you still have to make some efforts when maneuvering and turning, which is affected by the impressive dimensions and weight of this solid motorcycle. But everything changes as soon as the speedometer needle rises above the mark of twenty kilometers per hour: all the clumsiness of the bike disappears somewhere, and all that remains is to admire how confidently the model holds the chosen trajectory and copes with side winds, which is something you can’t handle when driving a lighter motorcycle. some difficulties might arise.