It all started with an ordeal. Undoubtedly the toughest, demanding compromise, sacrifice, doubts and convictions. That of choice. When estimating the one that will accompany us on the roads, the time of a breath, an evening trip or a week in the strolls of a continent.
And then there is sometimes a saving feeling: the obvious. For most BMW GS owners, little or nothing else as a mount could meet their expectations. It must be recognized that the Bavarian trail has solid arguments. The same as yesterday which will be embellished with a larger engine, jolly, variable distribution.
Are we being verbose or direct? The engine will be both. By filling it with additional technology, BMW has endowed its fetish boxer with a commendable and flexible vigor..
As the pistons had had enough of this confined space of 1170 cc for 15 years, they pushed the walls to express themselves in 84 cc more. The result is most gratifying: 136 horsepower now and a strong torque peaking at 14.5 mkg. Available in large quantities over a wide rev range. More than power, it is the spectacular increase in Nm that appeals. You don’t earn 18 with just a coffee cup of extra explosion volume. At least double would be necessary. So ?!?
Then comes to the rescue the ShiftCam. This is the name of the variable valve timing process installed in the cylinder heads of the 1250. The idea is to change the profile of the cams according to the engine speed. At the bottom, you need an engine that is available, generous in torque and flexibility – for this, better a low and short-lived valve lift. On the other hand, to get watts at high speeds, we need the valves to rise more and for longer. You will therefore need two different sets of cams. But how to make them coexist and switch ?
Here is the job of the ShiftCam. The intake shaft therefore supports two cams at each valve. To select one or the other, an electromechanical actuator will act on a kind of barrel at the end of the ACT in order to shift it on one set of cams or the other. And bingo, we have our two distribution profiles. In addition, a phase shift between the left and right valves helps create a more efficient vortex for combustion..
The engine manufacturers have therefore taken the cabbage in order to obtain what many expect from an engine solicited for multiple missions: a generous muscle when we evolve then full of tone when we are excited..
So be the guts of the R 1250 GS. From the outside, you will only see a modified cylinder head cover and the updated naming monogram. Even the escapement, modified for the occasion, does not show anything modified. The general design as of detail does not evolve, unlike the usual one where each major change generates a different generation and a renewed silhouette. Chilly BM? Not exactly ; rather, we consolidate the gains. However, a zest of freshness would have judiciously accompanied this evolution..
Important? Not sure. You don’t really buy a GS for its design, but for its driving qualities. Quidam will not be disappointed with the 1250, because…
Because the 1200 was already an excellent machine, among the most homogeneous and the most pleasant on the market. Some will say that the media praise it because they are sold to BMW … Others who have tried it, or those gifted with this recent concept called intelligence, will understand the legitimacy of reviews, tests and excursions of all kinds. . So yeah, everyone says this trail is awesome … and it is. Its handling does not immediately mask its certain weight, overcome from 10 km / h by the efficient balance of masses and the design of the chassis. The 1200 GS was formidably convincing in efficiency, driving pleasure and consistency. With an all Germanic rigor abandoning the fun and sassy side for a feeling of driving without limit, without fatigue, without term of mileage.
The 1250 GS takes everything from the 1200, whether it is the tubular steel frame, the fork, the single-sided gimbal, the 20-liter tank, the robust appearance and the stronghold of on-board assistance. Only the wheelbase and weight have changed, upwards, with 5 kilos more on one side and 18 mm on the other. Braking is still entrusted to 305 mm discs pinched by radial 4-piston calipers – on the other hand, the jaws no longer come from Brembo but from Hayes.
Regulars will therefore find the intrinsic qualities of this trail-GT, fortified with a joy and a new youth offered by the twin..
Although this engine is THE novelty of this chapter of the GS, we would remain a bit on our thirst for innovation … if it weren’t for small digital insertions. As ? The new 6.5 inch ‘Connectivity’ TFT screen. Not entirely new as it was offered as an option on the previous GS. Except that now, it is mounted in series. This panel allows you to have on board an all digital color display, pairing with the smartphone, a music connection, headphones and phone calls as well as a basic GPS system.
Let’s stay in this area. A sensor here, a cable there, a box on the right, another sensor on the left, a …. Ah, it’s everywhere. Sensitive and responsive with its assistance, the German remains among the most equipped with electronic co-pilots, on condition of combining original equipment and additional equipment. As standard, it comes with two driving modes (Rain / Road), ASC traction control, HSC start-up, deactivatable ABS and LED headlights.
As an option, everything climbs very quickly. The ‘Pro Riding Mode ‘unlocks Dynamic, Enduro and Enduro Pro modes, DTC traction control, pro-active cornering ABS, a combination of DBC engine braking and full rear braking force to stabilize and slow down the bike better. , the dynamic brake light and the Pro version of Hill Start Control – depending on the slope, the HSC is activated automatically by pressing the brake controls after stopping the bike. Those most adept at dynamic damping combinations will be delighted to be able to afford the ESA ‘Next Generation’, available on the big GS since 2017. BM semi-active suspensions are sensitive to the load and continuously adjust the load. attitude in addition to an adaptation to the conditions of the road, the requirements of the pilot and the chosen driving mode. To improve safety, the eCall emergency call is available in the catalog.
The problem with travel is the destinations. Asphalt, sand, pebbles, 16th arrondissement, Timbuktu, Grésivaudan valley or Monument Valley. The BMW R 1250 GS has found a way to accommodate it all. Well almost. Rather than having several colors, it is offered in several styles, each arguing for a distinctive equipment. Let’s see, let’s appreciate:
The most typical adventure, before the Adventure, the HP. Its sporty colors betray its desire for journeys. The bubble is shorter, the gold rims are spoke and the radiator scoop covers are different. The central stand disappears. This GS can be beefed up for off-road with an optional sports chassis, offering longer travel suspensions and firmer springs.
To affirm Premium, the Exclusive is the most appropriate. It uses the drivetrain painted in black, the gold-colored brake calipers and the aluminum side covers of the HP but not the asserted off-road side..
The other, more classic colors carry a gray tint for the wheels / frame / engine / swingarm assembly, a light golden fork and black brake calipers.
The R 1250 GS clearly wants to surprise. Absolutely not at the level of the pace, being satisfied with a copy and paste on its predecessor. More demonstratively at the engine level, with enough to hurt the competition a little more. Increased power, less noise, less consumption and multi-level decanter. As usual, the BMW charges dearly for its qualities; and some services would have more of a place as standard than as an option. The Spezial Option 719 elements, the chrome silencer or the flashlight, that is understandable. But innovations on the braking side are more doubtful. And then, the heated grips, it has been a long time since many competitors install it in series.
This will in no way cool the enthusiasm of the GS. She knows how to dominate her market, the roads and the twists and turns. No doubt she will write a very interesting new opus.
What you must remember
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R 1250 GS 2019
Model marketed in
0 to 100: 3.60 s
about 200 km / h
The technical aspect
BMW R 1250 GS 2020
- Tank: 20 liters
- Width: 953 mm
- Wheelbase: 1,525 mm
- Weight in running order: 249 kg
- Train before
- secondary by cardan
- Rear axle
(102.5 x 76 mm)
at 7,750 rpm
at 6,250 rpm