BMW R 1200GS LC

The BMW R 1200 GS – the icon of all travel enduros. For 32 years “the GS” has been defining its segment and has proven to be the trusty companion on any motorcycle adventure. BMW Motorrad is now embarking on a new chapter of its success story and is yet again perfecting the iconic R 1200 GS.

At the launch of the new R 1200 GS, BMW Motorrad will be setting a unique test ride in motion. In the “One World. One R 1200 GS.” event, BMW Motorrad will be sending five enduro adventurers on the redefined icon R 1200 GS on five tours all around the world. The first of its kind in the world, this project will be putting “the new one” to a gruelling test – and, with a little luck, give you too the opportunity for the tour of your life.

Enjoy the 'One World. One R 1200 GS' round-the-world tour with photographs, films and daily blogs now available to view online. Visit www.bmw-motorrad.com/gs.

For 32 years, the BMW Motorrad GS has been defining and dominating the segment of travel enduros. No other motorcycle is such an uncompromising embodiment of freedom and adventure, reliability and riding dynamics, and ultimately pure riding pleasure both on and off the road. BMW Motorrad is now embarking on the next chapter of its success story – with the new R 1200 GS.

This was not an easy task for the developers and engineers at BMW Motorrad. How can you improve on a living motorcycle legend and a travel enduro that is already outstanding to start with? However, through a continuous drive for refinement and evolution, the hard work has paid off. The result: the perfection of an icon.

At first glance, the new R 1200 GS too is a genuine GS: robust, dynamic, and full of character. Virtually all surfaces were revised, and all materials provided with a better finish. The two-cylinder opposed twin engine merges harmoniously into the unmistakable GS flyline.
A new feature for the R 1200 GS is the water-cooled boxer engine. This has allowed us to sculpt revolutionary vertical contours – a masterpiece of lightness and aerodynamics. With its 125 hp (92 kW) and 125 Nm torque, the two-cylinder opposed twin engine promises power in every situation. Based on a new concept of combined air and liquid cooling and vertical flows through the cylinders, the engine operates efficiently, reliably, and with high torques at all times. Further improvements like the new wet clutch with anti-hopping feature and the electromotive throttle actuator E-Gas make the opposed twin engine the perfect drive solution at the heart of the new R 1200 GS.

The field potential of the new R 1200 GS was further expanded with a new, more rigid main frame and suspension elements mounted on a stiffer bearing. Also improved were the Paralever and Telelever for perceptibly better GS riding precision. The more sensitive response now gives the rider much greater feedback on uneven roads.

The standard model here in the UK comes complete with ABS, handguards and pannier fastenings. A range of optional extras are also available including cruise control, Enduro Electronic Suspension Adjustment (ESA), Heated Handlebar grips and Automatic stability control (ASC).

Here in the UK, we offer a special R 1200 GS ‘Touring Edition’, which comes standard with all of the features above, and more. Please see the R 1200 GS TE model page for further information, or visit the R 1200 GS ‘Prices & Specification’ page for a full list of options on the standard model. We will also launch a special R 1200 GS Enduro edition which will include cross spoke wheels, cruise control and Enduro ASC as standard.

Key Features

Special Features
Hand Guards
Left and Right Pannier Fastenings
Main Centre Stand
White Indicators
BMW Motorrad ABS
ASC, Rain and Road Riding Modes
Engine/Driveline
4 Valve Cylinder heads
6 Speed gearbox, helical toothed
Magnesium cylinder head covers
Stainless steel exhaust system with acoustic system
Closed loop 3 way catalytic converter with oxygen sensor
Shaft Drive
Air/Liquid cooled flat twin four stroke engine with two over head, gear driven camshafts and balance shaft
Running Gear
BMW Motorrad partial integral ABS (switchable)
ASC, Rain & Road Riding Modes
Adjustable rear rebound damping
Rear suspension strut with travel dependent damping (WAD)
Braided steel clutch hoses
Braided steel brake hoses
Prop stand with starter inhibit
Hydraulic rear spring preload adjuster
Single disc rear brake
Twin disc front brake (EVO, 305mm dia.)
Cast aluminium wheels
BMW Motorrad Telelever and Paralever (EVO)
Handlebar conical, without cross support
Electronics

Permanent headlamp beam
Hazard warning flasher
Power socket
Single wire system (Can-Bus)
LED tail light
Speedometer and revolution counter
Info flat screen
Low beam headlamp height adjustment
Free-form surface headlights
Electronic immobiliser
Diagnostic interface
White Indicators
Equipment
Toolkit
Passenger seat longitudinal adjustable in two positions
Two section dual seat with variable height rider’s seat
Windshield adjustable stepless by wheel
Adjustable handlebar
Integral ignition switch and steering lock
Centre stand
Adjustable handbrake lever and clutch lever
Luggage rack
One key system for ignition, steering, fuel filler cap, dual seat locks
Aluminium Sump guard

Features and Benefits

One R 1200 GS. One Feeling – Power in every situation.

Powerful, refined, and high revving. The R 1200 GS is powered by a new opposed twin engine design delivering 125 hp. Based on a new concept of combined air and liquid cooling and vertical flows through the cylinders, the engine operates efficiently, reliably, and with high torques at all times. Further improvements like the new wet clutch with antihopping feature, the electromotive throttle actuator E-Gas, and the optional “riding modes” make the opposed twin engine the perfect drive solution at the heart of the new R 1200 GS.

One R 1200 GS. One Emotion – Supreme control

The new R 1200 GS is ready for any terrain, thanks to the greater rigidity of its main frame and its enhanced Paralever and Telelever for even greater enduro steering accuracy. The optional Dynamic ESA configures the suspension automatically to the terrain and load conditions. The GS provides even more functions with the optional “riding modes”, a set of four different configurations that can be selected at the push of a button.

One R 1200 GS. One Impression – Strong individuality.

At first glance, the “new one” too is a genuine GS: robust, dynamic, and full of character. New body panels with a perfect finish underscore its high quality character. The new cooling concept was integrated seamlessly into the distinctive design, and the visual emphasis moved to the front. The new R 1200 GS now gives the impression of more balance and power. Thanks to its extensive range of options, the R 1200 GS is absolutely unique. With an innovative, unique LED headlamp, cross spoke wheels, and a wide choice of options and packages, everyone can convert this enduro into “his” or "her" GS.

One World. One R 1200 GS – The tour of your life.

Review 

BMW R1200GS vs. Yamaha Super Tenere

If you didn’t know who your father was, you might have a hard time knowing what you should aspire to be. Forty or so years after the Yamaha DT1 and the later BMW R80GS helped launch the “adventure” movement, their progeny are still at it, delivering the most versatile motorcycles available. Each is a masterful cross between dirtbike and luxury tourer, with plenty of “sport” sprinkled all over.

The BMW R1200GS is 100-percent all-new but with trademark features strikingly similar to the previous rendition’s. Yamaha’s Ténéré is still riding high since it raised the bar in 2012, but the advantage often goes to the player latest into the game. To find out who’s boss, my wife, Heather, and I rode both on a multi-day adventure to and from twisty roads that may or may not take a turn for the worse (or into dirt); no plan, no destination, just riding light and free with a bit of mystery around the next turn. And plenty of timev to argue about the machines. And other things.

The spec sheet shows some differences, but sitting on the bikes for a typical “showroom bounce” reveals little. The seats on both bikes have high and low positions. The Yamaha’s is a little wider and can feel a bit taller to a rider who wants to plant both feet on the ground at the same time. Scale weight says 520 lb. for the GS, and it feels a bit lighter as the Boxer design places engine mass lower in the chassis.

More power is the trend in adventure-touring, not that these machines really needed it. But if there’s too much, traction control comes standard on both. All you have to do is learn how it all works, which would take a small book. The settings can change the way each bike runs to the point that outright performance is quite different. When traction control does come into play, the Yamaha has a simpler and better system; it’s like the volume is just being turned down, while the BMW feels like somebody’s intermittently hitting the mute button.

In each machine’s more aggressive setting, or with both in a “regular” setting, the BMW always comes across as having more punch when the throttle is turned and always drinks from a slightly deeper pool of torque. The Ténéré’s power at low revs and at very slow speeds is softer, in comparison, but once moving, it would be malicious to call it anything but right there. In fact, as the bikes spin up, the Yamaha has more of a four-cylinder feel, where the GS always remains distinctly “Twin.” Either way, long, broad torque curves mated to well-spaced six-speed transmissions spread power from here to Tierra del Fuego.

The most amazing thing just may be the progression of the BMW’s powerplant from a torque-laden sleeper into a peppy, responsive powerhouse that not only matches the Yamaha but ups the game in the twin-cylinder adventure market. It picks up better, and gives a hand-to-rear-wheel connectivity that almost makes you forget it is ride-by-wire. Riders of any oil-cooled Boxer, even the latest twin-cam, will not be impressed. They’ll be blown away.

The BMW feels lighter all the time. Comparing only the steering sensation through the handlebar, the BMW feels half the weight of the Yamaha. Turning in takes less effort as the chassis reacts quicker to inputs but still maintains excellent stability. On the Ténéré, you have a much more planted feeling with significantly more pronounced stability, and it takes much more effort through the handlebar to make it go where you want—a great thing for the less experienced when off-road, for sure. What’s astonishing is that both bikes feel so much lighter than they are.

In the suspension game, it’s the “classic” screwdriver-style adjustment on the Ténéré versus the pushbutton age on the GS. Yamaha’s setting is straight-up matched for secondary roads as delivered, and aside from giving it a little more compliant ride and a bit quicker steering by adding some rear spring preload, it didn’t need much. The travel (7.5 in.) feels very progressive and does its best to keep the Super T from bottoming when bounced off-road. It transmits a little more of the road than does the BMW when in a soft mode and isn’t as stiff as the BMW in a hard mode: In fact, the Ténéré rides just like the BMW in “ROAD, NORMAL.” The GS will work better if you choose the right setting. At least now the GS’s riding modes work how they’re named, and adding the Dynamic ESA suspension adjustments into the mix means a few thumb swipes can have you in power nirvana combined with bump-compliance heaven. It’s understandable to not want to carry a screwdriver and change some clickers every time you encounter different terrain, but a few button strokes and a pull of the clutch lever leaves you no excuse not to set up the bike for whatever you encounter.

Comfort may be more important to some riders than outright performance. The BMW’s easily adjustable windscreen does an amazing job for its compact size, but six-footers might be out in the wind, literally. Same holds true for the Yamaha, even with its windscreen in its tallest position. The cylinders on the GS work wonders for your feet in the cold, but when it’s hot, the Yamaha manages to flow even the warm air from the radiators away from the rider. Vibration is low on either bike, but they both have sweet and sour spots, depending on rpm: 72 mph in sixth was brilliant on the GS and 74 was perfect on the Yamaha. Or was it the other way around? Getting picky, the brakes had a little less feel on the Ténéré and were a little more grabby, yet the ABS is really good and even worked well off-road. The GS has better feel and control on the binders, especially the front, and we preferred to disable the ABS when in the dirt. Luckily, the GS remembers the setting you last had it in and retains it when the key is turned back on. Not so on the Yamaha’s TC settings.

The handlebar on the GS is swept back and low, great for sitting, but it needs some lift if you plan to stand on the pegs for any time at all. The GS’s seat is good but also seems to slant forward just a bit too much for maximum comfort. The Yamaha has a very neutral and natural riding position regardless if you’re sitting or standing, and the seat is more comfortable, to boot.

So, which is a better go-anywhere adventure bike? To the hardcore world-traveling adventurer, maybe neither, as the electronic age has pushed these machines into being digitally controlled powerhouses that may be hard to fix in Zourat, Mauritania, without a dealer and his computer. But as everyday motorcycles with limitless potential, they both win, with performance piled upon versatility that was unthinkable just a few years back. All said and done, when all the bad pavement and a little dust had settled, the wife and I could agree on one thing: Though they are brothers from another mother, the BMW GS kicks a little asphalt, and some dust, on the Yamaha Ténéré most of the time. Especially if you push the right buttons.

Source Cycle World