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dr350-digest           Friday, April 2 1999           Volume 01 : Number 006




----------------------------------------------------------------------

Date: Wed, 31 Mar 1999 08:41:18 -0700
From: "Kurt Simpson" <[e-mail]>
Subject: Re: (dr350) Turn signals

>On my bike, I installed white brothers turn signal savers at about six bucks
>a pair. They are flexible rubber pieces that mount where your signals went,
>then mount the signals to the savers. I put them on and in 3 years of
>primarily single track riding with crashes every time out. I haven't broken
>one signal. The mount is stiff enough for the signals to stay straight, yet
>flexible enough that my signal can turn almost in a full circle.


Fred, can you get these?

Kurt

------------------------------

Date: Wed, 31 Mar 1999 09:14:49 -0700
From: "Fred Hink" <[e-mail]>
Subject: Re: (dr350) Turn signals

- -----Original Message-----
From: Kurt Simpson <[e-mail]>
To: Sperduto, Nick <[e-mail]>; 'dr350 post'
<[e-mail]>; Dan Schewe <[e-mail]>
Date: Wednesday, March 31, 1999 1:47 AM
Subject: Re: (dr350) Turn signals


>
>
>>On my bike, I installed white brothers turn signal savers at about six
bucks
>>a pair. They are flexible rubber pieces that mount where your signals
went,
>>then mount the signals to the savers. I put them on and in 3 years of
>>primarily single track riding with crashes every time out. I haven't
broken
>>one signal. The mount is stiff enough for the signals to stay straight,
yet
>>flexible enough that my signal can turn almost in a full circle.
>
>
>Fred, can you get these?

If WB has em I sure can.

Fred Hink
^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^
         Arrowhead Motorsports
http://www.angelfire.com/ut/moab/
435-259-7356  Fax [phone]
^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^

>
>Kurt
>
>
>

------------------------------

Date: Wed, 31 Mar 1999 08:40:36 -0800
From: "Bruce P. Clapp" <[e-mail]>
Subject: (dr350) Idle problems

Has anyone has idle problems on their DR? On mine, after is warms up, it
will idle rather high, and then all of a sudden, drop down to a low
idle. I have opened up the air box and this has helped a lot, but it is
still doing this weird idle thing. Could this be a problem with how it
was manufactured?  I had a 90 DR250 that did the same thing.

Any ideas or suggestions would be greatly appreciated.

Thanks,


Bruce Clapp, MCSE
Information Systems Administrator

360-532-9101
360-532-1792 (fax)
http://www.ovalstrapping.com

------------------------------

Date: Wed, 31 Mar 1999 09:02:34 -0800
From: <[e-mail]>
Subject: Re: (dr350) Idle problems

Bruce, Sounds like you have the D/S model with the CV carb. I have the dirt
model, therefore can't help  but call Scott's (818-248-bike) or Thumper as they
have a cure w/ a recommeded needle and jetting.

John


Has anyone has idle problems on their DR? On mine, after is warms up, it
will idle rather high, and then all of a sudden, drop down to a low
idle. I have opened up the air box and this has helped a lot, but it is
still doing this weird idle thing. Could this be a problem with how it
was manufactured?  I had a 90 DR250 that did the same thing.

Any ideas or suggestions would be greatly appreciated.

Thanks,


Bruce Clapp, MCSE
Information Systems Administrator

360-532-9101
360-532-1792 (fax)
http://www.ovalstrapping.com

------------------------------

Date: Wed, 31 Mar 1999 10:08:11 -0700
From: "Fred Hink" <[e-mail]>
Subject: Re: (dr350) Idle problems

- -----Original Message-----
From: Bruce P. Clapp <[e-mail]>
To: 'DR 350' <[e-mail]>
Date: Wednesday, March 31, 1999 2:44 AM
Subject: (dr350) Idle problems


>Has anyone has idle problems on their DR? On mine, after is warms up, it
>will idle rather high, and then all of a sudden, drop down to a low
>idle. I have opened up the air box and this has helped a lot, but it is
>still doing this weird idle thing. Could this be a problem with how it
>was manufactured?  I had a 90 DR250 that did the same thing.
>
>Any ideas or suggestions would be greatly appreciated.
>
>Thanks,
>
>
>Bruce Clapp, MCSE
>Information Systems Administrator
>
>360-532-9101
>360-532-1792 (fax)
>http://www.ovalstrapping.com
>
>
>

Bruce,

Make sure that your throttle cable has enough "play" in it.  Does your
throttle snap back closed?  Also check all the connections between the carb
and the engine.  It sounds like an air leak.  Could be anywhere there is air
sucking into the engine between the carb and the head.

Fred Hink
^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^
         Arrowhead Motorsports
http://www.angelfire.com/ut/moab/
435-259-7356  Fax [phone]
^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^

------------------------------

Date: Wed, 31 Mar 1999 11:25:30 -0600 (CST)
From: [e-mail]
Subject: Fwd: Re: (dr350) Kouba links...

On 03/19/99 08:54:03 you wrote:
>
>Norm is in Baja as we speak. He is riding a borrowed DRS435 he has tweaked
>on that belong to Mrs Bates. He is using borrowed side racks & saddle bags
>from me. He rode down in somebdy elses Suburban and is wearing riding gear
>he got off of a used rack from a friend that gave them to him.
>So please buy the links from him when he returns.
>Happy Trails
>Tim
>-----Original Message-----
>From: Kurt Simpson <[e-mail]>
>To: dr350 <[e-mail]>
>Cc: dust <[e-mail]>
>Date: Friday, March 19, 1999 8:23 AM
>Subject: (dr350) Kouba links...
>
>
>>Norm, I'm hoping you read this...we had a lister on an affilitated list,
>i.e., DUST
>>asking about your Kouba Links. Can you give a summary of why you developed
>them and
>>what they can and can't accomplish?
>>
>>Thanks,
>>
>>Kurt Simpson
>>
>>
>
>
>
>

Kurt, will post some info on the links in the next day or so as I get caught
up.

Tim;  I'm going to feed you all the borrowed sand you can eat come Saturday.
And just for your info, one set of saddle bags were owned items off the V-
Max.

------------------------------

Date: Wed, 31 Mar 1999 12:05:55 -0600
From: Dan Schewe <[e-mail]>
Subject: (dr350) Need Info on Kouba Links

Does anyone know what differentiates a Kouba link to a stock linkage?  What
is the difference in centerline hole spacing and how the centerline spacing
on the link sized or optimized (rider weight, terrain, etc.)?  With the
addition of a Kouba Link, do you need to change the rear shock spring rate?
 My bike is a 1994 DR350SE.

Second question: Any recommendations for spring rates (front and rear) for
a plump 230 lbs rider that doesn't like the front end diving when the
breaks are applied?  Upgrading the springs will hopefully prevent bottoming
out off jumps, but I mainly want to minimize the front-end dive, especially
when encountering nasty down hill trails.

Any info would be helpful and appreciated...

Dan

------------------------------

Date: Wed, 31 Mar 1999 11:52:58 -0700
From: "Fred Hink" <[e-mail]>
Subject: Re: (dr350) Need Info on Kouba Links

- -----Original Message-----
From: Dan Schewe <[e-mail]>
To: '[e-mail]' <[e-mail]>
Date: Wednesday, March 31, 1999 4:02 AM
Subject: (dr350) Need Info on Kouba Links


> Any recommendations for spring rates (front and rear) for
>a plump 230 lbs rider that doesn't like the front end diving when the
>breaks are applied?  Upgrading the springs will hopefully prevent bottoming
>out off jumps, but I mainly want to minimize the front-end dive, especially
>when encountering nasty down hill trails.
>
>Any info would be helpful and appreciated...
>
>Dan
>
>
>

Hello Dan,

Before you spring for some new springs ;<)  you might try adding some more
"preload" to the springs that you already have.  You could add about 1/2" to
1" in the front and see what that does for you.  Use a stack of washers or
cut some PVC pipe the same size as your springs and put this spacer on top.
The rear spring can be tightened by the big adjustment nut on the shock.
Measure your "sag" and see if it is close to 4".  Sag is the difference
between the measurement at the rear axle to point at the end of the frame
when the suspension is fully extended (wheel off the ground)and when it is
compressed by you and all your riding gear.  This will usually require
someone else to take the measurements while you sit on the seat in your
normal riding position with all of your weight.

Springs will cost you around $60 for the front and $80 for the rear.

Fred Hink
^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^
         Arrowhead Motorsports
http://www.angelfire.com/ut/moab/
435-259-7356  Fax [phone]
^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^

------------------------------

Date: Wed, 31 Mar 1999 14:13:00 -0500
From: "Sperduto, Nick" <[e-mail]>
Subject: (dr350) This summer

Im kicking around the idea of what to do for a ride this summer.
I've done the six days of Michigan and I'm thinking of doing it again.
there is a 2 or 3 day dual sport loop routed out in New Hampshire.
I rode the michgan trail safari.

anybody know of other states that have maped out long loops or riding
places. Preferably towards the east. I live in NJ.
I'd consider out west if there were mapped trails and dual sport bikes
available to rent.
I have ridden with the nevada motorcycle adventures. I'm just not sure I
want to spend that much money this year.

I'm open to suggestions.

Nick

------------------------------

Date: Wed, 31 Mar 1999 16:42:09 -0700
From: "Tim Bernard" <[e-mail]>
Subject: Re: (dr350) This summer

Hi
Where did you go with Nevada MC Adventures. What should a bike rent for?
Happy Trails Tim
- -----Original Message-----
From: Sperduto, Nick <[e-mail]>
To: '[e-mail]' <[e-mail]>; Rick & Judy Resh
<[e-mail]>; 'dr350 post' <[e-mail]>;
'[e-mail]' <[e-mail]>; '[e-mail]' <[e-mail]>
Date: Wednesday, March 31, 1999 4:05 PM
Subject: (dr350) This summer


>Im kicking around the idea of what to do for a ride this summer.
>I've done the six days of Michigan and I'm thinking of doing it again.
>there is a 2 or 3 day dual sport loop routed out in New Hampshire.
>I rode the michgan trail safari.
>
>anybody know of other states that have maped out long loops or riding
>places. Preferably towards the east. I live in NJ.
>I'd consider out west if there were mapped trails and dual sport bikes
>available to rent.
>I have ridden with the nevada motorcycle adventures. I'm just not sure I
>want to spend that much money this year.
>
>I'm open to suggestions.
>
>Nick
>

------------------------------

Date: Wed, 31 Mar 1999 14:13:00 -0500
From: "Sperduto, Nick" <[e-mail]>
Subject: (dr350) This summer

Im kicking around the idea of what to do for a ride this summer.
I've done the six days of Michigan and I'm thinking of doing it again.
there is a 2 or 3 day dual sport loop routed out in New Hampshire.
I rode the michgan trail safari.

anybody know of other states that have maped out long loops or riding
places. Preferably towards the east. I live in NJ.
I'd consider out west if there were mapped trails and dual sport bikes
available to rent.
I have ridden with the nevada motorcycle adventures. I'm just not sure I
want to spend that much money this year.

I'm open to suggestions.

Nick

------------------------------

Date: Wed, 31 Mar 1999 12:59:37 -0600
From: [e-mail] (Andrus Chesley)
Subject: (dr350) DR Mods

Thought I would mention to some of the new  ones with the DR SE's that
are jetted so lean that it takes for ever to warm up.  Pull the top off
the carb ( you'll have to remove the carb to do this) Get a really thin
washer ( about .020 or so ????) and put it under the needle to pick it
up a bit. This will vastly improve cold motor running and not having to
stay on choke cept to start the bike. This also lessens the chance for
fouling the sparkplugs.
Leave the little rubber grommet off the air box next time you clean your
filter ( gotta take it off anyway or I did ).
Seat  hmmmmm.  Bought a Corbin for a 100 bucks plus shipping out of shop
in New Jersey. Okay for off road but really sucks if you gotta do 50 to
100 miles of highway to get to your riding area. Took it to a friend in
the upholstery business and we cut a pocket in the foam where I sit at,
added a little of what we cut off to the front, recovered it with a grey
material ( cooler after sitting in the sun ) and now have a good butt
pocket with the width needed and not really that shabby on the pegs.
This was an extra 70 bucks but my butt says "Thanks Guy".
I'm hearing about a rack to keep saddle bags off the pipe but not where
I can get these items. Someone help please. I have the standard Suzy
rack on now and can strap a piece of SS tubing that I bent to keep the
bags off the pipe. By the time I load up the Tank Panniers  ( out of
Cabella for 44 bucks with shipping to Louisiana ), The Fishing bag (
which is tie-wrapped to the luggage rack) the Tourmaster soft bags (
from my old KLR days ) and the Sealine bag with tent and related camping
supplies, We're getting a good load on the side panels..  ;-).
 Thanks  People.

- --
Cheers and Best Regards
Andy Chesley @ 55 and ticking
'97 BMW R11RA
'97 Suzuki DR350SE
'98 Buick w/trailer
Jennings, La. @ the SW corner
"So Many Roads, So Little Time"
http://www.deltech.net/members/aches

------------------------------

Date: Thu, 01 Apr 1999 09:05:58 -0500
From: "Mike Harpster" <[e-mail]>
Subject: (dr350) DR350 Advice

Hi everyone,
I'm new to the list and also to the DR350. I just bought a 98 DR350SE on
Monday. I live in Central Pennsylvania and I'm planning on dirt riding
95% of the time.

     I'm interested in geting some advice on modifications to the DR
that will improve the performance in the dirt and not hurt the
reliability of the bike. I have seen others talk about modifying the
airbox but they haven't gone into detail as to how to do it. I would
also like to find out more about carb jetting, suspension setups, tires,
handguards etc. etc. Any help would be greatly appreciated!

Thanks,
             Mike

p.s. I'm also looking for other riders and places to ride.

------------------------------

Date: Thu, 01 Apr 1999 09:33:35 -0500
From: Darren Blin <[e-mail]>
Subject: (dr350) DR350 FAQ?

Hi
I'm new here. Is there a FAQ for this mailing list by any chance?
Thanks
- -Darren Blin

------------------------------

Date: Thu, 1 Apr 1999 08:29:12 -0700
From: "Pokluda, Gino F" <[e-mail]>
Subject: (dr350) Yamaha to roll out TT850 (very long)

It looks like there is going to be a horse race between Yamaha and BMW to
see who can roll out their big trailies first. This report confirmed by
Yamaha Motor Corp USA's, Jeff Malden.  The TT850 was presented to Yamaha
executives yesterday.

Gino Pokluda, editor, Dual Sport News

>>Yamaha has announced that it will return to the world of big dual sports
with an early release model of the TT850 Gila (pronounced HE-la) named after
the vast National Forest and wilderness area in southern New Mexico along
the Arizona border.  "Before we unveil this milestone dual sport," explained
Jeff Malden, executive director US marketing for Yamaha Motor Corp, "you
would be well advised to forget everything you've ever learned about dual
sports before you see the  Gila."  Good advice, because the TT850 is
definitely not like any dual sport you've ever seen.

For starters, the TT850 Gila has more high tech components and computer
driven functions than the space shuttle. The big news is the 850cc parallel
twin, which despite early speculation, is not related in any way to the
TDM850 engine. "The only thing the two engines share are displacement
numbers," claims Malden.  The new 12 valve TT850 twin is amazing in many
respects, most notably its lack of a conventional valve train.  The TT850
does not have a camshaft, cam chain or any of the other bits and pieces that
are needed to operate valves.  The 850 instead uses 12 (6 per cylinder)
computer driven solenoids to lift the valves which are closed by a spring.
Yamaha claims a weight savings of almost 20 pounds in the engine alone and
maintenance is dramatically reduced.  These valves never need adjustment and
with the Yamaha supported software, can be adjusted for different profiles
depending on riding conditions.  What happens if a number of solenoids go
bad?  First, if a solenoid fails, the valve will close.  Second, the TT850
can run quite well on two valves per cylinder despite their small size.  The
onboard controller will go into "default mode" and operate the remaining
operational valves to accommodate the disabled valves.  Solenoid failure is
unlikely however.  "These solenoids have been operated continuously for
weeks at a time in conditions that would kill the rider.  So we think a
solenoid failure will be rare," explained Malden.

The TT850 is also fuel injected.  The same controller that operates the
valves controls the fuel injection system and emissions.  Two 44mm throttle
bodies feed the hungry twin, which, via a software program, can be
configured for performance or economy without ever touching a screwdriver or
wrench.  All of this is done via what Yamaha calls the Engine Control
Processor, or ECP.  The ECP resides in a well protected compartment, molded
into the tank of the  Gila.  Unlock the compartment and the hatch folds out
to reveal a fair sized LCD touch screen.  A small port is there that allows
you to attach any IBM compatible PC running Windows 98 or NT to the bike.
You can custom tune the bike and download up to 50 engine profiles into the
bike which are stored on a 10 gigabyte hard drive.  On the road, you can
bring up the Select Profile Menu on the onboard screen and select which
engine profile you want to run, although Yamaha strongly suggests this be
done while stopped on the side of the road.  Press the Apply button and the
profile immediately takes affect.  Should the computer fail, a back chip
located in the different location with a default profile will supply vital
engine control automatically and allow you to ride the bike indefinitely
with factory valve and injection settings.  To give you an idea of the range
of performance the TT850 engine can attain with the ECP system, the engine
can be tuned via software to deliver 109 horse power and 76 ft/lbs. of
torque to 86 horsepower and 95 ft/lbs. of torque.  It can be configured to
achieve up to 74 mpg and as low as 33 mpg in its high performance mode.

Having all of the information of the TT850 thrown at you is like trying to
drink from a fire hydrant and Yamaha admits that buyer may have to attend a
tuning course to get the full benefit of the ECP.  But it doesn't stop
there, as the balance of the bike is just as radical.  The  gets a revised
version of the "Omega" frame first used on the GTS1000.  The frame is
composed of two large side plates that bolt the side of the engine and serve
as the mounting point for the suspension and sub frame.  Both parts of the
Omega frame are used as air boxes, grabbing air via two louvered scoops and
ramming it into the throttle bodies.

Also borrowing from the GTS1000, the  Gila uses a highly modified RADD
derived front.  The  Gila's "high approach" front arm is made from tubular
steel and is linked to allow a very tight turning radius.  It has a multi
adjustable front shock and 340mm full floating rotor with a six-piston
caliper for confident braking.  The rear end also features a hollow single
sided swing-arm from cast aluminum.  Not too unusual, you say?  How about
the fact that the non-o-ring final drive chain runs inside the swing arm in
an oil bath and the swing arm pivot is also the counter shaft so you never
have to guess about chain tension.  Chain maintenance is via an access panel
that runs the length of the swing-arm.  As a matter of fact, Yamaha claims
that the aluminum sprockets and #520 chain will not need replacement until
you hit the 50,000 mile mark.  Rear braking is accomplished a two piston
caliper and a 300mm rear brake disc both of which will stay behind when the
rear wheel is removed.

Suspension was not spared the high tech treatment either.  A large, fully
adjustable shock is located at each end of the  Gila.  Each shock is
attached to a hydraulic linkage, which can lengthen or shorten, thus
increasing or decreasing the seat height of the bike. The control for this
is located on the left-hand grip.  Rotating the graduated grip will raise or
lower the bike or you can lock the grip and set a fixed ride height via the
LCD control panel.  Operating range of the TT850 is from a 28 inches to 35
inches in seat height.  Malden admits that the extreme ends of the operating
range cause the TT850 to handle quite differently due to the lengthening and
shortening of the wheel base.

Speaking of wheels, this is where the  Gila goes from wild to bizarre.  The
Gila uses the exact same wheel size as the venerable TW200.  "Don't try to
run a TW200 tires on it (TT850) though," warns Malden.  "You will shred them
just pulling away from a stop light."  Instead, Yamaha has been working
secretly with Bridgestone, Dunlop and Michelin to develop a variety of treat
options.  "The use of shorter wider tires and wheels was a bit odd at first,
but we realized it was best that this bike had a big foot print," explained
Malden.  "The front and back suspensions worked so well, that we could get
away with shorter wider wheels and tires which give the bike unequalled
handling on loose surfaces like gravel and sand."  But what about picking
your way through tight stuff and highway riding?   "No problem," replied
Malden.  "The TT850 is ready for any type of riding, and the new tire design
makes it stable and the highway and nimble off road."

As you may have guessed, the Gila must have some extraordinary electrical
power needs.  To keep electrical consumption in check, Yamaha used fiber
optics wherever possible.  Also, by taking advantage of the extremely
compact engine, Yamaha was able to fit twin 600watt alternators to feed
TT850's ravenous appetite for electricity.

Bodywork is minimal on the Gila.  A smallish frame mounted fairing mates up
to the 4.2-gallon plastic fuel tank.  One large round headlight graces the
front with two smaller projector lamps mounted into recesses on the front of
the fuel tank.  Instruments are LCD analog with a full complement of warning
indicators and a built in GPS.  Handlebars non-braced taper fare with hand
guards available as an option.  Switch-gear is somewhat unconventional and
cluttered with the addition of some new controls for ride height and
steering damper control.

The seat has a slight step in it but is reasonably wide and firm.  The tail
section is clean, with two tail racks available as an option.  There is a
noticeable lack of rear side panels on the Gila for a good reason as Yamaha
decided to polish the rear sub-frame and show it off.  Yamaha knew riders
would want more fuel capacity, but the special fuel tank with the
compartment for the ECP would make an after market unit hard to make.  So
Yamaha decided to beef up the sub-frame to allow for the attachment of
supplemental fuel cells on the sides of the Gila.  The molded plastic fuel
cells add 3.7 gallons (2 gallons on the left, 1.7 on the right) and look
trick with aircraft style filler caps.  They attach to welded bosses on the
sub-frame and have quick connect fuel lines.   Yamaha found that even loaded
with the 7.9 gallons of fuel, the  Gila did not exhibit the characteristic
top heaviness of a dual sport with a "tanker style" fuel tank.

Now for the two big questions: how heavy and how much?  For as loaded as the
TT850 is, it is surprisingly light at 362 lbs. dry.  The big gains in weight
reduction were with the electronic valve train and tubular RADD front swing
arm.  Not surprising is the price tag for the Gila. At $12,000, the Gila is
expensive for a dual sport, but when you consider the amount of technology
loaded in it, it may be the value of the millennium.<<

------------------------------

Date: Thu, 1 Apr 1999 08:51:38 -0700
From: "Pokluda, Gino F" <[e-mail]>
Subject: (dr350) BMW drops F650, brings back R80GS (long)

I told you it was coming! In an unprecedented marketing move, BMW is
bringing back a highly revised R80GS and dropping the F650 despite a PD win
and also just rolling out the new K1200LT.  BMW has never introduced a new K
and R model in the same year, but it is happening now.  My source attended
an internal showing of the bike and it sounds super.  BMW is also trying to
beat out Yamaha who is also expected to announce a high tech dual sport
soon.  Here is my sources report.  Formal announcement date should be in the
next week or so.

Gino, editor, Dual Sport News



DATELINE 4/1/99

BMW brings back the R80GS!

In a stunning announcement, BMW has announced that they will discontinue the
F650 and bring back the R80GS in 2000.  "We were never really comfortable
with the F650," explained Max Fritz, BMW's R80GS project lead.  "Even though
it did well in Dakar, it rubbed a lot of people the wrong way, so we decided
to do something about it."  What BMW decided to do was take a healthy
serving of past success and mix it with some future high tech and blend it
into the revival of one of the most beloved BMW models.  "The R80GS is
simply not an expensive retro bike based on an old air head design," claimed
the white lab coat wearing Fritz.   "It is a bike that is back to basics,
but still cutting edge."

From the looks of the pre-production model, BMW's new R80GS will stand the
dual sport world on end.  First, BMW broke from tradition and formed a
"skunk works" of sorts to design the new R80, leaving the marketing folks
completely out of the loop.  A risky move, the "skunk works" approach paid
off. Despite the engineers having free reign, the new R80GS is one
good-looking motorcycle yet extremely functional. But first, the down and
dirty tech stuff.

The R80GS uses a highly modified oil head engine that develops 73 peak hp
and 69 ft/lbs of torque.  Fritz would not give many details regarding the
new 802cc oilhead, but did say that the overall width of the engine was
reduced by almost 3 inches.  BMW gave the R80 an aluminum perimeter frame
and thus was able to lighten the engine cases considerably.  The engine
hangs from the new "Low Spar Frame", which has integrated channels that
serve as the air box, drawing air from up near the steering head and routes
it to the carburetors which are now located forward of the cylinder, not the
back.  That's right. No more fuel injection, no more Motronic surging.  The
R80 uses "Electric Slide" carburetors that have a solenoid actuated slide.
"These are smart carburetors," claims Fritz.  They are wire operated, that
is, there are no cables to them.  Instead there is a small sensor in the
throttle housing that sends a signal to the carburetors.  What's more, is
that the carburetors are self-balancing to ease maintenance.  With a low
frame, the lack of an air box and no need for a high output alternator,
there is plenty of room up top for a large fuel tank.  The R80Gs has not
one, not two nor three, but four fuel tank options.  There are the stock 4.7
gallon tank and the expedition 8.3 gallon tank.  Then there is the accessory
tank that is a marvel.  It will hold 6.5 gallons and has a molded in section
towards the front of the tank, that allows for the mounting of a GPS and
full set of lighted gauges.  Finally, if that weren't enough, there is the
Universal tank at 5.8 gallons with an attachment plate that allows for hard
mounting a tank bag and has the indent for a set of gauges or a GPS.

As you may have guessed, the combination of an opposed twin with a perimeter
frame will result in a low center of gravity.  To say the R80GS has a low CG
is an understatement; the CG on this bike is ultra low.  Despite its 10
inches of ground clearance and longish 10 inches of travel front and back,
the adjustable seat height ranges from a low (buy DP standards)  29.3 inches
to 33.2 inches.  You sit 'in' the R80GS, not on it.

Suspension is also non-tradition by current BMW standards.  Gone is the
heavy, gimmicky Telelever from the front and replaced with massive 48mm
conventional forks with Kevlar fork gaiters standard.  No more fixed front
fender either; the R80 has a conventional high mounted fender, which rides
above a 21 inch tube type spoked wheel.  At the rear end, gone is the
Paralever and the single sided swingarm.  Instead, the R80 uses an unusual
swing arm that reportedly weighs less that two-thirds what the Paralever
weighed.  The right side of the swingarm has the housing for the new
"Flexible Shaft" which is a composite material that allows it to be a mere
1" in diameter.  The left side is braced tubular that has the mounting for
the specially linked, fully adjustable single shock which reportedly
controls "shaft hop" instead of the vulnerable U-joints in the Paralever.
An 18 inch tube type spoked wheel gets the power to the ground.  Brakes are
composed of two, full floating 300mm disks up front with Brembo two pot
calipers.  The rear has a 240mm fixed rotor with a Brembo two piston
caliper.

As with all BMWs, the R80GS can be fitted with two full sized BMW cases for
touring.  But what about the muffler getting in the way of the left
sidecase?  There is no muffler!  New technology has allowed BMW to build a
new exhaust system that incorporates the silencer and catalytic converter
into the walls of the ceramic coated exhaust pipes.  They appear a little
wider than a conventional header pipe and they are the same O.D. from
cylinder head to end.  The 2-into-2 system is routed under the seat and out
the back. Thanks to the ceramic coating, most of the heat is expelled out
the rear nozzles.  A Forest Service approved cartridge style spark arrestor
lives in each pipe/muffler.

Instrumentation is surprisingly basic with analog speedometer and tachometer
tucked neatly behind a small front cowling.  Want a little more wind
protection?  The cowling can be replaced with a cowling windscreen
combination that will give better wind protection.  The handle bar is a
trick tapered unit that comes stock with aluminum core wrap around hand
guards.  The hand guards have even tricker swing away mirrors mounted to
them that will fold on impact, but provide an unequalled view behind you
since they are located so close to the end of the handle bar.  The also have
the turn signals built into them.  Instead of turn signal and brake light
bulbs, BMW uses a cluster of high output LEDs that are vibration resistant.
The R80GS is absolutely sinister when viewed from the front.  Each of the
dual round headlights are mounted outboard of the fork legs.  The large
center section vacated by the usual headlight location is now occupied by
the large oval shaped intake scoop/air cleaner.  It sounds strange, but
looks all the world like an AC Cobra.  A Kevlar/rubber boot connects the
scoop to the frame intake tract.

"This bike is intended for rugged use and abuse," exclaimed Fritz.  To make
his point, he righted the R80GS, retracted the side stand and let the bike
fall on the concrete.  Amazingly, no plastic bits and pieces skittered
across the floor, despite the loud "thunk" of the bike hitting the floor.
Lifting the R80 off the floor revealed another non-traditional BMW feature;
light weight.  The R80GS weighs a scant 328 pounds dry with the stock fuel
cell.

The R80 is finished off with a wide flat seat that rides up onto the tank
and a generous luggage rack.  Seating position is pure dual sport with
upright posture and arms reaching for wide handlebars.  The adjustable seat
and foot pegs provide ample legroom no matter what your inseam is.  BMW
decided to spare the R80 the "ugly-silver-paint" treatment that it has
lavishly applied to all of its bikes since the early 90's.  Polished and
clear coated aluminum now graces the body lines of the GS and gives the R80
a real top-shelf look.  The whole package is made even more lucrative by
another BMW first; a low price.  "We knew this bike would have to be priced
right to succeed," explained Fritz.  So with that in mind, the R80GS will
sell for about $7,199.00.  That's right.  The 2000 R80GS will be priced less
than a 1999 F650.

------------------------------

Date: Thu, 1 Apr 1999 10:02:57 -0700
From: "Pokluda, Gino F" <[e-mail]>
Subject: (dr350) (NKLRNDR) With regret....

As some of you know, I will be unemployed soon, so I am looking at other
means to support my family.  After great soul searching and numerous
discussions with my family, I have decided that I will be entering the
publishing world full scale.  I have already applied for my business license
and will be searching or a publishing company.  I want to thank all of you
for your support of Dual Sport News in the past.  Unfortunately, there is no
money in dual sports, so I will converting DSN to Cruiser News immediately.
The Utah Get-Together will now be the Utah Cruiser Happening.  Fred, please
make note of this.  Bill haycock has been ordered to change the DSN web page
to The Official Cruiser News Web Page.  Fred has agreed to stop stocking
dual sport parts and stock up on cruiser add-on chrome and leather fringe
supplies.  Sorry for the inconvenience.

Gino, editor, Cruiser News

------------------------------

Date: Thu, 1 Apr 1999 10:17:41 -0700
From: "Pokluda, Gino F" <[e-mail]>
Subject: (dr350) RE: (klr650) (NKLRNDR) With regret....

>>Happy April Fool's Day to You Too


I wish it was a joke.

Gino

------------------------------

Date: Thu, 1 Apr 1999 20:03:57 EST
From: [e-mail]
Subject: (dr350) dr350 kouba links

Dan...

230 lbs!  See what others say but the links may make the rear end much too
soft for your weight... I'm 205 and with the stock shock, preload cranked way
down it blows thru the stroke quickly and bottoms hard in to the rear fender
well...but for trailriding it's super plush (the first part of the rear wheel
travel) and I kept em on and like it...for fast riding, hard hits, whoops it
may not work for you???  The bare minimum for you is to upgrade to a heavier
rear spring in the rear... sitting on the bike with full gear it should sag 3
1/2 inches. The front end is easy.. Eibach .43 kg springs fit the Showa 43mm
forks and cut a PVC spacer to end up with 15 mm of preload... forget trying
to preload the stock springs...it's not the same as using a spring with a
stiffer spring rate...

Guy   @ comobu.aol

------------------------------

Date: Thu, 1 Apr 1999 21:02:22 EST
From: [e-mail]
Subject: (dr350) Re: TT850 & R80GS Scoops & New Job

 Amazing stuff Gino. I noted that some of the improvements being
 proposed by Yamaha and BMW are the very ideas you've previously
 expressed. I doubt either company will live up to their PR though.

 Losing your job is the best thing that could happen to you. Now you
 will be free to design a DS of your own making. Let me know where
 to send my deposit. I want the first one.

 Redondo Ron  (waiting for the miracle to come)

------------------------------

Date: Thu, 1 Apr 1999 19:26:57 -0700
From: "Kurt Simpson" <[e-mail]>
Subject: (dr350) Re: (klr650) Re: TT850 & R80GS Scoops & New Job

| Amazing stuff Gino. I noted that some of the improvements being
| proposed by Yamaha and BMW are the very ideas you've previously
| expressed. I doubt either company will live up to their PR though.
|
| Losing your job is the best thing that could happen to you. Now you
| will be free to design a DS of your own making. Let me know where
| to send my deposit. I want the first one.
|
| Redondo Ron  (waiting for the miracle to come)


If BMW wanted to truly be retro why would they make the R80 an oilhead...

Kurt

------------------------------

Date: Thu, 1 Apr 1999 22:57:12 -0700
From: "Tom Warr" <[e-mail]>
Subject: Re: (dr350) Yamaha to roll out TT850 (very long)

Had me going till I remembered what day it is.  Imagine all that technology
in a dual sport!  Fantasy, for sure.  TW

------------------------------

Date: Thu, 01 Apr 1999 18:46:06 -0800
From: Bil Seymour <[e-mail]>
Subject: (dr350) The Wildman from Minnesota

<!DOCTYPE HTML PUBLIC "-//W3C//DTD HTML 4.0 Transitional//EN">
<HTML>
Hey, Dan --
<P>    You mentioned that you sneaked the DR <U>down</U>
the stairs this week.  Dare I ask:  How do you get it <U>up</U>
to the second floor every year?  You sound like a True Motorcyclist.
As always . . .
<P>        Ride Safely and Have Fun,
<P>
<<<<    Bil  Seymour
>>>>
<BR>
<BR> </HTML>

------------------------------

Date: Fri, 2 Apr 1999 05:44:58 -0500
From: "david olson" <[e-mail]>
Subject: Re: (dr350) Need Info on Kouba Links

I got my front springs for my 91 from Race-Tech.com. Their web site has a
spring chart for different weight riders and bikes.
 They suggested a kit with springs and a couple sets of what I would call
adjuster springs. This let you vary the spring rate if needed.  Mine are at
the .46/kg/mm setting and I weigh about 215-220 dry.
My problem was front end dive on bermed turns. The springs made a big
difference in how the bike turns in  and corners. The front end would dive
so bad before that I would end up going over the bars. I wouldnt bother
trying to shim up the stock springs. All this does is set your front sag too
high.
My next update will be a heavier rear spring and maybe a set of the links. I
think I will ry a spring before I try a set of the links.
Good luck!
Our riding season in Michigan starts today, Good Friday!
- -----Original Message-----
From: Fred Hink <[e-mail]>
To: Dan Schewe <[e-mail]>; [e-mail]
<[e-mail]>
Date: Wednesday, March 31, 1999 1:48 PM
Subject: Re: (dr350) Need Info on Kouba Links


>
>-----Original Message-----
>From: Dan Schewe <[e-mail]>
>To: '[e-mail]' <[e-mail]>
>Date: Wednesday, March 31, 1999 4:02 AM
>Subject: (dr350) Need Info on Kouba Links
>
>
>> Any recommendations for spring rates (front and rear) for
>>a plump 230 lbs rider that doesn't like the front end diving when the
>>breaks are applied?  Upgrading the springs will hopefully prevent
bottoming
>>out off jumps, but I mainly want to minimize the front-end dive,
especially
>>when encountering nasty down hill trails.
>>
>>Any info would be helpful and appreciated...
>>
>>Dan
>>
>>
>>
>
>Hello Dan,
>
>Before you spring for some new springs ;<)  you might try adding some more
>"preload" to the springs that you already have.  You could add about 1/2"
to
>1" in the front and see what that does for you.  Use a stack of washers or
>cut some PVC pipe the same size as your springs and put this spacer on top.
>The rear spring can be tightened by the big adjustment nut on the shock.
>Measure your "sag" and see if it is close to 4".  Sag is the difference
>between the measurement at the rear axle to point at the end of the frame
>when the suspension is fully extended (wheel off the ground)and when it is
>compressed by you and all your riding gear.  This will usually require
>someone else to take the measurements while you sit on the seat in your
>normal riding position with all of your weight.
>
>Springs will cost you around $60 for the front and $80 for the rear.
>
>Fred Hink
>^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^
>         Arrowhead Motorsports
>http://www.angelfire.com/ut/moab/
>435-259-7356  Fax [phone]
>^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^
>
>
>

------------------------------

End of dr350-digest V1 #6
*************************

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