Telelever, stanchion ∅41mm, central spring strut,
spring preload 9 times mechanically adjustable.
Front
Wheel Travel
190 mm / 7.5
in.
Rear Suspension
Die-cast aluminium single-sided swinging arm with BMW
Motorrad Paralever, WAD strut (travel-related damping), spring pre-load
hydraulically adjustable to continuously variable levels by means of
handwheel, rebound damping adjustable.
Rear
Wheel Travel
200 mm / 7.9
in.
Front Brakes
2 x ∅305mm discs, 4 piston caliper
Rear Brakes
Single ∅265 mm disc, 2 piston caliper
Front Tyre
110/80 ZR19
Rear Tyre
150/70 ZR17
Castor
101 mm / 4.0 in
Dimensions
Length: 2210 mm / 87.0 in
Width: 915 mm / 36.0 in (incl. mirrors)
Height: 1450 mm / 57.1 in (excl. mirrors)
Wheelbase
1507 mm / 59.3 in
Seat Height
895 - 915 mm / 35.2 - 36.0 in
Dry Weight
199 kg /
439 lbs
Wet Weight
225 kg / 496 lbs
Fuel Capacity
20
Litres / 5.2 US gal
Tank Reserve
4L / 1.1 US gal
Consumption Average
5.5 L/100 km / 18.0 km/l / 42.4
US mpg
Standing
¼ Mile
12.3 sec / 181.5 km/h / 112.8 mph
Standing 0 - 1000m
23.3 sec / 207 km/h / 129 mph
Top Speed
213 km/h / 132 mph
.
In 1980, BMW Motorrad created a new genre
when it launched the first large capacity, twin-cylinder enduro
machine. Since then, BMW has gradually expanded, refined and
evolved its popular GS model into the definitive dual-purpose,
road and enduro machine. Succeeding the highly successful R1150
GS model, the latest incarnation is the all-new R1200 GS. With
its launch, BMW has once again redefined the industry's
benchmark for high performance, versatile, on and off-road
enduro machines.
The new machine is not simply a development; it bristles with
new and advanced technology. The result is another step forward
in the GS concept. This is emphasised by an improved versatility
and enhanced performance in each and all its roles. The R1200 GS
is an all purpose, dynamic and agile motorcycle that will take
you to the edge of the world. a machine that will embarrass most
sports bikes on winding uneven tarmac roads, a bike that will
change everyone's concept of big "trailies". a bike that will
tackle anything from commuting to track days and desert rallies.
a bike that - more than ever - will appeal to non-BMW riders.
Today, the BMW R1200 GS is currently the UK's fourth most
popular choice of motorcycle overall and heads its own Adventure
Sport Category by some distance, where it is selling three times
as many as its nearest rival. The R1200 GS is priced from €8,955
on the road. All initial production models will be fitted as
standard with ABS (€795), hand guards and pannier fastenings.
This specification has been rationalised in order to maximise
initial production volume due to high global demand. A non-ABS
version is also available.
Here is a short summary of the key features of the new BMW R1200
GS:
New dimensions in dynamics, agility,
riding pleasure and safety.
Excellent and enhanced off-road
qualities, plus on-road features to an even higher level.
A reduction of 30kg (66 lbs) in weight
has been achieved by incorporating intelligent lightweight
construction and the use of high-strength materials.
A new 1200cc flat-twin power unit, with
balance shaft, that delivers supreme smoothness.
Torque and output are increased by almost
18 per cent.
Fuel consumption has been reduced by
eight per cent.
Highly advanced, newly developed engine
electronics and the latest emission technology provide
optimum environmental compatibility.
A quieter exhaust system but with a more
throaty sound.
A new, six-speed gearbox with superior
operation, excellent running smoothness and easier gear
shifting.
A newly developed lightweight Paralever
with weight-optimised driveshaft.
A new and lighter Telelever for even
greater precision in front wheel guidance.
Extra-rigid running gear for supreme
riding safety, outstanding directional stability (up to top
speed), superior handling and unprecedented line-holding
through bends.
Ultra-strong, cast light-alloy wheels
(cross-spoke versions are available as an option).
The latest electronic technology ensures
fewer cables and less weight.
Electronic immobiliser fitted as
standard.
Comprehensive after-sales backup features
a wide range of equipment and tailor-made accessories - all
to BMW's traditional high standard.
More agility, power and reduced weight provide maximum riding
pleasure on and off the road The new BMW R1200 GS fulfils the
original dream of the perfect touring enduro by delivering
outstanding performance and excellent comfort even during the
longest ride. The dynamic handling and agility provide maximum
riding pleasure on back roads, mountain passes and winding
country roads. With a dry weight of 199kg, the BMW R1200 GS is
unique in its class and capable of tackling even the toughest
rides on the roughest terrain.
The R1200 GS maintains all the traditional features
characteristic of BMW motorcycles: first class and extra-safe
running gear; unique front wheel Telelever; and the newly
designed, weight-reduced and geometry-optimised rear Paralever.
High-performance brakes of the highest calibre together with
BMW's unique Motorcycle Integral ABS guarantee supreme safety
even in a critical situation. Superior environmental
compatibility is ensured by a fully con-trolled three-way
catalytic converter with the most advanced emission management
technology - a feature on all BMW motorcycles for years.
Equipped with dual ignition, new Digital Motor Electronics
(featuring integrated knock control) and improved catalytic
converters with separate oxygen sensors for each cylinder, the
R1200 GS advances BMW's class leadership in the large capacity
enduro segment to an even higher standard.
A
traditional feature, often taken for granted, is the
maintenance-free driveshaft - which avoids the need for
unpleasant and time-consuming servicing, particularly on long
trips. A sophisticated new luggage system and a wide range of
accessories - available straight from the factory and tailored
to the R1200 GS - also prove that the new GS is continuing in
the tradition of large-capacity BMW touring enduros.
A new engine - even more powerful, smoother and cleaner;
The new power unit is a completely new development with fully
revised and improved components. Optimisation of engine geometry
and the application of the most advanced simulation methods
serve to reduce the weight of the engine by 3kg, or eight per
cent, despite the larger capacity and wider range of functions.
To date, this is the biggest engine ever seen in an enduro. The
increase in cubic capacity to 1,200 cc provides a greater output
of 100 hp and muscular torque across a wider than ever speed
range. The result is superior power useability under all
conditions and in all situations - a great advantage on
difficult off-road terrain - with power and torque constantly
available regardless of engine speed, gear selection, or the
conditions facing the rider.
Crankdrive and engine block - 1,200 cc and a balance
shaft to eliminate vibrations;
The most important innovation on the basic engine block is the
balance shaft, which is designed to eliminate unpleasant
vibrations. Despite a superior design principle - opposing
cylinders provide "perfect" balance of free mass forces
(connecting rods and pistons moving to and fro) - conventional
flat-twin engines cannot run entirely without vibrations. The
inevitable displacement of the cylinders always generates
"circulating" mass (forces not acting on the same level) causing
unpleasant vibration, which is felt through the handlebar,
footrests and seat. The severity of these mass forces, and
vibrations, increases as a function of engine size and, in
particular, engine speed.
This is why the engine of the R1200 GS is the first power unit
in the history of the Boxer engine to feature a balance shaft:
Running in the opposite direction, the shaft carries two balance
weights 180 degrees apart and exactly spaced to provide a
counter-force which, superimposed on the mass forces in the
crankshaft, reduce vibrations to an absolute minimum. This keeps
running conditions smooth and comfortable through the entire
engine speed range. Vibrations are dampened at low engine speeds
(in particular) without the flat-twin losing its bullish
character.
The balance shaft saves space through its intelligent and
elegant concept: running on anti-friction bearings, the shaft is
positioned within the countershaft and is driven by a spur gear
from the crankshaft (1:1 transmission ratio). The rear balance
weight is outside the oil cavity and bolted onto the shaft -
extending completely from one end to the other. The front
balance weight, in turn, is integrated in the drive sprocket.
As
with the former engine, the countershaft serves to drive the oil
pumps and carries the sprockets driving the camshaft. The
transmission ratio of the countershaft versus the crankshaft is
therefore 2:1 - the countershaft being driven by a roller chain.
The crankshaft is also a new design - it is now even more
compact to ensure extra stiffness and the cranks themselves are
even closer together (a modification made possible, inter alia,
by the narrower counterweights). Despite the increase in lift
from 70.5mm or 2.78 in to 73mm or 2.8 in, this change in design
helps to reduce weight by 1kg, or approximately nine per cent.
To give the crankdrive the balance effect required, some of the
counter-masses have been moved to the flywheel and the drive
gear on the balance shaft.
As
before, the flywheel holds the single-plate dry clutch enlarged
in diameter from 165 to 180 millimetres (6.50-7.09in). The
clutch lining is free of asbestos and heavy metals; the pressure
plate, membrane spring and gear plate are balanced individually
to allow easy and convenient assembly without any negative
effect on smooth running. The structure of the pistons has been
only slightly modified, versus the previous engine, the new
power unit featuring lightweight box-type pistons with three
rings which, weighing just 410 grams, are once again lighter
than the former pistons (420 grams).
The crankcase is much lighter than before. Use of the most
advanced computer technology together with innovative casting
methods optimises wall thickness as well as the stiffness and
strength of the crankcase. This has resulted in a weight saving
of 1.4kg.
Well-conceived and effective solutions are also to be found in -
seemingly insignificant - details such as the crank cavity air
purge. To minimise undesirable pressure pulses within the
cavity, with air pressure going up and down as a result of
piston motion, a valve complete with membrane openings, opens
and closes the air purge outlet automatically as a function of
pressure conditions in the crank cavity. At the same time
providing a large air-purge cross-section whenever required.
This serves to reduce pressure fluctuations and air flow in the
crankcase to a minimum, with an advantageous effect on engine
output, internal efficiency (reduction of ventilation loss), oil
foaming, and oil consumption - particularly at high speeds.
Modified cylinder heads;
Maintaining a basic design and configuration, the cylinder heads
have also been modified. From the outside they are recognisable
by different contours with striking cornered valve covers.
The principle of chain-driven camshafts below the valve plane,
and the operation of valves by means of tappets and rocker arms,
has been maintained. Although it is not necessarily designed and
laid out for high speeds, the concept has confirmed its
qualities and reliability even under tough racing conditions in
the BMW Motorrad BoxerCup. The big advantages of arranging the
camshafts in this way are the economic use of space available
(cylinder head width) and ease of maintenance, so important in
everyday use and on long journeys.
Valve diameter has increased by 2mm (0.79in): intake
36.35mm (1.43in), and outlet 31mm (1.22in) versus the former
model's 34mm and 29mm respectively. To ensure better and more
efficient dissipation of heat the outlet valves are filled with
sodium. Valve duct design has been modified to match the larger
valve diameters and the duct contours have been improved for
dynamic flow conditions. In conjunction with the increase in
engine capacity, these modifications contribute to an 18 per
cent increase in engine output to 74kW (100 hp) and torque to
115Nm (85 lb-ft). The end result is that the weight of the
cylinder heads has been reduced by 15 per cent.
Internal oil cooling of the cylinder heads - already
featured on the former engine - has been adjusted to the higher
level of output and torque by improving flow conditions and
avoiding any kind of throttle effect. Oil cooling improves the
dissipation of heat from the valve rim and ensures a more
consistent distribution of temperature within the cylinder head.
All this contributes to the engine's robust thermal stability
and helps to ensure the high standard of reliability so typical
of a BMW.
New engine management featuring two oxygen sensors,
modified dual ignition and knock control;
The new R1200 GS increases the lead BMW Motorrad has in the area
of electronic engine management. The Digital Motor Electronics,
codenamed BMS-K (BMW Engine Management System), is an in-house
development tailored specifically to the requirements of a
motorcycle. Specific features include fully sequential fuel
injection, integrated knock control, faster processing of
complex sensor signals by means of the most advanced
microelectronics, compact layout and low weight.
The principle of indirect air volume monitoring and control by
means of the throttle butterfly angle and engine speed (alpha-n
control) as on BMW's existing motorcycles, has been further
enhanced on the R1200 GS, creating a concept referred to as
torque-based engine management.
The basic parameters that determine the optimum engine operation
point are still engine speed and throttle butterfly angle
(monitored by a separate potentiometer on each cylinder).
Applying additional engine and ambient parameters (engine
temperature, air temperature, and air pressure), engine
management, together with control maps and correction functions
(within the system) tailor the injection volume and ignition
timing exactly to engine's current requirements. Taking many
factors into account, the system is able to control torque with
supreme accuracy, adjusting the engine operating conditions
perfectly in all relevant parameters.
Fuel is injected into the intake duct exactly as required and
exactly on time for the intake cycle of the respective cylinder
(fully sequential fuel injection). With one oxygen sensor being
allocated to each cylinder, fuel/air composition is controlled
individually in each cylinder according to current requirements.
Both oxygen sensors are arranged close to the engine in the
respective exhaust manifold, thus ensuring individual and even
more precise emission management.
Whenever necessary, the fuel/air mixture can be adjusted much
faster than before and with individual control and adjustment of
each cylinder.
The positive results of this process are exemplary emission
management, greater fuel economy, improved riding conditions,
and an even better response to the rider's commands.
BMS-K also incorporates all the functions of automatic
idle-speed control as well as cold start enrichment with warm-up
control. An appropriate increase in idle speed while warming up
is ensured automatically by so-called "idle-speed steppers"
(controlled bypass ducts for additional air) integrated in the
throttle butterfly manifolds, together with a corresponding
adjustment of the fuel injected.
Featured in all BMW Boxers since 2003 (with the exception of the
850cc power units), dual ignition has been further modified and
improved on the R1200 GS. The auxiliary spark plug is now
arranged at the outer edge of the cylinder, the ignition timing
of both plugs being freely programmable as a function of load
and engine speed in order to further optimise running
smoothness, emission management, and fuel economy. Referred to
as "phase shift", this adjustment process is maintained
consistently all the way from part load to full load.
In
practice, this means different ignition timing points on both
spark plugs in defined control map areas. When approaching full
load, where dual ignition no longer provides any benefits, the
phase shift effect is so large that the spark crosses over on
the auxiliary plug in the expansion cycle (60 degrees at TDC).
For all practical purposes this corresponds to single ignition
on the central spark plug under full load.
The BMW R1200 GS introduces a new system of knock control, never
before used in a motorcycle engine. Knock combustion is
recognised by a solid-body sound sensor matched specifically to
the cylinders. Receiving appropriate signals, the electronic
engine manage-ment will recover the ignition angle (i.e., it
retards the angle) and protect the engine from possible damage.
Engine temperatures are also taken into account in evaluating
the signals and help to supplement the safety function.
Benefiting from knock control, the combustion ratio of the
engine has been increased to 11:1 - a remarkable figure for an
air/oil-cooled engine with such large cylinders. Fuel
consumption also benefits - the R1200 GS is almost eight per
cent more fuel efficient than its predecessor.
Designed for unleaded fuel (RON 95) the engine, thanks to knock
control, can also run on lesser fuel qualities (RON 91)
sometimes found in other countries, without requiring any kind
of manual intervention or adjustment. Within available limits,
knock control adjusts the ignition angle automatically to the
fuel on which the engine is running.
Interacting with a wide range of sensors, knock control adjusts
to even the most extreme conditions and requirements - for
example, when the engine has to withstand extremely high
temperatures and thermal exposure in desert areas. To provide
this reliability, the electronic engine management adjusts
engine-operating parameters to ensure supreme reliability under
all conceivable operating conditions.
Intake manifold - larger volume for an optimum cylinder
charge;
Numerous examinations of the entire cylinder charge process,
taking the intake manifold into account, were required in order
to achieve an optimum charge cycle over a wide range of engine
speeds. By increasing the capacity of the airbox to almost nine
liters , BMW engineers extracted the maximum from the geometric
conditions dictated by the machine (and the specific position of
the manifold) and by taking all ergonomic requirements into
account.
To
filter the intake air, the R1200 GS uses the paper filter system
already effective on the R1150 GS. In designing and configuring
the shape of the intake funnel, the engineers succeeded in
creating a perfect harmony of flow conditions and acoustic
requirements (level of intake noise).
Exhaust system - sound engineering for low noise and
flat-twin rumble;
The exhaust system comprises of two manifolds, a pre-silencer
with catalytic converter, and a tailpipe muffler. The entire
system, as far as the pre-silencer fitted beneath the gearbox,
is a twin-chamber configuration made of stainless steel.
Weighing exactly 10.7kg or 23.6 lbs overall, the emission system
is approximately 33 per cent lighter than on the former model.
Flowing through two, single manifolds exhaust gases merge in a
Y-shaped unit combining the two flow processes before continuing
straight into the pre-silencer that houses the central catalytic
converter. An interference tube close to the engine (between the
two manifolds) provides an appropriate balance of pressure and
helps boost engine torque at low and medium speeds. With cell
density of 200 cell units/square inch, the metal-based catalytic
converter comes with a rhodium/palladium coating combining high
temperature resistance with a long service life.
By
introducing a new tailpipe muffler, BMW Motorrad has succeeded
in creating an ideal mix of smooth torque, low noise and
pleasant sound. The interior structure of the muffler is based
on the reflection principle - an inner sleeve with absorption
material to dampen high frequencies.
The muffler is oval in shape to minimise the transmission of
noise for even smoother and more pleasant riding conditions. A
special feature is the pressure-controlled valve integrated in
the muffler which controls exhaust gas counter-pressure for an
additional reduction of noise under the engine's primary running
conditions at medium to low engine speeds. This keeps engine
noise at a lower level, but at the same time allows the rider to
hear that famous flat-twin rumble that everyone appreciates so
much.
Alternator and starter are lighter;
Apart from the engine's mechanical components, the electrical
ancillary units also help to keep weight to a minimum. The R1200
GS features a newly developed, lightweight alternator with a
maximum power of 600W. The layshaft starter has also been
optimised for lower weight and - just like the battery - is
absolutely free of maintenance requirements. In all, the total
weight saving on the electronic components is 2.2kg or 4.9 lbs -
a 17 per cent improvement.
New six-speed manual gearbox with helical gears;
The R1200 GS retains the proven principle of separating the
gearbox from the engine. The six-speed manual gearbox is a newly
developed unit with features significantly improved over the
previous version. Weight has been reduced to approximately 13kg
or 28.7 lbs and for the first time BMW is using high-strength
helical gears with smoother and more gentle gear selection
thereby ensuring low noise and a high standard of refinement.
All gear increments are designed for active riding. This means
that sixth gear is not an overdrive, or economy gear, but has an
appropriate "short" transmission ratio.
The gear shafts run on anti-friction ball bearings and the gears
in low-friction needle bearings. The ball bearings come in clean
bearing mounts to keep out even the finest particles. This
allows longer maintenance intervals and reduces servicing costs
- only one gearbox oil change is required every 40,000km or
25,000 miles.
The gears are shifted by means of a shift roller, shift forks
and shift sleeves (as opposed to shift gears) to ensure smooth
positive engagement of the gears. Made from aluminium, the
hollow shift roller runs on ball bearings. Detailed improvements
to optimise friction on the shift box, the shift shaft and forks
improves gearshift operation and guarantees accurate, safe
engagement on all gears.
Lightweight driveshaft and Paralever swinging arm - an
innovative variation on tradition;
An indispensable feature of the new R1200 GS (as on all BMW
Boxers) is the maintenance-free driveshaft extending to the rear
wheel. Over the years, BMW has consistently improved the
driveshaft principle, meeting new requirements and demands in
the process.
The biggest innovation came in 1988 with the introduction of the
Paralever swinging arm on the most powerful enduro at the time,
the BMW R100 GS. Using an additional pivot between the final
drive and the swinging arm, BMW's engineers were able to
disconnect the unavoidable reaction of the driveshaft from the
swinging arm, thus eliminating the often criticised torque
reaction effect, where the rear end moved up and down when
accelerating or braking.
A
further advantage provided by the Paralever is that the springs
do not harden when accelerating flat-out, providing a
significant improvement in traction - an important feature when
riding up steep gradients on rough terrain.
Considering the significant benefits of a driveshaft, the higher
weight and increase in unsprung masses are immaterial (versus
chain drive).
While in the process of developing the R1200 GS, BMW's engineers
were not satisfied until even this feature (more noticeable when
an enduro is used off-road) had ultimately been properly
improved.
Accordingly, the entire transmission system of the new R1200 GS
has been redesigned - right through to the rear wheel. The
result is a drivetrain that, together with the much stiffer
Paralever swinging arm, reduces weight by approximately 10 per
cent. Unsprung masses are lower and provide an even more
sensitive response on the rear wheel suspension.
The main components of this new system are the axle drive and
the swinging arm itself. Made of an ultra-strong cast aluminium
alloy, the Paralever swinging arm is even lighter than before
but also stiffer and stronger.
The geometric configuration of the entire swinging arm has also
been modified, and dive compensation is now almost 100 per cent.
With forces acting on the final drive housing supported above
the swinging arm, ground clearance at this point is greater than
before, efficiently protecting the swinging arm (even on rough
terrain) against damage caused by rocks and similar objects.
The swinging arm is a two-piece forged aluminium unit. Another
new feature is the re-configuration of the swinging arm mount,
which has been moved from the final drive to the rear frame -
again in the interest of extra strength under the most extreme
off-road conditions.
The pivot point of the axle drive unit resting in the swinging
arm has been moved down to provide a more favourable geometric
arrangement which also incorporates greater stiffness. The
bearing point, in turn, has been reinforced to match the higher
load and forces from the more powerful engine.
With its improved kinematics, the driveshaft no longer changes
in length as a result of geometric conditions. This also helps
to save weight, since the length adjustment unit formerly fitted
is no longer required. The shaft itself now comes as one single
piece and - like before - runs without oil in the shaft sleeve.
The final drive housing is matched in size and dimensions
precisely to the inner contours of the angle transmission,
avoiding even the slightest waste of space.
The crown wheel is also lighter than before; the wheel flange is
now made of aluminium to save weight. With its larger diameter,
the flange offers the wheel better support, with additional
weight saving for the rear wheel (around the hub).
The outer sign of distinction and a visual highlight of this
extremely compact and elegant lightweight structure is the 50mm
hole drilled through the axle pipe of the final drive housing.
The final drive itself comes with lifetime oil filling and this
means that there is no need to change the final drive fluid
through--out the entire life of the motorcycle. In
re-configuring the design principles of the machine, assembly of
the final drive has been simplified and further refinements
introduced. The hollow axle sleeve helps dissipate heat from the
final drive because of its greater surface area and efficient
flow effects. Signals for the ABS brake system and the
speedometer are read by a sensor directly in front of segment
pieces on the crown wheel - making the outer emitter wheel, used
on the former model, superfluous.
The increase in diameter of the drill holes on the wheel flange
mean that five light wheel bolts, measuring 10 mm in diameter
and with longer expansion length, are used instead of the former
relatively heavy wheel bolts with a cone. This means even
greater safety when bolting on the wheels and allows use of a
smaller wheel bolt wrench (less weight in the toolkit).
New running gear - stiff, higher strength steel tube
frame;
The R1200 GS retains the basic configuration of all Boxer
suspension concepts - the engine/transmission unit serves as a
load-bearing element and the wheel guidance components are
bolted to the frame. The Telelever longitudinal arm pivots on
the engine housing, as before. The actual frame of the R1200 GS
employs the front subframe, which supports the Telelever at the
top, and the rear frame with integrated swinging arm mount.
The engine/gearbox unit is bolted to the rear frame at four
points and onto the front frame at two points. This composite
structure, incorporating the drive unit, forms the motorcycle's
load-bearing framework.
The two frame elements of the R1200 GS are lightweight
structures in what is called "truss" design: The front frame is
a triangular structure made of high-strength steel tubes welded
together. It offers the great advantage of highly robust support
on off-road terrain, plus greater stiffness over the previous
cast aluminium front frame. The weight is unchanged.
The rear subframe is also made of straight steel tubes welded
together, creating an overall low weight configuration of
maximum stiffness and strength. New features are the special
mounts for the side-stand and main stand and the rider's
footrests, which are connected directly to the rear subframe.
The side-stand folds easily and conveniently even when the rider
is on the machine.
Refined Telelever ensures even greater rigidity;
To date, no other system of front wheel guidance and support is
able to match the functions and qualities of the BMW Telelever
(intro-duced in 1993 on the four-valve Boxers). The
revolutionary principle of the Telelever using a wishbone to
relieve the telescopic arm of longitudinal and lateral forces
ensures unprecedented, highly sensitive front-wheel response on
all road surfaces, and a tracking stability never before seen.
The big advantages of this design concept are supreme riding
preci-sion and accurate response, combined with excellent
suspension com-fort and anti-dive control.
Refinement and modification of the front wheel geometry has
further im-proved the Telelever on the R1200 GS. The
longitudinal arm is a new, extra-strong and light, forged
aluminium component. In the interest of superior handling, front
wheel camber has been reduced by 5mm (0.20 into 110mm (4.33in),
the Steering Head Angle remains at 62.9 degrees in standard
position. A change in front wheel kinematics eliminates brake
dive to an insignificant residual effect and is designed to give
the rider more detectable feedback. The superior stiff-ness of
the Telelever has been further enhanced by increasing the
diameter of the support tube from 35mm (1.38in) to 41mm (1.61in)
and further contributes to the crisp and clear riding
characteristics of the R1200 GS.
An
important detail is the holes drilled into the lower fork
bridge. These efficiently distribute brake pressure to the steel
flex, brake hoses, for the right and left brake callipers,
without the need for an additional distributor unit.
Featuring fully encapsulated ball joints, with permanent
lubrication and lifetime oil filling, the entire Telelever is
completely maintenance-free.
Suspension with adjustable spring base and rear TDD
spring strut;
To optimise riding qualities when off the beaten track, the
spring base of the front gas-pressure spring strut is
mechanically adjustable to nine different positions in order to
provide extra reserves under extreme off-road conditions. Spring
travel at the front is 190mm (7.48in) with a 68 mm (2.68in) to
122mm (4.80in) ratio in the basic setting between the outward
and rebound mode.
Real-wheel suspension incorporates a high-tech, gas-pressure
spring strut with travel-related damping (TDD) and infinite
hydraulic adjustment of the spring base by means of a
hand-wheel. The damping effect in the outward mode is manually
adjustable.
The travel-related damping principle was introduced by BMW
Motorrad for the first time in 2002 on the R1150 GS Adventure,
providing a progressive damping effect as a function of spring
travel. The machine therefore responds smoothly and comfortably
to even the smallest bumps on the road. Spring travel at the
rear is 200mm (7.87in) with positive (inward stroke) versus
negative (rebound). This is an increase on the basic setting,
over the former model, to a new ratio of 135mm (5.31in) to 65mm
(2.56in).
Wheels and tyres - a choice of cast or cross-spoke
wheels;
The lucky owner of a new R1200 GS has the choice of either
high-strength light-alloy cast wheels or BMW's well-known
cross-spoke wheels. These measure 2.50x19in at the front and
4.00x17in at the rear and run on 110/80-19in and 150/70-17in
tyres respectively.
Developed especially for the R1200 GS, the light-alloy cast
wheels with five double spokes are stable and light. And while,
at 0.1kg, the reduction in weight at the front (versus the
spoked wheel) is virtually negligible, weight reduction at the
rear is a significant 1.6kg - down by 12 per cent. The big
advantage of cast wheels is that they retain excellent running
smoothness and circular geometry during a long running life and
are easier to clean. This means they are particularly suitable
when riding on roads and untarred tracks.
However, because of a special design and configuration, the cast
wheels on the R1200 GS, are also suited to moderate off-road
conditions. Gravel tracks, nature trails and the usual off-road
tracks found all over the world do not pose a problem to cast
wheels as long as the rider maintains a moderate style of riding
and observes the elementary rules. In practice, cast wheels
reach their limit only when exposed to very substantial loads
over a long period - for example, on extreme tracks, at high
off-road speeds, and when jumping on rough terrain and
experiencing violent bumps and jolts.
An
ambitious off-road rider riding a R1200 GS, mainly off the
beaten track and mastering rough terrain at high speed should
opt for BMW's proven cross-spoke wheels. These are also a good
alternative for the rider not keen on cast wheels. As before,
the par-ticular arrangement of the cross-spokes allows the use
of tubeless tyres. The spokes can also be individually replaced.
Brakes - high-performance EVO brake and Integral ABS;
The R1200 GS is fitted with BMW's well-known EVO brake system
for maximum stopping power with minimal pressure. Brake disc
diameter is 305mm (12in) at the front and 265mm (10.43in) at the
rear.
The R1200 GS comes as standard with BMW Integral ABS. With
on-demand deactivation when riding off-road, Integral ABS also
features a semi-integral function where the hand lever activates
both brakes at the front and rear. In conventional mode, the
foot-brake lever acts only on the rear wheel brake allowing
precise application of the rear brake (only) under specific
conditions such as tight bends and rough terrain.
The steel-clad brake lines not only look good but offer a slight
decrease in weight while ensuring an even more stable pressure
point.
Innovative BMW motorcycle Single-Wire System (SWS);
Another special feature of the R1200 GS is the new electrical
system. The term Single-Wire System describes a highly
innovative on-board network using electronics and CAN-bus
technology (Controller Area Network) to offer functions and
features never before seen. Reducing the number and length of
cables required, this network offers a much wider range of
functions than a conventional on-board network. Information is
transmitted along one single path (hence "single-wire") as
opposed to the conventional double-wire system. Apart from a
wide range of functions, the main advantages of this intelligent
combination of electrics and electronics are lighter wiring
harnesses, substantial resistance to interference, and a
complete range of diagnostic functions. A further point is that
the system may be flexibly expanded by simple updates.
The basic principle of the Single-Wire System is to connect all
control units, sensors, and power-consuming items via one
single, common wire in order to form a complete network
transmitting all signals regardless of their subsequent
function. In other words, all information is readily available
at all times for all the components.
Signals are transmitted and assigned to the respective
power-consuming item at junction points in the electronic system
of each control unit. Here the signals, or data, are processed
and then used to activate the functions desired in the
respective component. This eliminates the need for elaborate
cabling (required for each function operating through a separate
wire) thus reducing potential effects and errors in a
conventional on-board network using a large number of cables.
This is an important factor in contributing to a system's high
standard of reliability.
All control units are connected to one another and are able to
communicate directly and exchange data in a bi-directional mode.
This allows simple and comprehensive diagnosis of the entire
system from one central point - the electronics incorporate
suitable programs in order to filter out unimportant data and
interference signals within a defined tolerance. It therefore
makes the system less sensitive to electromagnetic disturbance.
In
all, the new R1200 GS comes in standard trim with three control
units (including the cluster instruments). The control unit for
the Digital Motor Electronics (BMS-K) is not only responsible
for the engine management (already described) but also transmits
all data to the central diagnostic system. Central Suspension
Electronics (CSE) serves to mastermind the electrical units and
functions not specific to the engine. And if the motorcycle is
fitted with Integral ABS and an anti-theft warning system (as an
option) the control units are also integrated into the network.
There is no need for conventional fuses on the on-board network;
the electronic processor simply switches off the function in the
event of a short circuit or malfunction. Subsequent diagnosis
will quickly trace and remedy the defect. Because other
functions are not affected, the network philosophy on the R1200
GS offers greater advantages in reliability and failsafe
operation.
The control units also provide relay functions, only the starter
is con-trolled via a conventional relay.
The electrical system on the R1200 GS is supplied with power by
a lightweight alternator developing 600W at 40 amps. The
maintenance-free battery has a capacity of 14Ah.
Electronic immobiliser for optimum security;
To ensure optimum security at all times, the R1200 GS is
equipped with an electronic immobiliser as standard. Controlled
by a trans-ponder in the ignition key, the immobiliser offers
the best in anti-theft security and maintains the high standard
already found in BMW cars.
As
soon as the rider inserts the key and switches on the ignition,
a chip inside the key communicates with the electronic
immobiliser integrated in the Digital Motor Electronics via a
ring aerial in the ignition lock. This allows the systems to
exchange and compare coded chip data and the electronic
immobiliser data. After confirming that the data and signals
comply with one another, the engine control unit will release
the ignition and fuel injection, allowing the rider to start the
engine. This technology is the best and safest immobiliser
system currently available worldwide.
New instrument cluster in digital technology;
The new on-board electronic system featured on the R1200 GS
allows the introduction of a high-tech, extra-light instrument
cluster - based completely on digital technology. Incorporating
the speedometer, rev counter and the Info Flatscreen Display,
the instrument cluster replaces the Rider Information Display,
providing permanent information on oil tempera-ture, fuel level,
the remaining fuel range, the time of day, and the gear
currently engaged.
Both overall and trip mileage are presented on demand, and any
interference or defects are shown on the screen as a printed
message. The entire instrument unit is automatically illuminated
as soon as the weather gets dark, with precise control by a
photoelectric cell.
Electric switches;
Electrical switches and controls are also new. While the basic
arrangement of the switches and BMW's logic for operation of the
direction indicators have both been retained, the switches are
now even easier to use and reach, and are clearer with a more
distinctive design.
Body and design - superior function combined with clear,
distinctive shapes Numerous motorcycle components are important
to function and looks, much more so than on a car. The fuel
tank, for example, is not just a container of fuel but a highly
significant design feature crucial through its shape to the
rider's seating position and the overall look of the motorcycle.
The same applies to the front fairing and screen, which not only
protect the rider, but also - in conjunction with the headlight
- gives the entire motorcycle its special "face". This
characterises the look of the ma-chine and its front, side area.
In its overall design and look, the R1200 GS stands for
dynamism, agility and lightness combined with the robustness
typical of an off-roader. Clearly structured and contoured
surfaces interact to provide clear and harmonious lines and
create a feeling of tension and excitement. Various surfaces
finished in plastic, paint and aluminium are assigned to
specific functions, combining elegance and value with the
ruggedness rightly expected of an enduro.
All visible technical components are included in the design of
the machine, the delicate structure and light character of the
rear subframe being enhanced and accentuated by silver
paintwork. The slightly curved, oval form of the Paralever
swinging arm combines superior stiffness with a slender and
dynamic look.
The colour scheme - aesthetic, individual and full of
style;
The colour scheme offers a perfect blend of diversity and
aesthetic style, setting unique accents in the process. The
owner is able to freely combine the colour of the paintwork with
that of the seat and side covers. In consequence, the choice is
wide ranging.
The four basic colours are Ocean Blue Metallic, Rock Red and
Desert Yellow Metallic and Granite Grey Metallic. Two seat
colours (Light Grey and Black) as well as two different colours
on the tank side cover (Granite Grey and Black) provide a total
of 12 different combi-nations, each giving the motorcycle its
own particular character.
Front fairing with adjustable windscreen;
Seen from the front, the fairing is a typically striking and
distinctive sign of character and gives the GS its particular
identity. At the same time it serves as the air guide for the
oil cooler.
The all-new, asymmetric dual headlight unit with the low and
high beams varying in diameter gives the GS its characteristic
"face". At the same time the reflectors in free-form technology,
as well as the clear glass cover, make it quite obvious that the
entire headlight unit is new. The oval design of the reflectors
is not only up-to-date but also enhances illumination of the
road thanks to large light outlets.
The windshield adjusts to five different angles without
requiring tools, offering riders of different size optimum
protection from wind and weather. The two plastic side covers to
the right and left of the tank detach easily by means of rapid
catches.
Plastic
tank with side covers;
The 20-litre fuel tank on the R1200 GS is made of special,
extra-light and impact-proof plastic. Two side covers of thin
aluminium, and a painted top cover, give the tank its special
shape and look. Appropriately slender to-wards the rear, the
tank offers good knee and leg support when riding off-road or
whenever the rider is standing upright on the footrests.
The seat - ergonomic design with a greater seat height
variability;
Maintaining BMW's usual standard, the new two-piece double seat
offers the rider and passenger comfortable and ample space. The
seat is not only available in two colours, Grey and Black, but
also adjusts to two different heights for the rider - 840mm and
860mm (33.1in and 33.8in?). With a higher +30mm (1.18in) seat
and lower - 30mm seat available as special equipment, the
customer is able to choose from four different seat heights
ranging from 810mm (31.9 in) to 890mm (35in?) thus benefiting
from unprecedented variability and freedom of choice.
In
determining the ideal seat height and contour on the R1200 GS,
BMW's engineers and designers have applied a new dimensional
criterion: the rider's step length. Forming the entire distance
between two resting points of the rider's feet (measured across
the inner length of the legs) this criterion considers, not only
the absolute geometric height of the rider's seat, but also its
shape and width throughout the relevant area at the front. Even
where geometric seat height is the same as on the former mo-del
at 840mm (33.1in) and 860mm (33.8in) respectively, this new seat
design significantly improves the rider's ground contact while
keeping the bent knee angle (when riding) within comfortable
limits.
Luggage rack and removable passenger seat - carefully
conceived stowage options even for bulky luggage;
Made of stable but light plastic, the luggage rack on the R1200
GS is a new design and offers adequate storage space for
additional luggage. This is easy to fasten and transport safely
thanks to the incorporated lashing points. A further option is
to fit a top box. The plastic cover beneath the removable
passenger seat serves as a flat loading area at the same level
as the top edges of the top box. Even after fitting the cases
available, as special equipment, the rider has plenty of space
for addition-al baggage. Once again, integrated lashing points
are used for optimum security.
Ergonomic handlebar and hand grip design;
Made of thin-walled steel tubes, the strong and stylish
handlebar easily copes with the heaviest loads and is tapered at
each end. Weighing only slightly more than an aluminium
handlebar, a steel unit is much less prone to damage should the
machine fall on its side (for example, on off-road terrain) and
allows emergency repairs. A further advantage of the steel
handlebar is the lower thermal conductivity of steel, which
retains heat when the machine is fitted with heated grips
(available as an option).
The hand levers for operating the clutch and brakes have been
optimised for perfect ergonomics and are adjustable. At the same
time the diameter of the handles has been reduced to provide an
even better grip.
Optional extras and special equipment - cases variable in
size and a wide range of customisation features;
A complete systems supplier by tradition, BMW Motorrad has
developed a wide range of customised extras and special
equipment for the new R1200 GS. Optional extras are fitted
directly at the Berlin factory during the production process.
Special equipment is fitted by the BMW motorcycle dealership.
Any corrections or more information on these motorcycles will be kindly appreciated.