Bmw K100lt

BMW K100LT

CYCLE WORLD TEST

A dash of spirit for the touring class

SIMPLE ENOUGH, RIGHT? BIG MOTORCYCLE PLUS FAIRing, saddlebags and tail-trunk equals touring bike. And this is where you expect to read a short essay on how touring bikes effortlessly gobble up the miles. How, after a long day of interstate travel, they make you feel as if you’d been snoozing in a hammock, swinging lazily in the cool-green shade, rather than suffering the aftereffects of whipping a motorcycle from sunup to sundown.

But not this time.

This time we are going to talk about the latest version of the K100LT, BMW’s top-of-the-line, coast-to-coast motorcycle. And this is one touring bike that doesn't particularly like four-lane highways. BMWs have a hereditary bias for long-distance travel, but they have never been as single-purpose about it as have the Japanese luxury tourers. The LT, even though it comes standard with a fullfairing, saddlebags and tour-trunk, continues the BMW tradition of adding a little spice to the touring stew in that it weighs considerably less and handles markedly better than any of the other bikes in the class. And with the exception of the Yamaha Venture Royale, the BMW puts out the most power, as well, making it sort of like a station wagon built by Ferrari. So sure, the LT is a touring bike, but it offers more than the ability to rack up mega-miles on the interstate highway system.

That ability stems first from a chassis and suspension designed for covering lots of miles over all kinds of roads, the twistier the better. So, with responsive steering, suspension set up on the taut side for a touring bike and a weight under 700 pounds, the K100 easily is the handling champ of the class. On a curvy section of road, the K100 will simply motor away from any of the full-on touring machines. The front end feels planted and secure, the rear tracks securely behind, regardless of the bike’s lean angle, and there’s plenty of ground clearance while heeled over. Granted, the LT won’t let you chase down too many FZR400s, but it does allow for a decidedly brisk pace.

Credit for this handling aplomb goes to the bike’s Pirelli Phantom tires and its recalibrated suspension rates: The LT is set up noticeably stiffer than previous K100 tourers and benefits from less fork dive. Then, too, the self-adjusting Nivomat rear shock works fine whether one or two people are on board. The overall ride is firm, but not harsh, though the rear shock does give a harder ride the deeper you get into its travel.

Given the sporty-but-not-too-so performance of the suspension, the liquid-cooled, lay-down, four-cylinder engine makes a perfect complement. Since introducing the engine in 1983, BMW has continued to refine the fuelinjected powerplant. This year, for instance, the K100 has new-style piston rings designed to prevent oil from leaking past the rings into the combustion chamber when the bike is parked on its sidestand. That means no more embarrassing clouds of blue smoke when the Beemer is fired up.

More refinements would be appreciated, though, as the engine still generates a lot of heat, warming up the fuel tank and the rider’s lower legs, and it still vibrates between 3500 and 4500 rpm, annoying because that rev range is where the engine will spend most of its running time.

As far as performance goes, the BMW Four really has not needed much more than minor changes, because the two-valve-per-cylinder design puts out more than enough power for two-up touring: BMW claims 82 horsepower. Moreover, the engine has a wide powerband; anytime the engine is turning 3000 rpm or above, a twist of the throttle will send rider and passenger rocking back into their seats.

That broad, even powerband makes the K100LT enjoyable to ride on long, sweeping roads. It responds well to a smooth riding style, so instead of jumping on the brakes or wearing your boot out selecting cogs in the five-speed transmission, you can put the bike in top gear and simply ease off the gas going into corners, then roll the throttle back on coming out.

If you do have to get on the binders hard, it’s reassuring to know that BMW has equipped its top-drawer bike with its ABS anti-lock braking system as standard equipment.

As far as the ABS system goes, unless your normal riding situations consist of nasty weather and/or loose road surfaces, you may never experience the system at its best. But just the confidence that the brakes provide in all road conditions makes the added cost (about $1200) and bulk (22 pounds) of the system worthwhile.

While most riders will appreciate the ABS, there have been several other changes to the LT that every rider will like just as much. For example, the LT comes standard this ear with a Corbin seat. It is a basic Corbin bucket-style with exclusive-to-BMW colors. Initially too firm, the seat takes about 2000 miles to break in, but once there, it is extremely comfortable. It also has the added benefit of giving riders just a little more room between the seat and the fairing, so riders under 6 feet tall won’t bump their knees against the fairing panels. Longer-legged riders, however, will still have to ride with their legs splayed.

In addition, the fairing itself has undergone several changes. First, the windscreen’s shape has been altered and its winglets are now adjustable and a little shorter to give a less-obstructed view to the mirrors. Also, adjustable side vents in the fairing allow the rider to direct outside air through the fairing at shin level, helping to cool the hot air blast from the engine. The fairing offers nearly complete protection: With the winglets closed, virtually no wind blast gets to the rider, and the lowers protect the legs down to the ankles. Only the feet stick out into the air flow. In cold, wet weather, the rider is able to hide behind all the plastic and stay relatively warm and dry.

Rounding out the fairing is a new dash-mounted console that locates the fuel gauge and engine-coolant temperature gauge above the instrument cluster. An AM/FM radio cassette with remote handlebar controls is standard equipment as well, although at fast cruising speeds, the sound is close to unintelligible.

Another complaint that American riders have had with the LT all along has been the small carrying capacity of the luggage. Indeed, the tail-trunk is about the size of a small cosmetic case, and the removable saddlebags are not large enough to hold a full-face helmet. But to be fair, with an optional BMW tankbag mounted, and thoughtful use of the right-side fairing glovebox, packing for a weekend trip for two isn’t a problem. One nice touch for 1989 is that all the locks on the bike work with a single key.

Certainly, the LT is the mostcomplete, American-style touring bike BMW has yet offered. But it is nice to know that with all its amenities, the bike retains the BMW emphasis on handling and performance.

While that doesn’t make it the best bike in the class, it does make it stand out and appeal to those riders willing to sacrifice a few open-highway luxuries for a little bit of backroad spirit.

EDITORS' NOTES

I THOUGHT I WAS PRETTY OPENminded when it came to motorcycles, gladly riding anything from motocrossers to luxo-tourers. But after riding the K100LT, I’m not sure.

The bike’s Corbin seat is comfortable but located too far forward and doesn’t allow much room to move around. And when I do scoot forward

to tuck behind the windshield, my knees hit the fairing. But that could be a blessing in disguise, stopping me from looking through the slightly distorted windshield.

Another problem for me is the amount of heat this thing throws off. Riding the LT in warm weather, I feel like a heat-sink for the engine. The AM/FM cassette radio is nice but is located in such a way that I have difficulty getting to the controls.

So, call me closed-minded, but when a bike portends to be as good as this one does, 1 expect it to deliver. And, for me, the BMW K100LT just doesn’t.

—Doug Toland, Associate Editor

I DIDN’T THINK WE COULD DO IT. WHEN my girlfriend and I planned a fourday trip on the K100LT, I didn’t think we could pack enough gear in the BMW’s smallish luggage for our run up the coast. Much to my surprise, we not only had enough room for all we needed, but even had a little space left over.

But what I liked most about the LT was exemplified on

a stretch of smooth, winding road north of San Francisco. There I could keep the bike in fourth gear so the revs would stay above a nasty band of vibration, and simply let the big K motor around traffic.

Justifying the LT’s purchase price would be tough, but I have to admit, I did like coming out of a roadhouse café and seeing the bike. It has a look that makes me want to keep going, to ride for at least one more tankful of gas.

—Camron E. Bussard, Executive Editor

I WANTED TO LIKE THE K 1 OOLT, HONest. BMW Twins are among my favorite motorcycles. I’ve rolled some memorable mileage under the wheels of the LT’s racier brother, the K1OORS. And the LT seemed to have a desirable balance of sporting abilities and touring amenities.

I don't really have any qualms with

the way the LT functioned, it’s just that it never really captured my enthusiasm. Perhaps it has something to do with the gear whine the motor put out in conjunction with the hiss of its fuel-injection system—both noises amplified by the fairing—that made me feel more like I was operating a machine than riding a motorcycle.

I’ll still look forward to future rides on other BMWs, and I’m sure the LT will appeal to a lot of people, but if I were in the market for a blending of sport and touring, and had nearly $ 13,000 to spend, I’d look elsewhere. One of several competing dealerships, say, where for the same amount of cash I could buy a top-line tourer and a small sportbike. —David Edwards, Editor

BMW K100LT

$12,295