The success story of BMW motorcycles started at the Berlin Motor Show in 1923. The aero-engine manufacturer presented its first motorcycle with the BMW R 32. The quality of the machine was a major factor for success. All the parts likely to need repair were encapsulated and the drive shaft was easier to service than standard chains or belts. The Boxer engine with cylinders mounted transverse to the direction of motion remains a characteristic feature of BMW motorcycles to this day, alongside the cardan shaft. The very successful overall design of the R 32 was penned by Max Friz and is regarded as a milestone in motorcycle history.

The R 32 enabled BMW to celebrate a widely acclaimed debut on the motorcycle market but the brand lacked a successful sports model. The BMW R 37 made it possible to plug this gap while at the same time also providing BMW with a national reputation. The first time the motorcycle lined up at the start of the Solitude Race brought three class victories and laid the foundation stone for a victory by Franz Bieber in the German Championship in 1924. In 1925, the 16 hp BMW R 37 was also included in the product range supplied to private customers. However, the high price tag of 2,900 reichmarks restricted sales to 152 units.

The BMW R 32 was the first BMW motorcycle to be developed by the company and it quickly gained an outstanding reputation due to its quality. However, the twin-cylinder motorcycle with a price tag of 2,200 reichmarks was one of the most expensive motorcycles on the German market. As a rather cheaper alternative to the BMW R 32, BMW incorporated the single-cylinder BMW R 39 motorcycle into the product range in 1925. This model even exceeded the BMW R 32 for sporty performance thanks to a top speed of 100 km/h. Josef Stelzer confirmed the sporting qualities of the BMW R 39 by winning the German Road Championship in 1925.

Just three years after the launch of the first motorcycle model, BMW revised its model range for the first time. BMW R 42 was the designation for the successor to the successful BMW R 32. The BMW R 42 similarly possessed a side-valve 500 cc Boxer engine but the power output was increased to 12 hp. The frame remained virtually unchanged although the new drive shaft brake replaced the previous wedge-shaped shoe brake. Thanks to a price reduction of 30 percent, the unit volumes of the BMW R 42 more than doubled compared with the BMW R 32 ¿ to more than 6,500 units sold.

In 1927, BMW presented the BMW R 47 as the successor to the BMW R 37 sports model. While the BMW R 37 with a price tag of 2,900 reichmarks was only intended for a small circle of enthusiastic motor-sport aficionados, the BMW R 47 was approaching a mass-market model for the times. More than 1,700 units were sold and a number of them competed successfully on national and international race tracks. This meant that the sports models were no longer simply flagships for the white-and-blue emblem but had developed into a profitable segment.

In 1928, BMW launched the revised version of the BMW R 42 500 cc model: the BMW R 52. Power output values, top speed and frame were largely the same as in the previous model. The only striking innovation on the frame was the brake on the front wheel, which had been enlarged from 150 to 200 mm. Conversely, the engine was a completely new development. This was the first time that BMW abandoned the traditional quadratic relationship between stroke and bore, thereby creating the long-stroke BMW R 52. BMW reinforced its reputation as a manufacturer of robust and reliable endurance motorcycles with the BMW R 52.

In 1928, the BMW R 57 replaced the BMW R 47 as the sports model in the 500 cc class. The new designation suggested a new model but there were no major innovations. The only remarkable feature was a larger carburettor on the engine side, while an enlarged brake drum was now mounted in the front wheel. Alongside the ride characteristics and the most important technical data, the price at 1,850 reichmarks also remained stable. The BMW R 57 was still 250 reichmarks cheaper than the second sports model available in 1928, the BMW R 63.

In 1928, a new era started at BMW. The first motorcycles in the 750 cc class were presented with the BMW R 62 tourer and the BMW R 63 sports model. 18 hp power output, the legendary frame and its reputation for reliability made the BMW R 62 the outstanding touring motorcycle of the 1920s. When the model was replaced in 1929 by the BMW R 11 with a pressed steel frame, 4,355 machines had left the Munich plant. The good sales were undoubtedly due in part to the sporting successes. Racing riders like Ernst Henne were the best promotional stars for the heavy BMW machines.

The BMW R 63 was a decidedly short-stroke machine and was mainly intended for sports riders. Numerous BMW motor-sport victories in those years increased the popularity of this motorcycle with customers. However, the relatively high price of 2,100 reichmarks meant that the BMW R 63 remained an impossible dream for many motorcycle enthusiasts. Nevertheless, nearly 800 motorcycles were sold during a production run of just one year ¿ until the BMW R 63 was replaced by the BMW R 16 with a pressed steel frame. The BMW R 62 tourer was also launched in 1928 and together with the BMW R 63, they were the first BMW motorcycles in the 750 cc class.

In 1929, BMW surprised the motorcycle world with two 750 cc models in a completely new frame: the BMW R 11 and the BMW R 16. The soldered tubular frame that had been commonly used up to that point was replaced by a torsion-resistant pressed steel design. The new BMW R 16 sports model was powered by the engine of the predecessor BMW R 63. Five series were created during the course of the five-year production run and numerous improvements in details were designed into the motorcycles. In 1933, BMW achieved its biggest international sporting success with motorcycles of Type 16: victory in the 15th International Six Day Race in Wales.

In 1929, BMW surprised the motorcycle world with two 750 cc models in a completely new frame: the BMW R 11 and the BMW R 16. The soldered tubular frame that had been commonly used up to that point was replaced by a torsion-resistant pressed steel design. The new BMW R 11 touring model was powered by the engine of the predecessor BMW R 62. Five series were created during the course of the five-year production run and numerous improvements in details were designed into the motorcycles. They were mainly distinguished by modifications to the drive-shaft brake and the engine.

Starting in 1928, motorcycles up to 200 cc in Germany were exempted from motor vehicle tax and the requirement to have a motorcycle licence. In 1931, BMW launched a new single-cylinder model for this growing market with the BMW R 2 and it went through a comprehensive model upgrade. A price tag of 975 reichmarks made the BMW R 2 one of the most expensive motorcycles in the 200 cc class but it nevertheless enjoyed a great deal of popularity. This was because at this price customers were acquiring a genuine BMW with the same quality as the big Boxer models. When production came to an end, more than 15,000 BMW R 2 motorcycles had rolled off the assembly line.

The single-cylinder BMW R 4 with 400 cc augmented the production range of BMW in 1932. The machine was derived from the successful BMW R 2 and closed the gap which had separated the BMW R 2 and the 750 cc models, R 11 and R 16, since the 500 cc models had been discontinued. Power output of 12 hp and a price of 1,250 reichmarks enabled it to provide serious competition for the side-valve 500 cc motorcycles on the market at the time and it proved to be extremely popular. Government agencies, such as the military and the police, ordered several thousand of the dependable utility motorcycle.

The BMW R 17 was the sports version of the BMW R 12. Both models were manufactured with riveted pressed steel frames and featured a revolutionary innovation. The hydraulically damped telescopic fork significantly improved ride comfort, and since then almost all motorcycle manufacturers have installed this. The BMW R 17 generated power output of 33 hp and had a top speed of 140 km/h, making it one of the sportiest motorcycles on the market. However, with a price tag of more than 2,000 reichsmarks it was also one of the most expensive machines on the market. Only 434 of these motorcycles were built.

In 1935, BMW launched the BMW R 12 motorcycle with a pressed steel frame. The engine had been taken over from the BMW R 11, while the frame featured a revolutionary innovation. BMW presented this motorcycle as the world¿s first motorcycle with a telescopic front fork and oil damping ¿ an engineering achievement which was received with international acclaim. By 1942, 36,000 BMW R 12 motorcycles had been manufactured, with the majority being purchased by the military and other government agencies. These statistics ensured that the BMW R 12 was the biggest selling BMW motorcycle during the prewar era.

Encouraged by the good sales figures of the two single-cylinder models BMW R 2 and BMW R 4, BMW designed the BMW R 3 in 1936. This was another single-cylinder model with a pressed steel frame. However, a capacity of 300 cc gave the model an unfortunate position in the market. It neither had the power output of the BMW R 4 nor the benefit of exemption from the requirement to have a motorcycle licence and no tax to pay which made the BMW R 2 so attractive. With only 740 machines sold, the BMW R 3 fell significantly short of the company¿s expectations.

In 1936, BMW presented a new 500 cc sports model with the BMW R 5 after a lull of six years. The completely new engine with two camshafts generated 24 hp at 5,800 rpm. The magnificent pressed steel frame provided a design made of arc-welded oval-shaped tubes. The lightweight frame combined with the revolutionary telescopic fork and the foot-operated gear shift supplied for the first time to give the R 5 outstanding ride characteristics and a top speed of 135 km/h. This chassis was to play a pioneering role in development over the next three decades.

One year after the launch of the revolutionary BMW R 5, the BMW R 6 was included in the range as the first 600 cc model. The lightweight tubular frame was taken over from the BMW R 5, alongside the gearbox with the new foot-operated gear shift, activation of the rear-wheel brake, tool box integrated in the tank, and the aristocratic, two-colour painted wheel rims. The newly developed engine was designed as a torquey long-stroke engine and was therefore ideal for the increasingly popular sidecar combination. As early as 1938, the BMW R 6 had been replaced by the BMW R 61 equipped with rear-wheel suspension.

In 1937, the BMW R 20 replaced the BMW R 2 pressed steel model and was the first BMW motorcycle to have a bolted tubular frame. Like the BMW R 2, the BMW R 20 was designed for the segment up to 200 cc, which was exempt from the requirement for a motorcycle licence and vehicle tax in Germany. However, the BMW R 20 did not remain in the range for long because new licencing regulations came into force in 1938 and riders of motorcycles with a displacement of 200 cc now had to hold a motorcycle licence. A new class of motorcycle licence was created for two-wheelers up to 250 cc and BMW therefore launched a new model on the market with the BMW R 23.

After the BMW R 3 failed to achieve commercial success, a new single-cylinder model was included in the range in 1937 with the BMW R 35. This was the last pressed steel model to be launched by BMW on the market. The most striking innovation was the telescopic fork but in all other respects the motorcycle was very closely based on the BMW R 4. With more than 1,500 units manufactured, the BMW R 35 succeeded in matching the commercial success of the previous models BMW R 2 and BMW R 4. After the war came to an end, the BMW R 35 experienced a renaissance when production was started up again at the Eisenach plant using existing stocks of manufactured components.

In 1938, a completely new range was launched with the types BMW R 51, R 61, R 66 and R 71. The most striking innovation was the plunger rear-wheel suspension which had proved so successful in the Six Day Race held in the previous year. The BMW R 51 replaced the BMW R 5, which had been the source of the complex twin-cam engine, as the new 500 cc sports model in the BMW range. In 1941, production of motorcycles for the civilian market was discontinued. When BMW started up production of motorcycles after the war, the BMW R 51 experienced a revival as the BMW R 51/2.

In 1938, a completely new range was launched with the types BMW R 51, R 61, R 66 and R 71. The most striking innovation was the plunger rear-wheel suspension which had proved so successful in the Six Day Race held in the previous year. The BMW R 61 replaced the BMW R 6, which had been the source of the side-valve 18 hp 600 cc engine, as the new two-cylinder entry-level model. Like all the models in the series, the BMW R 61 could be ordered with combined hand and foot-operated gear shift for a premium price, although the majority of customers decided to forego this very sluggish additional convenience.

In 1938, a completely new range was launched with the types BMW R 51, R 61, R 66 and R 71. The most striking innovation was the plunger rear-wheel suspension which had proved so successful in the Six Day Race held the year before. The flagship model was the BMW R 66, which was powered by a 30 hp 600 cc Boxer engine and had the accolade of being the fastest BMW motorcycle in the prewar period with a top speed of 145 km/h. The good reputation of the BMW R 51 and its predecessor BMW R 5 at the Six Day Races assisted the unit sales of the BMW R 66 but they did not approach the sales of the BMW R 51.

In 1938, a completely new range was launched with the types BMW R 51, R 61, R 66 and R 71.The most striking innovation was the plunger rear-wheel suspension which had proved so successful in the Six Day Race held in the previous year. The torquey engine and the comfortable chassis made the BMW R 71 the ideal endurance motorcycle for the new motorways that were being constructed at the time. The BMW R 71 marked a turning point in the history of BMW motorcycles. It was the last BMW powered by a side-valve engine and the last model which could be ordered with the option of hand-operated gear shift.

The BMW R 20 had the advantage of exemption from the requirement to pay tax and hold a motorcycle licence which had otherwise applied in Germany to all motorcycles more powerful than 200 cc since 1928. When this exemption was removed in 1938, a new motorcycle licence class was created for motorcycles up to 250 cc. The company designed the BMW R 23 to fill this niche, and the chassis and equipment for this motorcycle was based on the BMW R 20. Production of the BMW R 23 came to an end in 1940 and this was the last single-cylinder BMW from the prewar period. In 1948, it formed the basis for the design of the BMW R 24 when BMW recommenced motorcycle production after the war.

In 1941, production was modified to meet the needs of the German Armed Forces, and the manufacture of civilian motorcycles was discontinued. In Munich, the first BMW R 75 sidecar combinations rolled off the assembly line. This was easy to ride on any surface and was intended to be low-maintenance. The machine had a split frame, powered sidecar, a range of gear ratios for off-road and road use, and a reverse gear, and it was the most complex BMW motorcycle of the time. Production was transferred to Eisenach to assist aero-engine manufacture in October 1942 and was eventually discontinued in 1944 after around 18,000 motorcycles had been produced.

After the war, motorcycle production started up again in 1948 with the BMW R 24. It was developed on the basis of the BMW R 23 model from the prewar years. Unfortunately, there were no drawings for this motorcycle and it had to be dismantled into the constituent components, with precise measurements. Like the BMW R 23, the BMW R 24 had a bolted, tubular frame, the revised engine now generated 12 instead of 10 hp, and for the first time a BMW single-cylinder engine had a four-speed gearbox. In 1949 alone, more than 9,000 BMW R 24 motorcycles were sold and the success of this model played a significant role in the resurgence of the BMW brand.

In 1950, the BMW R 25 replaced the BMW R 24 as a single-cylinder model. The welded, tubular frame once again permitted a sidecar to be mounted and the wide, sweeping front mudguard protected the rider against spray water. The most striking innovation was the plunger rear-wheel suspension, which had previously been reserved for the twin-cylinder models. The BMW R 25 proved to be extremely popular and 23,400 units were manufactured. Although this motorcycle was sold at a relatively high price, the BMW single-cylinder model appealed to the motorcycling public. More than 100,000 units of the R 25 and its successor models R 25/2 and R 25/3 rolled off the assembly line.

Since the Allies had restricted German manufacturers to production of motorcycles below a capacity of 250 cc, development plans for a large BMW Boxer motorcycle were initially set to one side. In 1950, production of the BMW R 51/2 started up, which was based on the prewar BMW R 51 and had taken over the chassis and basic design of the engine. The main optical difference was provided by the split valve covers held together with a clip. The BMW R 51/2 demonstrated that BMW was in tune with the times and 5,000 units were manufactured in a production run lasting one year.

At the Amsterdam Motor Show in 1951, BMW presented its first motorcycle with a capacity of 600 cc in the postwar period ¿ the BMW R 67. The chassis was taken over from the BMW R 51/2 model but the engine was a completely new development. The torquey touring model with extreme running smoothness and outstanding handling was able to fully exploit its qualities especially in sidecar operation. The motorcycle sidecar combination in the yellow livery of the German Automobile Association (ADAC) was soon to become part of the familiar scenery on German motorways and country roads.

The BMW R 51/3 500 cc sports model was launched at the Amsterdam Motor Show in 1951. The chassis was taken over from the BMW R 51/2 predecessor model but the engine was a completely new development with the valves being controlled by a central camshaft. Once again, the BMW R 51/3 enabled BMW to set benchmarks for handling, smooth running and sportiness in the prestigious 500 cc class. The model passed the sporting test with a bravura performance at the Six Day Race in 1951. But the BMW R 51/3 also proved its endurance qualities.

In 1950, the BMW R 25 was launched as the first BMW single-cylinder motorcycle with rear-wheel suspension. A model revision was carried out in the following year under the designation BMW R 25/2, although the good sales figures achieved by the BMW R 25 meant that this was mainly restricted to external attributes, such as a different saddle and a modified contour for the front mudguard. Like the BMW R 25 before it, the BMW R 25/2 enjoyed a great deal of popularity. A total of 38,651 units were manufactured within the space of just two years.

In spring 1951, BMW presented the BMW R 67, the first BMW motorcycle of the postwar period with a displacement of 600 cc. The motorcycle¿s running smoothness and handling were praised in the trade press although there were also critical voices which primarily focused on the criticism that the simplex front-wheel brake was supposed to lack power when the motorcycle was ridden in a sidecar combination. Already in December of the same year, therefore, the first units of the BMW R 67/2 model revision rolled off the production line in Munich. An additional two hp and new duplex brakes were the most important differences compared with the BMW R 67.

In 1951, BMW launched the long-awaited '100 Mile Racer' with the BMW R 68 at the Frankfurt International Bicycle and Motorcycle Exhibition. This was a series model with a top speed of at least 160 km/h. The main aim was to maintain a position of leadership against the English makes. The sporty character of the motorcycle was highlighted by a narrow front-wheel guard and the optional elevated 2-in-1 exhaust system. However, riding a BMW R 68 was a hobby that was reserved for a select few. At a price of nearly DM 4,000, owners were guaranteed exclusivity.

In 1953, the second successor to the single-cylinder model R 25 was launched with the BMW R 25/3. While only visual changes had been made to the BMW R 25/2 launched in 1951, the BMW R 25/3 was the result of a thorough revision. The most striking innovations were the modified tank, full hub brakes and lightweight wheel rims. 47,700 motorcycles were manufactured into the 1990s, making the R 25/3 the most successful motorcycle model in the history of BMW. It was the right model at the right time because 1954 was the most successful year for BMW up to that point, with sales amounting to nearly 30,000 motorcycles.

When BMW launched the new swing-arm models BMW R 50 and BMW R 69 in 1955, the BMW R 67/3 (successor model to the BMW R 67/2) was the only plunger suspension model left in the BMW range. Compared with its predecessor, there were hardly any modifications but the BMW R 67/3 was only supplied as a sidecar combination from the factory. All the government agencies and associations remained true to the BMW R 67 Series. When the R 67/3 was discontinued in 1956, BMW departed from the plunger-suspension chassis which had defined the profile of BMW motorcycles since 1938.

In January 1955, BMW presented a new motorcycle generation at the Brussels Motor Show. The BMW R 50 and BMW R 69 were the first models with a full-swing chassis. Instead of the plunger telescopic suspension, the rear wheel was now mounted in a long swing arm and the cardan shaft was neatly supported in the right-hand swing arm. The telescopic fork at the front was replaced by a shifted swing arm. Alongside sporty touring riders, the BMW R 50 was also popular with police forces across the world, making the supply of motorcycles to government authorities a mainstay of BMW Motorrad.

In 1955, BMW presented a new motorcycle generation. The BMW R 50 and BMW R 69 were the first models with a full swing chassis. Instead of the plunger telescopic suspension, the rear wheel was now mounted in a long swing arm and the cardan shaft was neatly encapsulated in the right-hand swing arm. The telescopic fork at the front was replaced by a shifted swing arm. The 35 hp BMW R 69 was regarded as a top sports model and was also very popular with police forces. Today, the full-swing models are still regarded as classic German motorcycles from the 1950s and 1960s.

Right up until the 1990s, the BMW R 25/3 was the most successful BMW motorcycle with a production run of 47,700 motorcycles. In January 1956, the BMW R 26 was launched as the successor model with a completely new full-swing chassis such as that introduced as part of the Boxer series in the previous year. The power output of the engine was increased to 15 hp. This raised the top speed to 128 km/h and made the BMW R 26 one of the fastest 250 cc motorcycles of its time. The fact that the BMW R 26 was not able to continue the successes of the BMW R 25 Series, despite the refined technology was due to the gathering crisis in the motorcycle sector.

In January 1955, BMW presented the BMW R 50 and the BMW R 69 as the first two models with full-swing chassis. In April 1956, the 600 Series tourer model, BMW R 60, rounded off the BMW range when it replaced the BMW R 67 sidecar combination model. Since the engines were virtually unchanged compared with the predecessors, the power unit corresponded to the BMW R 67/3 which provided sufficient traction even for use in sidecar combinations with 28 hp and an enormous torque. The key innovation here was also the full-swing chassis.

Despite the crisis in the German motorcycle market since the mid-1950s, BMW presented an entirely new model alongside a revised product range at the Frankfurt International Bicycle and Motorcycle Exhibition in 1960. The BMW R 50 S was the first sporty BMW in the 500 cc class after the war. However, since ambitious customers preferred to have the BMW R 69 S with bigger capacity and stronger power output, the BMW R 50 S was not a major economic success. Production was discontinued in 1962 after just 1,634 motorcycles had been manufactured.

In 1960, BMW presented the BMW R 27 as the successor model to the BMW R 26. Similar to this motorcycle, the BMW R 27 had a full-swing chassis but the engine was supported on 4 rubber mounts in the frame. This 'floating engine' provided smooth-running characteristics unknown up to that time and set benchmarks in the construction of single-cylinder engines for motorcycles. When production of the BMW R 27 was discontinued after 15,364 units had been produced, BMW did not launch a successor model. There was a long wait until 1993 before a BMW single-cylinder motorcycle rolled off the assembly line again.

The mood at the Cologne International Bicycle and Motorcycle Exhibition in 1960 was not good. Many German motorcycle manufacturers had been forced to file for bankruptcy and all the other manufacturers were battling to survive. Although BMW had also not escaped the crisis in the motorcycle market unscathed, BMW nevertheless presented a revision of the entire model range in 1960. The BMW R 60 touring motorcycle in the 600 Series was primarily popular as a sidecar motorcycle and it was replaced by the BMW R 60/2 with power output of 30 hp instead of 28 hp. The designation /2 was mainly used internally, while in the public domain, the model continued to be sold as the R 60.

Contrary to the general trend and although sales figures had been declining significantly since the mid-1950s, BMW presented a revised model range at the Cologne International Bicycle and Motorcycle Exhibition. This was indeed expanded by an additional 500 Series sports model. The BMW R 50 touring model in the 500 Series was replaced by the slightly modified BMW R 50/2 and this went on to become the most successful full-swing model by the time production came to an end in 1969 after a production run of more than 19,000 units sold.

In 1960, when the German motorcycle industry was virtually regarded as dead, BMW defined a benchmark and launched the BMW R 69 S as the fastest German series machine of the era. At the time, 175 km/h was a speed that only a few motorcycles were capable of achieving even in the international market. The new hydraulic steering damper and the proven full-swing chassis provided good control for the BMW R 69 S even when it was being ridden with dynamic handling. The stylists strove to give the machine a distinctive visual impact in order to set the motorcycle apart from the touring models: twin seat and white paintwork (up to then only available to government agencies) were now also supplied.

When BMW launched the /5 Series as a new model series in 1969, the conditions were right for a change in trend in the motorcycle market that had previously been undergoing a strong decline. Sporting performance was the trump card. The motorcycle was no longer viewed as a basic means of transport, but was increasingly regarded as a sports and leisure vehicle. Customers demanded performance and for the first time in the history of BMW, the flagship model enjoyed the biggest sales in a model series. The series was an impressive entity with good performance, safe driving characteristics and a high level of reliability.

In 1969, BMW motorcycle production relocated from Munich to Berlin. Production of the new /5 Series started there with the BMW R 60/5 in September 1969. It was soon obvious that demand for the bigger models BMW R 60/5 and R 75/5 was exceeding all expectations. In the context of the series, the BMW R 60/5 took on the role of a happy medium where performance and sales price were combined in a particularly favourable relationship. These attributes enabled the motorcycle to win over the government agencies, who were tough customers, and the Police Service soon dubbed this machine "Weiße Maus" (White Mouse) owing to its basic colour.

In the mid-1960s, the image of the motorcycle changed completely from a means of transport to a leisure vehicle. In keeping with the spirit of the time, BMW launched the /5 models as a model range that featured lots of innovations and a dynamic styling line: lightweight double-loop frame with bolted rear frame, long-stroke telescopic fork and rear swing arm. The electric starter was supplied as an option for the R 50/5 and was regarded as revolutionary. The BMW R 50/5 was intended as a successor for the BMW R 50/2 used by government agencies. Private customers saw it as the "little" ("kleine") five hundred cc, which consequently tended to stand in the shadow of its big sisters.

BMW¿s presentation of the BMW R 90 S in 1973 as the new flagship model of the revised /6 Series caused a sensation in the press. The machine clocked up a top speed of 200 km/h and ranked among the fastest series motorcycles in the world. This was also the first time that BMW Motorrad had commissioned a designer. Hans Muth styled the R 90 S with a profile setting it apart from other motorcycles in the marketplace and featuring the world¿s first series cockpit fairing attached to the handlebars, a tank design penned with flowing contours and the characteristic bench seat. Apart from Silver Smoke Metallic, BMW also supplied the motorcycle in a second livery of Daytona Orange from 1975 onwards and this became a favourite among collectors.

When the revised /6 Series was launched in 1973, BMW was marketing two new models in the prestigious 900 cc capacity class. One of these models was the BMW R 90/6, which appealed to enthusiasts of long-distance motorcycle trips as a comfortable and torquey tourer. This was the world¿s first motorcycle to be equipped with H4 light as standard in what was an innovation for the time. The new design and high level of performance provided by the R 90 S meant that the R 90/6 tended to be in the shadow of its sporting peer motorcycle. However, despite this initial setback the technically advanced model has turned into a real insider tip among twin-valve Boxer fans.

In 1973, BMW launched the advanced /6 Series. The new BMW R 60/6 replaced the R 50/5 as the entry-level model. The R60/6 retained conventional drum brakes on the front wheel to keep the sales price down, and the slide carburettor controlling the fuel supply process was also retained. The motorcycle also featured innovations: five-speed gearbox, new instrument cockpit and new controls. In spite of all the features, the R 60/6 was not viewed as particularly modern when it was launched in the marketplace. Nevertheless, 13, 511 machines were sold to private customers and the loyal customer base of government agencies.

In 1973, BMW launched the BMW R 75/6 as the replacement for the successful BMW R 75/5. In contrast to the R 60/6, the R 75/6 featured a large number of innovations and was assessed as a modern 750 cc motorcycle with disc brakes in the front wheel and the new five-speed gearbox. However, the righting moment of the shaft drive combined with the long spring travel of the front and rear suspension created a design that individual riders had to become accustomed to in order to be able to take curves smoothly at speed when cornering on winding roads. BMW fans took a relaxed approach to this foible since they were truly enamoured with the good qualities of their beloved BMW.

In 1976, the /6 Series was replaced by the upgraded new /7 Model generation. The most striking visual difference was the new 24 litre tank, which had previously only been featured by the R 90 S. However, the tank cover was now configured in a recessed position and was additionally fitted with a roll-over valve which prevented petrol from flowing out in the event of a crash. In 1976, a strong market trend for large displacements was already emerging, and BMW joined the move with 1000 cc Boxer models. Nevertheless, the BMW R 60/7 powered by its 600 cc Boxer engine enjoyed good sales figures because it was primarily ordered by the loyal customer base of government agencies.

Alongside the R 100 S and R 100 RS, BMW presented the unfaired BMW R 100/7 as a 1000 cc Boxer in 1976, although it stood in the shadow of the two sporty 1000 cc models. As a tourer, it created a rather conventional impression, although the performance of the motorcycle had the power to surprise. The weight of just 215 kg (with a full tank) placed the R 100/7 among the most lightweight 1000 cc motorcycles on the market. Combined with the torquey twin-cylinder Boxer engine, this machine boasted an exceptional sports profile, and the harmonious development of power by the 60 hp Boxer engine contributed to the experience of a relaxing ride.

When the modified /7 Series was launched in 1976, BMW once again marketed a traditional 750 cc model. Like its smaller R 60/7 sister model, the BMW R 75/7 was fitted with a new elegant 24 litre tank equipped with the new recessed safety tank filler pipe and the new front wheel mudguard with no strut. The R 75/7 shared the fate of the R 60/7 and was discontinued from the range after a production run of just two years so as not to compete with a smaller BMW Boxer Series within BMW¿s own product range.

The BMW R 100 RS presented at the International Bicycle and Motorcycle Show (IFMA) in 1976 was the exhibition highlight. This was the third BMW with a 1000 cc Boxer engine featured there. It was the world¿s first series motorcycle to be equipped with a series full fairing which was optimised aerodynamically by Pininfarina and finished in a bluish sheen of Silver Metallic. It offered unique protection against wind and weather and this permitted exceptionally high average speeds in a relaxed sitting position on motorways. The interpretation of the acronym RS (formerly Rennsport ¿ racing sport) was quickly changed to "Reisesport" (tourer sport).

In 1976, the BMW R 100 S was presented at the International Bicycle and Motorcycle Show (IFMA) in Cologne as the successor to the legendary BMW R 90 S. However, it was partly sidelined by the media frenzy surrounding the R 100 RS, which was being presented in parallel and featured the world¿s first full fairing installed as standard for a series motorcycle. In order not to crowd in on the profile of this flagship model, BMW had reduced the engine output of the R 100 S by 2 hp and did not offer the exclusive liveries of Silver Smoke and Daytona Orange. Ultimately, the R 100 S was unable to compete with the sales figures of the R 90 S.

BMW followed the latest trend to larger displacement classes and presented the BMW R 80/7 in 1977 as the successor to the R 75/7. The increase in capacity compared to its predecessor was achieved by a larger bore. Over the long term, the R 80/7 also replaced the R 60/7 in the model year 1979. It therefore assumed the role of the new mid-range in the BMW Motorrad product range. Over the course of the production run until 1984, the motorcycle received numerous upgrades and modifications, including the standard twin disc brakes introduced for the front wheel in 1978 and modern cast alloy wheel rims and the sportier S-shaped bench seat in 1979.

In 1978, BMW presented the BMW R 65 alongside the BMW R 45 as a small entry-level model. The only technical difference was the bigger displacement at 650 cc, which assisted the R 65 in generating an engine output of 45 hp at an engine speed of 7,250 rpm. This did not take full advantage of the new 50 hp insurance class that had been introduced in Germany a short time previously. When the motorcycle was revised in the model year 1981, the power output was raised to 50 hp. The lower weight and the stable chassis streamlined for agility and good handling made a substantial contribution to the popularity of the R 65 in Germany and abroad.

At the International Bicycle and Motorcycle Show (IFMA) in 1978, BMW sprang a surprise with an entirely new "small" ("kleine") series. The BMW R 45 and R 65 models were intended to plug the gap in the range of entry-level models, in other words the popular 500 and 600 cc capacity class. The engine and the double-loop frame had been redesigned. The BMW R 45 with displacement of 473 cc was supplied as a 27 hp and 35 hp version. The 27 hp version benefited from its favourable insurance class and swiftly advanced to become the bestselling model in the BMW motorcycle range. In 1979, it was in fact the biggest selling motorcycle in Germany.

BMW launched the success story for touring motorcycles with the BMW R 100 RT in 1978. The primary striking feature was the fairing that had been developed to provide protection against wind and weather with a larger windscreen that could be angled to suit the needs of individual riders. Fresh air could also be conducted behind the fairing through air vents. The RT was fitted with a luggage rack to the rear of the bench seat and side pannier holders to enhance the profile as a motorcycle with touring capability. The acronym selected for the model designation was therefore logically "RT" to represent the new concept of "Reisetourer" (tourer).

In 1978, the previous basic 1000 cc Boxer, the BMW R 100/7, was replaced by a modified version to coincide with the presentation of the BMW R 100 RT. The BMW R 100 T (T=Touring) was intended to appeal to customers who were looking for a comfortable touring motorcycle capable of covering long distances but without full fairing. Optimally harmonised accessories in the BMW motorcycle range, e.g. a large wind shield and neatly integrated panniers, meant that the BMW R 100 T could also be upgraded to a fully-fledged touring motorcycle if required.

To the modelyear 1981 follows the BMW R 100 CS the R 100 S with the powerful 70 hp engine and a sporty cockpit fairing. The classic line and subtle paintwork mainly appealed to traditionalists among BMW riders and generated good sales figures. The striking feature of the CS was undoubtedly the fact that the marginally lower weight for the same output made this motorcycle the fastest motorcycle of its time in the BMW range. It achieved a top speed of 200 km/h.

At the end of the 1970s, a more conservative model policy contrary to the approach adopted by competitors in the Far East led to a decline in sales for BMW’s motorcycle business. This phase witnessed the birth of the BMW R 80 G/S, which generated enthusiasm from 1980 onwards as the Enduro featuring the biggest displacement and generating the greatest power. It combined the best of both worlds with “G” for “Gelände” (off-road) and “S” for “Straße” (road). A world first was provided by the design of the single swing arm on the rear wheel (“Monolever”) to present an impressive innovation with greater stiffness and fast wheel removal. The myth of the G/S as the original forebear of the touring Enduro was born following the first world tours and participation in the Paris-Dakar Rally.

The "T" was removed from the model designation of the BMW R 100 T in the course of the major revision in 1981 while the new BMW R 100 generating an additional 2 hp of engine output came close to ranking among the flagship models. In addition to the increased power, numerous modifications were designed into the chassis of the R 100, such as wider cast alloy wheel rims and a more advanced front-wheel brake. The R 100 generating 67 hp and the very low unladen weight of 218 kg (with a full tank) for a 1000 cc motorcycle of the time meant that Boxer fans actually regarded this motorcycle as the true sports model in the BMW motorcycle range.

In 1981, BMW expanded the "kleine Baureihe" (small series) by a sporty version. The BMW R 65 LS ("Luxus Sport" ¿ luxury sport) was equipped with an engine and chassis essentially based on the R 65 revised in the model year 1981, although it was upgraded with some special technical features such as a standard twin-disc brake in the front wheel, an enlarged drum brake in the rear wheel and innovative composite wheels. Additional striking features included a futuristic cockpit fairing, a new combination design of bench seat and tail fairing, and some unique colour schemes created by designer Hans A. Muth.

In 1982, BMW presented a road version of the R 80 G/S. The BMW R 80 ST (ST for "Straße" ¿ road) effectively adopted the concept of the G/S, although the chassis was tuned for riding on roads, with consequent shorter spring travel, a smaller 19 inch front wheel was mounted and standard road-going tyres were fitted. A large number of test riders were enthusiastic but the concept of a motorcycle closely related to an Enduro was apparently too progressive for the conservative BMW customer base. They wanted a thoroughbred road motorcycle with unrestricted options for pillion and touring capability. The anticipated sales figures failed to materialise.

At the beginning of the 1980s, the development of a new motorcycle generation with four-cylinder and three-cylinder inline engines was nearly ready for series production at BMW. Apart from the new four-cylinder motorcycles, the plan envisaged only retaining the smaller Boxer models in the product range. Almost as a foretaste of the new direction, BMW presented a BMW R 80 RT, which only differed from the BMW R 100 RT supplied since 1978 by the 800 cc Boxer engine.

When the new generation of motorcycles was presented in 1983 with the longitudinal four-cylinder inline engine, BMW was taking a great stride forward. The entire powertrain with engine, gearbox bolted directly to the engine and the proven single swing arm with integrated drive shaft formed a single unit designated as the "Compact Drive System" by BMW. The unfaired BMW K 100 was the basic model for the new series and was capable of being upgraded with BMW accessories entirely to customers¿ specifications. The dynamic ride qualities transformed the K models into a model of success crucial for the future of BMW as a motorcycle manufacturer.

The BMW K 100 RS sport tourer was presented at the Paris Motor Show in 1983 as the second member of the new K Family. The engineering of the RS was identical with the K 100 basic model yet the advanced half-shell fairing proved an eye-catcher with elegantly styled contours combining with aerodynamic qualities. The RS has a low centre of gravity due to the side-mounted engine and comparatively low weight for this category of motorcycle. This permits sheer riding pleasure away from motorways, and the motorcycle remained a familiar sight on the roads even 30 years after it was launched.

The new version of the BMW R 80 RT was presented in 1984 together with the new R 80. This motorcycle also featured the frame concept with single swing arm, alongside the other upgrades to the chassis, wheels and brakes already familiar from the R 80. The extensive innovations in the RT with the generous tourer fairing exerted an even greater impact than in the unfaired basic model. They made the new edition significantly more responsive than the previous model in the frame of the R 100 RT. Visual modifications like the new mudguard on the front wheel and the new bench set gave the R 80 RT a more dynamic impact.

In 1984, one year after the basic K 100 and the K 100 RS were launched, the K 100 RT complemented the new K Series and expanded the model range with the first super tourer from BMW. All three K models shared the same technical platform with the longitudinal, side-mounted four-cylinder inline engine in the tubular bridge-type frame. The modern concept of the K 100 RT including expanded fairing and newly designed (integrated) side panniers formed an ideal fit with a long-distance tourer featuring a high level of travel comfort for the riders. This is precisely why the RT can rightly lay claim to being the first super tourer of the 1980s.

A new 800 cc basic Boxer model was launched in 1984 as a favourably priced alternative in the mid-range, below the price level of the new K models. This model was specifically designed to retain the custom of Boxer fans, and the design harked back to the last great Boxer motorcycles. The frame and chassis of this new BMW R 80 were put through a comprehensive upgrade to secure their modern profile. The most obvious feature was the frame concept derived from the G/S with single swing arm (Monolever) that had already proved its worth. Conversely, the basic concept of the telescopic fork and the new front-wheel disc brake originated from the K Series.

When the model range was streamlined, the small series with R 45, R 65 and R 65 LS was discontinued in 1985. However, since BMW had no intention of relinquishing the popular 27 hp segment, given its good sales, BMW decided to start marketing another R 65 based on the promising 800 cc version. The latest single swing-arm frame concept was combined with the 650 short-stroke engine from the old R 65/R 65 LS to create the new motorcycle. The R 65 designed in this way was supplied as a 27 hp and 48 hp version. The 27 hp version generated stronger sales, and by 1993 this motorcycle had assumed the role of the starter model in the BMW range.

After the buoyant sales of the four-cylinder types in the K Series, BMW was able to present two K 75 types as a further expansion of the K Family with optimistic expectations. The BMW K 75 C featured cockpit fairing attached to the handlebars and the K 75 S boasted a sporty, frame-mounted half-shell. The basic concept (from the installation site of the engine to the patented Compact Drive System) was the same as in the K 100, whereas the three-cylinder engine was an independent development. After the K 75 basic model became the more popular version from 1986, the K 75 C was removed from the range in 1990.

The BMW K 75 S featured a half-shell fairing attached to the handlebars designed in a sporty style and was launched together with the K 75 C model in 1985. Apart from the fairing with integrated flashers and a rectangular headlamp unit, this motorcycle was distinguished from the latter by narrower handlebars mounted at a lower level than in the K 75 C, a more tautly tuned sports chassis with shorter spring travel, and a disc brake mounted in the 17 inch rear wheel. These features were intended to emphasise the sporting aspiration of the S Version. In fact, the K 75 S was rather more responsive and precise on winding roads than the "C", which was tuned for comfort.

In 1986, the sales success of the BMW K 100 RT encouraged BMW to launch an even more luxurious interpretation of the large long-distance tourer. The BMW K 100 LT was based entirely on the technical platform of the RT. Upgraded to the status of a luxury tourer, the "LT" was finished with a finessed visual profile, improved standard equipment and specific details designed to enhance comfort. Although the luxury features (e.g. a comfortable, upholstered highly contoured bench seat) drove up the price, sales exceeded all expectations. In 1987, the RT was even removed from the range in favour of the LT.

The K 75 and K 100 models with their three and four-cylinder engines were simply not feasible alternatives for the fans of the big twin-cylinder Boxer motorcycles with their displacement of 1,000 cc. The clamour for the return of the big Boxer machines was continually increasing especially in the USA and Japan. Nevertheless, a minor sensation was created at the International Bicycle and Motorcycle Show (IFMA) when BMW once again presented a BMW R 100 RS in 1986. Originally planned as a special with a limited edition of 1,000 machines, BMW reinstated the R 100 RS in the range, in response to the significant demand. The motorcycle continued to be manufactured until 1992.

One year after the introduction of the K 75 Series with the BMW K 75 C, BMW launched the K 75 on the market. The most striking features of the K 75 Basic were the newly designed front profile with freestanding indicators, round headlamps and instrument cockpit. The comparatively unorthodox front profile of the bigger K 100 Basic had previously been subject to a lot of criticism. The detailed work on the visual appearance paid off. Many enthusiasts believed that the K 75 Basic, powered by the three-cylinder engine with its somewhat less forceful impact, and featuring the classic naked-bike profile proved to be the most successful K Model with exceptionally agile performance.

After the revival of demand for the R 100 RS in 1986 turned out to be stronger than expected, BMW also decided to bring about the revival of the BMW R 100 RT in 1987 and transfer to the RT the concept that had proved to be so successful with the RS. The performance of the motorcycle benefited from the combination of the acknowledged protection against wind and weather provided by the RT fairing. It also benefited from the revised 1000 cc Boxer engine and the dynamic Monolever chassis, in the same way as the RS had done. When the time came for the unavoidable farewell to the twin-valve Boxer models, BMW created a classic version in 1994: the R 100 RT Classic.

BMW defined new benchmarks in the segment of touring Enduros with the BMW R 100 GS launched alongside the BMW R 80 GS in 1987. This was the most powerful Enduro with the biggest displacement of its time powered by a 1000 cc Boxer engine and generating 60 hp. The innovations featured were the driving force support for the rear swing arm patented by BMW and known as the "Paralever", and the innovative cross-spoke wheels which also offered additional safety with tubeless tyres. BMW sold at least three times as many R 100 GS motorcycles in the classic version R 100 GS Paris Dakar as had been the case with the R 80 GS.

In 1987, the next generation of large touring Enduros was presented with the new BMW R 80 GS and R 100 GS. The two motorcycles shared the patented driving force support on the rear wheel (Paralever), a 26 litre tank, an enlarged frame tail, a new telescopic fork and a modified spring strut at the back. A new safety feature was provided by the cross-spoke wheels with the tubeless tyres. The measures increased performance on-road and off-road so that BMW did not insert a stroke between G ("Gelände" off-road) and S ("Straße" road), permitting the interpretation of "Geländesport" (off-road sport).

Coinciding with the new Enduro models R 80 GS and R 100 GS, BMW presented the R 65 GS for aficionados of twin-cylinder Enduros as an entry-level version in 1987. In contrast to the other new models, the old Monolever chassis meant that the visual appearance and engineering recalled the R 80 G/S, which had just been discontinued, with a new cylinder capacity of 650 cc generating 27 hp. The low sales figures persuaded BMW to remove the R 65 GS from the range as early as 1992. The motorcycle therefore remains one of the rarest BMW models of the modern era and this makes it an interesting collector¿s item.

The BMW K1 generated some controversial discussions in 1988 without any parallel in BMW¿s past. Apart from numerous technical highlights, the trigger for this heated debate was the aerodynamically refined "body" ("Karosserie") concept with the motorcycle faired almost entirely from the front wheel to the tail with a pillion seat cover and a design that permitted a uniquely low drag coefficient (cW) of 0.36-0.38. This enabled the BMW K1 to achieve a top speed of more than 240 km/h, which ranked it as the fastest 100 hp series motorcycle of its time.

In 1989 BMW launched a modernised K 100 RS. Essentially this was a K1 enclosed in the familiar RS fairing instead of the futuristic full fairing. In fact, the second version now named BMW K 100 RS 4V had the entire K1 technology under the fairing. The machine¿s two-person bench seat and the opportunity to mount panniers meant that this motorcycle appealed to all those customers who wanted to have the advanced engineering of the K1 but were not content with the motorcycle¿s visual appearance and its restricted touring ability.

After the International Bicycle and Motorcycle Show (IFMA) in 1988, BMW supplied a new Paris-Dakar Kit as a professional touring conversion kit for the R 80 GS and R 100 GS. The response was good but this was not converted into corresponding sales figures. The demand for the conversion elements only started to rise in 1989, when BMW included the R 100 GS Paris-Dakar equipped with the complete kit installed at the factory as an independent model in the product range. The R 100 GS Paris-Dakar produced at the factory was later designated merely by the letters "PD" and quickly became the darling of Enduro touring fans because of its versatility.

When BMW launched another version of the three-cylinder series with the BMW K 75 RT in 1989, the company primarily had its sights focused on the loyal customer base of government agencies. This was the time to replace the R 80 RT Boxer model which had enjoyed widespread use in the police service with a modern successor which met the requirements specified by the guidelines for government agencies on performance and price ceilings. With this aim in mind, the BMW K 75 was "upgraded" with the fairing of the BMW K 100 RT. This astonishingly manoeuvrable BMW K 75 RT was gratefully embraced by the Police Directorates and it generated correspondingly good demand.

The BMW R 100 GS Paris-Dakar again underwent minor modifications for the model year 1991 and remained in the product range until 1996. The farewell was heralded in the year 1995 by a special based on the tried and tested concept. The BMW R 100 GS PD Classic was only supplied in Black with chrome tubular brackets and cylinder protectors, alongside the classic round valve covers. The short production run of one year and the aristocratic outfit make the "PD Classic" one of today's most sought-after twin-valve Boxer GS motorcycles after the BMW R 80 GS Basic.

Alongside the BMW R 80 GS, the successful BMW R 100 GS also underwent a comprehensive model update and technical revision for the model year 1991. The new series half-shell fairing with adjustable windshield provided a clear indication that the main objective was to complement the familiar good off-road attributes with equally good road qualities. The direction defined by BMW was absolutely right. The big Boxer GS with the BMW R 1100 GS successor presented in 1994 and the other subsequent GS generations represented the most successful model in the history of BMW Motorrad.

The popular Enduro BMW R 80 GS and the R 100 GS underwent a comprehensive model update for the model year 1991. Customers mainly perceived this update through the new visual appearance, which was partly based on the "Paris-Dakar". It included half fairing bolted to the frame with external tubular brackets, a rectangular headlamp unit and a modified instrument panel. The technical innovations featured an enlarged oil sump, a new Marzocchi spring strut, a semi-floating brake disc on the front wheel, new handlebar fittings and a safety tank lid.

In 1991, BMW again surprised Boxer fans with a spin-off road motorcycle but the company had learnt from its experiences with the BMW R 80 ST. The main frame, Paralever rear-wheel swing arm and 17 inch rear wheel including the drum brake, 24 litre tank with recessed tank cover and the two large round instruments in the cockpit were all incorporated from the GS. The rear frame, spring elements and the 18 inch front wheel were new, and together with the road-going tyres they formed the platform for the strategic modification to create the road motorcycle. Between 1994 and 1996, the roadster was recreated as the BMW R 100 R Classic in a spirit of farewell.

Based on the 1000 cc four-cylinder four-valve engine powering the K1, the capacity of the K engine were increased to 1,100 cc in 1991 and mounted it for the first time in the chassis of the BMW K 1100 LT. This was intended to reinstate a level playing field with the competitors in the segment of luxury tourers by optimising the torque curve. The motorcycle acted as a beacon and provided a unique selling proposition in the competitive environment with a fully-controlled three-way catalytic converter. Up until production came to an end in 1999, there werde also supplied exclusive specials like the K 1100 LT SE "Special Edition" and the K 1100 LT "Highline".

Since the presentation of the K 1100 LT, RS fans had been waiting for the "bored out" 1100 cc engine to be incorporated into the RS chassis, and BMW carried this out with the BMW K 1100 RS in 1992. The concept was expanded by a facelift. The upper part of the fairing originated from the K 100 RS, the lower part was a completely new design and surrounded the new engine with an engine spoiler attached directly as in the K1. The K 1100 RS came out a clear winner in a number of comparative tests in several motorcycle magazines with its superlative ride characteristics and the outstanding all-round qualities.

BMW Motorrad took the principle of the air-cooled twin-cylinder Boxer engine into the future with the BMW R 1100 RS launched in 1993 it featured four-valve technology, air/oil cooling and advanced digital ignition/injection technology. The completely redeveloped 1100 cc twin-cylinder Boxer engine offered 50% more power compared with the previous twin-valve Boxer with 1,000 cc, with lower petrol consumption. BMW also sprang a surprise with innovative front-wheel suspension known as Telelever. This system featured a high level of suspension and damping comfort along with enormous braking stability.

At the request of a number of export markets in Europe, a second and smaller version of the BMW R 100 R roadster was launched with the BMW R 80 R in 1992. The 800 cc Boxer engine had lower emissions, and the R 80 R succeeded in overcoming, for example, the registration barriers in Switzerland whereas the 1000 cc twin-valve Boxer motorcycle could no longer be marketed there due to the modified framework conditions. In order to achieve reasonably feasible volumes, the R 80 R was also marketed in Germany generating 50 hp and in a version initially derated to 27 hp for beginners and motorcycle schools.

In 1993, the BMW F 650 "Funduro" entered the market as the new entry-level model in the BMW world of experience. The machine was powered by a 650 cc single-cylinder engine and was developed in cooperation with motorcycle manufacturer Aprilia (Italy) and engine supplier Rotax (Austria). With these credentials it can lay claim to being a genuine "Euro-Bike". The F 650 was the first BMW to be designed without the customary drive shaft, with power being transferred to the rear wheel by a roller chain. The "Funduro" featured premium BMW quality and the manoeuvrable and agile motorcycle rapidly won over the hearts and minds of fans to develop into a sales hit in the model range of BMW Motorrad.

In 1994, BMW presented the first Enduro with a four-valve Boxer engine. In common with the two forerunner generations, the BMW R 1100 GS once again defined benchmarks. When the motorcycle was launched, it was the fastest Enduro on the market with the biggest capacity and greatest power output. Additionally, the machine was the only Enduro offering a fully-controlled three-way catalytic converter and ABS (capable of being deactivated in off-road situations). Like its predecessors, the R 1100 GS provided the perfectly balanced synthesis of off-road and touring motorcycle. High sales volumes for the twin-valve GS were again eclipsed by the R 1100 GS.

In 1994, the third version of the new four-valve Boxer generation was presented with the BMW R 850 R and R 1100 R. BMW operated on the proven formula by taking components from the BMW R 1100 GS, like the engine and raised exhaust system, and using them in the chassis of the R 1100 RS with appropriate road-going tyres. By combining classic design and technical highlights, such as the advanced BMW Motorrad ABS II and the fully controlled three-way catalytic converter, the R 1100 R gained many adherents and anchored the roadster concept firmly in the BMW motorcycle range.

After RS, GS and roadsters, it was clear that the large tourer powered by a Boxer engine and featuring new four-valve technology could not be far away. In 1995, BMW fulfilled the wishes of RT fans with the launch of the BMW R 1100 RT which as the new flagship model possessed the engine of the R 1100 RS generating 90 hp and the proven Telelever/Paralever chassis. In the design of the fairing, BMW demonstrated a wealth of expertise in aerodynamics, associated with practical functionality and excellent comfort when touring over long distances. BMW also defined new benchmarks for ride characteristics and performance in the touring segment with the RT.

In 1994, the BMW R 850 R was presented as a sister model to the R 1100 R. Reducing the cylinder bore from a diameter of 99 to 87.5 mm decreased the capacity compared with the R 1100 R from 1,085 cc to 848 cc. The modification also reduced the power of the engine from 80 hp to 70 hp as in the 1100 cc model. Firstly, this made the R 850 R a good successor model to the R 80 for government agencies and secondly it was the appropriate model in the BMW range for returning BMW fans. A derated 34 hp version was additionally suitable for holders of graded motorcycle driving licences.

The BMW R 100 R Mystic special model was the alternative for customers who were attracted by the BMW R 100 R but were liked a more vintage design. The technical platform of the special model corresponded to the BMW R 100 R and the visual profile was streamlined with specially designed details. The biggest difference was provided by the completely overhauled bench seat, which provided a much shorter and narrower appearance than the series seat for the R 100 R, and the elegant tail fairing.

The good sales figures of the "Funduro" F 650 had shown that an advanced motorcycle for entry-level riders manufactured to BMW quality standards and marketed at an affordable price could make money. This venture enabled BMW to benefit from a rising following of younger customers and female customers. In 1996, BMW launched the F 650 ST as a version of the F 650 suitable for riding on roads to provide a model with the seat at a lower height specially tailored to the needs of these target groups. The machine was provided with a smaller 18 inch front wheel, shortened spring travel, road-going tyres and slightly modified fairing.

BMW was unable to avoid the trend towards chopper and cruiser models in the 1990s and therefore decided to develop BMW¿s own interpretation of the cruiser phenomenon. The platform was formed by the twin-cylinder Boxer engine with four-valve technology, which had to undergo some amendments in order to deliver typical cruising ride pleasure with a low level of revs. The BMW R 1200 C styled in a cruiser design with modern BMW chassis and brake technology was launched in 1997 and represented one of the most responsive cruisers in the competitive environment. The "Avantgarde" and "Independent" versions followed subsequently.

Since the 1980s, BMW had always conformed with the policy of voluntary self-restriction pursued by motorcycle manufacturers, which involved not marketing any motorcycles generating more than 100 hp in the German market. This changed from 1997 when BMW launched the BMW K 1200 RS as its first series model to significantly exceed this limit: 130 hp generated from a capacity of 1,172 cc, a torque of 117 Nm at 6,750 rpm and a top speed of 245 km/h. The K 1200 RS made a top name as a Big Bike with good comfort over long distance. After the motorcycle underwent a facelift in the model year 2001, sales experienced a second surge.

As the last twin-valve Boxer, BMW presented the BMW R 80 GS Basic as a homage to the R 80 G/S in 1996. The visual appearance of the motorcycle was based on this model and the engineering was mainly derived from the last R 80 GS. However, although the machine featured good ride characteristics it stood virtually no chance against the modern four-valve Boxer GS. The demand was transformed when the last Basic rolled off the assembly line in December 1996 and everyone became aware that the end of the twin-valve Boxer had now come. Today, the R 80 GS Basic is the most sought-after and most expensive model from the last twin-valve Boxer generation traded among collectors and aficionados.

In 1998, BMW brought the acronym "S" to life again and launched the BMW R 1100 S sport Boxer. The half fairing reaching up to the cylinders supported an asymmetric twin headlamp with innovative ellipsoid technology and the "Under Seat" exhaust system conveying a highly dynamic impression. However, BMW made it clear that this was not intended as a super sport motorcycle but as a sport tourer. The machine put its sporting prowess to the test in the "BMW Motorrad Boxer Cup". This competition was launched in 1999 and pitted private riders against former motorcycle world champions and winners.

In 1998, one year after the R 1200 C, BMW presented the BMW R 850 C as its little sister. This motorcycle was essentially identical with the cruiser designed with bigger capacity but the engine was taken from the R 850 R with a displacement of 848 cc. This time the engineers also used some complex and detailed tuning to strategically reduce the power output of the engine from 70 hp to 50 hp and provide a more favourable insurance rating. The sales figures for the R 850 C never approached those of the big cruiser and the motorcycle was removed from the product range as early as 2001.

Four years after the BMW R 1100 GS had been established in the German market as the touring Enduro with the biggest sales, an unexpected expansion of the GS Family came in 1998 with the BMW R 850 GS. The detailed engineering of the small four-valve GS was identical with its big sister model apart from the 848 cc Boxer engine, which came from the BMW R 850 R. As was already the case with the BMW R 850 R, the version with the smaller displacement displayed softer engine running overall by comparison with the large GS. This motorcycle also had the advantage that it could be purchased as an additional 34 hp version and was also an exciting proposition for beginners at entry level.

In 1998, the new BMW K 1200 LT luxury tourer made its debut. BMW had equipped this motorcycle with additional new luxury features compared with its successful predecessor, the K 1100 LT, e.g. an electric reverse driving assistant, a newly designed instrument panel with a radio panel, a built-in BMW Motorrad navigation system (optional) and an integrated pannier system. Ride comfort and protection against the weather provided by the completely redesigned fairing once again defined new benchmarks and made the K 1200 LT with its revised four-cylinder inline engine and the new chassis a super luxury tourer.

A design study carried out in 1992 led to a new design concept developed by BMW for cityscape environments on two wheels. The BMW C1 was intended as a synthesis of motorised two-wheeler and automobile. This was achieved in the CI by combining familiar safety and comfort attributes from the automobile sector (stable passenger cell with safety belt and a crash element in the front section) with the advantages and riding fun of a two-wheeler. Even if the concept was not as popular as BMW had hoped, the C1 still succeeded in conquering a big fan community which remains loyal to this day.

In 1999, BMW continued the GS success story with the BMW R 1150 GS. It was a BMW R 1100 GS which had undergone modest but effective advanced development. The motorcycle was immediately recognisable as a new GS while at the same time presenting a familiar appearance. The main changes to the visual appearance included the front headlamp, the shorter "Entenschnabel" (duck¿s beak) and the fairing windscreen. Advanced technical developments included the modified main frame, an increase in the displacement and the new 6-speed gearbox. The evolution was worthwhile and the BMW R 1150 GS even succeeded in outperforming the sales figures of its predecessor.

In contrast to the R 1150 GS, the design of the BMW R 1150 R was completely revamped in the year 2000. The extravagantly styled front-wheel cover and a combination of merged tank and bench seat with integrated cover for the oil cooler gave the roadster model a more modern and elegantly streamlined contour. In line with expectations, the R 1150 R was powered by the same engine as the R 1150 GS including the newly designed exhaust system. The modified EVO braking system was also fitted and an option of complementing this with the partially integrated ABS was additionally available.

The R 1100 RT had gained an outstanding reputation among tourer aficionados with its high level of touring comfort combined with almost sporty ride characteristics and it had developed into a sales hit in the BMW Motorrad product range. In the run-up to the revision for the model year 2001, the design of the new BMW R 1150 RT was therefore only subtly modified and the company placed its trust in the proven concept. Analogously to the R 1150 GS, the engineers had increased the capacity of the Boxer engine from 1,085 cc to 1,130 cc for the RT but the engine output was increased to 95 hp since the initial platform was formed by the engine version with 90 hp.

The BMW C1 was to be a synthesis of motorised two-wheeler and automobile, and an innovative offering for individual mobility in urban areas. The C1 achieved this synergy by combining familiar safety and comfort attributes from the automobile sector with the advantages and special riding pleasure offered by a single-track vehicle. The innovative safety concept remains unique among two-wheelers and comprised a stable passenger cell with safety belt and a crash element in the front section. This underwent strategic deformation in a head-on collision and dissipated the kinetic energy of motion. The safety system was so effective that the C1 in Germany and some other EU countries was exempted from the mandatory requirement for wearing a helmet applicable for two-wheelers. The C1 could be optionally fitted with ABS. The vehicle was assembled by coachbuilding supremo Bertone in Italy. A newly developed single-cylinder four-stroke engine with four-valve technology from supplier Bombardier Rotax was responsible for transferring power to the rear wheel via a variable CVT gearbox (Variomatic). The fuel supply process was regulated by the digital BMS-C which was first used in the F 650 GS and was adapted for the C1. A fully-controlled three-way catalytic converter was fitted as standard. In 2001, BMW expanded the range of engines by a version with 176 cc capacity and 13 KW (18 hp) which was supplied as the BMW C1 200.

When the new R 1150 GS was presented in autumn 1999, rather a lot of people asked why the R 1100 RS was the first representative of the four-valve Boxer generation to also be the first to receive the revised engine with 1130 cc displacement and more power. This is underpinned by the notion that the R 1100 RS should not be recreated as a 1150 Series because a more powerful sports tourer had already been included in the product range with the R 1100 S in 1998. It was intended to be the genuine successor to the R 1100 RS with a more emphatic orientation towards sport. However, this was clearly also the reason why it was not the preferred choice of motorcycle for many riders of the R 1100 RS seeking its successor. The desire for an RS that similarly came with enhanced power was also more strongly expressed at the latest when the R 1150 RT was launched in the model year 2001. Since the time would not have been sufficient for a comprehensive revision of the RS design, BMW ultimately put its weight behind an R 1150 RS in autumn 2001. This took over the 1130 cc engine including the exhaust system from the R 1150 RT and combined it with the familiar fairing from the R 1100 RS. The appearance of the R 1150 RS was given a facelift with new colours and furthermore the machine was only supplied with full fairing. The half-fairing that could be ordered as an alternative with the R 1100 RS was discontinued without being replaced. The machine took on further technical details from the R 1150 RT such as the six-speed gearbox and the revised Evo brake system with 320 mm brake discs. The motorcycle was also provided with the modern BMW Motorrad Integral ABS with brake booster, however only in the partially integral version in contrast to the RT.

The choice of name for the F 650 CS Scarver presented in 2001 already demonstrated that this model represented a genuine attempt to generate greater interest among younger people for motorcycle riding. The letters CS were put together from the contemporary terms City and Street, and "Scarver" was added as a supplementary name taken from skiing, a popular sport among young people. This represents "carving" there, denoting fast curves on the edges of the skis. The CS had been equipped with the technical prerequisites for this and had even broken new ground with the innovative toothed belt drive in conjunction with the newly designed single swing arm. The engine designed with digital engine control originated from the F 650 GS and was able to create rather more torque as a result of the newly designed exhaust system. Relatively upscale tyres and the ABS system supplied as an option enhanced cornering fun and increased safety at the same time. As already in the F 650 GS, the tank was also installed in the frame triangle under the seat for the CS, which ensured a low centre of gravity and a high level of agility. The original space for the tank was designed as a stowage compartment and could be used as a tailor-made pocket or as a helmet compartment. The fairing with double headlamps symbolised spontaneity and willingness to soar with its low line. Modern muted colours for the paintwork sections and seats with different colours also emphasised the youthful appearance.

After a break of 13 years, BMW returned to the legendary Paris-Dakar Rally with a works team in 1998. The company competed with a rally version of the new F 650 GS, which was about to be launched in the marketplace. The rally motorcycle had the designation F 650 RR. The run-up to this new commitment to rally sport saw the development of the idea to create a Dakar version of the upcoming F 650 GS series model analogous to the approach with the twin-valve Boxer models. Just under six months after the presentation of the civilian model F 650 GS in autumn 1999, the BMW F 650 GS Dakar was therefore presented in the spring of 2000.