BMW R1200 motorcycle engine

Nice one. Good point. Thanks.

Duncan

I just bought a twin spark 1150 GS engine, with alternator and computer, for $500 US. I have seen BMW 1150 and 1200 engine prices from $700 US- $1500 US plus shipping depending on mileage and year of manufacture. I lucked out on the twin spark. It was offered only a couple years on the 1150GS Adventure. In 2001 they produced twin spark 1100S models. Here is more info on the BMW Twin Spark

What is Twin Spark - ADVrider

An example of the twin spark's longevity yet low price (each side fairing alone will go for over $400 to the hobby Ebayer)

2004 BMW R 1150 RT-P Police Twin Spark Super Clean (Auction ID: 100534, End Time : Mar. 26, 2009 12:59:01) - 911Auctions

Taken from the Wiki:

The standard R 1150 GS model was produced from 1999 to 2003, when it was replaced by the more powerful and lighter R 1200 GS. The Adventure, which was produced from 2001 to 2005, was replaced by the R1200GS Adventure in 2006.
In late 2002 the optional ABS system was replaced with an electrically servo-assisted (IBS) version. In addition the engines were equipped with twin spark plugs on each cylinder to improve emissions and cure a persistent surging problem that affected many BMW boxer models.
58,023 units of standard R 1150 GS model were produced, while 17,828 units of the Adventure models were produced.[3]

With a lightweight drive and prop, a person can almost "wear" this engine as a backpack. Maybe not Ultralight, but,darn close, and with alot of power.

By the way, it's set up as a pusher. Tractors will need exhaust cooling ducts.

Hi,
Well, it seems that I missed out on the R1150 engine I was after. No worries, there are plenty more where that one came from.

In fact, I was at a local fly-in over the weekend, and met some really interesting folks, including a fellow who specialises in importing motorcycles into NZ. I mentioned to him that I had been after a R1150 from a damaged BMW and he suggested that he would be able to source engines from wrecked bikes quite easily. So going to the fly-in really paid off for me.

I have been thinking about what engine to use:
R1150:
Readily available
Simpler than R1200
Conversion is well documented
Vibration is an issue (hence common use of centrifugal clutch)

R1200:
Reasonably available
More complex than R1150
Conversion not well documented
Vibration issue resolved by BMW (engine internally balanced)

Similarities between the two engines:
Same engine mount
Similar power
Same cooling requirements
Same exhaust requirements

Differences:
Engine onboard computers

It seems to me that if I use a Link ECU, I can completely dispense with all three of the BMW computers - and therefore, completely bypass the issues related to the ZFE. What would I gain by doing this? (1) A balanced motor - no vibration which is an issue with the R1100, R1150 engines (2) Less weight (apparently about 20kg less)

I'm hoping that what I will save by not needing to buy the BMW computers, I can spend on the Link ECU instead.

So the plan is to ask my new friend to source a complete BMW R1200 (including exhaust, airbox, but excluding all computers, wiring loom).

Regards,
Duncan

Hi guys.

What is the BSFC of a Oilhead operating in the 6-7k rpm range at economy-/powermixture with a good aftermarket-tune or stock injection

Based upon experience, can it cruise at almost- or full power at this rpm provided cooling and everything is good? -or has there been catastrofic failures?

I'm not sure what BSFC means. Redline for the 1150 is 7500rpm (any more and the valves float). I would use 7000rpm for takeoff power and 6000rpm or so would do for cruise power. Max torque is around 5250rpms, and slowly drops from there, but the torque curve is fairly flat on this engine with no extreme peaks, so you'll have good power at any rpm from around 2500 up to redline.

The TAKEoff, german BMW convertions, say
Extremely economical consumption (225 g/kW/h)
thats about 165 g/Hp/h or 0.365 Lb/hp/h
if that can be correct or just plane? sales talk is a good topic.

Jan

Although an apples vs. coconuts and totally unscientific comparison, my BMW oilhead R1100 motorcycle burns ~1.5 US gallons per hour cruising at ~75-80 mph, or ~50-52 mpg at that speed. Motorcycles (even faired ones) are high drag items, with CD in the .7+ range.

A couple other items for the BMW 1100/1150 (I've owned both).

The BMW dealer stated that the engine should be warmed up on the road, not idle, while staying below 4000 rpm until warmed up. An initial mag check runup and taxi should do it.

Best fuel consumption was around 3000 rpm. Could be due to lower speeds=lower drag. My coconut gets 36-40 mpg, but I have Jesse bags, tend to flog the throttle, and I routinely do 70-100 mph. Steady throttle will produce much better fuel economy no matter the rpm. Practicing aerobats will prolly get less...

Synthetic oil must not be used before 8000 miles (on the new engine), and up to 12000 miles or until the engine stops using oil (breakin period). Yes, it does take that long to break in. I waited til my 12000 mile service to use synthetic.

RTFM,

If you're going to ditch the BMW fuel and electrical computers, the 1200 sounds like a better engine. It is supposed to be lighter than the 11xx engines, more powerful, have more torque, and, like you stated, internally balanced. I believe most problems have been in figuring out how to use the BMW R1200 electrical system in an aircraft, and reprogramming the computer for aircraft needs.

Good engines come up regularly. Just wait for your deal. You can find these engines on Ebay, IBMWR.org in the Marketplace, ADVRider.com in the flea market, Beemerboneyard.com, Craigslist, and many other auction venues.

You just have to put in the time and wait for your deal whether it's low mileage, or best price. I just happened to stumble into a my deal. I originally bought parts for my bike and happened to remember the guy might still have the engine. An email later and it was mine.

I hope your search is as easy.

Jeff

http://www.aerotech-poland.com
We offer gear reduction drive kits for BMW 1100-1200

Our kit includes:

• flywheel
• centrifugal clutch unit
• tortional vibration damping unit
• two worm cog gear - available reduction ratios: 1:2,55, 1:2,76, 1:3, 1:3,26

The kit is provided as assembled and ready for installation on the engine.
We give you a 2 years guarantee for standard using of our PSRU (except centrifugal
clutch - it must be replaced after about 800 hours of working)

Hi,
I would be very interested in finding out more about your drives. I have visited your site, and it does look like you have a fully engineered solution.

Of particular interest would be exact weight, and dimensions of your drive unit. Specifically, I would need to know the offsets (both horisontal and vertical) of the drive. Do you have accurate drawings available?

Regards,
Duncan

And, of course, some indication of pricing.

Cheers,
Duncan

YouTube - BMW aircraft

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BMW powered Hi Max.. New Zealand

Originally Posted by pomadom

YouTube - BMW aircraft

BMW powered Hi Max.. New Zealand

Looks likes an airhead (100/80 or before)

What I was wondering, anybody with experience of adding a turbo (either charger or compressor) to an R1100/1150/1200 engine? Not for extra power, but for turbonormalising.

No experience with that, but here's a good book:
Amazon.com: Motorcycle Turbocharging, Supercharging, & Nitrous Oxide: A Complete Guide to Forced Induction and its use on Modern Motorcycle Engines (9781884313073): Joe Haile: Books

I've been flying a BMW R1100 on a trike for several years now, I bought it from Take Off, they're based in Germany.

On the up side I like the smoothness of the engine, runs like a sewing machine. It's more economical on fuel than other engines with the same HP and I'm sure nobody will ever throw a rod or twist a crankshaft. TBO? This thing might be enternal. Mine develops 80hp at 6750rpm but the redline isn't until 7800rpm and it can handle 7600rpm continuous. A trike needs power because of the poor aerodynamics so I cruise at 5200rpm, the engine sounds quite relaxed at this speed.

On the down side it's heavier than a comparable aircraft engine, the block is actually the chasis of the bike and the internal componants are beefy. Ignition is not by means of a magneto so it competely depends upon the electrial system of the aircraft and it's alternator. Same holds true for the electric pump for the fuel injection, Take Off now offers a redundant pump in case the pump fails. An extra on board battery will buy you some more time if the alternator (or it's belt) fail.

I made it back to my field (65km) by connecting the booster that I was carrying to the battery after the alternator belt failed so you can prolong your running time (30 to 45min.) with another battery.

So why was I carrying a booster in a trike? This engine has allot of compression and over 500cc per cylinder, if your battery is not in top shape starting the engine can be a problem. There is no way to start the engine manually, due to the centrifical clutch the engine cannot be prop started either. So just in case I carried the booster.

I finally popped for the gel cell battery sold by BMW, tried to save by purchasing a 28Ah wet cell but it starts better with its 18Ah gel cell.

If the BMW is your engine of choice then I strongly recommend that you purchase an engine package ready to go unless you are truely an expert with this engine (even if you are, reconsider). The wiring harness from the bike is a nightmare to decipher, you're much better off purchasing this already made, then it's just "plug and play". Same goes with the redrive, no point in experimenting when there are proven units on the market. A friend of mine purchased the same engine, bought the wiring harness and redrive from Take Off and did the assembly himself. My engine puts out considerably more power than his, even a BMW machanic has never been able to figure out why.

The engine is complex but its these complexities that set it apart from other engines of similar displacement.

Like all engines there are pros and cons to consider.

Steve