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Details about  BMW R100 S, converted to GS spec. Adventure, touring bike. classic insurance.

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BMW R100 S, converted to GS spec. Adventure, touring bike. classic insurance.
Item Ended
Item condition:
29 Apr, 2012 17:19:52 BST
Item location:
Milton Keynes, United Kingdom


eBay item number:
Seller assumes all responsibility for this listing.
Last updated on  15 Apr, 2012 18:45:50 BST  View all revisions

Item specifics

Used: An item that has been previously used. See the seller’s listing for full details and description of ... Read moreabout the condition
Reg. Mark: R*** *** Get the Vehicle Status Report VSR
Manufacturer: BMW Model: R100 S/GS
Number of Previous Owners: 10 Type: Enduro/Supermoto (road legal)
Engine Size: 998 cc Mileage: 11672
Power: -- Model Year: 1997
Colour: Black Date of 1st Registration: 04 Oct 1979
Metallic Paint: -- Gears: Five-speed manual
MOT Expiration Date: Mar 2013 Drive Type: Shaft
Warranty: -- Start Type: Electric start
Independent Vehicle Inspection: -- V5 Registration Document: Present
Road Tax: 5 Months Remaining Customised Features: Bodywork/Fairing, Handlebars/Clip Ons, Headlights, Rear lights/Indicators, Windshield
Extra Features: Case/Topcase, Rolling Bars,Frame Sliders Performance Upgrades: Brakes, Suspension
Previously Registered Overseas: --
This is my old BMW R100S that I got about a year ago to build up as a winter hack. The previous owner had found it in a poor state and part-converting it to GS style for trail riding. He got an MoT on it but decided it was too big and heavy for him so I swapped it for a road bike. After all this time tinkering with it I have finally got it running right, but Winter is over, and I have other bikes to use so have decided to sell it at last. I have always liked the old oil-head BMWs for their simplicity and ruggedness but I must admit I prefer the convenience of modern bikes.

Ok, where to start? The bike is basically a standard 1979 R100S, fitted with BMW K100 yokes and Kawasaki KLE500 forks, brake and front wheel. A substantial fork brace helps keep the front end tracking true, fitted with a generic front mudguard and flap. The headlamps are Suzuki GSXR 400 (I believe) with a small windscreen (R100RS headlamp cover) to keep the flies off. The clocks are the original R100S ones and the mileage reads 11672 but I cannot confirm if that is genuine. Handguards keep the wind off your mitts, and braced MX bars are fitted. Longer Koni shocks are fitted at the rear and the centre stand has been lengthened to suit. Both footrests have been lengthened to suit off-road use and to stop my big feet from being trapped under the carbs. Rubber shields under the barrels keep the rain off your feet. The single seat is a cut-down Honda XL600 one, as is the rear mudguard, I think. A rear carrier is welded to the rear sub-frame behind the seat, as are the brackets for the Krauser/BMW panniers (in fair condition, with keys). A tank cover protect the straight but shabby fuel tank (no dents), and the bike is fitted with twin horns, and spot lights mounted on the engine bars. The wiring is in place for a rear fog light too, but I couldn't find anywhere suitable to fit one. It comes with the tank bag, and a small bag behind the seat for your waterproofs or sandwiches. It has a shackle lock and holder behind the rear number plate, as I don't have a key for the steering lock.

Are you bored yet?  No, Ok so what have I done to it so far? I rode it home and listed the many faults that I needed to address. I had the fork brace made to cure the front end twisting under braking, binned the sail of a MX front muddy and fitted a modified road one, with enough clearance that it shouldn't clog up, then fitted a flap to stop the front of the engine getting covered. Modified the stand, and footrests, made up a brace for the pannier frames (flapping in the breeze), and numerous other odds and ends. I cleaned up both brakes and fitted fork gaiters to the good-condition fork legs. The engine and gearbox had already had an oil change and were running fine so I left them well alone. The silencers have been cut-down and the front pipes are rusty, but I was planning to fit stainless front pipes and Norton Pea-shooter silencers anyway, so it looked more like the desert racers of the 80s (and they sound nice). I had problems with the carbs leaking so I got new float needle valves and gaskets and stripped and cleaned the (gunk-filled) carbs. gunk-filled because both taps had their filters missing and were horribly gummed up. How it ran I have no idea. New filters, replacement taps and new fuel line all helped there, but it occassionally leaks out of the left carb, so I think there is a bit of muck still in the system somewhere.

Right, so it is now running and stopping OK, but not charging. Bugger! The wiring is a mess, so I get my electrician friend in to build a new, simplified wiring loom and electrical box (under the seat). Getting everything right takes a while, but now I have a good charging system (electronic ignition is already fitted) with relays for the lights, horns and spot lights, a generic left-hand switch gear keeps all the switches in one place, with the ignition key in the wiring box under the front of the seat. It starts easily, ticks over sweetly and stops OK (could do with an extra disc really) but pops on the over-run, so that is probably an air-leak in the exhaust system. The MoT was about due anyway, so I cleaned the carbs again and charged the battery and took it for it's MoT test, which it passed with no advisories. The bike runs well and pulls cleanly and everything seems to work well. The tyres are half-worn Conti Escapes, the brakes are all good, as are the forks, and the battery holds a good charge. The centre stand need looking at as sometimes it won't go all the way up properly unless you get off and push the springs in. Apart from that, and it looks a bit of a rat, it's nearly perfect!

So there you have it. I built this bike up to be a reliable and practical hack, fit to ride all year round and carry all the stuff I need for rallies and camping. With no complicated electronics or fuel-injection, it can be patched or repaired at the roadside with normal tools (no back-up vehicles or dealer support needed!). So it is simple, un-complicated and easily maintained. A bit like me, really!

Usual eBay stuff applies. No tyre-kickers, time wasters of stupid deals or offers, thanks. I have had enough of them already. Viewing is recommended, but no test rides without £1200 in my hand and proof of insurance. Cash on collection preferred, or cleared funds before release. I have the V5C in my name, the MoT certificate, a pile of receipts and a Haynes manual. It is taxed for five months and is ready to ride away, although it could probably do with a bit more fettling before you set off round the world.

Thanks for taking the time to read all this, and good luck.

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