BMW's 100 year Anniversary Bike

As the originator of this thread...

YES, the three previous posts are exactly right! BMW will not look back but make the 100 year anniversary bike the pinnacle of modern motorcycle technology.

I don't think the 100 year anniversary bike with be anything but a boxer set-up with shaft drive. The GS line of bikes has its own anniversary so I doubt that will be it. I'm predicting a naked bike (like the Rockster) or a RS type sport touring machine.

As a relatively young MOA member (my 1983 R80RT is older than me) I would ONLY buy the 100 year anniversary bike if it had the latest technology and looked and performed like nothing ever built before it.

And yes, I do ALL my own maintenance (this winter I will be rebuilding the top end on my R80RT so it will last until 2023).

I'd buy that in a heart beat!

ted said:

if bmw uses this as inspiration i would buy two

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+1

I'm young (<30) and I think a retro bike would be sweet and something special too. Otherwise, go really high end like the HP2 series. A splash of paint and such wouldn't do it for me.

Max BMW refurbs airheads and older BMWs on a regular basis. The only downside is that they cost as much as a new hexhead.

I have both a 86 R80 and a 2011 R1200R. As much as I like the R80, I like the R1200R a lot better.

The idea of a $6,000 airhead revival bike is complete fantasy even if it was made in India.

I'm suspect there is at least one other person out there in Beemerland besides me who would like to see (buy) a shaft drive lightweight tourer with dimensions similar to the motorcycles of the 60's and 70's. IMO the engines in the four cylinder K bikes should have been vertical, not flopped over - for minimum motorcycle width. I recall there was a north-south vertical twin prototype in the early nineteen eighties designated the M108. They should pull the drawings, update the design, add another cylinder, and produce such a bike.

I built my own version of such a bike, which appears below. It is built of parts from my parts bin, with /7 suspension, 5-speed gearbox, and /5 shaft drive, /7 controls and electrics, and a few Japanese and American parts. It weighs about 500 lbs but could easily lose 50 lbs by using lighter materials. The mild cruiser design is very comfortable, sort of like an Indian Four. The motorcycle is about 15 inches wide at the foot boards. Please excuse the temporary (ugly) un-BMW-like fuel tank. Incidentally the bike is powered by a 950cc triple, gets 91 mpg, with a range of 450 miles. Oh, did I mention it's a diesel?

Nice project! May we see more? Love the front drum brake!

edit -

the bike is powered by a 950cc triple, gets 91 mpg ... it's a diesel?

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Kubota industrial engine? Mated to a BMW transmission?

Could this be the future?

If Chris Malloy's Hoverbike works as it's designed to work, there's going to be a long line of customers waiting for a chance to get on board, this twin rotor BMW boxer powered hovercraft flying motorcycle will do more than give you the feeling of flying, you'll BE flying.

From The Kneeslider.com, "The carbon fiber Hoverbike weighs 231 pounds with a maximum takeoff weight of 595 pounds. On just the primary fuel tank it has a range of 92 miles at 80 knots (92 mph), with a theoretical top speed of 172 mph and a maximum altitude of 10,000 feet! So far, all tests have been tethered so these performance figures are somewhat speculative, but if he gets into the next phase of actual untethered flight, we'll know whether those numbers can be achieved.

Control is by the motorcycle style handlebars, twist grips control rotor thrust and deflection of the air vanes which provides forward and reverse, turns are controlled by turning the bars, somewhere in the near future are gyros for stability and explosive parachutes to bring the craft down in the event of engine failure or the rider can wear a chute, too. Counter rotating rotors eliminate the need for a tail rotor.

Malloy says the Hoverbike is actually designed for utilitarian purposes like search and rescue, power line inspection and the like, but I can't see this staying out of the hands of thrill seekers who have always dreamed of a bike like this. He figures it will be classed as an ultralight in the US eliminating the need for a pilot's license."

Lmo1131 said:

For what it's worth...

I think BMW has lost it's way. There is nothing distinctively "BMW" to make them instantly recognizable from UJMs. What happened to that bare-bones, "form follows function" Teutonic mindset that made the marque what it was? Too many industrial design school grads* with CAD surfacing-programs, and not enough nuts & bolts engineers, and managers that ride their own products and listen to their customers. Hr. de Waal being a notable exception.

I won't buy a new BMW, until 1) It is air-cooled - yeah, I know, emissions level are harder to attain - I don't care ... WORK ON IT! 2) I can maintain it myself and fix it with the on-board tool kit, 3) it doesn't have so much bodywork on it that it looks like a car, better yet, how 'bout no bodywork,4) it's shaft-driven, 5) and this is a big one ... it weighs less than 460 pounds wet, and 6) the biggest one ... it costs $6,000, or so.

Guess I'm stuck with my /5. Too bad I can't buy a new one, I'd like to.

I mean seriously, if Royal Enfield can continue to new sell motorcycles based on an upgraded, old design (EFI, electronic ignition, electric start) why not BMW?

My $.02USD (.016 Ôé¼)



* I am an Industrial Designer.

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BMW is doing fine. They can't continue to appeal to an aging demographic and hope to stay in the bike business. They are trying to build up another generation of lifetime riders and IMO they are successful. The SR1000 is doing great at the local tracks and BMW is again known for performance by riders. I wouldn't be surprised to see a 600 supersport come out once the economy picks up.

r60us said:

I'm suspect there is at least one other person out there in Beemerland besides me who would like to see (buy) a shaft drive lightweight tourer with dimensions similar to the motorcycles of the 60's and 70's. IMO the engines in the four cylinder K bikes should have been vertical, not flopped over - for minimum motorcycle width. I recall there was a north-south vertical twin prototype in the early nineteen eighties designated the M108. They should pull the drawings, update the design, add another cylinder, and produce such a bike.

I built my own version of such a bike, which appears below. It is built of parts from my parts bin, with /7 suspension, 5-speed gearbox, and /5 shaft drive, /7 controls and electrics, and a few Japanese and American parts. It weighs about 500 lbs but could easily lose 50 lbs by using lighter materials. The mild cruiser design is very comfortable, sort of like an Indian Four. The motorcycle is about 15 inches wide at the foot boards. Please excuse the temporary (ugly) un-BMW-like fuel tank. Incidentally the bike is powered by a 950cc triple, gets 91 mpg, with a range of 450 miles. Oh, did I mention it's a diesel?

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Beautiful and very interesting machine. Will you provide us with more information.

Thank you.

Here you go.

The motorcycle was completed over a ten year period, the first test ride last September. All work, with the exception of surface milling of the bellhousing and flywheel modification for the BMW clutch, was done by me. It is currently a rolling project, with about half a dozen mostly cosmetic items to be completed this winter e.g. exhaust heat shields, seat, fuel tank, radiator & alternator shroud, floor boards, etc.

Engine:Three cylinder liquid cooled Daihatsu 953cc 26.8 hp @ 3600 rpm; Kawasaki Mean Streak radiator, engine driven mechanical fan
Gearbox: /7 5-speed
Final Drive: post 1980 2.91:1
Electrics: 480 watt Denso alternator, /7 headlight, post 1980 switches, /5 signal lights, repro British tail light, modified /6 wiring harness
Handlebar / Controls: 1977 US bar and controls
Cables: Stock BMW throttle, clutch, and brake cables
Instrument Cluster: Custom with VDO programmable 85 mph speedo and 4000 rpm tach; usual indicator lamps plus glow plug & fuel filter water warning lamps
Battery: Yuasa 28 Ah
Fuel tank capacity: 5.5 gallons
Seat: Borrowed from my 2011 Suzuki TU250X. Seat height 30 inches.
Exhaust: custom header & exhaust pipes, HD Sportster mufflers
Windscreen: National Cycle Streetshield EX
Suspension: Front R60/6, Rear /5 SWB swingarm, /7 Koni shocks with Honda GL1000 springs
Wheels/Tires: Front and Rear 4.00 X 18 Metzelers on /7 rear wheels
Center stand: modified /7
Sidestand: Modified Honda CM185

Performance
Cruise performance comparable to R80 / R90 (torque is everything)
Easily pulls away from engine idle in 5th gear (normal gear shifts @ 1800-2000 rpm) Impossible to stall engine!
Very comfortable to ride.
Engine's mechanical governor provides automatic cruise control at any throttle setting
Max Speed: 68 mph @ 3600 rpm (limited by governor).
Planned upgrade to specially modified gearbox will increase top speed to 78 mph @ 3600 rpm
Fuel Consumption: 91-100 mpg depending on cruise speed. With gearbox upgrade 108 mpg expected.
Correction: Should read 80-83 miles /US gallon (91-100 mpg / Imperial gallon)

Yes, I could have installed a /7 disk brake but the /6 drum setup yields the same or better result.

Lmo1131 said:

For what it's worth...

I think BMW has lost it's way. There is nothing distinctively "BMW" to make them instantly recognizable from UJMs. What happened to that bare-bones, "form follows function" Teutonic mindset that made the marque what it was? Too many industrial design school grads* with CAD surfacing-programs, and not enough nuts & bolts engineers, and managers that ride their own products and listen to their customers. Hr. de Waal being a notable exception.

I won't buy a new BMW, until 1) It is air-cooled - yeah, I know, emissions level are harder to attain - I don't care ... WORK ON IT! 2) I can maintain it myself and fix it with the on-board tool kit, 3) it doesn't have so much bodywork on it that it looks like a car, better yet, how 'bout no bodywork,4) it's shaft-driven, 5) and this is a big one ... it weighs less than 460 pounds wet, and 6) the biggest one ... it costs $6,000, or so.

Guess I'm stuck with my /5. Too bad I can't buy a new one, I'd like to.

I mean seriously, if Royal Enfield can continue to new sell motorcycles based on an upgraded, old design (EFI, electronic ignition, electric start) why not BMW?

My $.02USD (.016 €)



* I am an Industrial Designer.

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Funny, my wife has almost given up her 1976 R60/7 for her new F650GS. Diann felt that the last "good" bike BMW made was the /7 series.

There are lots of things that are instantly recognisable as BMW, take the dumb airhead sidestand, now look at the 2011 f650GS with a dumb side stand, that has the smallest footpad I've ever seen on a stand. See, dumb stand design does carry forward.

The F650GS is as light as her R60/ has far better brakes, tires, suspension and frame. It gets far better gas mileage, and runs on regular grade gasoline.

It has an electrical system that has higher output, I am however laughing at it having a wet alternator with shunt voltage regulator, just like my 75 Norton.

Yes it's chain drive, however that's easy to repair if it fails at the side of the road, which it is less likely to do than a shaft drive configuration. (easy to check a chain and sprocket for wear, a little more work required on a right angle drive set).

Don't get me wrong, I love the airheads, however they aren't where the future is.

Regards, Rod.

This comment, while I fully understand the rationale, doesn't mesh with the current market, "It is air-cooled - yeah, I know, emissions level are harder to attain - I don't care ... WORK ON IT!"

I doubt BMW will develop any more air cooled engines, regardless if we few in the market desire it. The ever-tightening emission and noise constraints make an air-cooled engine of reasonable power capability (like the older oilheads and airheads) a thing of the past. There are basics of engine design differences between air cooled and water cooled engines that simply make the air cooled engines difficult at best to develop much beyond the current state of the R12 engine.

Personally, for me, I have no issue with the current R12 engine. PLENTY of real usable power, high reliability, good fuel efficiency, reasonable weight, plenty quiet enough. I would happily buy a Oilhead now and ten years from now. But riders like me are not the future of the cycle market. I'm 53 and hope to be riding for another 30 years. I could happily ride a current technology oilhead into the next 30 years.

I feel the water cooled Boxer is inevitable. But the plus in this is the current air/oil cooled bikes will drop in price and many, many great BMWs will sustain me for many years to come.

Dragging up this discussion from long past since it is becoming nearer to the date in question.

I've been thinking it will be about the right time after next year to look at replacing my 08 K1200GT and am leaning towards a new RT. I was at the local dealership this week to order some parts and took some time to chat with the head BMW sales rep about the upcoming anniversary. Of course as expected it is far too early to expect any kind of hint from the mothership on what is in the works, but surely something is. At any rate, he had some speculation on what might be coming for the 23 boxer models, suggesting it may be something like a bump up to 1300 or possible a full shift cam (intake and exhaust) with a corresponding HP jump to nearer the 150 mark. My thinking was more along the line of special appearance or option packages somewhat in the vein of the 40th GS bikes, but I'm intrigued at the idea of an engine upgrade too. He did say that even prior to the release of the news, one could opt to secure a spot in the production run sometime in late summer which I'm thinking I may do.

What is everyone else thinking at this point? Anyone else looking to jump in on this milestone occasion?

mcmxcivrs said:

, he had some speculation on what might be coming for the 23 boxer models, suggesting it may be something like a bump up to 1300 or possible a full shift cam (intake and exhaust) with a corresponding HP jump to nearer the 150 mark. ?

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That seems to be more than a rumor for the 2023 R1300GS.

https://www.motorcycle.com/manufacturer/bmw/spy-shots-2023-bmw-r1300gs-spotted.html

criminaldesign said:

a retread would be cool. triumph does well with the 'modern' bonnie's. an regular old airhead styled bike with fuel injection, dual front brakes and 800-1000cc.
<table style="width:auto;"><tr><td><a href="http://picasaweb.google.com/lh/photo/RtujErcwuX2HjDl9zxST2A?feat=embedwebsite"><img src="http://lh4.ggpht.com/_QUlLxCsQNp0/THR4_Jhv-rI/AAAAAAAAClc/Zf9uw5SjMTs/s800/Screen%20shot%202010-08-24%20at%2010.06.01%20PM.png" /></a></td></tr><tr><td style="font-family:arial,sans-serif; font-size:11px; text-align:right">From <a href="http://picasaweb.google.com/houstonmcintyre/Random?feat=embedwebsite">Random</a></td></tr></table>

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+1 with a dedicated sidecar and I'm in!!!

E.

mcmxcivrs said:

Anyone else looking to jump in on this milestone occasion?

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If they bring to market a lightweight, standard form-factor electric motorcycle, I am all in.








I wonder if you could put an electric motor inside an airhead twin’s crankcase?

Visian said:

If they bring to market a lightweight, standard form-factor electric motorcycle, I am all in.

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I would like to see a battery-pack standardization…….or at least the majority of E-bikes, motorcycles or pedal, so a replacement can easily be sourced. Trying to retrofit a battery pack that is too long, wide or thick is less than optimum. I have seen many instances where lack of a key component, rendered unobtainable by a company’s going out of business, sinking the once decent concept.
OM

Omega Man said:

I would like to see a battery-pack standardization…….or at least the majority of E-bikes, motorcycles or pedal, so a replacement can easily be sourced. Trying to retrofit a battery pack that is too long, wide or thick is less than optimum. I have seen many instances where lack of a key component, rendered unobtainable by a company’s going out of business, sinking the once decent concept.
OM

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There are already industry consortiums starting, and of course, there will be different standards!

Today's batteries just aren't quite there, imo... too big and heavy.

Lets extend the excitement experience and go four decade retro...bring back the spring-back (suicide) side-stand....what could be any more exciting? Extend the day's riding thrills with a dash more adrenalin while parking.

Motodan said:

Lets extend the excitement experience and go four decade retro...bring back the spring-back (suicide) side-stand....what could be any more exciting? Extend the day's riding thrills with a dash more adrenalin while parking.

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With modern gyroscopes and magnetic fields we can render the sidestand concept obsolete.

PGlaves said:

With modern gyroscopes and magnetic fields we can render the sidestand concept obsolete.

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