In comparison, the old-fashioned BMW motorcycles with their sluggish two-cylinder engines felt stuffy and sales were low. A new product was needed to stop the downward trend.
Developing a competition motorcycle
Laszlo Peres is one of the fathers of the BMW G/S. In 1977, as an employee in the testing department, he developed an offroad competition motorcycle in the space of three months. A year later, along with his motorcycle, he was runner-up at the German Offroad Championships in the over 750 cc class.
"The adventure bike weighed only 130kg and was ideal for offroad thanks to the low centre of gravity and the powerful engine," says Peres. BMW was convinced of the concept and began expanding its motorsports activities. The prototype was developed further and celebrated further successes in 1979.
Despite - or perhaps because of - the losses, motorcycle director Karl Gerlinger asked the board of management for a new project, got it approved and had a new bike developed. "We saw the potential of the concept and used it in smart way. However, the G/S has little to do with the then competition motorcycle," says Peres.
The really new thing was the single-sided swingarm with a single shock absorber, promising longer suspension travel and therefore more offroad capability. The swingarm, called the "monolever", was supported by a shock absorber against the frame, lifting the rear when accelerating. This created an “elevator effect”, which was not minimised until 1987 with the updated unit known as a Paralever.
A robust bike and lots of accessories
In 1980 the G/S with the swingarm and a maintenance-free drive shaft, an 800 cc two-cylinder engine with 50 hp of the R80/7 and a large 21 inch front wheel came onto the market, reaching speeds of up to 160kph. The boxer engine was robust, the technology manageable, the valve clearance easy to adjust. The rear wheel could be removed in a few minutes.
In 1980 it was the most powerful, but also the heaviest, adventure bike on the market.
The G/S became the mother of all adventure bikes. The then completely new look was no design gimmick. The special tyres and the high mudguards make it possible to ride through sand, mud and rivers. Only the height of the carburetor regulates the wading depth.
Most owners like the long-distance seating position, the almost 200kg payload, a 19.5 litre tank for around 250km range and a large range of accessories. BMW got a lot of things right and has been successfully offering enduro bikes up until today.
Handling curves with the cylinders in the wind
The oldie still inspires to this day. The cylinders protrude from the sides and can be cooled by the airstream. With a slight turn of the throttle at the traffic lights, the motorcycle swings slightly to the side. But once you get moving, the narrow G/S looks like a moped.
Despite the high weight of 192 kilos when fully fuelled, the G/S weaves its way easily through curves and is a dream to ride. However, the pilot should keep an eye on the next curve. The front disc brake requires some power, the rear drum brake decelerates rather tentatively. The constant bouncing of the rear is not for everyone, but it can be built into the drive flow after a few kilometres. If that bothers you, you should try a later model with the Paralever swingarm.
The early G/S models are particularly popular with Frank Meissner from Classic Analytics, the classic car market observer.
"The G/S is considered reliable, easy to maintain, stable in value over time, spare parts are still available and there is a large accessories market, as well as the two-cylinder boxer engine," says Meissner.
For models in good condition, the value in Europe has risen from €5,100 in 2014 to €9,800 today; the special Paris-Dakar model with a large tank, single seat, luggage rack and rally look is up to 50-per-cent more expensive.
