BMW Motorrad Telelever; stanchion diameter 41 mm, central spring strut
Front Wheel Travel
120 mm / 4.7 in
Rear Suspension
Cast aluminium single-sided swing arm with BMW Motorrad Paralever; central
spring strut, spring pre-load hydraulically adjustable (continuously
variable) at handwheel, rebound damping adjustable
Rear Wheel Travel
140 mm / 5.5 in
Front Brakes
2 x 320mm discs, ABS
Rear Brakes
Single 265mm disc, ABS
Wheels
Cast aluminium wheels
Front RIM
3.50 x 17'
Riear Rim
5.50 x 17
Front Tyre
120/70-ZR 17
Rear Tyre
180/55-ZR 17
Castor
119.1 mm / 4.7 in
Steering Head Angle
62.9°
Dimensions
Length 2145 mm / 84.4 in
Width 906 mm / 35.6 in (incl. mirrors)
Height 1273 mm / 50.1 in (excl. mirrors)
Wheelbase
1495 mm / 59.1 in
Seat Height
800 mm / 31.4 in
Dry Weight
198 kg / 436.5 lbs
Fuel Capacity
18 Litres / 4.7 US gal
Consumption Average
7.2 L/100 km / 13.8 km/l / 32.4 US mpg
Standing
¼ Mile
11.9 sec / 187.2 km/h / 116.3 mph
Standing 0 - 1000m
22.6 sec / 213 km/h / 132 mph
Top Speed
219.6 km/h / 136 mph
.
The changes to the R 1200R Special Touring
is some equipment as standard. First is the saddle "comfort", which provides
with respect to model a different set of upholstery for the rider and passenger,
while maintaining the same height above ground: 800 mm for the normal saddle,
830 mm for the causeway. Being designed to "travel", the new BMW R 1200 R
Special Touring offers a series of small fairing and transparent set of side
bags 32 Litreseach.
Review
We here at MO think there is a psychiatric ward somewhere for motorcycle
designers and product planners driven mad by the conflicting and intricate
demands made by the motorcycling public. We're also guessing there is a separate
locked, padded chamber for ex-BMW employees. We feel for them, as BMW tries
really hard to give motorcycle consumers what they want while still trying to
maintain their own unique identity. But they can only do so much; give it the
power and equipment riders want and they complain it's too expensive and heavy.
Make it lighter and less expensive and they say it's not a real BMW. It's enough
to make you want to drink Jagermeister.
Lately, BMW has been getting closer to hitting the nail on the oil-cooled head.
The spinning-propellerites have in the last few years have offered both a 150hp
superbike and a 100-plus horsepower version of their oil-cooled boxer twin.
They've even started using frames. Last year they introduced the beautiful and
sporty high-performance R1200S, and for 2007 they present the naked roadster
version of that bike, the R1200R.
We sent Pete to the R1200R intro in Dana Point, CA, where he learned some more
about what makes the R1200R an important new model for BMW. Although BMW's PR
people and engineers greatly stressed the electronic innovations like the
partial-integral ABS and the quasi-traction control ASC system, there are plenty
of changes in the chassis, suspension and motor.
Get Up to Date With BMW's Acronym Frenzy
Partial-Integral ABS ($1040)
Out with those noisy, power-assisted integrated ABS brakes and in with the
latest-generation, partial-integral-valve system ABS.
We've seen heavier hair dryers...
Step into the way-back machine and set the dial for 1988. That's where you'll
find BMW's first -- and first in the world on a bike -- ABS system, weighing in
at a healthy 24.5 lbs. Fast forward and boy how times have changed. Gone is the
fully-integrated set up (use the front, and braking pressure is applied to the
rear to a small degree; apply the foot pedal and to a lesser degree the front
brake is applied as well, whether you like it or not) and in its place is an
ultra-simple Bosch system weighing just a little over three pounds. And it keeps
rear-wheel braking where it belongs -- in the rear!
It seems BMW heard the cries of the media -- and more importantly the buying
public -- and opted to update and simplify their ABS. This current generation --
number four, if you want to be technical -- of BMW ABS is actually an enhanced
version of the BOSCH system introduced on the F650GS in 2000. Front braking is
effected in the traditional sense in that a simple hydraulic circuit applies
pressure on the rotors when you apply pressure at the brake lever. The "partial"
part comes into play when an electronically controlled hydraulic pump gradually
builds and applies pressure to the rear when the rider squeezes the front lever.
But try to get the front brakes to work by simply pushing on the rear brake
pedal and you'll be disappointed -- or very happy. Two completely separate
circuits are in operation. The cynics among you will be happy to hear that the
front brakes will have the familiar feel of any other bike out there. One
advantage is that you won't have to make a mental note after transitioning from
a bike with this new ABS system to a non-ABS equipped. Many of you probably
learned this the hard way on previous Beemer systems.
Oh yeah, one more thing. Unlike the power-assisted days of yore -- when the
bike's ignition switch had to be on to activate full braking power -- this
newest generation doesn't play by those rules. You can coast along with the
ignition off and still get full braking power sansABS. Anyone familiar with
previous versions will recall that half-there mushy feeling you got when the
power was out. Scary.
Is this a picture of the Krebs Cycle?
The partial ABS setup will be working its way into much of the BMW line over the
next couple of model years, save for the mighty K1200LT. The LT will retain
fully-integrated ABS, due mainly to the bike's heft. The R1200 GS/GS Adventure
will not only have the partial-integral ABS system, but it will come with the
ability to deactivate the ABS should the rider see fit to do so during certain
off-road encounters. Yet, even when ABS is deactivated, the partial-integral
aspect remains.
That's the simple, layman's version. If you want the complicated version laden
with tech-jargon phrases like, "...outlet valve arranged in parallel..." and
"analogue pressure management", you won't find it here; this is MO, the short
bus of motorcycling publications. Just ask BMW to send you their pamphlet. Their
description of the new ABS is only six pages or so.
ASC: Coming Soon to Some BMWs Near You (available only with ABS, $365)
Take line 22 to the Main Station, then transfer to the Q line for Baxter Park.
Once there, ask for a woman named "Gina".
Take line 22 to the Main Station, then transfer to the Q line for Baxter Park.
Once there, ask for a woman named "Gina".
Calling it the "logical counterpart to ABS", BMW will be introducing their ASC
(Automatic Stability Control) system on a smattering of bikes beginning in
February 2007 here in the US. Specifically, the K1200GT and all Boxer models --
except for the R1200S -- will be the first to add yet another acronym to their
spec charts. One more note along the lines of exclusivity: ASC is only available
in conjunction with ABS.
The simplistic explanation of this traction control system -- BMW uses this term
loosely -- is as follows: if the rear wheel is spinning faster than the front
wheel, the bike's ECU cuts power to keep it on pace.
At the risk of sounding too austere with the above definition, we'll look a
little further into what it takes to keep both wheels turning in harmony.
Utilizing wheel sensors from the ABS system, the ASC monitors wheel speeds and
then "applies diagnostic functions" from the sensors. It's not so much the ASC
as it is the bike's computer brain that determines wheel spin by comparing the
difference in speeds between the front and rear. If the rear starts to go off,
the ECU will first reduce torque output by retarding ignition timing. Failing
that measure, the next step is to cut -- not reduce -- fueling for whatever
length of time necessary. Obviously this will be a matter of milliseconds.
Someday we will be able to replace all this with a baboon's heart.
How will you know this is happening? In theory, the mini-symphony of electronic
yesses and nos should happen without your personal ECU ever picking up on the
tragedy that never was. But should you start to accuse BMW of cavorting
carelessly with your God given "right to know", fear not, they've made
concessions and you can expect a flashing indicator on the control panel. And if
you think you're smarter than the average electronic control unit, you can
disable the ASC completely at the push of a button. It's worth noting that ASC
operates as part of the greater engine control electronics system and has no
special control device of its own. Ghost in the machine?
If when purchasing your R1200GS you decide to hop it up further by adding ASC,
you'll want to be aware that it will come with on-road and off-road modes. The
off-road mode accounts for additional wheel spin and allows more slip-slidin' to
occur. Simply switch between modes by toggling the ASC button. Be warned though,
BMW clearly states that the off-road setting is a no-no in on-road environs.
Finally, BMW wants very much to emphasize that their ASC is not some magical
wand that will turn you from the road toad you are into some flawless canyon
strafer freed from the constraints of physics. As they plainly put it, ASC "does
not relieve the rider from the need to use engine power appropriately when
leaning over to a low angle." That has to be about as frank as BMW can be, so
we'll take the liberty to translate: You can't ride slipshod and expect to get
away with it, ASC or not!
For one thing, BMW's wizards somehow managed to unlock 102 rear-wheel horsepower
out of an engine that traditionally never made much more than 80. To do this,
they used the new-for-2004 R1200GS motor and gave it a larger airbox, pointier
camshafts and a 12.0:1 compression ratio. That re-designed GS motor also donated
its balance shaft for smoother top-end operation. Like Harley-Davidson's
re-designed Sportster motors, the smoother functioning allows prolonged
high-speed use without damaging bike or rider, while making power previously
unknown to air-cooled twins. Our test unit made 102hp on MO's Dynojet
Dynomometer, compared to the R1150R's anemic 80.3 the last time we tested an
1150 engine. It isn't all peak power, either; the R makes a class-crushing 79.12
ft-lbs of torque, which wouldn't be bad for a power cruiser, much less a naked
standard. Boat trailer, anyone?
This gem is solidly-mounted into a tube-steel and aluminum composite thingee
that parks the two double-spoke wheels (encased in sportbike-spec Michelin Pilot
Road rubber, 120/70-17 front and 180/55-17 rear) 58.9 inches apart. The back
wheel is bolted to a single-sided Paralever driveshaft/swingarm that uses a
preload-and-rebound-adjustable monoshock. Leading the way is BMW's
wishbone-shaped Telelever suspension, with an automotive-style swingarm locating
a non-adjustable monoshock. Braking is handled by a pair of 320mm floating
rotors in front gripped by fixed four-piston calipers, with a two-piston caliper
and a 264mm disc in back. Our test unit had the optional ($1,040) Integral ABS
II, and the whole thing weighs in at 437 pounds dry (claimed).
To complete the package, there's a superbike-bend tube-steel handlebar, a steel
-- steel, by God! -- 4.6 gallon fuel tank, a nice big seat that's available in
three heights (30.3, 31.5 and 32.7 inches) and a big, highly-legible instrument
panel with a digital speedometer and analog tachometer. Our bike had the
optional on-board computer ($225), which tells you how you're going to run out
of gas three different ways, as well as how cold (or hot) you are, what gear
you're in and other bits of info. Our test bike was also equipped with heated
grips ($235), the Sport windshield ($210), saddlebag mounts ($135, even though
the saddlebags won't be available until February) and a very useful centerstand
($120).
On board the big black Bavarian, a prospective rider instantly notes a very
comfortable and ergonomic experience. The "bar, footpeg and saddle triangle is
the most comfortable of the three" said Pete, who in his advanced years craves
comfort above all else. The bars were a little high for little Gabe-o, but he
didn't complain too much; he thought the ergos were as "close to perfect as
[he's] found." Pete also liked the styling; the bodywork and frame look "simple
and clean", with a minimal tailsection and a normal-looking headlight, unlike
the weird Buck Rodgers spaceship styling of past Beemers. In fact, if it wasn't
for the big cylinders sticking out like Prince Charles' ears the bike almost
doesn't look like a BMW, at least not until Fonzie strapped his German
shepherd-sized camera bag to it, when Buzz said, "now it looks like a BMW."
Source Motorcycle.com
Any corrections or more information on these motorcycles will be kindly appreciated.