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. It was intended to be the genuine successor to the R 1100 RS with a more emphatic orientation towards sport.
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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. 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. 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. A fully-controlled three-way catalytic converter was fitted as standard. 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 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 vehicle was assembled by coachbuilding supremo Bertone in Italy. The C1 could be optionally fitted with ABS. 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. This underwent strategic deformation in a head-on collision and dissipated the kinetic energy of motion.
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. 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 BMW C1 was to be a synthesis of motorised two-wheeler and automobile, and an innovative offering for individual mobility in urban areas.
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. 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. It combined the best of both worlds with “G” for “Gelände” (off-road) and “S” for “Straße” (road). 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. 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.
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