The
stylish and rapid BMW R1100S arrived in 1998
to prove that BMW's traditional flat- twin format was still very
viable for high- performance motorcycling. This was the most
aggressive roadgoing boxer that BMW had ever built. The German firm
referred to it as a 'sports- tourer with the emphasis on sport', and
the 1100S was quick, agile and well-braked enough to hold its own in
serious company.
With
its two sticking-out cylinder heads, there was no mistaking that this
bike was a BMW. But the S had a very distinct style of its own,
notably at the front end with its big ellipsoidal headlamp lens. The
asymmetrical theme was echoed in the fuel cap and instruments;
further back, the rear end was notably lean and sporty.
The
new bike's 1085cc air-cooled engine, based on the eight-valve,
high-cam unit from the touring- oriented R1100RS, made this BMW's
most powerful flat twin yet. It was tuned with new pistons that gave
increased compression ratio.
Breathing
was also improved by a new air filter design, plus a revised Motronic
engine- management system.
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| BMW R1100S IN GREY & YELLOW PAIN |
Much of
BMW's effort in the R! lOOS's chassis design went in ensuring that
this was not just the best-handling boxer yet, but also reasonably
light. At 461 lb (209kg) dry it was still heavier than its closest
rivals - but not by much. Some of the weight-saving came from a new
and lighter version of BMW's Telelever monoshock front suspension
system, which featured a remote rebound damping adjustment knob in
the steering head area.
BMW R1100S
Aluminium
main frame
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| BMW R1100S BRIGHT YELLOW PINT |
As
with other four-valve boxers, the engine and gearbox housing were
also stressed members of the chassis, but the 1100S differed in
having an aluminium main frame. A tubular steel rear subframe
supported the Paralever rear suspension system, which gave a clean
and racy look from the left. Wheels were new, lighter 17-inchers
wearing sticky radial rubber.
The
mildly tuned boxer engine pulled well from low down, and revved with
more enthusiasm than previous boxers.
The
S was very happy to sit at an indicated 85mph (137km/h), just under
5000rpm in top gear, feeling smooth, stable and unstressed. Above
that figure the engine felt a bit harsh, but the BMW had plenty of
acceleration in hand to a top speed of 140mph (225km/h).
It
was the new bike's chassis that made the biggest impression, because
this BMW R1100S handled like no other BMW roadster. Its chassis geometry
was close to the race-replica norm, and the bike impressed with the
ease and precision with which it went round corners given a light
flick of the sportily low-set handlebars.
The
Telelever front end gave a great combination of quick steering and
stability, particularly when braking hard into a turn. Suspension at
both ends delivered plenty of feedback,
and was well-damped enough that the bike remained composed even when
accelerating hard out of bumpy bends. The front-brake combination of
four-piston Brembo calipers and 305mm discs was excellent, too.
The BMW R1100S
was a bike that stood out not for traditional BMW attributes such as
long-distance comfort or refinement, but for light steering, powerful
brakes and a liking for speed. It was an enjoyably fast,
fine-handling machine that put BMW firmly in the sports bike market
for the first time since the R90S of the mid-1970s.
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