BMW GS

The BMW GS series of dual purpose off-road/on-road BMW motorcycles have been produced from 1980, when the R80G/Swas launched, to the present day. The GS refers to either Gelände/Straße (German: off-road/road) or Gelände Sport. GSmotorcycles can be distinguished from other BMW models by their longer travel suspension, an upright riding position, and larger front wheels – typically 19 to 21 inch. In May 2009, the 500,000th GS was produced, an R1200GS model.

GS models

The GS has been available with a range of different engines, including single-cylinder, twin-cylinder water-cooled and twin-cylinder air- ("Airheads") and air/oil-cooled ("Oilheads" and "Hexheads").

Airheads

The first shaft driven GS model was the R80G/S with a 797.5 cc air-cooled, flat-twin boxer engine.The BMW 247 engine, which was also fitted to many other bikes in the BMW range, is known as an airhead. The most valued version was the R80G/S-PD "Paris-Dakar" model featuring a larger tank, which was launched in celebration of the R80G/S wins in the Paris Dakar Rally. In certain markets a 649.6 cc R65GS version was also available. These early machines used a combined rear suspension and drive swingarm called a Monolever.

In 1987 the G/S name was changed to GS with the S meaning "Sport" rather than "Straße" and the Monolever was replaced with theParalever swingarm, which included a torque arm intended to lessen shaft effect and strengthen the swingarm-to-final drive connection. The new bikes were produced with engines of 797.5 cc (R80GS) or 980 cc (R100GS).

Production of the standard machines stopped in 1995 with the R100GS-PD (unofficially Paris Dakar), but special "Kalahari" and "Basic" editions were made available in 1996 and 1997, which ended airhead GS production.

Airhead models still have a following among adventure motorcyclists.

Airhead production history

• Monolever
  • R80G/S 1980–1986
  • R80G/S-PD 1984–1987
  • R65GS 1987–1990
• Paralever
  • R80GS 1987–1994
  • R100GS 1987–1994
  • R100GS-PD 1988–1995
  • R80GS Basic 1996–1997
  • R80GS Kalahari 1996–1997

Oilheads

In 1995, the introduction of the next generation R-259 or oilhead engine signalled BMW's entry into modern adventure models, with a succession of larger displacement models including the R850GS, R1100GS, R1150GS and the R1200GS. Later models have electronic engine management, ABS braking, twin spark plugs, and more power than airhead models. The current R1200GS, sometimes referred to as a hexhead because of the revised cylinder head shape, is 30 kg (66 lb) lighter and, with 105 horsepower (78 kW), more powerful than the R1150GS.

The R1150GS and R1200GS are available in an Adventure version which adds a larger fuel tank, lower gearing, upgraded suspension, and optional offroad tires to make the Adventure more suitable for arduous off-road trips with a heavy load of gear and supplies. The horizontally opposed two-cylinder "boxer" engine provides a comparatively low centre of gravity compared to motorcycles with inline-4 or V-twin engines. This strongly contributes to the ability of these supra-litre class machines to travel on dirt roads and trails. The distribution oftorque over a broad RPM range coupled with the relatively wide power pulses inherent in a long-stroke two-cylinder motor provides consistent and predictable traction on loose surfaces.

As with the airheads, all oilhead GS models are shaft driven. The front suspension, however, was changed from conventional forks to theTelelever, developed by British company Saxon Motodd, which uses a control arm, called an A-arm by BMW to eliminate dive under braking.

Oilhead production history

From the start of oilhead production in 1994 until 27 July 2007, a total of 219,468 oilhead GS bikes were produced. Oilhead GS models are listed below together with production figures where known:

Model	Dates	Production
R1100GS	1994–1999	39,842
R850GS	1996–2001	2,242
R1150GS	1999–2004	58,023
R1150GS Adventure	2001–2005	17,828
R1200GS	since 2004	84,373 up to 27 July 2007
R1200GS Adventure	since 2006	15,627 up to 27 July 2007

Although not strictly a GS, the following closely related models were also introduced by BMW:

• HP2 Enduro - 2005 – 2008
• HP2 Megamoto - since 2007

Single-cylinder chain-drive

In 1993 BMW introduced GS models powered by a single cylinder 4-valve 652 cc Rotax engine, also known as a thumper, and chain drive. The off road-capable F650 Funduro had a 19 inch front wheel, long travel suspension, bash plate, and a high seat. The more road biased F650ST Strada had a smaller diameter 18 inch front wheel, narrower handlebars and smaller screen. The bikes were manufactured alongside the virtually identical 5-valve Aprilia Pegaso.

BMW introduced the fuel injected F650GS in 2000 following BMW's win in the 1999 Dakar Rally with a heavily modified F650RR ridden byRichard Sainct. A taller, more off-road biased Dakar version was introduced which included a taller screen, 21 inch front wheel and longer suspension travel. BMW re-branded the single-cylinder bike as the G650GS in some markets following the launch of the parallel twin-cylinder models in 2008. In 2010, at the EICMA show in Italy, BMW Motorrad announced the global availability of the G650GS with a slightly down-rated engine producing 35 kW (47 hp).

The single-cylinder bikes have a strong following and are thought by many of their riders to be better off-roaders than the heavier boxer-engined bikes. Like the larger two-cylinder models, they offer significant capacity to carry gear and supplies over long distances. Their versatility is attractive to riders who intend to spend weeks, months, even years travelling on two wheels.

Parallel-twin chain drive

In 2007 BMW launched two new chain driven GS models using a 798 cc parallel-twin engine, the F800GS and F650GS.

The F800GS produces a power output of 63 kW (84 hp) and torque of 81 N·m (60 lb·ft) allowing it to achieve a 0-60 mph time of 4.1 seconds.It has twin 300 mm discs at the front with optional ABS. It has a seat height of 880 mm (34.6 in).

Although it is made with the same capacity engine as the F800GS, the F650GS produces a lower power output of 52 kW (70 hp) and torque of 75 N·m (55 lb·ft). This detuned engine can be further restricted to 25 kW (34 hp) to satisfy European regulations involving restricted licenses for young or new riders. It has a single 300 mm disc at the front with optional ABS. It has a lower seat height of 820 mm (32.3 in).

Both models feature chain drive, but the other F-series motorcycles now use a reinforced kevlar belt drive which requires less maintenance.

Popularity

There are numerous owners clubs dedicated to the bike. There is an aftermarket of motorcycle accessories for the GS range which includes aluminium luggage, saddles, shock absorbers, screens, lights and GPS mountings.

In 2004 the R1150GS Adventure was made more popular after being used by actors Ewan McGregor and Charley Boorman in their journey Long Way Round, which involved riding from London to New York by going east across Europe, central Asia, Alaska, Canada and the USA. They continued their association with the GS when Boorman used anF650RR during his 2006 Dakar Rally attempt, which was documented in the book and TV series Race to Dakar, and again in 2007 when both used the R1200GS Adventure in their journey Long Way Down, in which they rode from John o'Groats at the northern tip of Scotland, to Cape Agulhas in South Africa at the southern tip of the African continent.

Both the R1200GS and the F650GS were featured in the BBC TV series The Hairy Bikers' Cookbook, ridden by chefs Dave Myers and Si King.

Rush drummer and lyricist Neil Peart used an R1100GS for a 14 month, 55,000 miles (89,000 km) self-healing trip, documented in the book Ghost Rider: Travels on the Healing Road, that he made in the late 1990s following the deaths of his only daughter and wife. Peart also used the R1200GS with an 1150GS as a backup on his 2004 motorcycle trip between gigs on Rush's 30th Anniversary tour, a trip he documented in the book Roadshow: Landscape with Drums, A Concert Tour By Motorcycle.

Television food personality Alton Brown and his crew rode R1200GS motorcycles during season 2 of the television program Feasting on Asphalt. They rode BMW R1200RTmotorcycles during season 1, but found the GS better suited for the backroads they found themselves on.

On 27 July 2007, the BMW R1200GS and R1200GS Adventure reached a production record of 100,000 units since its launch in 2004, making it the most popular BMW motorcycle. In May 2011, the 2,000,000th motorcycle produced by BMW was a R1200GS.

BMW F-650GS CS

The BMW F650CS was a standard motorcycle made by BMW Motorrad from 2001 to 2005. CS stood for city/street, as it was aimed at urban commuters and it was also known as the Scarver, a portmanteau of street and carver. The CS was the third generation in the F650 single series, after the 1993–2001 F650, and 2000–7 F650GS. It was known for its offbeat styling intended to attract new motorcyclists.

Design

The F650CS was designed by American David Robb, Vice President of BMW Motorrad Design from 1993 to 2012, and designer of the R1100RT, K1200RS, R1200C, R1100S and K1200LT. The bike was the result of a partnership between BMW andAprilia.

Many elements of the design, such as the striking colors used for the coordinated body panels, the Space Age instrument panel, translucent passenger grab handles, and slickly serviceable storage compartment had a consumer appliance feel and appearance, "remind[ing] you of current computer peripherals such as HP ScanJet printers." Its small transparent wind screen seemed "iMac-inspired", and the use of translucent polycarbonateelsewhere hinted at Apple's style at the time.The addition of superfluous oblong slots with incongruous rubber inserts along the sides of the aluminum frame led Rider magazine to quip that it was "overstyled". BMW "ripped a page from the strategy book of Apple Computer Inc" with its three "youth-oriented" color choices, azure blue metallic, golden orange metallic and beluga blue.

To help attract the fashion conscious buyer, the F650CS had special color options for the side panels, either to match the other body panels or in aluminum, and a choice of two seat colors, for a total of 24 permutations. This modularity extended to the multi-use top storage compartment, which came with a small removable soft bag, and was used for an optional larger soft shoulder bag, or a hard plastic case which could have added an audio system with a CD player. The ignition key matched all three different locking compartment options, and the audio system was integrated with the speedometer so that it automatically increased the music volume at higher speeds and increased the bass at low speed.

While the F650CS was similar to the GS released in 2000, it had several unique features including a single-sided swingarm, toothed belt drive, modular soft case baggage, and a storage area in what would traditionally be the top tank of the bike. The fuel tank was instead placed underneath the rear half of the seat, with the fuel filler cap on the right hand side of the rear of the bike.

Traditionally, BMW has favored shaft drive, but for the first time chose belt drive for this application for its advantages in cost and weight over shaft drive, and because it did not require the frequent cleaning, lubrication, and adjustment of roller chain drive, as well as lasting longer than a chain and running quieter. Using belt drive was consistent with the intent to attract new motorcyclists who might not be comfortable with the mechanical chores normally associated with motorcycling.Though belt drives have greater power loss than chains, which are typical of high-performance motorcycles, they do not suffer from chain lash, since chains must be kept slightly loose but belts remain tight at all times, meaning the responsiveness of the drivetrain is comparable to a heavier and more costly shaft drive.

Performance

The Rotax single-cylinder engine was low-powered compared to the liter class superbikes that could be had for the same price at the time, but considered on its own merits the bike's 44.2 hp (33.0 kW) (rear wheel) was more than adequate for spirited riding in an urban setting, and the 59.9 N·m (44.2 lbf·ft) rear wheel torque allowed for easy acceleration when maneuvering in traffic. Testers found the handling light and quick, and surprisingly enjoyable in low-speed twisties and canyon curves. Acceleration was tested at 0 to 60 mph (0 to 97 km/h) in 4.72 to 5.47 seconds and 13.07 seconds to the ¼ mile at 99.9 mph (160.8 km/h).^[1] Braking 60 to 0 miles per hour (97 to 0 km/h) was 116.5 to 118.5 ft (35.5 to 36.1 m).

Initial press reaction among motorcycle critics was uniformly positive, particularly praising BMW for taking a bold and innovative risk, and for their willingness to break traditional molds and entice consumers other than the typical motorcycle rider, though they worried that the cachet of the BMW label would not be enough to justify the premium price. It appeared at a time when most motorcycles were increasing in horsepower and specialization, and the F650CS went against those marketing trends, aimed instead at urban commuters, non-traditional riders, new motorcyclists, women, and shorter riders. The model was one example of BMW's efforts to combat becoming too much of an "old man's brand", and expand beyond their famous touring machines into new markets. The bike's designer David Robb said that, "If we want to offer something to new people we have to offer something new." The large storage space and ease of use suggested the F650CS could attract scooter commuters as well as motorcyclists.BMW estimated 40% of sales would come from non-motorcyclists. It was BMW's first entry-level motorcycle since the R65 of 1978–1984.The F650CS was derived from the dual-sport F650GS single, which was BMW's top selling model worldwide in 2001.

In its Canadian advertising campaign, the bike was tied with images of extreme sports in unlikely locales, like snowboarding down Mount Everest and windsurfing whitecaps in the Pacific Ocean, accompanied by lines such as "You feel the urge to windsurf across the Pacific Ocean... but what you really need is a ride on the new F650CS." Hendrik von Kuenheim, president and CEO of BMW Group explained that, "These riders want a bike that expresses their individuality and expands on their already exciting lifestyle." Ads were placed in lifestyle magazines rather than specialty motorcycle magazines.

But for the year 2002, Motorcyclist magazine described the F650CS's sales as an "unmitigated flop", which languished alongside other lightweight European motorcycles that consumers found too expensive outside their home markets.Three years later, in 2005, the F650CS was discontinued, and the F800 series was introduced in 2006, but it was a different class of motorcycle, aimed at the middleweight sport bike segment, for riders looking to upgrade from their first bike, or return to motorcycling, rather than the beginning motorcyclist market. The F800 had a straight-two engine, not a single, and though it shared belt drive with the F650CS and boasted its own technical innovations, it did not push the design envelope with the kind of unusual features found on the CS, nor did it elicit commentary for the polarizing nontraditional styling the CS was noted for.

BMW R1200R

The BMW R1200R is a naked (or standard) motorcycle that was introduced in 2006 by BMW Motorrad. It replaces the R1150R, compared with which it has a 55 lb (25 kg) weight saving and 28% increase in power.Despite the above categorisation, many owners choose to use this motorcycle as a Touring motorcycle by fitting Panniers to carry luggage and other such accessories that are readily available.

HONDA CBF 1000

The Honda CBF1000 is a touring sports model motorcycle with a water-cooled, 4-stroke, inline 4-cylinder, 1000 cc engine based on the Honda CBR1000RR engine.

First available from March 2006 to mainly the European market, the machine has both Programmed Fuel Injection (PGM-FI) and an air injection system, providing exceptionally smooth riding from low to high rpm ranges. In addition, its adjustable seat matches the rider for extra riding comfort.

The CBF1000 includes a combined anti-lock braking system as standard. Produced by Honda subsidiary Honda Italia Industriale S.P.A. (Italy), the machine is expected to provide an annual European sales projection of 10,000 units during 2006/2007.

In designing this machine, Chief designers Ishu Akari and Magnus Jaderberg targeted riders in the over-30 age group, who prefer roll-on acceleration combined with a more relaxed riding position and easy all-round handling. Rather than using the CBR1000RR's high-revving performance, the CBF's development team concentrated on finding ways to maximise its value as a machine that could be used on a daily basis. Although peak power and torque figures are significantly lower than the CBR1000RR Fireblade on which it is based, power and torque come on much sooner and lower in the rev range giving the CBF1000 "usable" power.

The CBF1000 also features an adjustable seat, adjustable handlebars, and a combined half-fairing with adjustable screen height. A GT version of the CBF1000 is available. The main difference between this and the standard model is the addition of full lower fairings, paniers and a top box.

A new model, CBF 1000F, was released in 2010. The major changes were: a new aluminum frame, a four into one exhaust system replacing the original four into two, a change to digital instrument displays and a redesigned fairing/screen. Power was also increased.

Yamaha TDM

The Yamaha TDM is an 849 cc two-cylinder motorcycle, manufactured by the Yamaha Motor Company of Japan, first produced in 1991.

Version History

The TDM 850 was arguably the first road-oriented "Adventure Tour" motorcycle. It was never marketed as an off-road bike, but as a comfortable yet manoeuvrable all-rounder, rather like the later Honda NC700X, CB500X, Kawasaki Versys, KTM SMT, and Ducati Multistrada. When designing the TDM, Yamaha are said to have used a lot of ideas from their "Morpho" project. The TDM's engine was derived from the Paris Dakar winning Yamaha XTZ 750 Super Tenere. Yamaha intended to create a motorcycle capable of handling the mountain roads of the European Alps and coping with rougher road surfaces; and the TDM's upright riding position was radical in its day.

The TDM was imported into the United States for only two years, 1992 and 1993. It was never a big seller in the United Kingdom or in The Netherlands, but in other European countries (including France, Germany and Greece) sales were strong. In 1996 Yamaha released the Mk2 TDM with updated bodywork and a 270° firing order instead of the previous 360°. This modified engine was first seen on the Japanese market in 1995, when Yamaha introduced the TRX850. The 270° engine gave the TDM an attractive new "feel", and it now became a popular bike in the Netherlands, where for some years it was among the top 15 best-selling bikes.

In 2001 the 3rd incarnation arrived, the TDM 900, with new bodywork, a diamond-shaped alloy frame, a 6-speed gearbox, fuel-injection, R1derived brakes, a reduced dry weight of 190 kg, a larger-capacity 900cc engine, and slightly wider tyres (160 rear, 120 front). It has a 2-position trip meter, a digital clock, and digital fuel meter. ABS was available as an option.

The TDM is classified as New Sports, a new category invented by Yamaha, comparable with "Dual Sports" or "Adventure Sports bikes". Although a TDM is too bulky and heavy for serious off-road work, its long-travel suspension is well suited for gravel tracks and light off-road use. Popular modifications include fitting aftermarket exhausts, "blue-spot" brake calipers, and dual-sports tires.

Yamaha TTR 600

The Yamaha TT600R is an enduro motorcycle from Yamaha Motor Company in the XT series of air-cooled single cylinder. The TT600R model was released in 1998 and was available up to approximately 2007. It is no longer offered in its present form. The long standing XT series of Yamaha motorcycles provided a proven base for the 1997 Belgarda model a forerunner to the TT600R model of 1998. The TT600 Belgarda model was equipped with USD (Upside down front forks) and an electric starter. The TT600R model lost the electric starter and was equipped with Paioli conventional front forks and Ohlins rear shock.

In comparison to the long running XT engine, the TT600R had reduced width, a lightened flywheel and increased diameter of carburettor and intake tracks.

In 2003 the TT600R model came with Yamaha suspension (with reduced travel and missing the adjustability of the Ohlins and Paioli units) and an electric start.

The WR400F model effectively took the role of the TT600R as the serious Yamaha enduro offering. The XT series models continue with uprated water-cooled engines to address the dual sport sector and increasingly popular motard-style street motorcycles.

Nexus 500 - GILERA

Make Model

Gilera Nexus 500
Year 2007-
Engine Liquid cooled, four stroke, single cylinder
Capacity 460
Bore x Stroke 92 x 69 mm
Compression Ratio 10.5;1
Induction

Magneti Marelli IVAN Electronic injection
Ignition  /  Starting Electronic inductive discharge  /  electric
Max Power 40.1 hp @ 7500 rpm
Max Torque 43 Nm at 5,500 rpm
Transmission  /  Drive "Twist and Go"
Front Suspension 41mm Kayaba telehydraulic fork,
Rear Suspension

Progressive POWER DRIVE, Kayaba gas shock absorber with spring preload
Front Brakes
2x 260mm discs 2 piston calipers
Rear Brakes
Single 240mm discs 2 piston calipers
Front Tyre
120/70-15
Rear Tyre
160/60-14
 Wet-weight
 216 kg
Fuel Capacity
15 Litres
Consumption  average
17.8 km/lit
Standing ¼ Mile
15.1 sec
Top Speed
160.6 km/h
As a teenager, I had a friend with a mechanical obsession - he wanted to install a Porsche 911 engine in his 1971 Volkswagen Beetle I yanked the throttle wide and the big, single-cylinder engine did the rest.

I told him such surgery would turn the car into a death trap but Gordon grinned and kept checking the scrapyards for the Porsche unit he couldn't afford.

I just wanted a Porsche; he craved the thrill of humiliating sports cars in a vehicle that looked mundane.

The Gilera Nexus 500 Maxi scooter helps me to understand what Gordon meant. Gilera promotes this beefy 460cc urban warrior as "a scooter with the soul of a motorcycle".

My initial reaction was to dismiss it as silly. I ride sports motorcycles every day. They have fighter-jet acceleration, sumptuous steering geometry and handling that leaves me grinning from ear to ear.

Would I swop that for a twist-and-go scooter with linked brakes and a centrifugal clutch?

The first hint of an answer came when a chubby chap in a gold Jaguar tried to beat me away from the lights It's a lot quicker than people expect a scooter to be. I yanked the throttle wide and the big, single-cylinder engine did the rest. Bye, bye Jag.

He tried it again. Same result. Even the biker on a red Ducati 999S was laughing. He gave me a big thumbs-up before leaving Jag - and Gilera - in his wake.

That made the point nicely. Despite its Brembo brakes, ultra-sticky Pirelli Diablo tyres and sharp sports fairing, this entirely updated Nexus is not hugely fast.

It runs out of pull at about 160km/h on a freeway and the riding position is a little too upright for racing. But it's a lot quicker than people expect a scooter to be - which means that by car standards it's greased lightning.

There's one caveat; you have to thrash the beast. Open the throttle gently and the centrifuge hardly functions. To achieve the urgent response of which the motor is capable, twist hard and hold on.

I was sufficiently impressed to experiment with a passenger; the Nexus was untroubled. It handles well, too - tipping into corners with aplomb, even two-up, and leaping out of them with alacrity.