History of BMW motorcycles
BMW began as an aeroplane engine manufacturer. But after the first world war, the Treaty of Versailles banned any German air force, so the company turned to motorcycle engine design and manufacturing. In 1923, BMW introduced the first motorcycle under its name, the R32. Since then, it has moved to become a successful manufacturer of refined motorcycles.
BMW Motorcycle History
1916 to WWII
In 1916, two companies, Gustav Otto's Flugmaschinenfabrik (Aeroplane Factory) and Karl Rapp's Flugwerke Deutschland, merged to form the Bayerische Flugzeugwerke (Bavarian Aeroplane Works). Initially this company designed and manufactured aeroplane engines. The Bayerische Flugzeugwerke was renamed the Bayerische Motoren Werke (Bavarian Motor Works, BMW) in 1917 by Karl Rapp and Max Friz. Their new logo, a roundel representing an aeroplane propeller in the blue sky, is still used today on all BMW motorcycles and automobiles. A former Daimler employee, Joseph Popp became BMW's managing director. Aeroplane engines, especially a V-12 model, were BMW's primary output.
With funding from the German air force, BMW began manufacturing the Fokker DV II, one of the best aircraft of that time. However the fortune of the company turned in 1919 with the end of WWI and the signing of the Treaty of Versailles. Germany was forbidden to manufacture aeroplanes. Reluctantly Max Friz, BMW's head designer, turned to motorcycle and automobile engines to sustain the company. Within four weeks, Friz designed the now-legendary opposing flat twin cylinder engine known today as the "boxer" engine.
The first "boxer" engine, M2B15, was based on a British Douglas design. It was manufactured by BMW but mostly used in other brands of motorcycles, notably Victoria of Nuremberg. The M2B15 proved to be moderately successful and BMW used it in its own Helios motorcycle. BMW also developed and manufactured a small 2-stroke motorcycle called the Flink which was not successful. However with the development of its first light alloy cylinder head, a second more successful version of the boxer engine evolved. In 1923, the first BMW branded motorcycle, the R32, was produced. Using the new aluminium alloy cylinders, Friz designed a 486 cc engine with 8.5 hp (6.3 kW) and a top speed of 95-100 km/h (60 mph). [1] The engine and gear box formed a single unit. The new engine featured a recirculating wet-sump oiling system that was very advanced for 1923. Most motorcycle manufacturers used a total-loss oiling system in 1923. BMW used this type of recirculating oiling system until 1969, showing the advanced design of the times.
The R32 became the foundation for all future boxer powered BMW motorcycles. BMW oriented the boxer engine with the cylinder heads projecting out on each side for cooling as per the earlier British ABC. Other motorcycle manufacturers aligned the cylinders with the frame, one cylinder facing towards the front wheel and the other towards the back wheel. For example, Harley Davidson introduced the Model W, a flat twin oriented fore and aft design, in 1919 and built them through 1923.
The R32 also incorporated a shaft drive. BMW continued to use shaft drives in all of its motorcycles until the introduction of the F650 in 1994. The F650 series, and later the F800 series when introduced in 2006, featured either a chain drive or a belt drive system, both of which were a radical departure from BMW tradition.
In 1935, BMW introduced the world's first production motorcycle to use telescopic forks. By this time the benefits of overhead cams were known; higher revs could be obtained before the onset of valve float. However, the basic boxer design did not lend itself to overhead cams. To obtain the benefits of overhead cams without overly increasing the engine width, BMW incorporated a system that was so advanced for its racing bikes that it resurrected it many decades later in the R1100RS oilhead. The system was two cams in the head operating rocker arms via short push rods.
In 1937, Ernst Hene rode a supercharged 500 cc overhead cam BMW 173.88 mph (279.83 km/h), setting a world record that stood for 14 years. Ernst Hene died at the age of 100 in 2005.
During World War II, the U.S. Army asked Harley-Davidson to produce a motorcycle as good as BMW's side-valve R71. So Harley copied the BMW engine and transmission, simply converting metric measurements to inches, and produced the shaft-drive 750cc 1942 Harley-Davidson XA.
1945 to 1960
The end of World War II found BMW in ruins. Its plant outside of Munich was destroyed by allied bombing. It is commonly alleged that an entire assembly line in the Eisenach facility was dismantled by the Soviets as reparations and sent it back to the Soviet Union where it was reassembled in Irbit to make Ural motorcycles. However the IMZ plant was supplied to the Soviets by BMW under licence prior to the commencement of the Great Patriotic War. After the war the terms of Germany's surrender forbade BMW from manufacturing motorcycles. Most of BMW's brightest engineers were taken to the US and Russia to continue their work on jet engines which BMW produced during the war.
When the ban on the production of motorcycles was lifted in Allied controlled Western Germany, BMW had to start from scratch. There were no plans, blueprints, or schematic drawings. Company engineers had to use surviving prewar motorcycles to create new plans. The first post-war BMW motorcycle in Western Germany, a 250cc R24, was produced in 1948. The R24 was based on the prewar R23, and was the only postwar BMW with no rear suspension. In 1949, BMW produced 9,200 units and by 1950 production surpassed 17,000 units.
The situation was somewhat different in Soviet-controlled Eastern Germany where the Eisenach plant was producing R35 and a handful of R75 motorcycles for reparations. Eventually this plant became EMW (Eisenacher Motoren Werke).
In 1951, BMW introduced its first sporting motorcycle, the R68. It was a 594 cc single cam engine with 7.5:1 compression ratio and larger valves. The carburettor venturi throat sizes were 26 mm. As the 1950's progressed, motorcycle sales plummeted. In 1957, three of BMW's major German competitors went out of business. In 1954, BMW produced 30,000 motorcycles. By 1957, that number was less than 5,500. However, by the late 50's, BMW exported 85% of its boxer twin powered motorcycles to the United States. At that time, Butler & Smith, Inc. was the exclusive U.S. importer of BMW.
On June 8, 1959, John Penton rode a BMW R69 from New York to Los Angeles in 53 hours and 11 minutes, setting a record. The previous record of 77 hours and 53 minutes was set by Earl Robinson on a 45 cubic inch (740 cm³) Harley-Davidson.
1960 to 1984
Although U.S. sales of BMW motorcycles were strong, BMW was in financial trouble. Through the combination of selling off its aircraft engine division and obtaining financing with the help of Herbert Quandt, BMW was able to survive. The turnaround was thanks in part to the increasing success of BMW's automotive division. Since the beginnings of its motorcycle manufacturing, BMW periodically introduced single-cylinder models. In 1967, BMW offered the last of these, the R27. Most of BMW's offerings were still designed to be used with sidecars. By this time sidecars were no longer a consideration of most riders; people were interested in sportier motorcycles. The R50/2, R60/2, and R69S marked the end of sidecar-capable BMWs.
In 1970 BMW introduced an entirely revamped product line of 500, 600 and 750 cc displacement models, the R50/5, R60/5 and R75/5 respectively. The engines were a complete redesign from the older models, producing more power and including electric starting (although the kick-starting feature was still included). The "/5" models were short-lived, however, being replaced by another new product line in 1974. In that year the 500 cc model was deleted from the lineup and an even bigger 900 cc model was introduced, along with substantial improvements to the electrical system and frame geometry. These models were the R60/6, R75/6 and the R90/6. In 1975 the kick starter was finally eliminated and a supersport model, the BMW R90S, was introduced. The R90S immediately earned the well deserved title of the best supersport machine available. Today these rare models command high prices in the collector marketplace. Many aficionados of BMW motorcycles view the /5 through /7 lineup as the epitome of classic BMW engineering, though all Airhead models produced through 1995 were roughly similar in terms of owner-friendly maintenance and repair. In addition to "/" or "slash" models, other Airhead models such as the G/S (later, GS) and ST also have dedicated followings within BMW circles while others favor certain earlier models like /5 "toasters." Each has their merits which owners will freely debate with enthusiasm. Later BMW model types such as K-bikes ('84 on) and Oilheads ('93 on) included technical innovations that made them more complicated though many owners still elect to service them personally.
In 1977 the product line moved on to the "/7" models. The R80/7 was added to the line. The R90 (898 cc) models, "/6" and R90S models had their displacement increased to 1000 cc; replaced by the R100/7 and the R100S, respectively. These were the first liter size (1,000 cc) machines produced by BMW. 1977 was a banner year with the introduction of the first production motorcycle featuring a full fairing, the R100RS. This sleek model, designed through wind-tunnel testing, produced 70 horsepower (51 kW) and had a top speed of 200 km/h (124 mph). [2] In 1978, the R100RT was introduced into the lineup for the 1979 model year, as the first "full-dress" tourer, designed to compete in this market with the forthcoming Honda Goldwing.
In 1979 the R60 was replaced with the R65, 650cc's. This time with its own frame design and a variant in 1982 the R65LS to include an entry level models to the lineup.
1984 to 2006
In early 1983 BMW introduced a 1000 cc, in-line four-cylinder, water-cooled engine to the European market, the K100. In 1984, those models were introduced to the U.S. market. It was assumed that this new engine would not only be the basis for a new models, but would replace the aging boxer flat twin engine. However, demand for the boxer did not wane with the introduction of this new engine and associated models. And the demand of the new engine models was much less than BMW anticipated. Therefore, BMW continued to produce boxer models.
In 1985 BMW produced a 750 cc, three-cylinder version of the new four-cylinder water cooled engine. The 750 cc was counterbalanced, and therefore smoother. The R100RT, boxer powered sport touring bike with a monolever rear suspension was reintroduced in 1987. BMW introduced rear suspension on the K bikes, a double-joined, single-sided swingarm. In 1989, BMW introduced its version of a full-fairing sport bike, the K1. It was based upon the K100 engine, with four valves per cylinder. Output was near 100 bhp (75 kW). Also in 1988, BMW introduced ABS on its motorcycles – a first in the motorcycle industry. ABS became standard on all BMW K models. During this period BMW introduced the F650 series, R1200C, R1100GS, R850GS, R1150GS, R1200GS, R1100RT, R1150RT, R1200RT, R1100RS, R1150RS, R1100R, R1150R, R1100S, K100, K100RS, K100RT, K75, K75C, K75S, K75RT, K1100RS, K1100LT, K1200RS, K1200LT, as well as the 2003-2004 K1200GT. The R1150R and R850R were BMW's most successful bikes with combined sales of almost 60,000 units since 2001.
New Bikes New Engines
K Series
Each of the last few years (2004, 2005, 2006) appear to be banner years for BMW. On 25 September 2004, BMW globally launched a radically redesigned K Series motorcycle, the K1200S, containing an all new in-line 4-cylinder, liquid-cooled engine featuring 123 kilowatts (167 bhp).[3] The K1200S was primarily designed as a Super Sport motorcycle, albeit larger and heavier than the closest Japanese competitors. Shortly after the launch of the K1200S, problems were discovered with the new power plant leading to a recall until the beginning of 2005 when corrective changes were put in place. Recently, a K1200S set a land speed record for production bikes in its class at the Bonneville Salt Flats, exceeding 174 miles per hour (280 km/h).
In addition to the launch of K1200S, BMW has also launched the K1200R naked roadster, and the K1200GT sports tourer, which started to appear in dealer showrooms in spring (March-June) 2006. All three new K-Series motorcycles are based on the new in-line 4 cylinder engine, all with slightly varying degrees of power.
R Series
The BMW boxer, opposed twin cylinder engine powered bikes, were also revamped. The new boxer displacement is just under 1200cc, and is affectionately referred to a ‘hexhead’ because of the shape of the cylinder cover. The motor itself is more powerful, and all motorcycles that use it are lighter. The first motorcycle to be launched with this updated engine was the R1200GS dual purpose motorcycle. The R1200RT tourer and R1200ST sports tourer followed shortly behind. BMW then introduced two special editions the new R1200GS designated the R1200GS HP2 and the R1200GS Adventure, each specifically targeting the off-road and adventure touring motorcycle segment respectively. In 2006 BMW launched the R1200S which is rated at 90 kW (122 hp) at 8,250 rpm – the most powerful boxer engine to date. [4] The latest model to get the new engine is the R1200R, an update of the successful R1150R which, along with a new version of ABS, also sees the introduction of optional traction control (ASC automatic stability control) to limit wheelspin, another BMW first.
Worldwide, most law enforcement agencies currently use the RT-P authority version, the R1100RT-P, R1150RT-P, and R1200RT-P models series. In the U.S. an increasing number of police agencies are using the RT-P, usually replacing the Kawasaki Police 1000.[citation needed]
F Series
BMW has also paid attention to the F Series in 2006. It lowered the price on the existing F650GS and F650GS Dakar, and eliminated the F650CS to make room in the lineup for the all-new F800 Series motorcycles. These new F800 Series motorcycles are powered by a brand new side-by-side twin engine that is built by Rotax, and a belt drive system that is very similar to the belt drive found on the now defunct F650CS. Initially, BMW launched two models of the new F800 Series, the F800S sport bike and the F800ST sports tourer, but statements have been made that point to an upcoming F800R naked roadster and an F800GS dual-purpose motorcycle.
Model names
BMW motorcycles are named according to a three-part code made up of the engine type, approximate engine volume and the style information
Thus, an R1150RT has:
- An R series engine
- Approximately 1150 cc of engine displacement
- "RT" styling
The K series bikes received new engines for 2005/2006.
- Approximately 1157 cc
- Water cooled, as are previous K engines
- Three different styles as of 2006
- S - sport
- R - naked
- GT - Grand Touring
Engine types
There are currently three lines of BMW motorcycles:
- F series
- R series
- K series
The series differ primarily in the class of engine that each uses.
F series
The F Series of BMW motorcycles was first launched in 1994 as the F650, and was built by Aprilia around a carbureted 650 cc 4-stroke, 4 valve, single piston engine, and chain drive. The mission for the F650 was to provide an entry level BMW motorcycle. In 2000, the F650 was redesigned, now with fuel injection, and labeled the F650GS. An off-road focused F650 Dakar model was also launched that year. 2002 saw the addition of the F650CS 'Scarver' motorcycle to the line up. The Scarver was slightly different from the F650GS variants in that it utilized a belt drive system opposed to a chain, had a much lower seat height, and was focused almost exclusively for on-road use. All F650 motorcycles produced after 2000 use a 652cc engine built in Austria by Rotax.
In mid 2006, The F Series added two new motorcycles to the line up, the F800S sports bike and F800ST sports tourer, both which use an 800cc parallel twin built by Rotax. Both motorcycles also feature a belt drive system similar to what was in use on the F650CS. In addition, it is rumored that F800R naked roadster and F800GS dual sport models will be released.
R series
The R series are built around a two piston, horizontally opposed Flat-twin engine. As the engine is mounted transversally across the bike the heads protrude well beyond the frame of the bike, R series motorcycles are quite visually distinctive. Originally R series bikes had air-cooled heads ("air heads"), but are now produced only with oil-cooled heads ("oilheads" and "hexheads").
Photo left: How do you tell the different BMW valve covers ("heads") since 1970 apart? The "airhead" cover on a 1973 R75/5 is upper left. The first "oilhead" cover, introduced in model year 1996, is upper right. The 2004-only "oilhead" cover on an R1150RT, with 2 sparkplugs per cylinder, is lower left. The latest "hexhead" cover, with an optional valve cover protector, on an R1200RT is lower right.
Photo lower right: A common valve cover from 1952 to 1969 on models R50, R60, R50/2, R60/2, R51/3, R67, R67/2, R67/3 had six fins. The R50S, R69, and R69S of this period had valve covers similar to that on the R75/5 in the upper left corner photo above.
K series
The K series are built around liquid cooled, inline engines with three (K75) or four (K100, K1100, K1200) cylinders. Originally the engine was longitudinal: the crankshaft is in line with the direction of motion. Also, the cylinders are banked over, parallel to the ground. This causes some to incorrectly call the configuration a Flat-4. The first K production bike was the K100, which was introduced in the 1983 and was followed by the K100RS and K100RT versions. These were followed by the K1100RS, K1100RT, and K1100LT models. In 1998 BMW increased the size again to 1170 cc, designated the K1200. In 2004 BMW revamped the K engine. It is no longer oriented with the crankshaft along the same axis as the frame. The new K1200 engine is smaller and is oriented with the crankshaft at 90 degrees to the frame. The new K1200 engine has a significant increase in power, 112 kW (152 hp) vs 93 kW (130hp).
Engine Volume
Engine volume, as specified in the model number, is always approximate. Older model BMWs divide the approximate engine displacement by ten for the model number. For example, a 1982 R100RT has an actual displacement of 970 cubic centimeters.
Style
All current BMW motorcycle model designations are as follows:
Engine type
- R - boxer engine, opposed flat twin (2 cylinder)
- K - in line 4 cylinder water cooled engine
- F - single vertical cylinder and as of 2006/2007 twin vertical engine
Displacement in cc's
- Currently 1200, 650, 800
Style suffix designations:
- C - cruiser
- G/S - Gelände/Strasse off-road/street or enduro
- GS - Gelände Sport off-road/sport or enduro
- GT - Grand Tourismo or Grand Touring
- LT - Luxury Tourer
- R - road or roadster
- RS - Reise Sport, Sport Touring
- RT - Sport Tourer
- S - sport
- ST - Sport Touring
- T - Touring
Additionally, a bike may have zero or more of the following modifiers in its name:
- A - ABS
- L - luxury
- P - police
Examples: K1200S, R1200RT, F650GS, R1150RSL, K1200LT
Prior to the introduction of the K100 series and the R1100 series motorcycles, the letter prefix was the same but the following numbers were either based on displacement as mentioned above or were just model numbers.
Technologies
BMW has a few patented motorcycle technologies. Not all of these are present on every BMW bike.
Paralever
Paralever is BMW's innovative rear suspension technology (photo left) that allows the drive shaft to pivot along the same axis as the sprung rear frame due to the addition of second link between the rear drive and transmission. Paralever was originally introduced in 1988 R80GS and R100GS motorcycles. The benefit of the paralever rear suspension technology is the reduction of the phenomenon known as "shaft jacking" where the rear of the motorcycle would lift skyward under certain riding conditions.
Starting with the "hexhead" BMW motorcycles in model year 2005, BMW inverted the Paralever by moving its brace above the drive shaft housing (photo right) in order to improve ground clearance in a right lean.
It is believed that the term Paralever was developed due to the appearance of a parallelogram shape between the four items making up the rear suspension. (rear drive, drive shaft, transmission, and lower or upper brace). Other motorcycle manufacturers have started to copy this BMW innovation, notably Moto Guzzi in its Griso 1100 model.
Telelever
The telelever is a unique front fork, where the shock absorber is located between and behind the two primary tubes attached to a telelever arm. This system both lowers unsprung weight as well as decouples wheel placement function of the forks from the shock absorption function - eliminating brake dive and providing superior traction during hard-braking situations. This system improves comfort and stability considerably while providing excellent and sporty handling.
In the photo to the left you can see the Telelever suspension unit. The two fork tubes provide no damping or suspension. The front of the light gray "A" arm can be seen reaching forward from the frame on the left to the cross brace between the fork tubes.
BMW invented telescopic forks for motorcycles in the late 1930s and still uses them today on its less expensive "F" series of motorcycles. Other manufacturers have universally adopted telescopic forks invented by BMW. For high end motorcycles, however, BMW has gone exclusively to the Telelever and the related Duolever front suspensions.
Duolever
In 2003 BMW announced the K1200S with a new front suspension. It incorporated a front suspension that appears to be based upon a design by Norman Hossack. BMW named its new front suspension the Duolever. As of 2006, the Duolever is on the K1200S, K1200R, and K1200GT.
The official BMW Motorrad explanation of the duolever is: "The Duolever front wheel suspension is kinematically regarded as a square joint, in which two trailing links made of forged steel are attached via rolling bearings to the frame. These trailing links, which visually resemble a conventional fork, guide the extremely torsionally rigid wheel carrier made of aluminium permanent mold casting. A central strut, which adjusts the suspension and damping, is linked to the lower of the two trailing links, and rests against the frame.
"A trapezoidal shear joint mounted to the control head and the wheel carrier is coupled with the handlebar. This shear joint transmits the steering movements. Thus, the Duolever design in contrast to the telefork does not need sliding and fixed tubes. At the same time, it decouples the steering as well as the damping more consistently than the proven telelever.
"The advantage of this front wheel suspension on the motorcycle market at present is its torsional rigidity. The BMW Motorrad Duolever front wheel suspension is not influenced by negative forces in the same manner as a conventional telefork whose fixed and take-off tubes twist laterally as well as longitudinally during jounce/rebound and steering. Its two trailing links absorb the forces resulting from the jounce/rebound and keep the wheel carrier stable. Thus, any torsioning is excluded and the front wheel suspension is very precise. The steering commands of the rider are converted directly and the feedback from the front wheel is transparent in all driving conditions.
"A kinematical anti-dive effect is additionally achieved, just as for the Telelever, due to he arrangement of the trailing link bearings. While a conventional telefork during strong braking manoeuvres jounces heavily or �locks�, the Duolever still has sufficient spring travel remaining in this situation and therefore the rider can still brake into the corner extremely late yet directionally stable.
"The obstacle-avoidance manoeuvre of the front wheel when riding over uneven surfaces can be converted with the Duolever similar to the behaviour of a telefork. In connection with the low unsprung masses and the small breakaway forces of the system, this results in more sensitive and comfortable response characteristics." Official BMW Duolever information[1]
Restoration
Admirers of vintage BMW motorcycles are growing rapidly in number. As time marches on, that which BMW enthusiasts consider "vintage" is amended, much as a trailer follows behind a car. Pre-war BMWs are the most coveted, followed by plunger-frame models from the 1950s and then "Slash-2" variants from 1955-1969. In recent years, the "Slash-5" models from the 1970 to the 1973 model years have begun to join that exclusive club. Prices for historic BMW models have been rising quickly, fed in part by motorcycle auctions such as the massive Mid-America Auction [2] held each January in Las Vegas, Nevada.
Opinions as to the treatment of vintage motorcycle varies according to their condition and their owners' tastes. First preference tends to be for preserving the original machine if it is in reasonably good condition. Second preference is to do limited restoration, maintaining as much of the original fabric as possible. Third, when dealing with a machine in poor condition, is so-called frame-up restoration. In the latter case, the motorcycle is completely disassembled and each individual part is refurbished, and then the motorcycle is reassembled hewing as much as possible to the original design, but sometimes using modern replacement parts, such as stainless steel, or plating parts that were originally not plated. At the extreme end of restoration is the "concours" restoration in which only original parts are used and work is done with an obsession for originality in every minor detail. Unlike many other motorcycle brands, parts for vintage BMWs, though expensive, are obtainable from sources in Germany and the United States.
There are several professional BMW motorcycle restorationists at work in North America and Europe.
Two American membership organizations, Vintage BMW Motorcycle Owners [3] and the Veteran BMW Motorcycle Club of America [4] are dedicated to the preservation of vintage BMW motorcycles.
The BMW C1
BMW departed from tradition in 1992 when they introduced the C1 superscooter at the IMFA show in Cologne. The marketing hype told us that "For the first time in a modern motor vehicle, the C1 combines the advantages of two-wheeled motorized transportation with the strengths of the automobile."
Many European city centers are filled with motorcycle commuters and clogged with cars and BMW tried to appeal more to the car buyer with the C1. The idea was to offer the convenience of a scooter or motorbike but without the associated danger. The C1's most innovative design feature was its emphasis on safety. BMW tried to add passive safety and car-like crash testing to the scooter. It claimed that in a head-on collision, the C1 offered a standard of accident protection comparable to a European compact car. That was the prime marketing strategy to convert car buyers - the C1 was claimed to be so safe that you didn't need to wear a helmet to ride it. This was achieved by using two shoulder-height rollbars, a crumple zone around the front wheel and an aluminium roll cage creating a car-like safety cell. It also had twin seatbelts reminiscent of a jet fighter 4-point harness to keep the rider in place.
The German, Italian, French, Israeli and Spanish authorities were all quick to allow an exception to the helmet law for the C1. The problem was the UK - one of the largest motorbike markets in Europe. The C1 never took off there due wholly to the fact that the Government refused BMW's argument to let riders use it without wearing a helmet. This killed the market for the C1 and after selling 10,614 units in 2001, BMW only sold 2,000 units in 2002, They ceased production of the C1 in October 2002. It was never made available in the USA. Since going out of production, C1s have found new homes with collectors and as pit-bikes for some of the Formula One Grand Prix teams.
References
- ^ BM Bikes BMW R32 specifications
- ^ BM Bikes BMW R100RS Specifications
- ^ Sport Rider BMW K1200s specifications
- ^ Ken Rockwell BMW R1200S Specifications
- BMW Motorcycles, Darwin Holmstrom and Brian J. Nelson, ISBN 0-7603-1098-X
- BMW Motorcycles: The Evolution of Excellence, Kevin Ash, ISBN 1884313574
See also
External links
- BMW Motorrad (factory worldwide homepage)
- BMW Motorcycles (factory USA homepage)
- BMW Motorcycle Owners of America
- BMW Riders Association
- Internet BMW Riders
- Jeff Dean's BMW motorcycle website
- The Chromeheads a R1200C/CL/CLC cruiser forum
- Boxerworks Message Board
- BMW Luxury Touring Community
- The Flying Brick a German site translated into English
- BMW K-Bikes K-Bikes.com - Excellence in Motion
- BMW K-bike website -- dedicated to the new K bikes
- BMW Sport Touring Community
- BMW F800 Series Rider Community
- The Chain Gang a BMW F650 on-line community
- R1150R Roadster Forum
- AC Schnitzer-tuned BMW HP2 -- the ultimate supermoto!
- The Motorbike Suspension Bible
- Paralever Suspension Technology Breakdown
- A&S BMW Motorcycles' List of Historical BMWs
- BMWOR of New Zealand New Zealand Bmw Owners Register