BMW R 1200GS

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 x 73 millimetres (3.98 x 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.

• Colour variants of the R 1200 GS: Alpine White non-metallic,

Magma Red non-metallic, Ostra Grey matt metallic, Sapphire Black metallic.

• Colour variants of the R 1200 GS Adventure: Smoke Grey matt metallic, Brilliant Yellow metallic.

• Optional extras and accessories tailored to each model with BMW's usual high level of quality.

• New additional headlight in LED technology for the R 1200 GS (accessory).

Optional Extras.

• Enduro ESA.

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 39 mm inlet valves (plus 3 mm vs. the cih engine) and 33 mm exhausts (plus 2 mm). 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.

Source Cycle World

Giant adventure tourer showdown

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.

Source Hell For Leather