The way to my “new” BMW

Just for curiosity -and actually without any plans- I was reading the BMW offers at eBay in August, 2003, when I saw two interesting offers: A `84 K100 RS with 9000mls, first owner, just maintenanced by BMW, with hard bags for only EUR 2700, plus a `90 K100 RS 16V with only 8100mls for EUR 3800.

When I called him, the owner of the `84 model granted that he didn´t care much about the bike, but the price seemed to be ok to me. Some minor damages had to be fixed for shure, but my own RS would be worth at least EUR 3000, so there would be some money left for spare parts.

Early in the morning, I rented a bike trailer and went 300mls to Ludwigshafen, the location of “my prospective RS”. In the afternoon, the air temperature was 39°, and I reached Ludwigshafen, taking a peek on what was the highlight of BMW motorcycles some time ago. At the first sight I recognized a rusty frame, extremely oxydized alloy parts, a damaged painting and many scratches all over the hard bags. Even the fairing was partly broken.

The “maintenance at the BMW dealer” has been done just by smearing a liquid sealant on the camshaft cover. Now, the oil was leaking from the oil/water pump, covering the engine (which has been sprayed black by the owner...) and even the gearbox with oil. The whole bike was smelling awfully like old, used oil. In fact: whoever would buy this scrap bike, I won´t. I was planning to return to Hanover.

But then, I remembered the `90 RS 16V. Using my mobile, I went to the auction. No bids at all. I found a telephone number and called the owner, who had some good news: the bike woul be “as new”. The minor problem: this RS was located at Gelsenkirchen, far away from my present position...

So I continued travelling across Germany and reached Gelsenkirchen at 7:00 PM. The owner didn´t promise to much: indeed, apart from two minor scratches, the bike could have been just produced by BMW. It was perl silver with blue linings, the equipment was extraordinary, containing hard bags, luggage rack, topcase, ABS, engine protectors and additional instruments. The first owner ordered the bike with the lower seat, which caused a “superbike” seat position with the wider 16V handlebar. Within 13 years, the bike collected 8089mls. The maintenance book showed an oil change per year with expensive synthetic oil. Prior selling the bike, the owner renewed the battery; the second set of tyres during the former life of this K had run only 1200mls.

I was happy that we came to term for only EUR 3500,-; I promised to care well about the bike and put it onto the trailer. Thinking about the BMW, every pothole was “hurting” me during the way home. At two o´clock in the mornig, I arrived, pushed the BMW into my garage and went to bed, deadly tired -after 750mls on the road...

So that is why I changed my `84 model after three satisfying years and 6200mls into a K100 RS 16V. The frame and suspension seems to be much more stable especially on bumpy and winding roads. The Paralever swing arm causes no reaction when I´m increasing or decreasing speed during turns. The 16V is surpassing its predecessor in many ways: the front brake is much more powerfull, vibrations are less anoying due to the foam grips, handlebar weights and modified footrest plates.

I was impressed about the smooth running engine which is revving up very spontaneous. The Motronic is doing its job very fine. The whining sound of the eightvalve has been reduced by 80%, the round silencer is producing a sonorous sound instead. Only at very low rpms there are some mechanical sounds, but, that seems to be normal according to the users of the flying brick discussion. The fuel consumption of the eight- and sixteen-valve-engine is nearly the same; I refuelled the bike after 200mls when the 5 litres sign began to glow. The sign as well as the fuel gauge are working very well; ten kilometres after the fuel lamp began to glow I filled in 16,89 litres. Remembering the capacity is 22 litres, the fuel comsumption reads 5,12 L/100km or 45,9mpg (miles per US gallon) unleaded premium fuel.

An interesting, but unnecessary extra is a voltmeter, that was added below the fuel gauge inside the kneepad. The wiring, made by the previous owner, wasn´t very professional, so I renewed the wiring harness. It was connected to the two-point-connector for a secondary 12V socket (which doesn´t exist at my bike). The connector is located on top of the ignition coils. The coil cover was retrofitted with a switch for the voltmeter to avoid permanent discharge of the battery.

Once again, I retrofitted the hazard flasher switch. I was surprised to see that this inexpensive accesoire was missing. In my opinion, this little switch is an important safety feature. Another detail: the hanlebar switches (i.e. flasher, light...) are well coloured at this 16V. As the similar parts of the eightvalve model prone to deteriorate in the sunlight, the quality seems to be better now. Regardless of the mileage, the eightvalve parts deteriorates where the 16V parts doesn´t.

So, everything is just fine ? Nearly, but a few things are left:

• A working maual for the 16V and K1 is available only as a microfiche. You´ll have to help yourself by using the eightvalve plus K1100 manuals -or perhaps someone is able to print out a microfiche for you. At least, the fiche (BMW part no. 01 50 9 798 850) is much cheaper (EUR 7,12) than the print edition (i.e. EUR 49,00 in case of the eightvalves).
• The whole exhaust is, unlikely the exhaust of its predecessor, in one piece. Sidecar bikers told me that it´s prone to crack between exhaust pipes and the silencer. There is nearly no space between the four pipes, so welding is quite difficult. The chrome cover cannot be replaced in case of damage.
• Plus, as mentioned in the “Model” chapter: the fourvalve engine isn´t equipped with cam shims for the valve clearance adjustment. For that reason, the cup tappets are available in different dimensions and have to be replaced for adjustment. This means that the camshafts have to be removed first -this doesn´t sounds to me like a home job for privates like me. Most hopefully, an adjustment will be necessary after a long distance only as a mechanic will ask for a good loan.

O.K., no reason to be dissatisfied, I am totally happy with my new RS. For EUR 3500, it will be difficult to surpass the condition of this K100...