Telelever, stanchion diameter ∅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. Optional: BMW Motorrad
Integral ABS
Rear Brakes
Single ∅265mm disc 2 piston
caliper. Optional: BMW Motorrad Integral ABS
Front Tyre
110/80 ZR19
Rear Tyre
150/70 ZR17
Dimensions
Length: 2210 mm / 87.0 in
Width: 953 mm / 37.5 in
Height: 1450 mm / 57.1 in
Wheelbase
1507 mm / 59.3 in
Seat Height
850 mm - 870 mm / 33.4 in - 34.2
in
Dry Weight
205 kg / 452 lbs
Wet Weight
238 kg / 525 lbs
Fuel Capacity
20
Litres
/ 5.2 US gal
Tank Reserve
4L / 1.1 US gal
Standing
Ό Mile
12.3 sec / 186.5 km/h / 115.9 mph
Standing 0 - 100 km/h
4.4 sec
Standing 0 - 140 km/h
7.9 sec
Standing 0 - 200 km/h
19.6 sec
Standing 0 - 1000 m
23.4 sec / 203.3 km/h / 126.3 mph
Top Speed
206.8 km/h / 129 mph.
.
The BMW R 1200 GS goes
to the dark side in 2011 with a special edition model the R
1200 GS Triple Black. Building upon a sapphire black metallic
body color,
the R 1200 GS Triple Black adds a series of specially developed dark components
limited exclusively to this model. The result is a dark, distinctive R 1200 GS
with unmistakable presence on or off the road.
Basically, there are no mechanical changes made to the bike, but it does come
with several blackened elements and BMWs premium parts package for the R1200GS.
The latter includes Enduro Electronic Suspension Adjustment, heated grips, hand
guards, anti-lock brakes, and pannier mounting points.
As before, the stiff and torsionally-resistant suspension, front wheel guidance
with the unique BMW Telelever, and the rear wheel incorporating the BMW
Paralever contribute to first-class riding qualities, along with the increased
performance of the new engine, BMW says.
In conjunction with optional BMW Motorrad Integral ABS, extremely powerful
brakes serve additionally to contribute to maximum safety even in critical
situations.
Sporting a sapphire black metallic paint, along with murdered cross-spoke
wheels, front forks, engine casings, the Triple Black is also boasting asphalt
grey metallic paint on the swingarm, rear sub-frame, and valve covers.
Featuring an exhaust flap controlled by an electric motor as well as opening
and closing cables, the new BMW R 1200 GS motorcycle family has a particularly
throaty boxer sound naturally in full compliance with legal standards, a
company statement reads.
Special Edition Features:
* Sapphire Black Metallic Body Color
* Black Cross Spoke Wheels
* Special Asphalt Grey Metallic Swing Arm, Rear Frame and Valve Covers
* Black Front Fork and Engine
* Black Seat with Embroidered GS logo
*Price includes Premium Package Equipment: Enduro ESA (Electronic Suspension
Adjustment), Heated Grips, On-Board Computer, Hand Protection, Integral ABS, and
Saddle Bag Mounts.
Overview
Introducing the new BMW R 1200 GS and the new R 1200 GS Adventure, BMW
Motorrad is opening up yet another chapter in the story of highly successful GS
models which, for almost three decades, have been the epitome of the
large-capacity grand touring enduro.
Moving on from the former generation of the R 1200 GS and R 1200 GS
Adventure, which already offered supreme power and performance as well as a very
broad range of practical riding qualities for long tours combined with supreme
pleasure on winding country and mountain roads, BMW Motorrad is now enhancing
this standard, as impressive as it already is, to an even higher level.
Intake and exhaust timing on the two camshafts has been optimised in
particular for supreme power at low and medium engine speeds and for even
faster, free-revving engine performance throughout the entire range. To increase
the free valve cross-section, valve lift is up by 10.54 mm (0.415") on the
intake and 9.26 mm (0.365") on the exhaust side to 10.8 mm (0.425") on both
sides. Valve clearance is compensated by light semi-hemispherical shims.
More power and extra torque throughout the entire speed range.
The existing ratio of bore and stroke of 101:73 millimetres (3.98 : 2.87")
remains the same as before, as does the engine's cubic capacity of 1,170 cc.
Other features likewise carried over from the former power unit are the
crankshafts and connecting rods as well as their mounts and bearings, while the
two new cast-aluminium pistons have been re-designed to match the change in
combustion chamber geometry.
Interacting with the upgraded intake system now featuring black instead of
silver throttle butterfly manifolds as on the former models measuring 50 mm
(1.97") instead of formerly 47 mm (1.85") (HP2 Sport: 52 mm/2.05") opening
clearance and with newly designed intake air funnels and an air filter element
with higher throughput, the engine now develops maximum output of 81 kW/110 PS
at 7,750 rpm and peak torque of 120 Nm/88 lb-ft at 6,000 rpm. An oil cooler
ensures stable thermal conditions even when riding to the extreme.
In all, the modifications to the drivetrain provide a significantly more
homogeneous flow of power and torque throughout the entire speed range. In this
process of technical development, the engines now feature magnesium-coloured
cylinder head covers with two instead of formerly four fastening bolts and come
in new, even more dynamic design. A valve cover guard made of aluminium or
plastic as well as a chrome-plated aluminium cylinder head cover may be
retrofitted as special equipment.
Electronically controlled exhaust flap for even more muscular sound.
Moving on to the exhaust system, the two manifolds are the same as before in
their design, length and diameter, while a modified interference pipe caters for
the change in vibration conditions in the exhaust system.
Featuring an exhaust flap controlled by an electric motor as well as opening
and closing cables, both the new BMW R 1200 GS and the new R 1200 GS Adventure
provide a particularly throaty boxer sound naturally in full compliance with
legal standards. And to reduce ram pressure and improve the sound of the engine
even further, the rear silencer remaining the same in design as on the former
models comes with a completely new interior structure. Ideal transmission of
power through six-speed gearbox and drive shaft.
Power is transmitted as before by the proven six-speed gearbox with larger
bearing diameters and a modified distance between the individual shafts already
upgraded technically for the 2008 model year. In the process the gear ratios
were once again adjusted and the secondary transmission has been modified from i
= 2.82 to i = 2.91.
In conjunction with the new, even more powerful engine, this once again means
significantly more torque and pulling force throughout the entire range of
engine speed.
The new R 1200 GS and R 1200 GS Adventure also benefit from optimised shift
kinematics with an optimised power/travel curve for precise gearshift and clear
feedback at all times.
The maintenance-free drive shaft to the rear wheel also remains unchanged,
relieving the rider of annoying and time-consuming maintenance requirements
particularly on long tours.
Proven running gear and high-performance brakes with Integral ABS.
Like their predecessors, the new R 1200 GS and R 1200 GS Adventure offer an
almost perfect synthesis of offroad and onroad riding qualities. As in the past,
the stiff and torsionally-resistant suspension, front wheel guidance with the
unique BMW Telelever, and the rear wheel incorporating the BMW Paralever
guarantee first-class and absolutely safe riding qualities also with the new
engine offering even more power and torque.
In conjunction with optional BMW Motorrad Integral ABS, extremely powerful
brakes serve additionally to provide maximum safety even in critical situations.
Optimum environmental compatibility, finally, is ensured also on the new boxer
engine through the most advanced exhaust gas management with a fully-controlled
three-way catalytic converter.
Enduro ESA as special equipment for optimum electronic adjustment of the
running gear for every purpose.
Designed and built for the specific requirements of a grand touring enduro,
Enduro ESA Electronic Suspension Adjustment available also on the latest version
of the R 1200 GS and R 1200 GS Adventure as an optional extra straight from the
factory allows adjustment of the running gear under all kinds of running
conditions and with virtually any load level, simply by pressing a button. An
important feature is that Enduro ESA offers both an onroad and offroad mode
within which the rider, choosing specific settings for the spring base and
damping, is able to adjust the suspension even more precisely to specific needs
and requirements.
Optimum ergonomics and even more practical features.
Made of a heat-treated aluminium tube, the high-quality and sophisticated
handlebar, interacting with two asymmetrically mounted clamps turning by up to
180o, as on the HP2 Enduro Sports, may be fitted in two ergonomically different
positions. While the rear handlebar position for riding onroad and in less
demanding terrain ensures optimum ergonomics particularly for the shorter rider,
the front handlebar position offers advantages in particular when standing up on
the machine in rough terrain.
The hand protectors available as special equipment for the R 1200 GS are
fitted as standard straight from the factory on the R 1200 GS Adventure. In the
process of technically upgrading the successful R 1200 GS models, the instrument
cluster has received a new dial in new design. And last but not least, the
windshield now comes with larger hand-bolts with even better grip for adjusting
its position with greater ease.
Optional extras and accessories tailored to both the rider and the machine.
As a genuine, fully-fledged systems supplier, BMW Motorrad has developed a
wide range of optional extras and special equipment for further customisation of
the new R 1200 GS and R 1200 GS Adventure. One particularly important new
feature is the additional headlights in LED technology.
Optional extras come directly from the factory and are fitted during
production at the Berlin Plant, accessories and special equipment are fitted
subsequently by the BMW Motorcycle Dealer.
The main features of the new BMW R 1200 GS and the new BMW R 1200 GS
Adventure at a glance:
New, even more dynamic drivetrain now with two overhead camshafts per cylinder
and valves in radial arrangement.
Increase in engine output by 5 per cent to 81 kW (110 hp) at 7,750 rpm and
maximum torque to 120 Nm (88 lb-ft) at 6,000 rpm.
Increase in maximum engine speed from 8,000 to 8,500 rpm with an even wider
range of useful engine speed.
Significantly better acceleration, torque and pulling power.
Electronically controlled exhaust flap for even more muscular sound.
Optional Extras.
Enduro ESA.
BMW Motorrad Integral ABS
(semi-integral, on-demand).
RDC.
ASC.
Exhaust system chrome-plated.
Heated handles.
Hand protectors (Adventure:
standard).
Case holder (Adventure: case
support for aluminium case).
Cross-spoke wheels (Adventure:
standard).
On-board computer with oil level
warning.
Low rider's seat (R 1200 GS).
Lowered suspension (R 1200 GS).
Anti-theft warning system with
remote control.
LED direction indicators.
Offroad tyres (Adventure).
Enduro transmission (short first
gear) (Adventure).
Additional halogen headlight
(Adventure).
Power reduced to 98 hp.
91 RON.
Special Equipment. Cases.
Vario case (GS) / aluminium case
(Adventure).
Case holder (GS) / case support for
aluminium case (Adventure).*
Vario Topcase (GS) / Aluminium
Topcase (Adventure).
Topcase fastening elements
replacing passenger seat (R 1200 GS).
Topcase support.
Inner bags for vario and aluminium
case/Topcase.
Back padding for vario and
aluminium Topcase.
Carrier handle for aluminium case.
Watertight tank bag.
Watertight tank bag, small (R 1200
GS).
Softbag 2, large, 51 liters
.
Softbag 2, small, 19 liters
.
Design.
Cylinder head covers chrome-plated.
Wheel cover, front, in carbon.
Splashguard, rear, in carbon.
HP Carbon cover for engine housing.
Headlight protector (for offroad
use only).
Cap for Telelever and fork bridge.
Additional LED headlight.
Holder for additional headlight.
LED direction indicators.* Sound.
Akrapovic sports muffler.
Ergonomics and Comfort.
Windshield, tinted.
Wide enduro footrests (Adventure:
standard).
Adjustable footbrake lever
(Adventure: standard).
Handlebar cross reinforcement.
Padding for handlebar cross
reinforcement.
Rider's seat, low (820 mm/32.3") in
Black* or Grey (R 1200 GS).
Cycle World Review
Just when you thought that BMW's
venerable flat-Twin had reached the logical conclusion of its evolution with the
R1200's cam-in-head design, the Germans go and throw us a wonderful curveball.
The first pitch was the dohc setup that debuted in 2007 on the
limited-production (and expensive) HP2 Sport. We never thought those exotic
parts would ever find their way to the rest of the Boxer lineup, but here they
are!
Whether the present R1200GS, R1200GS Adventure and R1200RT flat-Twins needed
dohc in place of successful and elegant cam-in-head setup is one of those
questions that probably won't ever be answered by the project engineers. They
wanted it, they were able to do it, so they did it. And it is also likely that
all Boxers will get this engine in due time.
The main challenge in applying dohc to this mill has been that, if a traditional
design were used, the cam chains would get in the way of either the inlet or
exhaust ports. In the 1950s, BMW solved that issue with a race-only version of
the R50, a 500cc Boxer Twin featuring bevel-gear-driven dohc heads, very much in
Norton Manx style.
Bevel-driven cams are fine on a racer, but chains are much more cost-effective
and practical. So, to maintain the traditional longitudinal Boxer port
arrangement with exhausts at front and intakes at rear, BMW developed camshafts
carrying one inlet and one exhaust cam lobe each, rather than the more
traditional setup grouping intake lobes on one cam and exhaust lobes on the
other. To set the opposed inlet/exhaust valves at the proper included angle, the
lobes are conically ground and actuate the valves through suitably inclined
finger-type cam followers. This arrangement also allows a relatively small
radial included valve angle of 22 degrees that yields a very compact and tidy
combustion-chamber profile.
Benefits were plain on the HP2 Sport. That engine allegedly made 128 horsepower,
a significant bump from the cam-in-head R1200S and its claimed 122 hp, with more
power through the whole rev range.
The GS and RT use the same 39mm inlet valves (plus 3mm vs. the cih engine) and
33mm exhausts (plus 2mm). Compression is down half a point to a still-high
12.0:1, with a single sparkplug per head, rather than the twin-plug setup on the
HP2 Sport. Throttle bodies are 50mm, 2mm smaller than those of the HP2 Sport but
3mm larger than the previous GS units. An electronically controlled butterfly
valve is inserted in the exhaust system to obtain the best possible compromise
between noise control and scavenging effect, as well as allowing the traditional
BMW Boxer sound to come through. These changes result in a claimed output of 110
hp at 7750 rpm and 88 foot-pounds of torque at 6000 revs, an increase of 5 hp
and 4 ft.-lb., respectively.
What the numbers don't show is the substantial increase in torque available at
just about any rpm and the ability of the engine to rev strongly to 8500 rpm,
500 revs higher than the old powerplant. A beefed-up gearbox handles the
increased output.
Contrary to the big powertrain changes, the chassis for the $14,950 GS and
$17,000 GS Adventure chassis are essentially unaltered.
And so, the GS remains a big bike, its wheelbase spanning 59.3 inches and seat
height variable between 33.5 and 34.3 inches. Wheel travel is 7.5 inches at the
front and 7.9 at the rear. The Adventure takes that a step farther with 8.3/8.7
inches of travel, and consequently sets the seat at a stock height of 35.0 to
35.8 inches. The claimed dry weights are surprisingly low at 448 pounds for the
R1200GS and 492 for the R1200GS Adventure. From my personal experience riding
these machines, these claimed weights must be very, very dry, like James Bond's
favorite vodka martini!
The long list of optional equipment includes a lowered, reduced-travel
suspension setup, as well as a cut-down seat, but those options do, of course
limit off-highway versatility.
My first ride on the new R1200GS was on Italian backroads leading from the coast
of Tuscany and through the beautiful, oak-wooded hills north of Grosseto to some
incredible, ridge-top villages that appear to have been forgotten by time.
Overnight rain and thick morning fog meant the roads were quite treacherous. In
other words, perfect to test the GS, a machine that has been continually honed
over the years for exactly this kind of riding. The big BMW once again proved
its competence with surprising agility, even if all the torque and power from
the new engine was difficult to fully exploit on the tight, slippery corners.
The dirt portion of the riding loop had been turned to mud by the rain, but
chassis composure and control remained, thanks in part to the deeply grooved
Metzeler Tourance EXP radial tires that provided good traction and steering
response. We even threw in a stream-crossing.
The GS definitely proved its worth in these harsh conditions, but the ride to
that point hadn't exploited the new-found high-rpm power and revability. So I
plotted my own test course on beautiful, winding roads through the same hills,
but on a more open stretch with broad sweepers and longer straightaways, where
the engine felt wonderfully strong and seemed to breathe more freely. Dry tarmac
later in the day meant I could ride at full speed, blasting the bike easily up
to 110 mph on the straights, then diving into the corners well cranked over.
Riding the strong midrange torque is all you'd ever need to do, but it is nice
to have the extra power and 500 rpm on top. With either choice, great engine
response is there.
Ultimately, the versatility of the GS has been expanded once again, adding
high-speed grand touring to its already broad capabilities.
With the release of the 2010 Yamaha Super Tenere
and the Ducati Multistrada 1200, there's now five serious adventure tourers
competing for your round-the-world budget. We've broken them down by their
performance figures to help you decide which one's best.
All these numbers come straight from the manufacturers. We've chosen to use dry
instead of wet weights since the relatively large difference in tank sizes would
artificially skew the comparisons. While these aren't the weights you'll
experience as you try to navigate across a sandy slope, they do lead to the
fairest comparison possible. We've italicized what we feel is the winner in each
category; in the case of rider aids, this is a bit subjective, feel free to
decide which setup works best for you. We've thrown the originator of the
current adventure tourer archetype, the 1980 BMW R80G/S into the mix just to
give you an idea how far things have come.
As you can see, the new Multistrada comes out on
top in terms of performance, but its 17" front wheel, street-biased tires and
lack of engine or frame protection means its off-road capability is extremely
limited. This comparison is very unflattering for Super Tenere; it's the
heaviest bike here by 77lbs and, thanks to the strong Yen, it'll likely be the
most expensive too. That weight, combined with the 19" front wheel and non-defeatable
ABS is also going to limit its ability off-road.
All that means the BMW R1200GS and KTM 990 Adventure are, in our minds at least,
still the leaders in this category. Both are genuinely capable off-road, fast on
it and comfortable over long distances. If the high prices put you off, the
Suzuki V-Strom looks like a bargain. Sure it'd need a couple grand in
modifications before it could hit the dirt, but even with the add-ons, it'd
still be the cheapest of this group.
BMW has released a specd up version of their uber
adventure tourer, the R 1200 GS - and it comes in black, well triple black to be
precise. Rather than useless fluff it is actually specd up with the very
options I would choose to add to a GS if taking one home.
A traction package inclusive of ABS, traction control (ASC) and tyre pressure
monitoring (RDC) is standard fit on the Triple Black, as is the truly wonderful,
electronically adjustable suspension (ESA). Spoked rims are a good idea for
serious off-roading; these are also part of the Triple Black package and funnily
enough, they come in black.
The ABS/ASC/RDC package normally costs $2235, ESA $1000 and the spoked rim
option a $580 ask. Added to the base $22,190 price of a GS, this tallies to a
not insignificant $26,005. On hearing about this Triple Black special package I
was hoping that BMW had actually made this ideally specd up special edition
more affordable for the customer in these post credit crunch times. Silly me! As
it is a special edition BMW instead ask for a small price premium of $245 to
bring the Triple Black to its $26,250 plus on roads sticker price.
Despite the skyrocketing Aussie dollar, dont expect to get a more affordable
ticket to GS goodness. It is a bit galling, and makes you wonder just how they
get away with it. Then of course you head out on the roads and trails on one and
discover why; the R 1200 GS is just so bloody good!
If you are new to the world of boxer engines and shaft drive, things will
certainly feel a bit strange, at first, as your senses attune to the quirky
characteristics of the layout. But once you gel with the latest iteration of the
R 1200 GS, - as you inevitably will - then you will want one.
It is the full package.
Wonderfully comfortable on the road, solo or with a pillion, with decent wind
and weather protection and a comprehensive range of factory or aftermarket
luggage systems, the GS makes a great long-distance mount.
When the blacktop turns ribbon-wraith like, switch the suspension from comfort
to sport mode and the traction control into sport mode, (both achievable on the
fly), and the GS changes its attitude from comfy floating highway armchair to
backroads brawler par excellence.
A well ridden GS will keep any sportsbike honest in the tight stuff and if the
pilot is on the ball the BMW can ride away from most narrow focused sportsbikes,
almost with ease.
The latest twin-cam version of the GS mill has extended the rpm range and given
the prodigiously well-endowed lower and mid-range Boxer engine a new lease on
life when spinning the tacho hard. This has added that little bit of extra fun
factor on the road that clinches the package deal for me.
When the road runs out and track and trail adventures beckon, simply pull over
and select one of the off-road suspension modes. While still seated on the bike,
servo motors raise the ride height and lengthen the suspension travel ready for
off-road touring, or if you are up for it, off-road attack.
If you are a little tentative and unaccustomed to off-road riding, put the
traction control in sport mode and leave the ABS on.
If, however, you are well versed with slippery surfaces and want to let it all
hang out, then both ABS and traction control can be switched off so you can
enjoy your fun unfettered by electronic interference.
You certainly dont need to turn the electronics off to have fun though; in
sport mode the traction control allows a reasonable amount of slideways motion
for a flowing rider and the ABS only becomes problematic on loose, shaly
descents. Even gun riders leave it on the majority of the time.
Spend some time with a GS and it is easy to see that BMW has been doing this a
long time. The model has been so successful that it has recently spawned many
competitors from other brands. Those competitors are all excellent motorcycles
in their own right; KTMs 990 Adventure raises the bar on the dirt but its
relative lack of comfort on the road and its somewhat over-eager engine means it
misses the mark as an overall package. Yamahas Super Tenere is appreciably more
affordable than the GS and is also a great mount that will get you everywhere
the GS will, and in as much comfort, but cant cut the pace on the tarmac like
the GS can, and like the KTM also misses out on the sheer brilliance of
push-button adjustable suspension settings. Ducati can boast such a feature on
its higher spec MTS1200 models and is a true tarmac terror, but the Italian is
hardly a credible option for any serious off-roading.
BMW has been doing this GS lark for thirty years - and it shows. Even though
those aforementioned bikes are also wonderful mounts that will still bring an
owner great pleasure, when it comes to the ultimate do everything package the R
1200 GS is still numero uno. Bloody Germans.