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BMW GS-Series 30th Year Anniversary
The History of the
BMW GS-Series
30 Years of the BMW GS
BMW Text and Photos Edited by webBikeWorld.com
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Introduction
It's hard to believe that it's been 30 years since BMW introduced a radical new
motorcycle to the public. The original BMW R 80 G/S received a "love
it/hate it" reaction from everyone who laid eyes on it, and not a single person
thought the concept would succeed.
But here we are, 30 years later and the GS-series is not only one of BMW's
best-selling models, it has spawned an entire new motorcycle segment called
"Adventure Touring".
This is the official BMW history of the BMW GS-series, along with a special 49 photo slide show
with rare images of GS versions through the years. It's a great story and
we hope you enjoy it as much as we did!
BMW R 80 G/S
1980: A New Era in Motorcycles
The BMW team were all smiles as they presented the brand's new
production motorcycle at the IFMA international bicycle and motorcycle show in
Cologne in September 1980. Here, under the critical eye of industry experts and
the astonished gaze of visitors, it was clear that the BMW product developers'
latest creation had hit the bull's eye.
The brand new R 80 G/S – a bike designed to offer fun in spades with its ability
to both dive through the corners and clock up the touring miles – saw BMW Motorrad
buck the established trend at the time towards specialist machines.
The G/S in its designation referred not to "Geländesport" (off-road
sport) but rather to its "Gelände/Straße" (off-road/road) crossover skill set. 30 years ago the idea of
the universal-use motorcycle appeared to be dead in the water. Clearly defined
parameters of engineering and design were setting the tone for the mass market,
but BMW resolved to swim against the tide.
The Munich-based company created a new breed of motorcycle with the R 80 G/S,
one designed to reverse the prevailing trend. The boldness of the BMW
decision-makers was to be rewarded with a wave of success which has now endured
through three decades and shows no sign of petering out.
The R 80 G/S was the first volume-production machine to offer respectable
off-road capability without asking customers to compromise when it came to road
riding, touring and everyday practicality. Up to that point, motorcycles on
which two people could travel in reasonable comfort were restricted to the
established road
network.
At the other end of the scale, if you wanted a motorcycle that could
handle Alpine gravel paths, Tunisian desert tracks and the sandy roads of the
Finnish tundra, you would have to make do with a stripped-down off-road machine
lacking touring ability, on-road performance, range and ride comfort.
Although growing in numbers by the year, the legions of two-wheel touring
enthusiasts were forced to make do with stopgap solutions and unsatisfactory
compromises. That was until BMW introduced the R 80 G/S, a new landmark in
motorcycle design for both on and off-road use.
BMW's new boxer model offered the first convincing evidence that off-road
capability, a high degree of active safety, cornering fun and touring comfort
for two people and their luggage could be brought together in the same machine. The R 80 G/S paved the way for this new breed of
"Reiseenduro" (touring enduro)
motorcycles to conquer roads and showrooms around the world.
The Origins of Travel and Adventure
The German term "Reiseenduro" is an amalgamation of two nouns. "Reise" is a
Germanic word originally meaning not only a change of location, but also "to
stand up" or "to rise".
The word "enduro", meanwhile, has its roots in a Romance
language; the Spanish "duro" ("tenacious" or "dogged") also makes an appearance
in the English verb "to endure". A "touring enduro" is therefore a motorcycle
with which you can set out for faraway destinations and reach beyond both your
own limits and the boundaries of the familiar.
BMW still represents the
benchmark in this market segment today. Indeed, more than 500,000 customers
around the world can vouch for the talents of the GS models and their
incomparable boxer engine.
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How Was the G/S Created?
The history of the GS models is actually grounded not so much in dramatic
long-distance treks as in the energetic weekend entertainment enjoyed by two
engineers and an off-road enthusiast from the BMW Motorrad testing department.
The early R 80 G/S can claim to have several different parents. The role of
icebreaker was played by BMW motorcycle testing engineer Laszlo Peres and his GS
800, which emerged from the BMW testing department in late 1977 to lay the
groundwork for the later G/S models.
Alongside Peres' purpose-built 800 cc
sports machine, the motorcycle testing department had built privately ordered,
close-to-series enduro conversions. These models showed that the boxer concept
possessed off-road capability not shared by other large-capacity rivals. Indeed,
even the /5, /6 and /7 models designed from the mid-1960s could claim a certain
degree of off-road aptitude.
Early prototype trials had been taking place since 1964 as part of the German
Off-road Championship. But come the 1970s, requests from customers had prompted
the BMW developers to tailor the new model series more towards high-speed road
use.
On January 1, 1979 a new management team took over in the corridors of power at
BMW Motorrad GmbH. Their priority was to get the motorcycle business – which had
been on the wane since the previous year – moving in the right direction again.
The BMW G/S was launched in model year 1979 against a background of falling
sales following nearly a decade of growth. The causes of the downturn were
identified as the weak dollar, which was hindering performance in the main
export market of the USA in particular, and an excessively conservative model
strategy. Given its relatively small unit figures –
BMW Motorrad GmbH's sales at the time were a third of today's levels – BMW decided to retain its tried-and-tested modular system rather
than develop a special drive unit for each model. The company's Japanese
competitors took a different line, pursuing what could almost be described as an
inflationary model policy.
Karl Heinz Gerlinger, then head of sales and marketing at BMW Motorrad GmbH,
looks back at that period:
"First you have to take yourself back to the situation at the time. The
competition from the Far East was overwhelming. The Japanese manufacturers were
the dominant force in world markets, both where motorcycles provided purely a
mode of transport and where they were already being used for leisure purposes.
"HOKASUYA Inc." was the king of the market.
The Japanese brands offered
something for every taste, at every price level, and occupied every conceivable
market niche. New products were rolled out in rapid succession, and the
resultant sale of old stocks led to an extreme drop-off in prices. The
motorcycle market was booming, but BMW could only look on from the sidelines as
sales tumbled. For BMW dealers, it was like being left off the guest list for
the biggest party in town; they were demoralized. BMW Motorrad was in
danger of becoming a 'nostalgia brand'."
With its boxer models perceived as conservative, BMW was under massive pressure
from its competitors. A t this point, the three and four-cylinder K-Series
machines with their state-of-the-art engine technology were still three to four
years away, the far-reaching project to develop a totally new model series
having been launched just a few months earlier.
The obvious course of action for the BMW product planners was therefore to
highlight the virtues of the proven boxer engine to new customers and strengthen
its popularity for a seventh decade, as Karl Heinz Gerlinger recalls:
"Part of the solution cam from within the walls of the development department,
where a BMW enduro quietly took shape. A boxer with a single-sided swing arm –
what a wonderful new creation! However, the sense of excitement was tempered by
a host of questions. Can boxers really 'fly'? Is it possible to present such a
large motorcycle to customers – credibly – as an enduro?"
Can Boxers Fly?
The answer to this question was to be found in the sporting arena. In 1978 the
German motor sport authorities introduced an over-750 cc class of off-road
competition for the first time.
Backed by the head of motorcycle testing, Peres
– an experienced off-road rider – teamed up with two employees to create a
registration-approved off-road machine powered by an 800 cc boxer engine and
weighing just 124 kg. Peres rode the machine to the runners-up spot in the
German championship, showcasing BMW's off-road potential.
The brand went one
better the following year, claiming the championship title in the large-capacity
class with rider Richard Schalber. The BMW factory team delivered another show
of strength in the International Six Days Trial in Siegerland, West Germany, in
1979; Fritz Witzel Junior and Rolf Witthöft won a brace of gold medals in a
competition attracting significant public interest.
The Six Days Trial was very
much the Olympics of off-road motorcycling at the time, a gold medal reflecting
elite performance in terms of both riding ability and bike technology. BMW had
made the breakthrough.
The valuable knowledge the brand built up through its highly publicized
involvement in sporting competition was channeled into the development of the
new enduro. It wasn't only the endeavors of the competing machines that was so
valuable here; the experience gained with the support bikes – based on the R
80/7 – also played an important role. These motorcycles had to be able to follow
the competition machines wherever they went and yet remain as close as possible
to a series production blueprint.
Serial Winners
The BMW testing department condensed all this knowledge into the new bike
presented to the international press in Avignon, France on 1 September 1980.
The
concept of a touring motorcycle with off-road ability was a new phenomenon in
the global motorcycle industry, as was single-sided suspension on a
large-capacity machine. Together, they caused a genuine sensation.
Skeptics had
wondered aloud how an 800 cc model with a shaft drive and weighing 200 kg could
be even vaguely suited to off-road riding, but a press event for the new machine
left the attendant journalists vociferous in their praise – "The best
road motorcycle BMW has ever built," summed up German biking magazine Motorrad.
On the road, the 800 cc model producing 50 hp ticked every box, while off the
beaten track it proved more usable than the prophets of doom had predicted. The
critics who, ahead of the presentation, had dismissed the new BMW as a poor
compromise quickly fell silent as the new arrival proceeded to establish a whole
new class of motorcycle.
BMW promoted the versatility of the R 80 G/S with this phrase: "Sports machine,
touring machine, enduro… Welcome to a motorcycle concept with more than one
string to its bow."
This summed up the appeal of what was a stylistically fresh and innovative
machine with unrivalled all-round capability. With no dramatic loss of ride
comfort or on-road performance, BMW had created a motorcycle which could easily
hold its own on any kind of road – or mountain track. Its scope of usage
comfortably surpassed that of any other all-rounder that had gone before, and
was
complemented by both the ease of maintenance that had become typical of the BMW
brand and an image that exuded reliability.
The R 80 G/S weighed some 30 kilograms less than the R 80/7 road model. This
weight saving promised to be a recipe for stand-out handling characteristics,
and lent the machine a visual lightness.
Cutting-Edge Technology With Timeless Style
However, it was the single-sided swing arm – hotly debated among BMW fans and
beyond – that remained the most talked-about feature of the new machine.
Christened the "Monolever", this suspension system had no swing arm or spring
strut on the left-hand side, as the concept did not feature an axle as such. The
wheel hub was fixed to the crown wheel housing of the rear drive with three
bolts, like on a car. Whichever way you looked at it, this was a step forward.
This configuration was two kilos lighter than a conventional solution, and the
swing arm had greater torsional rigidity, was cheaper to manufacture and made
maintenance and repairs that much easier. Plus, there was nothing on the
left-hand side of the bike to obstruct the compact installation of the
two-into-one exhaust system.
Aside from the pivot point of the spring strut on the upper right loop, some
small brackets and the positioning of the footrests, the frame was identical to
the main frame of the R 45 and R 65 models. The proven OHV engine had been
revised well beyond the scope of its scheduled update, setting it up for another
decade and more of service.
Strengthened engine housing with improved lubrication guaranteed greater thermal
stability and a longer service life. The sump, meanwhile, was protected by a
perforated plate. Elsewhere, the
lighter-weight cylinders with coated contact surfaces sliced 3.4 kg off the bike's
weight, while the new 40-per-cent-lighter clutch on the G/S saved a remarkable
4.7 kg.
This clutch, which also served as a flywheel, enhanced the smoothness of
the 5-speed transmission and increased the engine's agility.
Also making its
debut on a BMW was the maintenance-free, contact-free electronic ignition system
from Bosch, which likewise saved weight and occupied less space with its twin
ignition coil. Plus, the new low-profile air filter allowed easier assembly and
reduced intake noise. All the modifications helped to ensure that the G/S engine
was lighter, more agile and durable than its predecessors.
The clearly arranged central electrics were also sourced from the R 45 and R 65.
The twin ignition coil and all relays were located under a 19.5-liter fuel tank
– with familiar enduro screw cap – which had been specially designed for the
G/S.
The fork and brake disc were taken from the R 100/7. Never before had there been
an enduro bike with a disc brake. And never before had an enduro reached 168
km/h in type approval testing, the engine drumming up 50 hp from its 798 cc
displacement at 6,500 rpm.
New plastic parts, such as the cover for the H-4 headlamp (used for the first
time on an enduro bike), the front fender fixed to the lower fork bridge, the
side cover, the seat bench with lightweight and corrosion-resistant plastic base
and the functionally designed rear fender, rounded off the lithe appearance of
the R 80 G/S.
Up to that point, motorcycles equipped for off-road use were not up to speeds of
more than 140 km/h and never weighed more than 150 kg. The G/S also broke new
ground when it came to its tires; their off-road tread now had to withstand a
top speed of 180 km/h. With this wide range of modifications, the R 80 G/S represented the most fundamental
revision yet of the BMW motorcycle technology introduced in 1969.
Boldness Gets Rewarded
The excitement at the IFMA stand was reflected not only in the large number of
spontaneous orders taken at the show, but also in sustained customer interest.
By the end of 1981, a total of 6,631 motorcycles – more than twice the number
originally planned – had left the halls of the Berlin plant; one in five BMWs
sold in 1981 was a G/S. The company's boldness was rewarded with the
establishment of a new market segment – the touring enduro – playing a critical
role in reviving BMW's sales figures. Indeed, this market segment remains hugely
important for BMW today.
Out of nowhere, the R 80 G/S became the model of choice for the adventurous at
heart and fans of long-distance treks.
One such rider was Hans Tholstrup, born
in Denmark but resident in Australia since 1965. Having already completed the
fastest motorcycle circuit around the world in 1974 – also on a BMW – Tholstrup
undertook a similar expedition with an R 80 G/S in 1981. This made him one of
the first motorcycle globetrotters to place their trust in the G/S for such epic
journeys.
Anyone for Desert?
At the same time, BMW was stepping up its involvement in off-road sporting
competition. Next up on the radar after the European competitions was the
world's toughest and most publicized off-road event: the Paris-Dakar Rally.
First held in 1979, the Paris-Dakar route covered 9,500 kilometers, just 30 per
cent of which was over surfaced roads. In 1980 Jean-Claude Morellet – better
known by his pseudonym "Fenouil" – finished in fifth place on a BMW.
The brand returned to the race in 1981 with increased vigor. This time the
factory machines were prepared by HPN, based in Seibersdorf in Bavaria, in close
cooperation with BMW Motorsport.
This small specialist firm called on its deep
well of endurance racing expertise in creating the technical basis for the R 80
G/S, which Hubert Auriol rode to a stunning victory in the rally. Auriol
finished three hours ahead of his nearest challenger, while "Fenouil" came home
fourth.
A privately-entered BMW ridden by French policeman Bernard Neimer
crossed the finish line seventh, highlighting the potential of a
series-production BMW motorcycle showing only minimal modifications. The market
picked up on BMW's success in the Dakar and sales figures for the G/S rose
around the world.
BMW chalked up overall victory once again in 1983. With experienced BMW tuner
and off-road rider Herbert Scheck having boosted engine capacity to 980 cc and
output to 70 hp, Hubert Auriol stormed to a second Dakar triumph on his factory
BMW. The Frenchman then followed up this success by winning the Baja California
race.
Victory in the 1984 Dakar went to BMW's Belgian rider Gaston Rahier. Slight in
stature but a fearsome competitor, the professional motocross specialist steered
his factory machine across the finish line ahead of Auriol on the second BMW. The brand's one-two inspired a desirable special-edition R 80 G/S bearing the
Dakar name.
The R 80 G/S "Paris-Dakar"
The "Paris-Dakar" version of the GS was released for general sale, its 32-liter fuel tank and a
comfortable single seat with luggage rack (in place of the double seat) setting
it apart from the standard G/S. The "Dakar" – as it soon became known – was
delivered from the factory with a combination of protective bars and side
stands, which made good sense for anyone contemplating hard enduro riding. Standard Michelin rough-tread
tires set the seal on the package.
The Paris-Dakar components were also available individually or as a kit. Almost
3,000 customers – in addition to the kit buyers – chose the 800 cc Dakar over
the standard R 80 G/S.
With the first examples of the R 80 G/S "Paris-Dakar" delivered to customers in
late 1984, it was fitting that Rahier should be the first rider into the
Senegalese capital once again in 1985, giving BMW its fourth Dakar victory in
five years. This remarkable record of success put to bed those early concerns as
to whether the company could make a credible case for a boxer BMW as an enduro
machine.
Impressive evidence of the boxer BMW's off-road potential came not only in the
form of those four victories in the Dakar; there was also success to report on
the American continent.
Baja California – the 1,200-kilometre-long peninsula on
the southern tip of North America's west coast – had hosted a legendary desert
race for motorcycles since 1975. It was an event characterized by long stages
and big variations in terrain. BMW riders Gaston Rahier and Eddy Hau celebrated
victory in the large-capacity class in both 1984 and 1985, vividly highlighting
the G/S's rugged talents to North American customers.
The BMW R 80 G/S was also a big success for BMW on the balance sheet, the
company delivering 21,864 units to customers by July 1987.
The R 80 GS / R 100 GS
Success remained a constant companion of BMW as the company set about addressing
a host of customer requests with the next model off the line. The result was
presented in late summer 1987 in the form of the R 80 GS / R 100 GS duo, which
promised greater comfort, improved performance and better brakes.
The engine on the R 100 GS was familiar from the previous year's R 100 RS, and
its brawny characteristics made it an excellent match for the touring enduro.
The existing variant with output of 50 hp from 798 cc displacement at 6,500 rpm
was now joined by a unit delivering a full 60 hp from 980 cc at 6,500 rpm. However, much more significant than the larger displacement were the enhanced
handling and comfort of the new models.
A new rear-wheel swing arm construction, christened the "BMW Paralever", largely
eliminated the negative side effects of the shaft drive system, whereby the rear
would lift under acceleration as the suspension stiffened up. Engineers had
known about this "shaft effect" phenomenon, which was a particular problem under
heavy acceleration on poor surfaces, for decades. Indeed, BMW engineer Alex von Falkenhausen had fitted the BMW factory racing machines with a double-joint
swing arm as early as 1955 in order to improve handling.
However, this technology – for which BMW secured a patent – was not initially
carried over to series production and BMW motorcycles
retained the standard rear swing arm with universal joint until 1987. The trick
of using a parallelogram-type suspension system to decouple the rear-wheel swing
arm from drive and deceleration forces meant this "shaft effect" was almost
entirely absent on the new BMW models.
BMW was keen to make good use of this stand-out technical feature. Indeed, with
a sound set of test results under their belt they soon decided to adopt the Paralever single-sided swing arm for the successor to the R 80 G/S, the R 80 GS.
Innovations could also be found in the front wheel location of the GS. In order
to introduce travel-dependent damping – a new technical development at the time
– into the much stronger fork, a conventional construction in the left-hand
strut was combined with a conical bushing working in conjunction with a valve in
the right-hand unit.
As a consequence, the compression stage in the fork through
the first stage of suspension travel barely had any effect. The result was
outstanding ride comfort; however, when the fork compressed, the cone caused the
annular gap to shrink, stiffening up the damping and ensuring that the fork
could even withstand landings after jumps.
Added to which, the fork now suffered barely any contortion thanks to the
installation of a hollow, and therefore lightweight, 25-mm-diameter axle.
But
the innovations on the R 80 GS / R 100 GS did not end with the swing arm and
telescopic fork. The construction of the new cross-spoke wheels also represented
a world premiere. These wire-spoked wheels also allowed the use of tubeless
tires, and individual spokes could be replaced without having to take off the
wheel or tire.
However, the most important achievement concerned the flat spoke
angle, which enhanced elasticity and gave the wheels incredible
robustness against impacts and overloading. And there was also more space
available for the upsized brake callipers of the larger brake discs.
Both the individual chassis components and the chassis as a whole were newly
thought-out and developed, as was the frame. The cross tubes above and below the
likewise revised swing arm mounting were stronger than those of the R 80 G/S. And the pivot point of the right rear spring strut on the main frame had also
been modified. The only brand new element was the stiffer, longer and heavier
rear subframe, which was bolted to the main frame, as before.
In response to requests from a large number of customers, BMW also upped the
capacity of the fuel tank to 26 liters. The new tank offered a good compromise
between the predecessor model's standard 19.5 liters and the Dakar version,
which could hold a seldom required 32 liters.
A larger and more comfortable seat bench was a longstanding fixture of many
customers' wish lists, and refinements were also made to a range of smaller
details.
The new, longer rear subframe allowed the engineers to fit a more
powerful battery. Four wheel bolts ensured the rear wheel was safely secured,
hinged clamps instead of screw clamps held the bellows to the fork, and the
large tank cap was now lockable and made it easier to refuel from a can, as you
often need to when riding off-road.
Click photo to view the original advertisement (1500x992 pixels).
The front fender was developed in the wind
tunnel and reduced the degree of "sway" experienced by the machine at high
motorway speeds.
A large light-alloy plate in front of the centre stand with
wide floor rest protected not only the sump, but also the machine's exhaust
manifold.
More than a third of the extra 15 kg in weight carried by the BMW R 80 GS over
its predecessor, the R 80 G/S, could be attributed to the
larger fuel tank capacity.
The remaining ten kilos were accounted for by the
improvements mentioned above, and thus represented a sound investment of weight. The windshield and standard-fitted protection bars with attached oil cooler of
the R 100 GS marked it out from the lower-priced 800 cc model.
Press and customers alike were won over by the new model, and sales even trumped
those of the R 80 G/S. In Germany the BMW R 100 GS shot straight to the top of
the new bike registration lists. The 1,000 cc version was by far the more
popular model, despite its higher price tag, fully vindicating BMW's decision to
increase engine output.
The "27 hp" GS: Welcome to the R 65 GS
BMW had also been keeping an eye on the interests of novice motorcycle riders in
West Germany who, starting on April 1, 1986, were not permitted to ride models producing
more than 27 hp.
In December 1987 the R 65 GS duly went on sale – exclusively in
the German market – with the 27 hp engine from the BMW R 65 fitted to the
chassis underpinning the BMW R 80 G/S.
BMW was keen to set the new machine apart
from the new mid-range R 80 GS enduro and there was also a realization that new
riders might be slightly out of their depth with the heavier R 80 GS on a
day-to-day basis – something that wouldn't be an issue with the comparatively
light and dainty R 65 GS.
Sales reached 1,727 units, which fell short of the figures normally recorded by
800 cc models. And yet the 146 km/h R 65 GS was very much a typical BMW GS:
capable, strong and comfortable. The 650 cc engine, which was 56 mm slimmer than
the 800 cc engine, did wonders for handling. Visually, the only difference from
the R 80 G/S came in the decoration on the fuel tank.
The smallest GS avoided
criticism in the press, but was lost in the shadows of its new, larger siblings,
which had arrived to such tumultuous acclaim. Production came to an end in 1991,
and the R 65 GS was duly replaced by a 27 hp variant of the R 80 GS.
The
Popular "Ship of the Desert": The R 100 GS Paris-Dakar
Much more successful was a spin-off variant of the R 100 GS. Similarly to the R
80 G/S Paris-Dakar, the R 100 GS Paris-Dakar was born out of a desire to offer a
fully-fledged touring motorcycle for the most remote roads on the planet.
A few
months earlier, Eddy Hau had imbued the project with a handy portion of sporting
credibility by winning the Marathon class at the Paris-Dakar Rally on an
HPN-modified production G/S. Hau was the leading independent rider in the race.
Initially only a conversion kit went on sale, but it was followed in March 1989
by the complete machine. The kit included a 35-liter fuel tank with a lockable
compartment on the back, as well as an engine protection plate complete with
comfortable single seat. This could be combined with an extra luggage rack in
place of the pillion seat.
Fixed to the front of the tank was a slim plastic
fairing with a rectangular headlamp and a small windshield. On the inner side of
the fairing was an "instrument cluster" containing a speedometer, warning
lights, a rev counter and a clock. With BMW having notched up four motorcycle
wins in the Paris-Dakar, the notorious desert rally was the best possible
ambassador when it came to extolling the virtues of the super-durable touring
model.
Privateers Celebrate Success With the GS
BMW decided to wind down its works involvement in the Dakar from late 1986, so
it was left to privateers Eddy Hau, Richard Schalber and Jutta Kleinschmidt to
provide the fireworks which would illuminate the GS Boxer's sporting talent.
Particularly worthy of note were Hau's victory on a privately-entered HPN GS in
the Marathon class of the 1988 Dakar and Jutta Kleinschmidt's fifth place in the
Marathon section of the 1992 Paris-Cape Town Rally. An engineer at BMW at the
time, Kleinschmidt reeled off over 12,700 kilometers to cross the finishing line
on what was – with the exception of the spring elements and exhaust system – a
standard-issue R 100 GS Paris-Dakar.
Her successful voyage over exacting terrain
proved to be the perfect advertisement for the rugged qualities of the boxer
model. The impressive and comfortable 1,000 cc machine quickly became a popular
favorite and remained in the model range until 1995.
Improved Touring Comfort for the GS
The touring comfort of the Paris-Dakar model was welcomed by customers and the
majority of GS buyers did most of their riding on asphalted roads. It was
therefore no surprise that the extensive update package introduced for the model
year 1991 R 80 GS and R 100 GS reflected these preferences.
The simple
windshield on the R 100 GS – available for the 800 cc as a cost option only –
disappeared along with the small round headlamp. They were replaced on the GS
models by a semi-fairing mounted firmly to the frame. This included a
rectangular headlamp which was similar to the one on the R 100 GS Paris-Dakar
but adapted to accommodate the 26-liter GS fuel tank.
As on the Paris-Dakar
model, protective bars were once again fixed to the frame tubes. Another new
feature promptly carried over to the Dakar was the cockpit with two 100 mm
circular instruments.
The enduro filler cap gave way to a screw cap with hinged lid and lock. All
models were fitted with an improved seat bench and different handlebar switches.
The switches used up to that point were replaced by the handlebar controls from
the K models, which also worked excellently when the rider was wearing thick
gloves. The rear spring strut was replaced by a higher-quality component with an
adjustable damper rebound stage.
Like all other boxer models, the GS models could also be specified – as a cost
option – with the pollutant-reducing secondary air system. This technology,
which was already tried and tested in the USA and worked according to the
principle of exhaust afterburning, cut carbon monoxide emissions by 40 per cent
and hydrocarbon emissions by 30 per cent.
As these upgrades were hinting, the
old boxer engine was reaching the limits of its design and the BMW Motorrad
range was due for another revision. After all, sales of the R 80 GS / R 100 GS
models had reached over 45,000 by 1996, confirming the importance of the boxer enduro in the BMW range.
Giant Strides: The R 1100 GS
13 years after the world's first touring enduro was launched, new environmental
regulations, advances in production technology and evolved customer demands
meant it was time for the tried-and-trusted two-valve models to make way for a
new generation.
January 1993 saw the arrival of the first four-valve boxer engines in the R 1100
RS, with the R 1100 GS following close behind in September of the same year. Its
striking styling and clean, functional lines were an instant hit, and were
backed up by the some sensational engineering that had already impressed and
astonished the motorcycle world in the R 1100 RS.
BMW Motorrad had reviewed the
bikes from top to bottom and made sweeping changes. The resulting machine not
only provided the basis for what is still an excellent motorcycle concept but
also set new standards in sustainability. This was the first enduro that could
be specified with a factory-fitted closed-loop catalytic converter and anti-lock
braking system.
All the plastic components were labeled for easy recycling, the
exhaust system was now made entirely of stainless steel and therefore was no
longer a "consumable" item, and service intervals were increased to 10,000 km,
previously unheard of for an enduro.
The proven and unique principle of the air-cooled boxer engine with a driveshaft
rotating inside the Paralever swing arm was retained unchanged.
The new four-valve engine featured side camshafts, mounted at valve height,
which were driven by three timing chains and one intermediate
gear. This unusual camshaft positioning was intended to reduce width compared
with an OHC valvetrain, and also to ensure rpm stability.
Electronic engine management, fuel injection, an increase in displacement to
1,085 cc and an increased gas flow rate produced 80 hp at 6,750 rpm, an increase
over the previous two-valve models. At the same time emissions, noise and
specific fuel consumption were reduced.
The new GS model's driveline was modeled on that of the R 100 GS, and it
inherited the tried-and-trusted cross-spoke wheels as well.
The chassis, on the other hand, was an all-new development. The engine and
transmission formed a load-bearing unit. Bolted in place above them was the
steel tube rear subframe, which provided support for the spring strut in the
rear swing arm. The spring strut was continuously adjustable by hand for spring
preload and rebound damping.
The front wheel was located by a revolutionary front wheel suspension system,
the "Telelever", which was a combination of a swing arm and a telescopic fork.
Although BMW Motorrad had already pioneered the hydraulically damped telescopic
fork, with the Telelever it went one better. The telefork-style combination of
fixed and sliding tubes simply serves to locate the front wheel, allowing it to
respond quickly to bumps.
The actual suspension and damping is provided by a
central strut in front of the steering head. This strut is supported at the top
by the cast front frame section and at the bottom by an A-arm. The front end of
this suspension arm is mounted by a ball joint in the lower fork brace of the
telescopic fork-type wheel locating system.
The upper fork brace accommodates
the handlebars, with instruments, and the fixed tubes. It is mounted
in the steering
head.
Separating the wheel location from the suspension function gives extremely
comfortable, yet also precise, handling and steering characteristics. At the
same time, the suspension geometry is designed in such a way as to reduce the
brake dive that would normally be expected on a bike with soft suspension and
long spring travel.
Fitted with a dual-disc brake at the front and single-disc brake at the rear,
the R 1100 GS was also the first enduro to be offered with optional anti-lock
braking system, which could be disengaged for off-road riding.
Impressive performance, with a top speed of 195 km/h, and torque were mated to
superb ride comfort and handling. There were also neat features like the
height-adjustable seat, a windshield adjustable for rake and the removable
pillion seat which lifted off to give access to a luggage carrier.
The double front mudguard became a cult feature and customers were soon flocking
to buy the new GS. By the Spring of 1994 it had become the top favorite among BMW
customers.
One customer who didn't have to put his hand in his pocket, however, was
globetrotting adventurer Helge Pedersen. Pedersen had been one of the very first
R 80 G/S customers and had now, along with his 800 cc bike that he nicknamed "Olga", become something of a legend.
The Norwegian photographer had bought his
BMW R 80 G/S new in 1981, and before embarking on a world tour had equipped it
with a 40-liter fuel tank with attached luggage system. That tour, now
completed, had taken ten years, in the course of which he covered 350,000
kilometers.
The R 80 G/S didn't disappoint, and Pedersen's travelogues, pictures
and books showed just how robustly the G/S had
coped with all the challenges along the way. In 1994, Pedersen donated his
faithful R 80 G/S to the BMW Museum, and in exchange was allowed to pick up a
brand-new R 1100 GS.
New BMW Single-Cylinder: The F 650
More powerful, larger and heavier than its predecessor, the BMW R 1100 GS could
be slightly intimidating for entry-level customers. But the expanding BMW model
range now offered alternatives.
Since autumn 1993, customers for whom the 1100
models were too powerful and too large could opt for the F 650. Powered by a 650
cc single-cylinder engine developed in close cooperation with Rotax the F 650,
built at Aprilia, was soon dubbed the "Funduro".
Developing a healthy 50 hp from
its 650 cc liquid-cooled, four-valve single-cylinder engine, the new BMW
outshone established competitor models that were still making do with less
advanced engines.
Initially, traditionalists and purists complained that a "real" BMW had to have
a boxer engine and shaft drive, but the F 650 quickly made its mark. BMW
expressly dubbed it a "Funduro", rather than an "enduro", to emphasize that the
F was an all-rounder that was fun to ride both on and off the road.
It was
cheap, easy to handle, and amazingly fuel-efficient. It also offered a level of
comfort previously unheard of for a single-cylinder model. Customers who sampled
this new offering were impressed, and the F 650 was soon selling so well that
this model, which has been continuously improved on and refined over the years,
is still part of the BMW range today.
A Legend Comes Full Circle: The R 80 GS "Basic"
In 1996, traditionalists and purists were treated to one last two-valve GS
model, which drew on components from throughout the model range to allow the
"old" boxer to end its career on a high note.
This production run came to an end – along with the two-valve boxer era at BMW
– in 1997, by which time 3,003 "Basic" models had been produced.
The no-frills,
off-road-capable R 80 GS "Basic" brought the two-valve GS models full circle,
following closely in the tradition of the very first two-valve prototype, from
which the R 75/5 production model was then derived. That prototype too was a
sporty off-road/street enduro.
The R 80 G/S was responsible for a boxer
renaissance in the early 1980s, and it was with this model that BMW Motorrad
launched its touring enduro segment. Now, finally, the two-valve boxer engines
bowed out and passed on the baton to the four-valve models, which went on to
become an even bigger success than their predecessors.
In 1998, BMW celebrated 75 years of motorcycle production, marking the occasion
with a lavishly equipped anniversary edition of the R 1100 GS.
The "Better" R 1100 GS: The R 1150 GS
But while good is good, better is better. By 1998, engineers were already busy
testing the R 1150 GS, ready for its market debut the very next year.
Before
that, however, a smaller-displacement GS was launched, whose 848 cc engine,
taken from the entry-level R 850 R Boxer model, developed 70 hp at 7,000 rpm. But this refined four-valve enduro fell far short of the 1100's sales figures.
In fact, the whole episode turned into a rerun of the experiences with the R 65
GS and R 80 GS. Only 1,954 R 850 GS models were sold, as against 43,628 R
1100 GS models. The lesson was that BMW Boxer customers are fond of
high-capacity engines and tend to subscribe to the dictum "no half-measures".
Launched on the market in September 1999, the
R 1150 GS (more) promptly set about
becoming even more successful than its predecessor. Not only did this model
boast larger displacement than the R 1100 GS, it also used a neat trick to
increase output, delivering maximum power of 85 hp, at 6,750 rpm, from a
displacement of 1,130 cc.
The cylinders and pistons were taken from the BMW R
1200 C, and the crank assembly and cylinder heads from the BMW R 1100 S. This
lavish package was completed by a more compact clutch, the six-speed
transmission as used in the R 1100 S and a performance-enhancing exhaust system.
Fresh Ideas: The F 650 GS and F 650 GS Dakar
Customers who didn't want a full-blown 1100 GS quickly got over the demise of
the R 850 GS when new versions of the F 650 – the
F 650 (more) and the F 650 GS
Dakar – were brought out in spring 2000.
Production was now transferred from
Italy to the BMW motorcycle plant in Berlin. At the same time, the BMW engineers
had subjected this popular seven-year-old compact model, which had helped to
introduce many new motorcyclists to the brand, to sweeping revisions that went
well beyond the normal run of updating and modernization measures.
Both bikes retained the same overall concept as the popular F 650, but along
with fresh new body styling there were technical improvements as well, which
helped to keep the popularity of the single-cylinder models alive and thriving.
The single-loop frame was replaced by a perimeter frame and the twin
carburetors were superseded by fuel injection. A three-way catalytic converter
was fitted as standard, making this emission control technology now universal on
all BMW models.
The fuel tank was now fitted in the frame triangle, lowering the centre of
gravity. With its fuel injection system and new tuning, the F 650's engine again
set new standards on fuel consumption, torque and power.
Off-road fans meanwhile
were delighted with the all-new F 650 GS Dakar, which boasted longer spring
travel, a 21-inch front wheel and a robust windshield. Initially, this bike had
simply been intended as a special-edition model, but it sold so well that it
remained in the range right up until 2007.
The 650 models were approximately on a par with the R 80 G/S in terms of power
and weight, but they offered better ride comfort and fuel consumption.
Incidentally, BMW had already returned to long-distance off-road competition in
1998 with the robust single-cylinder 650 models, and had gone on to win the 1999
Paris-Dakar Rally with an F 650 RR.
Four-Valve GS: The R 900 RR
But the fans had a soft spot for boxer models, and in late 1999 a BMW R 1150 GS
piloted by Britain's John Deacon and Californian rider Jimmy Lewis launched its
preparations for the 2000 Dakar by contesting the UAE Desert Challenge.
For the
Dakar, its displacement was reduced from 1,085 cc to a punchy 900 cc. BMW ended
an extremely grueling contest with a sensational one-two-three-four finish in
the legendary Africa Rally to mark the start of the new millennium. Lewis came
third on the R 900 RR boxer bike, while the other top-four finishers were riding
the F 650 RR.
The
Globetrotter’s Favorite Ride: The R 1150 GS "Adventure"
The R 1150 GS "Adventure", which entered BMW showrooms in the 2002 model year, was
an ideal machine for globetrotters.
With its longer spring struts with
travel-dependent damping, anodized wheels, large windshield, single-piece seat
and sturdier oil sump guard, the Adventure was just the job for world traveler
looking for an all-terrain long-distance bike with plenty of staying power.
BMW
also offered a well-stocked range of accessories, from model-specific equipment
like a 30-liter fuel tank and an extra-robust aluminum luggage system to more
general, classic BMW accessories like heated grips or the further improved ABS
II. There were thoughtful details as well, like a side stand with larger pad for
parking the machine on soft ground.
Only a few weeks after the release of the "Adventure" model, all the four-valve
bikes went over to twin-spark ignition to meet Euro 3 emissions standards, and
to ensure smoother running at low load and rpm.
Worldwide Success for the GS
The big four-valve GS models had already long been the top favorite with German
motorcycle customers and their popularity now spread to other European countries
as well, particularly Britain and Italy. In the course of its production run,
satisfied customers took delivery of 71,137 R 1150 GS models (including
Adventure models).
The best-known Adventure pilots were the British duo of Ewan McGregor and
Charley Boorman, who made an unescorted round-the-world trip that was also
documented in a BBC TV series "Long Way Round ", which attracted large audiences
all over the world.
Since the bikes gave an impressive display, demonstrating
the staying power
of the GS to a large European television audience, GS motorcycles for
long-distance touring now became increasingly popular. In the English-speaking
world particularly, these models were soon attracting more interest than ever
before.
Although the Adventure's specifications met virtually any and every need of
long-distance riders, these amenities also had the effect of increasing the
bike's weight and raising its centre of gravity. So one of the top priorities
for the next-generation four-valve models was to shed as much weight as
possible.
Next Up: The R 1200 GS
In summer 2004, BMW presented a new generation of its classic enduro model. Rather than facelift the existing R 1150 GS, the company decided to create a new
motorcycle, the R 1200 GS (more), which would offer all the advantages of the
predecessor models but in a far more dynamic form.
Even more impressive than the further increases in displacement (to 1,170 cc),
torque (an amazing 115 Nm at 5,500 rpm) and power (98 hp at 7,000 rpm) were the
"belt-tightening" measures: fuel consumption had been cut by 8 per cent and,
even more importantly, the BMW R 1200 GS was almost 30 kilograms lighter than
its predecessor.
The dry weight of 200 kilograms set new standards for a large touring enduro.
Weight was reduced right across the board, with almost every component of the
new BMW making its contribution. The swing arm, the frame, the wheels and the
cable harness – thanks to CAN data bus technology – all lost weight.
Even the
engine was now three kilograms lighter, despite being more powerful, and despite
the
weighted balance shaft rotating counter to the crankshaft that served to
maintain the legendary BMW refinement even with the large cylinder displacement.
The innovations extended to the electronics as well, with a simplified cable
harness now transmitting CAN data bus signals, a standard-fitted flat screen
display providing information about fuel level, oil temperature, time and other
data, and new fully sequential fuel injection with computer-controlled ignition
helping to make the BMW R 1200 GS both faster and more fuel-efficient than its
predecessors.
A practical feature for long-distance riders was anti-knock control, which
altered the spark timing at each of the four spark plugs as and when required. This meant that lower-quality fuel could be used without damaging the engine –
which was just the job on trips through areas where filling stations were few
and far between.
Also new was the transmission, which featured quiet helical gearing throughout,
and the extended maintenance intervals. The new, lightweight rear differential,
which was filled for life, and the standard-fitted steel flex brake lines were
further good news on the servicing front.
The front frame was of welded steel rather than cast aluminum, for improved
robustness – particularly off-road.
The styling, too, had a leaner look, so that the weight loss didn't just bring
improved performance but could also be appreciated when the bike was in repose.
The cross-spoke wheels had now become an option, with lighter cast wheels fitted
as standard, while the optional ABS that could be disengaged was a semi-integral
version, with a hand lever that
braked both the front and the rear wheel, and with a brake booster providing
further support.
All these improvements were also featured just over a year later on the BMW R
1200 GS Adventure (more), which now replaced the BMW R 1150 Adventure.
With all this going for it, the R 1200 GS couldn't fail to be a success, and
since 2005 it has been the undisputed number 1 on the German market. The
talented all-rounder is also winning more and more friends in markets throughout
the world. After just three years, sales of the two large BMW enduros had
already topped the 100,000 mark.
The
HP2 Enduro – Powerful Boxer for the Down-and-Dirty Work
The HP2 Enduro (more) was the first ever production BMW motorbike with a seat height of
920 mm. But the robustly uncompromising nature of the HP2 Enduro, unveiled in
2005, was all part of its charm. The name alone – HP stands for "high
performance" – was an indication that this is very much a sports machine.
For many boxer fans, this was a dream come true. Never before had a boxer model
been this light and athletic and had such radical off-road capabilities.
Project
manager Markus Theobald had the pleasure of designing the pared down yet highly
sophisticated HP2 Enduro. There had already been plans for a radical off-road
boxer years before, but not until the relatively lightweight R 1200 GS was a
suitable technical basis available for developing such a machine.
The engineers
had already gained experience with the tubular space frame from working with the
R 900 RR, while for the engine and driveline they were able to draw on the R
1200 GS. The air spring strut and TDD telescopic fork gave the bike competitive
speed on the worst imaginable off-road
trails.
Here the HP2 Enduro went way beyond all previous GS models. The
handling, heavily influenced by the 21-inch front wheel and the light weight of
the bike, was unrivalled too. But obviously such an ex-works collector's machine
could neither be cheap nor meet a wide spectrum of wants and needs. The
production run was consequently limited to 2005 and 2006.
Long Way Down...And Other GS Adventure Stories
In 2007, the popular McGregor/Boorman team were back in the saddle again. The TV
series, DVD and book of this new trip were entitled "Long Way Down".
The
three-month trip and media spectacle saw the pair ride from Scotland through
Western Europe to South Africa. Not too surprisingly, the duo once again chose
BMW bikes for their 25,000-kilometer journey. This time round they were riding
the BMW R 1200 GS Adventure.
Germany's most famous globetrotting motorcycle adventurer has to be Michael
Martin. Since 1992, Munich-born Martin has been using the large BMW GS models
for numerous sensational expeditions – for example between 1999 and 2004 he
visited all the world's deserts. Martin has documented his creative, but often
physically extreme tours in 15 books and more than 1,000 slide shows.
Helge Pedersen, too, continues to rely on the big BMW GS models for his
long-distance journeys. In 2008 he took part in the GlobeRiders Worldtour,
making a 16,000-kilometre trip from Beijing to Munich.
While McGregor, Boorman, Pedersen and Martin use state-of-the-art GS models,
some world adventurers remain loyal to their long-serving two-valve machines.
Austrian triathlete Felix Bergmeister, for example, made a round-the-world trip
on a BMW R 80 GS Basic.
And British
motorcycle traveller Tiffany Coates has no desire to part with her 18-year-old
BMW R 100 GS, on which she has already clocked up 280,000 kilometers in every
continent – further proof of the reliability and long life of the large BMW
enduro.
Meanwhile, after spending 11 years working in Hong Kong, another loyal
devotee, Scotsman Mike McCabe, is now back in the saddle and returning to his
native Scotland on his R 1200 GS Adventure.
F Models as Popular as Ever: The F 650 GS / F 800 GS
The GS boxer models are not the only ones to have acquired more powerful engines
over the course of time. In 2008, the F 650 GS Funduro, and its sister model the
F 650 "Dakar", were replaced by a new F 800 GS twin-cylinder model (more
information |
wBW Review). The new
models are powered by a parallel twin-cylinder engine taken from the F 800 S and
F 800 ST street models, which were launched in 2006.
The F 800 GS enduro is not only equipped with the same engine as the 800-Series
street machines but also with the same tubular space frame.
In terms of engine
size and weight, this model follows in the tradition of the original GS boxer
models. With a 21-inch front wheel, large ground clearance and more than 200
millimeters of spring travel, it can take on any type of terrain, while on the
road its agile, 85 hp engine powers it vigorously up to the 200 km/h mark.
However, with the parallel twin-cylinder engine, liquid cooling and chain drive
to the rear wheel, this was a completely different technical concept from that
of the tried-and-tested boxer models. Not that this worries the customers – who
are delighted that BMW is not just confining itself to classic boxer models.
The BMW GS range offers the right concept for any and every need. The particular
strengths of the twin-cylinder 800 model, for example, are its compact design,
outstanding fuel economy, agile performance and robust design.
In 2008, the company then brought out a new version of the F 650 GS. This
nomenclature erred very much on the side of modesty, since the displacement of
this model – 798 cc – was the same as that of the F 800 GS.
The only difference
was that it was a little more softly tuned than in the F 800 GS version, making
it more suitable for less experienced riders or those with a more leisurely
riding style.
With 71 hp on tap, the F 650 GS too packs plenty of punch, while a
seat height of just 790 mm and a 19-inch front wheel with precisely calibrated
steering geometry make for an extremely manageable and maneuverable all-round
bike that inspires confidence right from the word go.
The predecessor – the single-cylinder F 650 GS – is still in production in Berlin
and Brazil, but only for specific markets.
The GS Just Keeps Getting Better
In 2007, three years after its launch, the BMW R 1200 GS underwent a facelift
that introduced a large number of detail improvements.
For example, the large GS
bike became a little more agile with the incorporation of the six-speed
transmission from the boxer-engined HP2 Sport street bike, with sportier gear
ratio spacing.
The GS now shares its pistons and camshaft with the R 1200 R and RT, raising maximum output to 105 hp at 7,500 rpm. Seat comfort, already good,
was further improved by somewhat more lavish padding in the front area of the
seat. The light-alloy tapered handlebars are more flexible and more comfortable,
while newly developed clamps allow better
adjustment of the handlebars to the rider's individual physique under a wide
variety of off-road and on-road conditions.
Visually, the revised BMW R 1200 GS
can be identified by the striking light-alloy side covers on the fuel tank and
by the failsafe LED rear light, features which give this functionally superb
machine a certain technoid charm.
A further innovation demonstrating BMW's
commitment to user-friendly engineering is the Enduro ESA system, which has been
available since 2008.
ESA (Electronic Suspension Adjustment) allows the rider to adjust the shock
absorber spring preload and rebound damping on the fly, via a handlebar control
and step motors. This user-friendly innovation allows the suspension components
to be adjusted to different road and load conditions, or the personal
preferences of rider and passenger.
The Enduro ESA system, adopted from the
sport models and further refined, is a perfect example of the GS's strategy of
adapting as closely as possible to every conceivable customer requirement.
Modernized Yet Again: The GS at 30
To mark its 30th birthday, the evergreen GS boxer engine was given a sporty
makeover, with the 2010 models inheriting the high-tech cylinder heads of the
meteoric HP2 Sport (more), with two overhead camshafts per cylinder.
The new radial
valve arrangement resulted in improved rpm stability and volumetric efficiency
and a more efficient combustion chamber design.
Since an all-out focus on
maximum power would have conflicted with the versatility that continues to be
the hallmark of the boxer engine in this latest incarnation, the increase in
output, to 110 hp at 7,750 rpm, is relatively moderate. A more important
priority was to ensure a further increase in torque over a wide rpm range.
The
increased compression ratio allows the GS to
achieve outstanding fuel efficiency and, thanks to the extremely advanced
combustion chamber design and the anti-knock control for the centrally located
spark plugs, there are no problems on long-distance tours through countries with
variable fuel quality.
The cams have been designed with a new conical cam
profile to take account of the radial valve arrangement. The increased valve
diameters and throttle valve housing diameter improve volumetric efficiency.
An
air filter with higher air flow rate completes the performance enhancements. For
the German market, the 2010 GS model is alternatively available in a derated 98
hp version, which takes into account the German insurance categories.
A modified valve cover ensures that the revised engine can be distinguished from
its predecessor even at first glance.
The GS and its sister model, the Adventure, have for many years been not only
the most popular BMW motorcycles, but in some countries the bestselling
motorcycle per se.
Clearly, the fathers of the original R 80 G/S had the right
instinct when they went against the trend towards increasing specialization and
opted instead to create an all-rounder with strong touring qualities. In the
three decades since the first G/S was presented, the large touring enduros have
cornered an impressive market share.
But it would be wrong, when looking back with justifiable pride on all the
achievements to date, to succumb to nostalgia or complacency.
"Life can only be
lived forwards, not backwards…" according to Mike Carter, who gave up his career
in London to learn to ride an R 1200 GS prior to embarking on a round-the-world
trip on a 1200 GS Adventure.
The globetrotting journalist's words are a reminder
that continuous evolutionary development is vital if the GS is to retain its
character and the position it has consistently held over the past three decades
as the benchmark among touring enduros.
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From "C.L." (4/10): "What an
excellent article, with some great pictures!
I bought an R80 G/S just like the one in the top
photo in 1981 to ride down to Cape Town. Long
story short, I got married instead and with HUGE regret,
had to sell the bike in '85.
I am an industrial designer and I can't tell you how
impressed I was with that 'monolever' - what superb
minimalist elegant design.
In my view BMW lost its way after that model with
each successive model getting bigger, and heavier, and
more powerful, and more complicated (OK, the 1200 shed a
few kgs, but it's still a monster). The beauty of
the 80 G/S was its utter simplicity - it didn't need
more power for its purpose, and every additional kg was
to its detriment. And as for the styling - that
ugly 'beak' has to be one of the most nonsensical,
useless styling features on any motorbike!
When I decided recently that it was time to return to
biking, I supposed that motorcycling technology would
have advanced by leaps and bounds in my absence - I am
extremely disappointed to see how little has changed.
And what an earth can BMW have been thinking about when
it reverted to the loathsome chain on the F80GS?!
I have bought a '98 R850R to get back into it, and
then will have to look around. I might just seek
out a good, or restored R80 G/S!"
From "T.C." (4/10): "In a motorcycle
context "enduro" is North American English, despite the
root in the Latin word for "hard". And the reason
it had to be combined with another word is that Yamaha
claimed the trademark on "Enduro", that being the name
of their pioneering dual-sport DT-1 of 1968."
Editor's Reply: Interesting - can
anyone confirm the first use of the word "enduro"?
I couldn't find a Yamaha trademark for the word.
Unfortunately for Yamaha, they apparently did not keep
tight control over the use of the word and it has now
gone so far into general use that a trademark would be
invalid.
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