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BMW R 1200GS Adventure 90th Anniversary Special

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Make Model

BMW R 1200GS Adventure 90th Anniversary

Year

2013

Engine

Four stroke, two cylinder horizontally opposed Boxer, DOHC, 4 valves per cylinder

Capacity

1170 cc / 71.4 cub in.

Bore x Stroke 101 x 73 mm
Compression Ratio 12.0:1

Cooling System

Air/oil cooled

Induction

BMS-K+, 50mm Throttle butterfly dia

Ignition

BMS-K

Starting

Electric
Electrical System Alternator three-phase alternator 720 W
Battery 12 V / 14 Ah, maintenance-free
Clutch

Single-plate dry clutch, ∅180mm

Exhaust management Fully-controlled three-way catalytic converter

Max Power

81 kW / 110 hp @ 7750  rpm

Max Torque

120 Nm / 12.2 kgf-m / 88 lb-ft @ 6000 rpm

Transmission

6 Speed

Drive

Shaft

Gear Ratios 1st 2.375 / 2nd 1.696 / 3rd 1.296 / 4th 0.065 / 5th 0.939 / 6th 0.848:1
Frame Tubular steel frame, load-bearing power unit

Front Suspension

Telelever, stanchion ∅41mm, central spring strut, spring preload 9 times mechanically adjustable.

Front Wheel Travel

210 mm / 8.3 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

220 mm / 8.7 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
Rim, Front 2.50 x 19"
Rim, rear 4.00 x 17"
Wheelbase 1507 mm / 59.3 in
Rake 25.7°
Castor 101 mm / 3.97 in.
Dimensions

Length:  2210 mm / 87.0 in.

Width:      915 mm / 36.0 in.

Height:   1450 mm / 57.1 in.

Seat Height 890 - 910 mm / 35.0 - 35.8 in.

Dry Weight

223 kg / 492 lbs

Wet-Weight 256 kg / 564 lbs (road ready, fully fueled )

Fuel Capacity 

33 L / 8.7 US gal

Reserve Tank

4L / 1.1 US gal

Consumption Average

6.3 L/100 km / 15.7 km/l / 36.9 US mpg

Standing ¼ Mile  

12.6 sec

Top Speed

193 km/h / 120 mph

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BMW Motorrad are celebrating their 90th anniversary (‘90 Jahre BMW Motorrad’) which include the R1200GS Adventure, R1200RT and R1200R, remain mechanically unchanged but get an exclusive paintjob which differentiates these machines from the regular ones.

All three models come in a Sapphire Black Metallic color with matte black engines, gold anodized suspension and brakes, and asphalt gray metallic swingarms, trailing arms and rear frames, and granite gray metallic cylinder head covers, and a nickel-plated polished brass plate on the upper fork.

The 90 Jahre BMW Motorrad edition R1200R and R1200RT also get granite gray metallic wheels, fork bridge and front axle bearings.

BMW has revolutionized its sacred boxer-Twin. It is not the first time, but switching from traditional air cooling (air/oil cooling, lately) to liquid cooling symbolizes the most radical departure from the reasons that, in 1923, led BMW technician Max Friz to turn 90 degrees an already-existing longitudinal boxer-Twin to create the R32 model. This was the first bike featuring a transversely mounted boxer-Twin that cooled much better than when placed according to the original orientation.

Now, what BMW calls “precision cooling,” derived from its experience with Formula One engines, circulates a specific coolant only around the sections of the engine that experience the highest temperatures: the heads and upper section of the cylinders where hot combustion gases expand. The rest of cooling remains entrusted to air circulating through appropriately dimensioned fins. The coolant is based on glycolethylene like that used in aircraft piston engines and allows the use of two inconspicuous radiators to keep the BMW R series’ “clean” look. Compared to the previous air/oil cooling system, this latest one increases weight by six pounds.

More INTERMOT 2012 Features
The new engine retains the same 101.0 x 73.0mm bore-and-stroke measurements of the previous R1200, but that is where the commonality ends. The thermodynamic section is totally new and much more rationally designed and laid out than it was in the last “radial-valve” unit that, among other complexities, included camshafts with one inlet and one exhaust cam lobe each. Now, the dohc valvetrain is simplified and driven by a single loop of chain. Valve diameters are 40mm (inlet) and 34mm (exhaust), and the valves are angled at 8 degrees and 10 degrees, respectively, for an included angle of only 18 degrees. This narrow included angle and the finger-type cam followers are also inspired by F1 engines. The combustion chamber is very compact and a 12.5:1 compression ratio has been achieved with slightly dished pistons for a high thermodynamic efficiency.

The engine breathes through downdraft 52mm throttle bodies to deliver a claimed 125 horsepower at 7700 rpm and 92.2 foot-pounds of peak torque at 6500 rpm. The crankshaft is now much more compact, thanks to the reduced width of the connecting rods and consequent reduced parallel misalignment of the opposing cylinder. This was possible thanks to the enlarged diameter of the crank journals, from 48mm to 50, which increased the load capacity of the related bearings, thus reducing their width. The main journal diameters were reduced from 60mm to 55. The new crankshaft is more rigid and lighter. The reduced misalignment of the cylinders causes less rocking imbalance and related vibrations, and favors the much-higher rotational speed needed to produce the new level of power.

Also new are the oil-bath multi-disc clutch and six-speed gearbox, which is now fully integrated into the crankcase for additional compactness and smoothness of operation. The new clutch is a slipper-type, and the shaft drive uses lighter components. The final drive and single-sided swingarm are now moved to the left side.

The new R1200GS abounds with electronic controls. Throttle actuation is “by wire,” and the five riding and engine-response modes (Rain, Road, Dynamic, Enduro and EnduroPro) are rider-selectable. Of course, ABS and traction control are included.

Unlike the engine, the frame is only marginally revised. The new GS spans the same 59.3 inches and has its steering geometry set at a sensible 25.5 degrees for 3.9 in. of trail. Front Telelever suspension now sports stanchions with diameters reduced from 41mm to 37, while swingarm length has been increased from 21.1 in. to 23.1. BMW electronically managed ESA semi-active suspension is included. Specifically developed for the GS, front and rear tires are Metzeler Tourances, 120/70-19 front and 170/60-17 rear. These new Metzelers are more touring-oriented, and the new GS uses Brembo Monobloc radial-mount brake calipers in combination with double 305mm rotors to haul the big Beemer to a stop.

With a new LED headlight and a more protective and easily adjustable windshield, the new—revolutionary, even—engineering in the R1200GS is not all visible, but the boxer retains its signature adventure-bike look. Maybe more importantly for GS fans and BMW, it retains the key elements of BMW-ness created nearly a century ago by Max Fritz. Nobody mistook the R32 for anything else on the road, and nobody will mistake the latest R1200GS for anything else, either.