In 1983 Moto73 already wrote about the BMW K100 and K75. So they already had a look at classics there. That the time was even more innocent then, is evident from the roaring text that mentions spying for the new BMWs with meters long telephoto lenses hidden in wait. With today's eyes you can see that the photographer was allowed to stroll around the machines with a cup of coffee in his hand and a cigarette in the corner of his mouth, while a PR person M/F whispered in his moist ear.
The suggestions about the technique are also presented somewhat mysteriously, but seem neatly copied from the list that was made available to the journal. So fake news? Nope: directed truth.
Meanwhile, the BMW K100 was hot news at the time
The machine was of course as big, heavy and fast as you could expect from a top model. But he also clearly showed that the Germans no longer considered themselves blindly bound by the boxer concept. The BMW K100 – and the K75 – were as innovative as can only be imagined and built in Europe. The reclining four-cylinder with its head on one side and its crankcase on the other was a strong example of 'out of the box' thinking. A low center of gravity and optimal accessibility for service and maintenance. Fine!
After its introduction, the 'brick blocks' grew into a sales success that was the heart of a whole series of engines. But at a certain point the news was over and the BMW K100s and now the K75s were overtaken by time. They remained fantastic motorcycles, with the K75 actually riding just a bit better than its big brother. But no one wanted such a thing anymore.
BMWs for next to nothing
Only very recently, prices were at what was now the lowest point. 'At any price' was just a bridge too far, but for around 800-1.000 euros you already had a wide choice of BMW K100s and K75s. Two blocks away from here, an absolutely immaculate early BMW K100 with full service history turned out to be of interest only to someone who wanted to turn it into a cafe racer and asked the owner what else could be reduced if he didn't include the fairing and panniers.
But the prices are rising
That time has since passed. You can still buy a neat BMW K100 or K75 for little, but you won't get any more money if you take one. The funny thing is that the revival in the sale of these horizontal three and four-cylinder engines is not even due to the fact that we regular motorcyclists have come to appreciate the classic value of the 'bricks'.
next generation
Now the buyers of this generation of BMWs are younger people who are happy to turn them into café racers and scramblers. It is a whole new generation of motorcycle enthusiasts with passion, but with limited resources. That is nice again. And that they are not all equally technically skilled and sometimes come up with life-threatening constructions? Well, they are at the beginning of a learning journey.
Now or never?
It is therefore now important for BMW enthusiasts with vision to score an original copy that is as cool as possible and to cherish it. Because these once revolutionary motorcycles are actually the most beautiful in their original looks. However? And now you have a neat standard bicycle under two grand. The red RS of Richard Kanning from Erica costs 1.400 euros. Includes original BMW tools, tyres, BMW emergency repair and original booklet.
That's embarrassingly low for a bike that has proven to easily hit the two-tonne mark without a wrench on the block. With normal maintenance, these machines are indestructible. With this copy you have to keep some pocket money behind for oil, filters and a neat service. But still….
Remains that you have to hurry with the purchase of your K100. Here and in Germany you will find beautiful RS and LT models. But across the board they are massively sawn into cafe racer, scrambler, bobber and more of that kind of hobby work. The red one in the picture is for sale here just across the border because his owner has to pay the vet costs for the repair to his cat 🙁
He stays with the hangover
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Stinks of reliability that BMW K, also called The Brick.
Nice technique and those cylinder heads all the way. Somewhere in 1989 a handy tinkerer found out that three of the head bolts exactly matched the position of an engine block of a classic mini. A special Frankenstein modification for the eternal hunt for extra horsepower was born.
I myself have a K100RS head with 16 valves on my mini engine drilled out to 1380 cc. Poah, what's going on.
Bought cup in Apeldoorn Bart?
Regards, Charlie
The K-series was always shrouded in mystique at the introductions. Spy photos, sneak previews, The first K's at our local BMW dealer were brought by Greenib, according to me. 2 pieces arrived 'just' by the importer's men and were picked up and the 2 K's were left behind. Still remember those blue discolored exhausts, unwieldy counter box, typical for this model. Especially boxers, the so-called. Oilheads, but also a K75s, the most beautiful, finest and yet ... quite fast! For example, my motorcycle buddy had a Guzzi 1000 Daytona 8v, and in its wake 225 km / h, flat on the tank and finger on the start button, I got stuck! Trick: LE-jetronic enriches when you press the start button while the engine is running. The ability to turn the starter is secured by the engine management, but apparently the extra peut in combination with a K&N and the 'tailwind' gave my triple the boost.
My eldest son Joost has built a k75 into his old 2-stroke Saabje for daily and reliable transport, it sounds like a 3-cyl .2-stroke, which is driven at low revs, and optically there is nothing to see, just an old Saabje , but faster, more economical, and more reliable!
What a fantastic idea. Please send a photo dolf.peeters@xs4all.nl!!!
My first acquaintance with the K75 was in mid-1985, I worked at the motor service of the Dordrecht municipal police. Instantly in love. The sound alone. And indestructible, not even as a service bicycle. Stone cold block, emergency assistance Dijkzigt, no problemo. 95.000 trouble-free kilometers.
2500 km with a rear tire ... Now have 2 in the shed, an RT and a C (converted to high handlebars). Simple maintenance, oil, filters (K&N air filter), spark plugs, adjust valves (almost never expired during normal use) I do myself. When it gets really technical I have a buddy who is a BMW mechanic. And timeless design, still a modern look after 40 years. These last until the bitter end.
Long-term relationships are best!
Nothing but praise for the k's.
Dirt cheap to maintain and run.
My first k100rt went out the door with just under 400.000 (!) Km. My second, a k75rt ran in pieces at 298.000km. hole in piston of last cylinder. My current k75rt now has 330.000 km and increasing because it is ridden very often.
In addition to my collection of old boxers, there is another K1 in absolute mint condition for safekeeping, a naked 75 in equally immaculate condition, and a first-generation k100rs, also in near mint condition. So that's at least 3 that won't be messed up as some kind of 'cafes scramble', or what to call that kind. Anyway, the k series is fantastic. Even though a boxer has more character. I often drive my old boxers too, but nothing beats the k (100 and 75) for reliability, maintenance and economy.
I think I'm too late again. But oh well: the garage is already full. Funny: I recently spoke with Theo Terwel about the time when a perfect K1 did not yield more than 3 grand. That has changed quickly! Hold those treasures!
You sure are, Dolph. Here's how you can 'not' find them anymore:
From 1984 I enjoy driving the BMW K-series. I had the K 100 RS 3 times, the last one was the 16-valve. Then K 1100 RS and K 1200 RS (2 x), until the “flying brick” went out of production. Via the K 1200 R Sport to the K 1600 GT, of which I have the 11th on order after 4 years. Always been a fan of the BMW Multi cylinders!
Multi is great. But how many are six cylinders!
To each his own. You like it, you think it's ugly or you're indifferent about it. In any case, the K series ('K' from 'Kompakt' has become a success. The four-cylinder was quite heavy and so, at the request of the NL police, a somewhat lighter three-cylinder was invented for this purpose. At least, according to the information I received at the time. reached. The K75 was not the fastest of the entire K span, but as a three-cylinder it ran like the proverbial turbine in terms of behavior. Oh how well those things ran. But that is of course a matter of taste. The K-series got at the eastern neighbors also nicknamed 'der pfeifende Ziegelstein' because of that square block that produced such a striking whistling sound by that primary drive. It was conceived as the dream successor to the boxer. The 'boxeristas' didn't like it and so got the boxers their successors. Everyone happy? Well.... The K was in any case a keeper and it also had successors. Each to his own and something for everyone. The Spanish driver Carlo Carduz drove fairly hopeless races with a K100. BMW wanted however notknow a lot about it. After being persuaded that this would be a very bad advertisement, BMW technicians, armed with equipment and software, set sail for Spain and implanted their equipment and software into the heart of Carduz's whistling brick, after which he whistled the triumphal procession. bet and won the championship. Not bad for such a 'lelluk thing'. As a boxer adept of a boxer, I am not yet aware of this.
Nice info! Nice that NL police link!
My 100 K1986RT.
Actually the 2nd series, although it is not really called that, a nice, wonderfully driving engine. Taken over from father-in-law, just used in all kinds of weather….
But now still in use, if not for living and working all year round, but to enjoy as a practical motorcycle. Nix is still old-fashioned. Just do what it was made for. Touring.
This lady
We are the simple kind. That's a blessing!
You're lucky with your father-in-law!
After 10 years of driving a BMW R100RS, I wanted a more modern engine, a bright yellow K75RT, great engine, but just like a sewing machine, there was no emotion at all.
After a year I exchanged it for an r100gs, which I have had for 22 years now.
Was fun to drive for a while, but no more than that.
That way I know more. Boxers are really different
I have owned a K2010LT since 100. Wanted to have it when I was 18 but then they were just on the market and priceless. For me it is a very nice motorcycle: good protection against the elements, plenty of space to store luggage and ergonomically completely suited to my body.
Unfortunately, due to private problems and a loft full of far too many other engines, she has been standing still for a year or so. This year she has to drive again and I will leave the other projects for what they are.
What a silly thing! Sound too!
When you sit on it you hardly see it!
Well…The K series…
Widely reviled for its boring square and anomalous shape and technique, praised for its indestructibility.
Loved by a very select audience, and sought after by the knot guild because of reliability and above all affordability.
And that for a real BMW…
It's a shame that all those bricks and old boxers are castrated and molested in the hands of bunglers, that's all I can make of it.
It usually ranges from bad to very bad. But tastes differ. And it's good for parts supply of original stuff