1993 BMW R100GS

[Tom]

Well the Triumph buy was a bust.  I'm going to look at a '93 R100GS.  Looks good and after a quick chat with the owner it'll be a strong possible buy.  I rode one in Europe before the EU and the funny money.  Weight wise I'd rather have a R80GS.  For former Beemer owners, what are some of the hidden problems that may come up?  67K miles on it and a daily rider.  He also has a R90/6 & R75/5.  I'm thinking that the identical problems might be drive shaft related???

[Gusable]

First year oilhead iirc.  Should be solid bike.

[Adk.IBO]

R100 designation makes it an airhead. (‘94) R1100 designation makes one an oilhead.
Short test rides on each when they were new. R1100 had telelever and paralever which I liked. Agree, R100GS should be solid.

[Navydad]

Ask if the clutch is the original and if the final drive has been rebuilt. Not necessarily a problem if they haven't been worked with, but those can be a trouble spot at that mileage. I had a 96 GS and a 04 Rt. Both had 100K on them when I sold them and both had the original clutches and final drives intact, but some had issues. A 93 is at the end of a long run of air heads and should be pretty much bullet proof if maintained. Is the 75/5 a toaster (chrome sided) tank? If so I would go for that one.

[GearheadGrrrl]

2 things to watch for- The paralever driveshaft U-Joints tend to go between 30k and 60k miles and from around 1985 to 1995 BMW omitted a thrust washer in the transmission and that caused early bearing failure.

[LowRyter]

To ride or collect?

[Tom]

Both.  I like the GS because it's being used as the riding bike.  The R90/6 & R75/5 were restored but don't know the conditions of both bikes.  I had an R90/6.  Might end up being a hack tug.  We'll see.  I going to look at them tomorrow morning.  He's about 60 miles from my house.  Trying to figure out what to drive/ride.  I might ride the SMax scooter.  I've done some work and I'm off from work.  Italian tune-up on it.   

[grebmrof]

Tom,
Not sure I would pick a tall GS as a sidecar bike...connected to a sidecar you'll end up with a higher center of gravity.  I know they have been successfully mated by people, but in my experience, I think lower is better.  A standard airhead should be a better outfit.  Sorry the Bonneville didn't work out, but guess it needed more work than it was worth in the end.  My friend has a '91 GS which is a very nice solo machine...some of the points mentioned before about airheads are relevant, but I don't think there is much of anything that couldn't be remedied or upgraded on these machines, whenever they need it, not before they need it though.
Good luck with the hunt.
Tom

[Turin]

You don't have a Quota?

[Tom]

No.     I did get to beat up the Darth Quota in LA before it was sold and I liked it as a street bike.  It had a LeMans engine that was hopped up.  It got abused on the race track.  I got to play with it after I shipped my '97 Daytona RS and '97 1100ie Sport out of San Diego.  Played in traffic going up into the Malibu hills up to the Rock Store and splitting lanes back to Torrance.   

[Tom]

Tom,
Not sure I would pick a tall GS as a sidecar bike...connected to a sidecar you'll end up with a higher center of gravity.  I know they have been successfully mated by people, but in my experience, I think lower is better.  A standard airhead should be a better outfit.  Sorry the Bonneville didn't work out, but guess it needed more work than it was worth in the end.  My friend has a '91 GS which is a very nice solo machine...some of the points mentioned before about airheads are relevant, but I don't think there is much of anything that couldn't be remedied or upgraded on these machines, whenever they need it, not before they need it though.
Good luck with the hunt.
Tom

 
The R90/6 is a candidate for the hack reasons.  I've never owned a RS but have ridden them in Airhead and Oilhead versions.  I'll know better tomorrow when I go shopping. 

[Scout63]

Of the three, I like the 90/6 Tom. Lower seat height and classic good looks with a five speed and a disc. Maybe just see what fits best.  I’m not sure that there will be a significant difference in engine performance or ride quality among the three.   Assuming that all three are mechanically sound and fairly priced, you can’t go wrong.  I’d love to be along for this test ride. Please send photos and impressions if you can.

[DC950]

2 things to watch for- The paralever driveshaft U-Joints tend to go between 30k and 60k miles and from around 1985 to 1995 BMW omitted a thrust washer in the transmission and that caused early bearing failure.

I had an 88, a friend still has his bought new 89, and another friend had a 93.  We'd all say the u-joints will fail between 25k and 35k.  It's not a matter of if but when.  There apparently are some better aftermarket u-joints but they will eventually fail too.

On the 93, my friend was stranded in the middle of nowhere Mississippi with a cracked coil that happened in a torrential downpour.  He also had the crank position sensor fail on another trip and gearbox problems. 

The charging system is marginal at best.  It will not charge the battery running around town at low RPM.  Mine came with a battery charger and the book specifically said that you will have to use it.  I'd look into upgrading the charging system.

I'd consider owning another one but I would definitely have the gearbox completely rebuilt.

[Clifton]

I've had a number of airheads over the years including a 1991 R100GS purchased new (I still have a 1993 R100R). When I sold the 91 GS after 4 years it had around 25K and the only problem I ever had was a bad control module that was replaced under warranty, so I avoided driveshaft and gearbox problems.
You can still buy basically that same motorcycle new, only improved in every way, a V85TT.

[ohiorider]

I still own my 1991 R100GS, purchased new in Mar/Apr of 1991.  May be the best overall bike I've owned.  Odometer shows slightly over 164,000 miles, all put on by yours truly.

Bob (Ohiorider)

[Tusayan]

You can still buy basically that same motorcycle new, only improved in every way, a V85TT.

As an owner of both, I would dispute that it’s improved in every way despite buying the V85TT for exactly that reason.  After some experience in owning both as a 35 year Guzzi owner I think I prefer the R100GS for its simplicity, rugged and durable construction, light weight and better balance.  The V85TT has more modern equipment (with little practical benefit and some downsides), more power (but less bottom end torque), and much better OEM brakes.

[Clifton]

Maybe not "in every way", but most IMO. 19" or 21", I'm fine with either on bikes like this. I believe the 1991 on R100GS was about the same 500# as the V85. As mentioned the V85 has much nicer brakes, similar egos, slightly more powerful, better lights, cruise, FI and better mpg, 6-speed vs 5, and overall more reliable (especially drive shaft and transmission). I loved my R100GS and two years ago when looking back at all the bikes I've owned it was maybe my favorite, which is what got me interested in the V85TT.

[ohiorider]

As an owner of both, I would dispute that it’s improved in every way despite buying the V85TT for exactly that reason.  After some experience in owning both as a 35 year Guzzi owner I think I prefer the R100GS for its simplicity, rugged and durable construction, light weight and better balance.  The V85TT has more modern equipment (with little practical benefit and some downsides), more power (but less bottom end torque), and much better OEM brakes.

As an owner of an R100GS for nearly 32 years. I have to agree.  It was and is one tough little bike..  Unfortunately, the old gal is a bit too tall for me at age 80 (me, not the bike).  She's still in the garage, waiting for me to 'brave up' and take her out for a few rides in the spring of 2023!

Bob

[MadMike]

Going on year 26 with my 1991 R100GS. It identifies as a Paris Dakar since I put the bigger tank on it. Hit 100k this past November. Starters, charging systems, trannys, paralever bushings and several driveshafts are items I have addressed. Never had a driveshaft grenade on me but the missing circlip did me in at Sturgis SD on my way back from Alaska. The Harley folk had a good chuckle seeing a BMW puking up gear oil on the side of the road. U-hauled it home. All good since the tranny rebuild with circlip. This was many thousands of miles ago.

[Tusayan]

Maybe not "in every way", but most IMO. 19" or 21", I'm fine with either on bikes like this. I believe the 1991 on R100GS was about the same 500# as the V85. As mentioned the V85 has much nicer brakes, similar egos, slightly more powerful, better lights, cruise, FI and better mpg, 6-speed vs 5, and overall more reliable (especially drive shaft and transmission). I loved my R100GS and two years ago when looking back at all the bikes I've owned it was maybe my favorite, which is what got me interested in the V85TT.

I’ve had three R100GSs, an ‘88, a ‘90 and a ‘92.  The later ‘91-on version with larger fairing and less weight turning with the forks is slightly more stable but substantially heavier.  Whether it’s as heavy as the TT depends on which set of sales brochure lies you believe but regardless the earlier 88-90 version GS is a lot lighter than either, and feels it.  The flat engine probably helps on either version by lowering the CG.  With an off road capable bike you need rock/sump clearance, not just cornering clearance so unlike with a Guzzi sport bike, the TT design can’t lower the crankcase to take advantage of the better cornering clearance that comes with cylinders lifted away from the road.  So I think the engine weight ends up being higher on the TT versus the R100GS, and the higher seat and much longer wheelbase required to keep the riders knees away from the cylinders puts the rider weight higher too, although it does provide more leg room than the GS.

I think the TT is a good bike, I like mine, but it’s not a R100GS.  Instead they made a modern, complex bike that looks similar to the early GS.  They could have made a bike closer to the same concept, with the same level of rugged simplicity enhanced with modern design features like TT’s single throttle body, shorter transmission and better front brake.  But that’s not really what it is. They added too much stuff and it has too much electronics, it’s a bit too fragile, a bit too long and a bit too heavy (in fact and in feel). Unless you’re using it as a touring bike it doesn’t IMO function or serve the owner quite as well.  The chipped key and security code stuff is ridiculous and the oil change reminder light that can’t be turned off except by a current dealer with an internet connection to Piaggio feels to me like the final straw.

I think it would be an interesting project to take as much weight and stuff off the TT as possible, hopefully without screwing up the nice styling, and see how it works. 

[Clifton]

...I think the TT is a good bike, I like mine, but it’s not a R100GS....

Well I've only had 2 (1991 and 92) R100GS's but a bunch of other airheads and while I like airheads, to me the V85TT is just a better bike then the R100's. Not knocking BMW because it's simply not fair comparing a 30 year old R100 to a modern V85.