Double top test BMW R 1200 GS / R 1150 GS
Cheeky to sharpen curves, dust quickly through the terrain, travel comfortably, arrive safely. So far there has only been one: BMW R 1150 GS. Now the new 1200 is ready. A comparison test? More like a comedy!
That goes wrong! Hundred per. Coarse rock rises to the frightening steep slope, knee-deep holes and washed-out ruts stand in the way.
Better yet. Gravel flies through the air, horse and rider start shoveling, can no longer be stopped. Pinch your buttocks, let the gas stand, look strictly up and through. The engine guard digs its way into the rubble with a crash, the cow digs itself into place, stumbles, boxing itself free, clambering on, snaking nimbly around treacherous furrows, looking for its way. Unbelievable ?? above. This dream of enduro, gently sprung and pushed by the powerful flat twin, stands between cacti and windswept mountain pines high above the French Côte d ?? Azure. Whoosh ?? Karsten too. And with him
the good old 1150 GS. Always one
reliable vehicle when it comes to climbing. Although the majority of GS riders prefer tarmac, BMW gave theirs
Boxer enduro style right from the start-
the quality of the terrain along the way. From 2004 onwards. Says BMW. "Outstanding off-road suitability with even better road properties, "says the official press release on the new R 1200 GS. We take this promise literally and plunge into the depths of the Moorish Mountains after the first ascent of the rocky coast. Do not you know? Simply open the Michelin map number 84, draw a line from posh St. Tropez northwest to Gonfaron and put on your enduro boots. You will be amazed.
Big plus of the new GS: the excellently padded, comfortable bench with non-slip cover. Creates a good feeling for the two-wheeler and is easy on the bottom. Another advantage: the stops, which are around 30 millimeters deeper, which relax the knee angle even in the deep of two possible bench positions and fit better when standing cross-country. Easily at hand: the narrower, shapely steering iron made of butted steel tube. Simply great for enduro riding. On the other hand, the old GS with the softer damping on the Telelever and mono-spring strut glides smoothly like a cloud over rough rocks and small waves, while the new, due to a generally stiffer chassis and harder suspension elements, filters out short , bony bumps less sensitively. But it doesn’t matter, because the 2004er shows itself during the committed ride-
GS with the WAD system on the rear wheel (path-dependent damping with progressive pressure level) is well equipped, barely hits through and never leaves a lack of transparency and feedback. This applies both solo and with a pillion passenger.
Go when it comes to terrain handling
the points clearly to the new one. Even if BMW announced that they would have 30
Saved kilograms of weight, that’s not true. The MOTORRAD scale for the 1200 series with cast wheels shows 242 kilos, 22 less than for the 1150 version, both with ABS, but the 1150 with almost two
Spoked wheels that are heavier than one kilogram and two liters more tank volume. Goal
The rule is: With the new one, trial-like insoles can be carried out casually in loose terrain. If the load has got stuck in the undergrowth and is standing, help with her
also only sheer muscle power and acrobatic pushing maneuvers. AT tedious drag, no matter whether 1150 or 1200, in which the dry clutches come under massive stress and announce their overheating with a pungent smell. With the 1150 boxer, metal-hard, material-killing engine bells occasionally creep in.
A direct hit on the other hand: the 1200 engine. With brilliant pressure in all of them
The boxer tears deep furrows in individual situations
Terrain, grabs spontaneously, lifts the front wheel over transverse grooves on command and loosely cranks up fluffy without a breakdown to almost 8000 rpm. The 1150 can no go along keep up, makes a sluggish, tough impression. And not that
only off-road, but also on asphalt. That the new engine mangament with
selective cylinder control (see MOTORRAD 3/2004) makes sense, demonstrated
the 1200er at low-revving scrambling in the field and in everyday use. Progress is made in the truest sense of the word without ringing the bell and with significantly reduced fuel consumption
Word paid. What BMW with the
The fairy tale of Far Eastern technology superiority clears up. More power, higher torque and improved drivability with lower fuel consumption – this has so far been the exception for Japanese motorcycles.
Regardless of whether in the draft or in the
rapid acceleration, the new one is up and away. The nice thing about it: The caustic vibrations, such as those produced by the 1150 engine, are eliminated by the counterbalance shaft rotating in the opposite direction to the crankshaft; what remains is natural
Throbbing and rumbling of a two-cylinder internal combustion engine, and that’s a good thing. Objectively meaningless, goal very conducive to enjoyment: the
Thundering exhaust blows without a tinny undertone.
Back on asphalt, the journey leads through the hinterland of the Côte d ?? Azure. Bends and bends until you get dizzy and unlimited fun with the GS cows. Whereby the new one packs something extra in all situations. It has already been mentioned that the ride comfort, or rather the response behavior of the spring elements, is no longer quite as velvety on the 1200, but it whistles around the corners as if nailed. The more rigid fork (now 41 instead of 35 standpipes) implements steering commands without delay and with razor sharpness. Accurate to the millimeter, unaffected by bumps and longitudinal grooves, the GS 1200 spins through the curve carousel, keeping the long spring travel easily under control thanks to tighter damping. The only negative point on the chassis: When driven over
hard joints in an inclined position, the rear wheel briefly loses contact with the ground and tramples off the track. Not dangerous, but not beautiful.
The bottom line is that the 1150 GS has no chance against its successor. Although it is still a great motorcycle, it is just a tad behind thanks to the consistent optimization of the BMW developers. Impressive with old and new: the neutrality and ease with which
treacherous routes and tight dog-bends, such as those of the worm-nosed Col de L ?? Espigoulier between Marseille and Toulon in all variations, can be mastered with the wrist. A reliable number here: the mounted Metzeler Tourance tires, which even at low temperatures have the best grip with a clear limit area
to guarantee. In addition, the easy mo-
Difficult ABS can be relied on, although the hydraulic brake force assistance, which is automatically integrated into the ABS, which is subject to a surcharge, cannot confirm any real progress. Especially with short, gentle braking in an inclined position or
when braking in bends is the
Dosing is no easy matter even for those with fine motor skills. Why not leave the powerful, snappy Evo brake system with four-piston calipers and 305 mm brake discs to human hand strength?
If you ignore the movements of the long spring travel of almost 200 millimeters, the new GS almost achieves the cornering performance of genuine sports tourers. This is confirmed with acrobatic inclines and swift alternating curves R. 1200 GS the full-bodied announcement of the BMW press release without any compromises. And when it comes to freedom from lean angles, this enduro can easily slow down many a street bike and search for the distance.
As is already the case with the old Paralever swingarm, the hindquarters are largely spared from cardan reactions. With the new, lighter and visually successful rear wheel guide, the torque support to the frame has an effect similar to that of a chain drive. This is how the swingarm springs
Do not accelerate, but work
against the dynamic wheel load shift. With the result that the steering geometry hardly changes in this situation and the BMW fires out of the corners in a tight radius. Because of a
Due to the clever geometry of the articulated rocker arm and torque support, length compensation of the cardan shaft could be dispensed with. Smart, smart.
The Munich-based company is proud to present its new six-speed transmission. Helical-toothed gear wheels ensure quiet running, and by using shift sleeves instead of axially displaceable gears, the BMW gearbox is one step ahead of the current state of motorcycle technology, which should finally put the tiresome subject of crashing gear changes to the files. In fact, the gears move precisely and quietly into their position. However, not always with the desired success. And so the gears two to four were pushed out of it several times during full acceleration
Locking and ended up in intermediate idle. MOTORRAD stays on the ball and will do a cross-check with other machines from the current series at the next opportunity.
Despite the sustainably improved terrain and country road properties, the virtues as a travel machine are not neglected. On the contrary. The wind protection is improved by the new one,
Disc adjustable with knurled screws, comfort on long journeys benefits from the new ergonomics and the improved bench seat. Vacation right from the start is the motto.
The greatest progress, however, can be seen at constant speed. While the old one distributes its vibrations over the whole vehicle, the new one purrs smoothly across the track regardless of engine speed and speed. If the remaining expressions of life are still too much for you, you should better switch to public transport.
In a class of its own: the extremely comfortable pillion seat, which in the new one is upgraded again with the more grippy upholstery. And when it came to the details, the BMW technicians were based on practice. Good rear-view mirrors, solid hand protectors as accessories, headlights with the best light output or the practical pre-tensioning of the rear wheel suspension via handwheel are evidence of a customer-oriented specification sheet. A gem: the new, perfectly fitting case system, which can be expanded by around nine to 37.5 (exhaust side) and 46 liters of storage space with a single movement using a telescopic mechanism.
Should the BMW driver go over his limit and lay the Enduro flat, the three-part tank cover ensures an inexpensive replacement without having to replace the entire fuel drum. Speaking of which: due to its lower consumption, the 1200 model easily reaches the radius of action of the R 1150 GS with just 20 instead of 22 liters.
When the GS couple marched up to the top test wagging at five degrees, the test drivers, despite the frosty conditions, courageously grabbed the throttle and pounded the enduros on the last groove through the course. The secret: the cozy, warm heated grips. The result: a clear lead of the 1200s, not only subjectively, but supported by facts and figures.
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BMW R double top test 1200 GS / R 1150 GS
What else was there – BMW R 1200 GS
R 1200 GS
O Effective motor protection
O Grippy, toothed steel footrests with
removable rubber insert
O Well-stocked on-board tools with all the necessary Torx keys
O main stand as standard
O Extensive, high-quality accessories
O cold start with electronic choke
O Clear, digital cockpit with
all necessary information
O Insufficient splash protection between rear wheel and battery / gearbox
O No front damper adjustment
O No rear compression adjustment
in the test
Front spring base position 2, rear spring base standard (solo), one ring visible for pillion ride, rebound stage solo 2½, 1¾ turns open in pillion ride.
Defects in the test
Front brake light switch badly locked. Can twist when pulling on the cable, then switches to permanent brake light, which causes the ABS to exit due to fault detection.
MOTORCYCLE measurements – BMW R 1200 GS
Top speed * 208 (195) km / h
0 100 km / h 3.9 (4.3) sec
0 ?? 140 km / h 7.0 (8.2) sec
60 – 100 km / h 4.7 (5.6) sec
100 ?? 140 km / h 4.8 (7.0) sec
140 180 km / h 7.1 (13.4) sec
Effective (display 50/100)
48/97 (48/95) km / h
Display red area 7750 / min (7500 / min)
Effective 7900 / min (7800 / min)
Consumption in the test
at 100 km / h 4.6 (4.9) l / 100 km
at 130 km / h 5.1 (5.5) l / 100 km
Country road 4.7 (5.3) l / 100 km
Theor. Range 426 (415) km
Fuel type super
mass and weight
L / W / H 2190/ 900/1450 mm
Seat height 845 ?? 865 (850 ?? 870) mm
Handlebar height 1140 (1160) mm
Turning circle 4950 (4920) mm
Weight with a full tank 242 (264) kg
Payload 183 (196) kg
Wheel load distribution v / h 50/50 (50/50)%
Braking distance from 100 km / h 41.0 (42.6) meters
Mean deceleration 9.4 (9.1) m / s2
Comments: good deceleration values with ABS without any tendency to lock. Disruptive rocking of the machines in the control range, which is less pronounced in the 2004 model.
Handling course I (fast slalom)
Best lap time 21.1 (21.5) sec
vmax at the measuring point 102.2 (96.4) km / h
Comments: In terms of handling, the new one is clearly superior to the R 1150 GS. Noticeably better steering force transfer of the R 1200 GS when changing lean angles.
Handling course II (slow slalom)
Best lap time 28.9 (29.4) sec
vmax at the measuring point 54.6 (53.2) km / h
Remarks: increased steering precision and handiness in the 1200s. Both
GS drive very neutrally and safely with good-natured tire limits.
Circular path Ø 46 m
Best lap time 10.9 (11.1) sec
vmax at the measuring point 50.3 (51.8) km / h
Comments: Cylinder head cover and footrests touch down late. The tighter tuning of the R 1200 GS caused
a little more restlessness when driving over the parting lines, but gives the driver clear feedback.
Conclusion – BMW R 1200 GS
BMW has brought its new flagship on course with great consistency and sensitivity. The new one can do down to the smallest detail
everything better. Everything. That was not to be expected given the brilliant properties of the old GS. If the R 1200 GS still proves its stability and reliability in continuous operation, Varadero and company have nothing more to laugh about.
Technical data – BMW R 1200 GS
Engine: air / oil-cooled two-cylinder four-stroke boxer engine, crankshaft lying lengthways, one (no) balance shaft, two (one each) high, chain-driven camshafts, four valves per cylinder, bucket tappets, bumpers, rocker arms, wet sump lubrication, injection, Ø 47 (45) mm, double ignition, regulated catalytic converter, 600 W alternator, 12 V / 14 Ah battery, hydraulically operated single-disc dry clutch, six-speed gearbox, gimbal.
Bore x stroke 101.0 x 73.0
(101.0 x 70.5) mm
Cubic capacity 1170 (1130) cm3
Compression ratio 11.0: 1 (10.3: 1)
R 1200 GS 72 kW (98 PS) at 7000 rpm
R 1150 GS 63 kW (86 PS) at 6800 rpm
R 1200 GS 115 Nm at 5500 rpm
R 1150 GS 98 Nm at 5300 rpm
Pollutant values (homologation) in g / km
R 1200 GS CO 0.089 / HC 0.075 / NOx 0.039
R 1150 GS CO 3.730 / HC 0.120 / NOx 0.030
Chassis: load-bearing motor-gearbox unit, screwed subframe, telescopic fork, Ø 41 (35) mm, suspension strut, adjustable spring base, two-joint single-sided swing arm made of cast aluminum, central spring strut, directly hinged, adjustable spring based and rebound damping, double disc brake at the forehead, Ø 305 mm, Four-piston fixed calipers, disc brake out-
ten, Ø 265 (276) mm, double-piston floating caliper.
Cast aluminum wheels 2.50 x 19; 4.00 x 17
110/80 H 19 tires; 150/70 H 17
Tires in the Metzeler Tourance test
mass and weight
R 1200 GS: wheelbase 1519 mm, steering head angle 62.9 degrees, caster 110 mm, spring travel f / h 190/200 mm, permissible total weight 425 kg, tank capacity 20 liters.
R 1150 GS: wheelbase 1509 mm, steering head angle 64 degrees, caster 115 mm,
Spring travel v / h 190/200 mm, permissible total weight 460 kg, tank capacity 22 liters.
Service intervals every 10000 km
Oil and filter change
every 10000 km / 3.95 (3.75) l
Engine oil SAE 20 W 50
(SAE 15 W 40)
Fork oil SAE 10 W
Spark plugs Bosch YR 5 LDE
(NGK BKR 7 EKC)
Idle speed 1150 ± 50 / min
(1100 ± 50 / min)
Tire pressure solo (with pillion passenger)
front / rear 2.5 / 2.5 (2.5 / 2.9) bar
Two year guarantee
R 1200 GS 74 kW (100 PS)
Colors yellow, red, blue
Price 11,500 (10,950) euros
Price test motorcycle2 13.425 (12.875) euros
Additional costs 262 euros
Scoring: Drive – BMW R 1200 GS
Drive The powerful engine gives the R 1200 GS a distinctive look
Benefits. The driving performance as well as the power delivery have been significantly improved and optimized for the purpose. The gearbox, which is easy to shift, only gets two points more than the bony gearbox because the locking mechanism is not optimal
the R 1150 GS. When the load changes
there are slight deductions cautious.
Scoring: Chassis – BMW R 1200 GS
Chassis The R 1200 GS improves on the old one in all criteria. The decisive factors are the tighter design of the spring elements and the stiff chassis. The new Telelever wheel guidance in particular implements the steering impulses very precisely.
Scoring safety – BMW R 1200 GS
Safety Since the Munich-based company has only made minor changes to the ABS, the new BMW travel enduro is just one point ahead of the previous model in the safety category. The point more with ABS and when braking with a pillion passenger is taken from the deductions when the handlebars hit /
Shimmy, due to the stiffer fork and a slightly poorer lean angle, consumed.
Scoring: Everyday Life – BMW R 1200 GS
Everyday life Three points less for the maximum payload of just 183 kilograms is equalized by the new one thanks to better handling thanks to less weight. Both are entitled to full points for the range.
Scoring: Comfort – BMW R 1200 GS
Comfort The perfect overwork-
Ergonomics, the comfortable seat upholstery and, above all, the low-vibration engine run give the R 1200 GS a full nine point lead. Little improved: the windbreak.
Scoring costs / environment – BMW R 1200 GS
Cost / Environment A lower consumption and substantial
the new ones benefit from reduced pollutant values. With what the
Engineers impressively demonstrate that an engine with power and torque is not necessarily
as a drunkard and filth
must come along. Congratulations.
Performance diagram – BMW R 1200 GS
Even if the test bench shows the power delivery of the R 1200 GS through the undulating
If the curve does not appear to be extremely homogeneous, in practice the engine proves to be extremely powerful and easy to turn, as the performance confirms. Flawlessly stepped gear ratio, whereby the first gear for the tricky off-road operation should be a few percent shorter.
Brake diagram – BMW R 1200 GS
After a steep increase (1), the brake pressure drops briefly at the beginning of the measurement (2), after which the braking power remains at a constantly high level
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