My BMWs
BMW produced the R45 and R65 between 1978 and 198?. These two models were different in that they did not share the same stroke commonly found on all air cooled flat twins produced since the 1969 R50/5. The R45 and R65 lacked a bit in the torque department as compared to all the other twins. Although not my number one pick, this R65 has served me well during my numerous tours in Europe. I purchased this rather mint R65 in 1994 with only 18,700 kilometers (11,622 miles) on the odometer. This old friend was sold in 2005 and replaced by my 2004 R1150 GS Adventure.
This photo was taken upon delivery from the previous owner. It may look a bit rough, but wait till you see it after a thorough restoration.. Initially, I was searching for a spare R100 GS PD since I am thoroughly familiar with my R100 GS shown below. After a few years of searching, I finally came across this R80 G/S PD. It may not have the torque of my R100 GS but it has quite a few advantages over it in other ways such as a wet driveshaft, so concerns about a paralever driveshaft failure won't be an issue.
BMW first produced the G/S line in September of 1980. The R80 G/S continued being produced till 1987. In 1988, BMW introduced the R100 GS, a substantially redesigned model over the previous R80 G/S. The R100 GS was the first model to use the "paralever" rear swingarm design that is now used on just about every BMW model produced. Production of the R100 GS ended in 1995. At various times, BMW produced variants of the GS line such as the R65 GS, the R80 G/S PD (Paris Dakar), the R100 GS PD and also the R80 GS Basic. I purchased this R100 GS new in 1991. My GS was exactly what I was looking for in a motorcycle back then and I still feel the same way about it today. It has taken me on numerous 1000 mile days (stock seat) without complaints.
I'll be able to more accurately comment on this new generation of BMW GS after I've had this model for a while. In my opinion, the older air cooled, aka "airhead" GSes are far superior in many ways. In a nutshell, this generation of GS is not one that I would be willing to take on a "real" around the world adventure. For those adventures, simplicity is at the top of my list. Fuel pumps, injectors and computers don't cut it when it comes to contaminated gas, heat and vibration.
Well, what can I say, I bought another one before they stopped making them. I learned my lesson. I should have bought a new R100 GS Paris Dakar (in white/red of course) when they were still available. Now I don't have the choice and condition of used examples is more than disappointing. The new R1200 GS and whatever "Adventure" model they bring out based on it, doesn't impress me. The new GS looks cheap!
Yes, I know, its not a BMW. I was looking to add a lighter dual purpose motorcycle to my fleet. After comparing the KLR 650 to the BMW F650GS or GS PD, the KLR had many features of importance to me for a substantial $3850 to $4600 less. The features I was looking for were good fuel economy, range, reasonable comfort, simplicity (aka carburettors) and a proven design. The KLR 650 runs along on 4.1 liters per 100 kilometers at a speed of 100 km/h. This, coupled with the 23 liter fuel tank, provides a range of about 550 kilometers or about 130 kilometers more than any F650 GS model. Although not as comfortable as my R100 GS, it is more than acceptable. One major advantage of the KLR is that it still uses carburettors providing the simplicity I was looking for. The KLR 650 has been manufactured since 1987 and has a strong following. I also looked at similar Japanese models such as the Honda XR 650L and the Suzuki DR 650, but those models seriously lacked in the fuel tank size and seat comfort departments and Yamaha no longeroffers the large XT in my market. A very good package at a great price!