BMW R 1200GS Triple Black Special

The BMW R 1200 GS goes to “the dark side” in 2011 with a special edition model – the R 1200 GS Triple Black. Building upon a sapphire black metallic body color, the R 1200 GS Triple Black adds a series of specially developed dark components limited exclusively to this model. The result is a dark, distinctive R 1200 GS with unmistakable presence on or off the road.

Basically, there are no mechanical changes made to the bike, but it does come with several blackened elements and BMW’s premium parts package for the R1200GS. The latter includes Enduro Electronic Suspension Adjustment, heated grips, hand guards, anti-lock brakes, and pannier mounting points.

“As before, the stiff and torsionally-resistant suspension, front wheel guidance with the unique BMW Telelever, and the rear wheel incorporating the BMW Paralever contribute to first-class riding qualities, along with the increased performance of the new engine,” BMW says.

“In conjunction with optional BMW Motorrad Integral ABS, extremely powerful brakes serve additionally to contribute to maximum safety even in critical situations.”

Sporting a sapphire black metallic paint, along with murdered cross-spoke wheels, front forks, engine casings, the Triple Black is also boasting asphalt grey metallic paint on the swingarm, rear sub-frame, and valve covers.

“Featuring an exhaust flap controlled by an electric motor as well as opening and closing cables, the new BMW R 1200 GS motorcycle family has a particularly throaty boxer sound naturally in full compliance with legal standards,” a company statement reads.

Special Edition Features:
* Sapphire Black Metallic Body Color
* Black Cross Spoke Wheels
* Special Asphalt Grey Metallic Swing Arm, Rear Frame and Valve Covers
* Black Front Fork and Engine
* Black Seat with Embroidered “GS” logo
*Price includes Premium Package Equipment: Enduro ESA (Electronic Suspension Adjustment), Heated Grips, On-Board Computer, Hand Protection, Integral ABS, and Saddle Bag Mounts.

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

Review

BMW has released a spec’d up version of their uber adventure tourer, the R 1200 GS - and it comes in black, well triple black to be precise. Rather than useless fluff it is actually spec’d up with the very options I would choose to add to a GS if taking one home.

A traction package inclusive of ABS, traction control (ASC) and tyre pressure monitoring (RDC) is standard fit on the Triple Black, as is the truly wonderful, electronically adjustable suspension (ESA). Spoked rims are a good idea for serious off-roading; these are also part of the Triple Black package and funnily enough, they come in black.

The ABS/ASC/RDC package normally costs $2235, ESA $1000 and the spoked rim option a $580 ask. Added to the base $22,190 price of a GS, this tallies to a not insignificant $26,005. On hearing about this Triple Black special package I was hoping that BMW had actually made this ideally spec’d up special edition more affordable for the customer in these post credit crunch times. Silly me! As it is a special edition BMW instead ask for a small price premium of $245 to bring the Triple Black to its $26,250 plus on roads sticker price.

Despite the skyrocketing Aussie dollar, don’t expect to get a more affordable ticket to GS goodness. It is a bit galling, and makes you wonder just how they get away with it. Then of course you head out on the roads and trails on one and discover why; the R 1200 GS is just so bloody good!

If you are new to the world of boxer engines and shaft drive, things will certainly feel a bit strange, at first, as your senses attune to the quirky characteristics of the layout. But once you gel with the latest iteration of the R 1200 GS, - as you inevitably will - then you will want one.

It is the full package.

Wonderfully comfortable on the road, solo or with a pillion, with decent wind and weather protection and a comprehensive range of factory or aftermarket luggage systems, the GS makes a great long-distance mount.

When the blacktop turns ribbon-wraith like, switch the suspension from comfort to sport mode and the traction control into sport mode, (both achievable on the fly), and the GS changes its attitude from comfy floating highway armchair to backroads brawler par excellence.

A well ridden GS will keep any sportsbike honest in the tight stuff and if the pilot is on the ball the BMW can ride away from most narrow focused sportsbikes, almost with ease.

The latest twin-cam version of the GS mill has extended the rpm range and given the prodigiously well-endowed lower and mid-range Boxer engine a new lease on life when spinning the tacho hard. This has added that little bit of extra fun factor on the road that clinches the package deal for me.

When the road runs out and track and trail adventures beckon, simply pull over and select one of the off-road suspension modes. While still seated on the bike, servo motors raise the ride height and lengthen the suspension travel ready for off-road touring, or if you are up for it, off-road attack.

If you are a little tentative and unaccustomed to off-road riding, put the traction control in sport mode and leave the ABS on.

If, however, you are well versed with slippery surfaces and want to let it all hang out, then both ABS and traction control can be switched off so you can enjoy your fun unfettered by electronic interference.

You certainly don’t need to turn the electronics off to have fun though; in sport mode the traction control allows a reasonable amount of slideways motion for a flowing rider and the ABS only becomes problematic on loose, shaly descents. Even gun riders leave it on the majority of the time.

Spend some time with a GS and it is easy to see that BMW has been doing this a long time. The model has been so successful that it has recently spawned many competitors from other brands. Those competitors are all excellent motorcycles in their own right; KTM’s 990 Adventure raises the bar on the dirt but its relative lack of comfort on the road and its somewhat over-eager engine means it misses the mark as an overall package. Yamaha’s Super Tenere is appreciably more affordable than the GS and is also a great mount that will get you everywhere the GS will, and in as much comfort, but can’t cut the pace on the tarmac like the GS can, and like the KTM also misses out on the sheer brilliance of push-button adjustable suspension settings. Ducati can boast such a feature on its higher spec MTS1200 models and is a true tarmac terror, but the Italian is hardly a credible option for any serious off-roading.

BMW has been doing this GS lark for thirty years - and it shows. Even though those aforementioned bikes are also wonderful mounts that will still bring an owner great pleasure, when it comes to the ultimate do everything package the R 1200 GS is still numero uno. Bloody Germans.

Source MCNews.au