An overview of highlights of the new BMW R 1200 GS.
ÔÇó Completely newly designed engine for top-level riding dynamics within the travel enduro segment.
ÔÇó Capacity 1170 cc, rated output 92 kW (125 bhp) at 7700 rpm and a maximum torque of 125 Nm at 6500 rpm.
ÔÇó Cylinder heads with vertical through-flow for increased efficiency and performance.
ÔÇó Compact air/water cooling for optimum heat management.
ÔÇó Basic engine with compact, light and yet rigidity-optimised crankshaft.
ÔÇó Vertically separated case in open deck construction.
ÔÇó 6-speed gearbox integrated in engine housing, including wet clutch with anti-hopping function and reduced lever operation force.
ÔÇó New intake system for optimum output and torque with 52 mm throttle valve diameter.
ÔÇó E-gas for improved ridability, running smoothness and special functions.
ÔÇó Innovative exhaust gas system with electronically controlled exhaust flap for optimum performance characteristics and an earthy boxer sound.
ÔÇó Freely selectable riding modes ÔÇ£RainÔÇØ, ÔÇ£RoadÔÇØ, ÔÇ£DynamicÔÇØ, ÔÇ£EnduroÔÇØ and ÔÇ£Enduro ProÔÇØ with three different electromotive throttle actuator settings in conjunction with ASC (Automatic Stability Control), ABS and ASC settings for off-road riding as well as different mode-specific Dynamic ESA settings (option ex works).
ÔÇó New suspension with torsionally stiff tubular steel bridge frame and bolt-on rear frame.
ÔÇó Optimised lightweight cardan shaft drive now running on the left-hand side.
ÔÇó Newly developed and optimised Telelever at front and EVO Paralever at rear for an even more precise ride feel.
ÔÇó Refined master chassis geometry data and long swingarm for excellent traction.
ÔÇó Optimised seating width and position, and adjustable handlebars for even greater comfort.
ÔÇó Optimised ground reach for rider (inner leg length).
ÔÇó Tyre/wheel dimensions of 120/70 R19 at front and 170/60 R17 at rear as a world first, tailored specially to the R 1200 GS.
ÔÇó Revised BMW Motorrad brake system with radially mounted Brembo Monobloc brake calipers at front and 2-piston floating caliper with enlarged brake disc at rear (?ÿ 276mm, previously 265mm).
ÔÇó BMW Motorrad Integral ABS as standard.
ÔÇó Semiactive suspension Dynamic ESA (ex works option).
ÔÇó Main headlight with optimised light efficiency and LED daytime running light (ex works option).
ÔÇó WorldÔÇÖs first motorcycle with LED main headlight featuring integrated daytime running light (ex works option).
ÔÇó New vehicle electrical system with partitioning of functions.
ÔÇó Extended electric switch units.
ÔÇó Electronic cruise control (ex works option).
ÔÇó Preparation for navigation unit with Multi-Controller to operate the
BMW Motorrad Navigator IV (ex works option).
ÔÇó Windshield with one-hand operation for excellent wind and weather protection.
ÔÇó Seat with multiple adjustment functions for perfect ergonomics.
ÔÇó Number plate carriers quick to dismount for off-road riding.
ÔÇó Increased ground clearance (+ 8 mm)
ÔÇó New instrument cluster with on-board computer as standard. PRO on-board computer as an option.
ÔÇó Four main paint finishes to choose from:
Alpine White, Racing Red, Blue Fire and Thunder Grey Metallic
I especially like the position of the airbox. This bike should do much deeper water crossings.
What about pricing? Is there a place to "build" your bike with pricing options?
2006 KLR 650, 2011 GSA, 2012 Vespa 300GTS Super - Gone but not forgotten:2006 HD Dyna, 2007 HD Road King, 2008 HD Road Glide, 2007 V-Strom DL 1000, 2005 V-Strom DL650,1975 R90S,1968 Honda CL350, 1966 Allstate Cruisair
Purely from an observational perspective there are some elements of the design that I see as leaps forward.
1. The wet clutch at the front of the engine means the bike doesn't have to be half disassembled to replace a clutch and there should be no need for clutch hub spline lubrication.
2. The top to bottom mixture flow with fewer bends in the intake/exhaust path should improve efficiency.
3. Cruise control is a big plus.
4. I think the water cooling is a big plus.
There are some things I wonder about.
1. Cylinders cast as part of the block. Would I have to split the cases to replace worn rings?
2. Is the permanent magnet alternator as prone to stator problems as the F twins seem to be?
3. Will there be clearance to do that simple up-front clutch replacement, or does the whole front end need to come off to remove the front cover?
These are just top-of-the-head observations. Once I see the bike, and once a bunch of folks get a bunch of miles, we'll know more.
I like it.
Looks like the cylinders still have cooling fins.
Thanks for posting.
Now: '12 R1200RT Midnight Blue Metallic / '11 Ural Patrol 2WD ridden to Alaska / '09 KLR 650 / '05 HD Heritage Softail (wife's ride) / '85 Yamaha VMax bought new. I wasn't ready to say goodbye: www.shaunlunt.typepad.com
Looks like we need a new section on the forum for "Wetheads"?
These guys crack me up-
Try doing it without a u-joint.ÔÇó Optimised lightweight cardan shaft drive now running on the left-hand side.
"Well they say.. time loves a hero but only time will tell.. If he's real, he's a legend from heaven If he ain't he was sent here from hell" Lowell George
2009 F800GS 1994 TW200
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I guess wetheads is inevitable...but I was thinking water jugs sounds good
I can't wait for the question of what glycol water does one use and the answers here on the forum.
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