To celebrate the 100,000th BMW R1200GS coming off the production line in
Berlin, Vines of Guilford are offering a special edition version of the bike
for a limited time only. Vines will throw in a complimentary set of
panniers as well as a special paint job.
Make Model
BMW R 1200ST Special Edition
Year
2007
Engine
Four stroke, two cylinder
horizontally opposed Boxer, 4 valves per cylinder
Capacity
1170 cc / 71.4 cu in
Bore x Stroke
101 x 73 mm
Cooling System
Air/Oil-cooled
Compression Ratio
11.0:1
Induction
BMW engine management, BMS-K
Ignition
Digital engine management
Starting
Electric
Battery
12 V / 14 Ah, maintenance-free
Alternator
Three-phase alternator 720 W
Max Power
81 kW / 110 hp @
7500 rpm
Max Torque
115 Nm / 11.7 kgf-m / 85 lb-ft @ 6000 rpm
Clutch
Single dry plate clutch, hydraulically
Transmission
6 Speed
Final Drive
System enclosed driveshaft with two universal
joints
Three-section
frame consisting of front and rear
section, load bearing engine-gearbox unit
Front Suspension
Three-section frame consisting of front and
rear section, load bearing engine-gearbox unit
Front Wheel Travel
110 mm / 4.3 in
Rear Suspension
BMW Motorrad Telelever, stanchion diameter 35mm, central spring strut, rebound damping electronically adjustable with
standard ESA
Rear Wheel Travel
140 mm / 5.5 in
Front Brakes
2 x 305 mm Discs, 4 piston calipers
Rear Brakes
Single 265mm disc, 2 piston
caliper
Wheels
Cast aluminium
Rim, front
3.50 x 17"
Rim, rear
5.50 x 17"
Front Tyre
120/70 ZR17
Rear Tyre
180/55 ZR17
Castor
104 mm / 4.1"
Steering Head Angle
64.3°
Dimensions
Length 2165 mm / 85.2 in
Width 890 mm
/ 35.0 in (incl. mirrors)
Height 1220 mm
/ 48.0 in (excl. mirrors)
Wheelbase
1495 mm / 59.1 in
Seat Height
826 mm - 806
mm / 32.5 in - 31.7 in
780 mm / 800 mm
/ 30.7 - 31.4 in (special equipment low seat bench)
Dry Weight
205 kg / 451.9 lbs
Wet-Weight
229 kg / 504.8 lbs
Fuel Capacity
21 Liters / 5.5 US gal
Reserve
4 Litres / 1.0 US gal
Consumption Average
5.6 L/100 km / 17.9 km/l / 42.1 US mpg
Standing
¼
Mile
12.0 sec
Standing 0 - 100km
3.7 sec
Standing 0 - 140km
6.0 sec
Standing 0 - 200km
11.8 sec
Acceleration
60-100 km/h
4.9 sec
Acceleration
60-140 km/h
9.7 sec
Acceleration
100-140 km/h
4.8 sec
Acceleration
140-180 km/h
6.3 sec
Top Speed
233.6 km/h / 145 mph
Not every highway is flat, not every road is straight. That’s why BMW has
created the
R 1200 ST, a successor to the famed R 1150 RS and a clear step sportier than
the
R 1200 RT with which is shares its basic engine and chassis. Your first clue
is the rakish bodywork, shaped by the wind and defiant of convention. Twin
stacked headlights lead the way with a blast of useful illumination. The
pointed lower fairing helps channel cooling air to the engine-oil cooler.
Like the R 1150 RS before it, the R 1200 ST has a mechanically adjustable
windscreen to tailor the amount of wind protection to the rider’s liking.
Behind the fairing, the rider fits into a comfortable and
sporty position thanks to adjustable clip-on handlebars set into an ideal
ergonomic stance. The sporty ergonomics, reminiscent of the R 1150 RS’s,
offer maximum control and comfort for high-speed and long-distance touring.
The alloy handlebars adjust vertically along a 1-inch (25mm) range and,
together with the height-adjustable seat, offer up all the tools a rider
needs to create a personalized comfort zone.
As with the R 1200 RT, the R 1200 ST includes a
dual-position adjustable rider’s saddle – 31.9 or 32.7 inches (810 or 830mm)
– with an optional lower saddle – 30.7 or 31.5 inches (780 or 800mm).
Instruments of effortless travel
New for the R 1200 RT and R 1200 ST are stylish and legible
instrument clusters that include an Info Flatscreen rider-information
display. This module includes information on oil temperature, fuel
consumption and tank level, plus gear selection.
Power for one, power for all: sharing the new boxer
Both the R 1200 RT and the R 1200 ST take advantage of new
technologies launched with the R 1200 GS last year. Beneath the dramatically
reshaped cylinder heads lies an amazing new engine. Although it retains the
classic Boxer opposed-cylinder architecture, virtually everything is new
compared to the previous-generation 1130cc Boxer family. Maximum power for
both the R 1200 RT and the R 1200 ST is 110 hp, up from 100 hp in the R 1200
GS and a massive 16-percent jump from the engine in the R 1150 series.
This newfound power starts at the advanced cylinder heads.
Compared to the
R 1200 GS, the RT/ST engine employs a higher compression ratio – 12.0:1
compared to the GS’s 11.0:1 – and revised camshafts for greater thermal
efficiency and increased airflow through the cylinder heads. The four valves
retain their high-cam activation system, which uses a single, lightweight
camshaft high in each cylinder head to operate the valves through short
rocker arms fitted with easy-to-maintain screw-type lash adjusters. Taking a
page from high-performance aircraft engines, BMW engineers selected
sodium-filled exhaust valves for the R 1200 engine because they promote more
efficient heat transfer. Two spark plugs per cylinder are again used, as on
the R 1200 GS, resulting in fast, efficient burning of the fuel-air mixture
in the combustion chamber.
In addition to those changes, the new RT/ST engine
configuration features a 500-rpm-higher redline – now 7500 rpm – to take
advantage of the engine’s increased high-rpm power. A revised intake system
works with a new, larger exhaust system to further improve engine efficiency
and power output. It says something about the basic new Boxer design that a
group of comparatively minor changes can bring about a 10-percent increase
without loss of low-end or midrange torque.
Otherwise, the RT/ST engine is similar to the R 1200 GS’s,
using aluminum cylinders — with treated bore for wear resistance without the
weight of an iron or steel liner – to carry the same 101mm bore as the R
1150 engine. However, a 2.5mm-longer stroke (now 73mm) provides a total
displacement of 1170cc with a desirably “oversquare” bore/stroke ratio to
permit high engine speeds. Despite being larger, the new pistons are lighter
than the R 1150’s. Under-piston oil jets — a racing technology designed to
remove heat from the piston and combustion chamber by spraying engine oil at
the bottoms of the pistons — are larger and flow more oil.
A new balncing act
Motorcyclists the world over marveled at the R 1200 GS’s
impressive smoothness, the result of the first-ever use of a balance shaft
in an opposed-twin motorcycle engine. Although the Boxer design has what’s
known as perfect primary balance — the major reciprocating forces are
directly opposed because as one piston reaches the top of the stoke, the
opposite piston does as well, canceling out the primary forces inherent in
reciprocating designs — there is some residual vibration caused from the
connecting rods not being directly overlaid. In effect, the engine wants to
oscillate around its center of mass, as viewed from above.
By employing a counterbalancing shaft, BMW has eliminated
this kind of vibration, called rocking couple. As a result, the new engine
is dramatically smoother, permitting not only elevated engine speeds with
fewer stresses on components (including the rider) but it can be mounted to
a lighter frame without sacrificing strength.
BMW’s engineers worked overtime to artfully locate the
counterbalancer into an already efficiently packaged powerplant, and their
solution is both inspired and effective. In the traditional R259 engine
family, a gear-driven sub shaft is positioned below and parallel to the
crankshaft plane that contains drive sprockets for the chain-driven
camshafts as well as for the oil pump. In the new R 1200 RT/ST engine, this
shaft is larger and houses, inside its inner diameter, a second shaft driven
at crank speed — the sub, or countershaft, is driven at one-half crank speed
— with one of the two necessary balancing weights integrated into the drive
gear and the other bolted to the far end of the shaft outside of the oil
bath to help reduce power loss. This design adds remarkably little weight,
uses a minimum of engine power, makes the powerplant no larger yet
dramatically improves rider comfort. And, just as important, the Boxer
engine’s distinguishing opposed-twin rumble remains; this is a smooth yet
charismatic engine.
Any corrections or more information on these motorcycles will be kindly appreciated.