Members of the International Oilheads Club
are undoubtedly among the most devoted fans of the latest
incarnation of BMW's legendary Boxer. Judging from the
letters and stories printed in the Oil Rag, the majority
of us ride and cherish our RS, RT, GS, or R bikes. For
example, since acquiring our first R 1100 RS in 1994,
my sons and I have logged over 150,000 miles on various
RS, RT, and GS Oilheads.
These various models, reincarnations of traditional Airhead
machines, have become the most popular Boxers in BMW's
history. But they are not the only members of the Oilhead
family. While it's not surprising that R 1200 C Cruiser
models, intended by BMW to reach beyond their traditional
customer base, hold little appeal for most of us, there
is another Oilhead that many of us have overlooked, a
model Motorcyclist magazine calls the most underappreciated
Beemer, the strikingly beautiful but slow-selling R 1100
S.
The sporty R 1100 S is arguably the best-looking BMW since
the legendary R 90 S. It is the fastest, most powerful,
and best-handling production Boxer ever sold. It's the
first Oilhead model to feature a six-speed transmission
and hydraulic clutch activation. When the "S"
was introduced here in 1999, I took a brief test ride,
which revealed delightful handling, an improved clutch
and transmission, and great aerodynamics. But the footpegs
seemed awefully high and the bars were lower than I preferred.
Most disappointing, however, was the 4.75 gallon fuel
capacity, which seemed to limit its sport-touring potential.
I'm in the habit of covering 200 miles or so between fuel
stops. Put off by the relatively small fuel tank, I gave
the beautiful "S" no further consideration.
The RT and GS Oilheads fulfilled my motorcycling fantasies.
That is until last summer, and Reg Pridmore's CLASS session
at the Virginia International Raceway.
Now, CLASS is not a racing school. Lap-timing and competing
with other riders are not allowed. My modest goals at
VIR were to learn a new track, expand my personal "comfort
envelope" and enjoy a couple of great riding days
with my sons. However, I couldn't help noticing the other
riders, especially those who passed me. Of course, Reg
and his instructors on their Honda VFRs could effortlessly
fly by at will, and the race replica sportbikes are in
their own league. But within the rather substantial BMW
contingent at VIR, my R 1150 GS gave a good account of
itself.
I was not dismayed when son Corey, riding a GS identical
to mine, was able to get around the track a bit faster
than I. After all, he's still young and immortal! Nor
was I surprised when my GS proved no match for a 130-horsepower
K 1200 RS. But I was impressed by a well-ridden yellow
and silver R 1100 S that appeared
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to be quicker than a number of much more
powerful sportbikes. That S-rider seemed to be faster
than all of us on the track except for the CLASS instructors.
In the tightest sections of the track, where the GS excels,
that S could still pull away. I consoled myself with the
thought that while the GS may not have the fastest lap
times on the race track, it is a supremely versatile adventure
tourer, at home on gravel roads and twisty two-lanes as
well as Interstates. Not to mention its larger gas tank
(with still larger options available) for more touring
range. I do love my GS, but ... but, I couldn't get the
image of that sleek S-bike devouring the track out of
my head. Maybe the time had come for another test ride.
What could it hurt?
Fred Zust and "Fast Frank" Shockley of Touring
Sport BMW in Greenville, South Carolina were all too accommodating.
From their inventory of used bikes Fred rolled out a 2001
R 1100 S, a 2002 R 1150 RS, a 2002 K 1200 RS, and a 2000
R 1100 S with low bars and taller, sport suspension for
comparison testing.
My first test ride was on the 2001 R 1100 S, with high-mounted
handlebars, standard suspension, and BMW's taller "Touring"
windshield. Quite unlike my cherished GS. But the S is
just another0ilhead after all, and I began to feel comfortable
in short order. The riding position feels more "sporty"
but it becomes surprisingly comfortable over time, and
the extra power is readily apparent. Most impressive to
me was the aerdynamic refinement of the S. Wind pressure
on the helmet and chest increase with speed, but the airflow
is remarkably smooth with very little buffeting at any
speed. Even at high freeway speeds on a multi-lane Interstate
crowded with 18-wheelers, the S felt planted and stable,
and the ride was much more comfortable than I had expected.
With some 13 more horsepower and far less drag than the
GS, passing acceleration is noticeably quicker from high
cruise speeds up into the "go directly to jail"
range. And the thing is just plain FUN. I couldn't stop
grinning.
Next I rode the R 1150 RS and was reminded of how revolutionary
the '94 R 1100 RS was when introduced in 1993. It is still
a great sport-touring machine (and it has a six-gallon
tank!), but it didn't feel quite as "solid"
as the S-bike at speed, and even with its new, larger
windshield, helmet-level turbulence was noticeable. I
parked the RS and climbed back on the S. Again I was impressed
by the smooth airflow around my helmet and its effortless
handling and surprising stability. Did I mention how great
it looks?
My next ride was on the mighty K 1200 RS. Wow! What a
machine! Incredibly smooth, powerful, and really, really
fast. It's an Autobahn bullet-train, and surprisingly
agile despite its bulk. The faster I went
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