Discovery – D-126 for the 2013 Paris Motorcycle Show –

Bmw


17th Pictures

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For over 30 years, the BMW R 1200 GS has stood for all-rounders, alpine robbers and angasers and, as a clearer, has also posted record sales year after year. But the GS no longer has the right to sole representation. All important manufacturers have long been involved in this market.

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Spoiled for choice: which switch do you like to use?…

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Playful watches, but a clear and tidy display.

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Knowing how: What looks massive even when stripped, drives light-footed and lively. Despite the beefy look, the GS is an unexpected dynamic package.

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And here the version of the GS in silver and white.

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The new BMW R 1200 GS with blue accents.

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In addition to the red and silver version, the R 1200 GS is available in three other color variants. Here you can see it in a black and silver look.

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A complete work that is immediately recognizable as GS. Evolution instead of revolution – at least in terms of design.

Manufacturer

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It’s not just the new water cooling that distinguishes the engine from all boxer generations since 1923. The main technical key data of the engine, such as the displacement, were retained, but in the course of the new design, the engineers integrated the previously flanged six-speed gearbox into the engine housing.

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So it’s high time to give these "imitators" a hearty wad.

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The new BMW R 1200 GS in the test.

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The new BMW R 1200 GS in the test.

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The new BMW R 1200 GS in the test.

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The new BMW R 1200 GS in the test.

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Everything new: water-cooled cylinder heads, inlets at the top, outlets at the bottom, the clutch is now a multi-disc wet version instead of a single-disc dry version.

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The new LED light of the BMW R 1200 GS.

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The new BMW R 1200 GS in the test.

BMW R 1200 GS in the test

PS tester rides the new wild cow

Content of

So now it’s here, the completely redesigned BMW R 1200 GS with a liquid-cooled boxer engine. And the change in the cooling concept is not the only remarkable novelty in the bestseller. PS the new wild cow already rode trial.

AT.When BMW "invented" the large enduro with the R 80 G / S more than three decades ago, it would never have occurred to anyone that this motorcycle concept could one day become a hotly contested mega-market. In the meantime, many athlete fans have succumbed to this very concept and therefore PS simply cannot ignore the new GS. For over 30 years this has stood for all-rounders, alpine robbers and angasers and, as a clearer, has also posted record sales year after year. But the GS no longer has the right to sole representation. All important manufacturers have long been involved in this market. With the new KTM 1190 Adventure, the Austrians even dare to shake the throne of the brand new 2013 GS. So it’s high time to give these "imitators" a hearty wad.

Many did not expect a quantum leap from the new GS. More likely that BMW would invoke the motto “Never change a winning team”. But when it comes to power, the competitors have already made a big hit – Triumph Explorer (137 PS) and KTM Adventure (150 PS). However, the tried and tested air-cooled boxer has reached its physical limits in terms of thermodynamics and materials when it comes to increasing performance. And sporty, ambitious motorcyclists now look at performance. The new water-cooled twin has lost at least nominally with the now specified 125 PS. But you have to take a holistic view of a GS, otherwise you are the loser yourself.


Manufacturer

Knowing how: What looks massive even when stripped, drives light-footed and lively. Despite the beefy look, the GS is an unexpected dynamic package.

This complete work is now in front of us – visually immediately recognizable as GS. Evolution instead of revolution – at least in terms of design. The new one doesn’t make the predecessor look old right away, but still looks fresh and modern. Disturbing hoses and protruding coolers cannot be seen. With so-called precision cooling (technology from Formula 1), only the engine elements that are particularly exposed to thermal stress are cooled by the coolant. 65 percent of the heat dissipation is still handled by the now martial, coarse ribbing of the cylinders. Therefore, the water cooler could be kept relatively small. And by switching to liquid cooling, it is now possible for the first time to have the inlet duct open directly into the cylinder head from above and the outlet to exit directly below. With the air-cooled four-valve engine, this downdraft arrangement would have banished the rear exhaust valve to the slipstream and thus exposed it to destructively high temperatures.

But it’s not just the water that distinguishes the engine from all the boxer generations since 1923. The main technical key data of the engine, such as the displacement, were retained, but in the course of the new design, the engineers integrated the previously flanged six-speed gearbox into the engine housing. As a result, the unit is shorter and the masses also move downwards. And the previous single-plate dry clutch has been replaced by a compact multi-plate oil bath clutch and equipped with an anti-hopping function.

But let’s start now: The route goes into the Karoo, a semi-desert landscape in South Africa – a 500-kilometer endurance test. Searing sun, shimmering asphalt, fast curves, serpentines, endless straights, semi-paved slopes, gravel and an enduro lap are all part of it. The first "aha experience" comes quickly, because the significantly increased handiness of the new GS compared to its predecessor is immediately noticeable. A whole series of improvements are responsible for this, the GS frame construction is completely new: If the old chassis consisted of a tubular steel front frame for the upper support and storage of the Telelever, as well as the rear frame with integrated swing arm mount and welded rear frame, the chassis of the new R 1200 GS on a continuous bridge frame with a bolted frame rear made of tubular steel. The motor is still a load-bearing element. The Telelever has been geometrically refined, the standpipes could be reduced from 41 to 37 mm diameter while maintaining the same rigidity. The previous steering angle was retained in favor of the best maneuverability despite the installation of the water cooler. The single-sided swing arm has been made around 50 millimeters longer, and the response behavior of the front and rear struts is much more sensitive. Together with the stiffer trailing arm, this clearly benefits steering precision and more transparent feedback.

Technically, however, BMW is taking a no less big step forward with its driver assistance systems: there are five driving modes and the like at the push of a button on the handlebars. The GPS is also operated using a setting wheel on the left handlebar fitting. The three factory road modes "Rain", "Road" and "Dynamic" can be adjusted to personal preferences with three different metering behavior of the e-gas, with three different characteristics for traction control (can be switched off), as well as three maps of the electronic chassis (ESA) combine with each other accordingly.

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Manufacturer

Everything new: water-cooled cylinder heads, inlets at the top, outlets at the bottom, the clutch is now a multi-disc wet version instead of a single-disc dry version.

The ABS (which can also be switched off) is always designed for optimal deceleration in road mode (unlike in enduro modes). In off-road operation "Enduro" and "Enduro Pro", the ESA only provides a hard or soft set-up, but you can choose between two ABS functions for off-road use. For example, if you only press the footbrake in Enduro Pro mode, the anti-lock braking aid does not intervene on the rear wheel. Drifts when braking are no problem, while the ABS on the front wheel continues to ensure the best deceleration values ​​without the risk of falling. By the way: The ASC allows more slip in Enduro mode than on the road.

On the curve hunt to the Swartberg Pass, on the gravel stages and the enduro insert, the new one immediately reveals how perfectly the driver assistance systems work. On the one hand, because they are completely uncomplicated to use. On the other hand, because even pilots inexperienced off-road can experience a lot of fun on loose ground very, very quickly with this support, without experienced GS experts having to get bored – the spread of the GS multitool is greater than ever.


Manufacturer

Playful watches, but a clear and tidy display.

Speaking of the terrain: the bench is narrower, but not more uncomfortable. The ground accessibility for smaller riders is noticeably better, although the ground clearance of the new GS has even increased. The waist is now narrower. As a result, the footrests have been moved a little deeper and further into the vehicle. All of this makes standing driving off-road significantly easier. The many improvements to the already excellent 2012 generation of the GS are almost a cheek, because they can be experienced immediately – be it the increase in seating comfort, the astonishingly low manual force on the clutch, the new on-board computer including cruise control , the extremely intense increase in pleasure the nimble handling or even more torque over the entire speed range.

In practice, all of this has a decisive impact on the condition of the GS pilot – on long stages, off-road or on the after-work pass in front of the front door. Speaking of serpentine hunting: What do the 13 percent more performance actually bring in practice? You don’t have to turn the whisk vigorously to find out differences. The air-cooled boxer is also known to be a real bull, but 125 hp together with the increased torque of the new ones result in two things: firstly, the water boxer pushes significantly better from 2000 tours, and secondly, it is even more easy to turn. The complete work is finished.

Video: Soundcheck BMW R 1200 GS


archive

Michael Kutschke tested the new R 1200 GS.

PS judgment
This heavily redesigned R 1200 GS can do everything. And she can do everything better than ever before. It is more manageable, stronger, more active and can be better adapted to every area of ​​application. For the competition, the tough times as subjects of Queen GS could continue. But we will only know whether this is actually the case after the first comparison test.

P data


Manufacturer

It’s not just the new water cooling that distinguishes the engine from all boxer generations since 1923.

drive
Two-cylinder boxer engine, four valves / cylinder, 92 kW (125 PS) at 7700 / min *, 125 Nm at 6500 / min *, 1170 cm³, bore / stroke: 101.0 / 73.0 mm, compression: 12.5: 1, ignition / injection system, 52 mm throttle valves, hydraulically operated multi-disc oil bath slipper clutch, six-speed gearbox, cardan, TC

landing gear
Tubular steel bridge frame, steering head angle: 64.5 degrees, caster: 100 mm, wheelbase: 1507 mm, inner fork tube Ø: 37 mm, spring travel from / h .: 190/200 mm

Wheels and brakes
Steel-spoke wheels with aluminum rims, 3.00 x 19 / 4.50 x 17, front tires: 120/70 R 19, rear: 170/60 R 17, 305 mm double disc brakes with four-piston fixed calipers at the front, 276 mm single disc with two-piston floating calipers at the rear, C-ABS

Weight (full tank)
238 kg *
Tank capacity: 20.0 liters of super

Base price

14,100 euros (plus ancillary costs) *

* Manufacturer information

The fiercest competitors of the GS


Manufacturer

The new BMW R 1200 GS faces a number of competitors.

Sports motorcycle enthusiasts have an increasingly difficult time. The penalty orders are becoming more expensive, the authorities more and more pointed and the police officers more competent. So if you don’t want to shoot through the country in one-piece suit and with stub handlebars under the intensifying competitive conditions, you can also switch. With the mighty BMW R 1200 GS or the powerful KTM 1190 Adventure, there are definitely potent country road burners at hand. Well camouflaged in the clothing of touring files, the large enduros, as they are officially known, have a lot to offer. Above all, fat midrange power that balances the mighty twins on chain and cardan.

A look at the main actors of the scene and their most important performance data shows that in terms of driving dynamics, in addition to the BMW and the KTM, the Aprilia Capo Nord and the Ducati Multistrada supersport riders could also inspire themselves. Heavyweights like Triumph, Honda and Yamaha are certainly too much on the comfort side of life to be suitable for a well-kept distillery.


Manufacturer

Aprilia Capo North.

Aprilia Capo North

Power: 128 PS (94 kW)
Displacement: 1197 cm³
Drive: chain
Weight: approx. 250 kg
Basic price: from 13,500 euros


Manufacturer

Ducati Multistrada 1200.

Ducati Multistrada 1200

Power: 148 PS (109 kW)
Displacement: 1199 cm³
Drive: chain
Weight: 232 kg
Base price: 15,490 euros


Manufacturer

Honda crosstourer.

Honda crosstourer

Power: 129 PS (95 kW)
Displacement: 1237 cm³
Drive: gimbal
Weight: 275 kg
Base price: 13,490 euros


Manufacturer

Triumph tiger explorer.

Triumph tiger explorer

Power: 137 PS (100.5 kW)
Displacement: 1215 cm³
Drive: gimbal
Weight: 275 kg
Base price: 13,790 euros


Manufacturer

Yamaha XT 1200 Z Super Ténéré.

Yamaha XT 1200 Z Super Ténéré

Power: 110 PS (81 kW)
Displacement: 1199 cm³
Drive: gimbal
Weight: 267 kg
Base price: 13,995 euros

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