2000 BMW R1100 RT Owner Complaints

TL* THE CONTACT OWNS A 2000 BMW R1100 RT MOTORCYCLE. THE CONTACT WAS DRIVING 40 MPH WHEN A GRINDING NOISE EMITTED FROM THE VEHICLE. THE CONTACT DISCOVERED OIL WAS LEAKING FROM THE FINAL DRIVE IN THE REAR OF THE VEHICLE. THE VEHICLE WAS TAKEN TO THE DEALER WHERE THE DEALER CONFIRMED THAT THE FINAL DRIVE BEARING FAILED. THE VEHICLE WAS REPAIRED. THE FAILURE MILEAGE WAS 57,420 AND THE CURRENT MILEAGE WAS 85,000.

NHTSA ID

10449589

Incident

Jul 17, 2008

Mileage

57,420 mi

I PURCHASED A USED 2000 BMW R 1100 RT MOTORCYCLE WHICH IS EQUIPPED WITH ABS-2 BRAKES AND SOON THEREAFTER RECOGNIZED THERE WAS A FAULT WITH THE ABS BRAKING SYSTEM. I FOLLOWED THE RESET PROCEDURE AND THE FAULT KEPT COMING BACK. TO MY AMAZEMENT I SOON FOUND OUT THROUGH TALKING TO OTHER BMW RIDERS AND INTERNET CLUBS AND GROUPS THAT ABS FAILURES ON BMW BIKES WAS COMMON PLACE. AS I INVESTIGATED THE PROBLEM FURTHER I FOUND OUT THAT A NEW ABS CONTROL UNIT FROM BMW WAS IN THE RANGE OF $1500.00, ADD TO THAT SEVERAL HUNDRED DOLLARS TO HAVE A BMW CERTIFIED MECHANIC REPLACE THE FAULTY UNIT YOU ARE TALKING ALMOST $2000.00 WHICH IS WELL OVER 10% OF WHAT THE MOTORCYCLE COST NEW! TO MY THINKING THIS IS AN INHERENT AND SERIOUS SAFETY ISSUE THAT NEEDS TO BE ADDRESSED. IN MY OPINION THESE ABS BRAKING SYSTEM FAULTS HAVE MORE TO DO WITH POOR ENGINEERING AND A LACK OF CORPORATE RESPONSIBILITY ON THE PART OF BMW THAN THE RIDING APPLICATIONS OF THE BIKE OWNERS. I WROTE TO BMW TO TRY TO DISCUSS THE ISSUE BUT I GOT NOTHING BUT AN INDIGNANT RESPONSE WHICH DID LITTLE TO QUELL MY CONCERN AND IN FACT FURTHER INDICATED THEIR LACK OF CONCERN AND RESPONSIBILITY OVER THE ISSUE. *NM

NHTSA ID

10130449

Incident

Jun 15, 2005

Mileage

20,120 mi

THERE IS PROBLEM WITH ELECTRONIC CONTROL UNIT (ECU) WHICH CONTROLS THE FUEL, AIR, IGNITION MIXTURE AND TIMING ON THE BMW R1100RT MOTORCYCLE. THIS ISSUE CAUSESTHE ENGINE TO SURGE IN 2ND AND 3RD GEAR WHEN THE ENGINE IS REVING BETWEEN 2500 AND 4000 RPM'S. THE ECU ALSO CAUSES INTERMITTENT ENGINE CYLINDER FIRING MISSES AND THE ENGINE STALLS UNEXPECTEDLY. THIS CONSTITUTES A MAJOR SAFETY ISSUE WHEN CORNERING AS A LOSS OF POWER DURING CORNERING CAUSES THE MOTORCYCLE TO BECOME UNSTABLE. I HAVE COME CLOSE TO CRASHING ON TWO OR THREE OCCASSIONS BECAUSE OF THIS ISSUE. THE BVW DEALERS INDICATE THERE IS NO FIX FOR THIS PROBLEM AND IT IS A KNOWN DEFECT IN ALL OF THE BMW R1100RT YEAR/MODELS.

NHTSA ID

759371

I HAD STARTED UP MOTORCYCLE TO TAKE OUT FOR A RIDE, IT WAS COLD, I HAD WALKED TO MY OFFICE AND PICKED UP HELMUT, LEATHERS AND CAME BACK THE MOTORCYLE CAUGHT FIRE. THE MANUFACURER STATES DO NOT RUN MOTORCYCLE IDLING, WITH THE SIDE STAND THERE IS AN ENGINE CUT OFF, WITH THE CENTER STAND IT WILL RUN. I DO NOT SEE ANY DIFFERENCE IN IDLING/ MOTORCYCLE STANDING STILL AND IDLING INCHING FORWARD IN HEAVY TRAFFIC. THE ONLY DIFFERENCE I CAN SEE IS THAT THERE WAS NOT A SERIOUS INJURY BECAUSE I WAS NOT SITTING ON THE BIKE, AND THE DAMAGE WAS LIMITED BECAUSE I HAD A FIRE EXTQUISHER NEAR BY AND MANAGED TO PUT THE FIRE OUT BEFORE THE FULL FUEL TANK EXPLODED. THIS TO ME IS A VERY SERIOUS ISSUE, WHAT WOULD HAVE HAPPENED IF IT CAUGHT FIRE WHILE I HAD A RIDER ON THE BACK OF THE MOTORCYCLE WITH ME, WE WOULD NOT HAVE BEEN ABLE TO GET OFF THE CYCLE.*AK

NHTSA ID

741264

Incident

Feb 3, 2001

THE ENGINE SURGES BETWEEN ABOUT 2,500 AND 4,000 RPM. IT FEEL LIKE THE KILL SWITCH IS PULSING ON AND OFF RAPIDLY. THIS CONDITION MAKES THE VEHICLE UNSTABLE AND DIFFICULT TO DRIVE WHEN CORNERING. THE DEALER SAYS IT WILL GET BETTER WITH MORE MILEAGE. I DON'T BELIEVE THIS.

NHTSA ID

740398

Incident

Jan 16, 2001