All Tests – 2013 R1200GS Test: BMW has no shortage of air! – Technical update BMW R 1200 GS 2013

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2013 R1200GS test: BMW does not lack air !

All Tests - 2013 R1200GS Test: BMW has no shortage of air! - Technical update BMW R 1200 GS 2013

Monster of balance and efficiency, the BMW R 1200 GS ruthlessly dominates the category of maxi-trail type motorcycles … And it is likely to last in 2013, because the very first air-cooled GS is more efficient and versatile than ever ! Test.

Technical update BMW R 1200 GS 2013

Engine

It is on the mechanical level that the R1200 GS 2013 knows its biggest upheaval: the two-cylinder flat swaps its "good old" cooling by air-oil for an air-liquid system composed of a mixture of glycol and water.

According to BMW engineers, this development was made necessary in order to meet ever more drastic noise and anti-pollution standards. But also to increase mechanical performance in order to respond to the attacks of the competition, Ducati Multistrada (150 hp) and Triumph Explorer (137 hp) in the lead !

The displacement remains fixed at 1170cc, the bore ratio * stroke (101 * 73 mm) is retained, but the power is increased to 125 hp at 7700 rpm (110 hp previously) and the torque at 125 Nm at 6500 rpm (120 Nm at 6000 rpm previously). Visually, one of the most visible changes is the appearance of two radiators, inserted on either side of the spring of the Telelever..

These radiators only cool the mechanical parts most exposed to high temperatures, such as cylinder heads in particular. This allows the Boxer to cool mainly by air (65% according to the Bavarian engine manufacturers), and therefore to keep its "traditional" appearance and its fins..

Compared to the old air / oil system, this "semi-liquid" cooling naturally admits to a higher weight. But thanks to the ultracompact architecture of the engine (the clutch in oil bath and the gearbox are now located on the front housing of the bi), the overweight would only be "2.7 kg", told us Toine Ruhe, the" project manager "of the R1200GS 2013.

In addition, the gas flows have been completely redesigned: the admission is now done from the top and the exhaust down. The advantage: the gas stream enters the engine more directly and the intake ducts are now the same length, as they are designed independently of the camshaft control. In addition, the injector is now located in the intake duct and injects the air-fuel mixture directly into the valves.

Thanks to these improvements, but also to an optimization of the injection and the use of an exhaust flap, the performances are superior over the whole rev range, without having to increase the displacement. The two camshafts are always driven by the chain housed behind the cylinders. This chain drives an intermediate shaft, housed between the inlet camshaft and the exhaust camshaft.

A decompression device for easier starting is housed on each exhaust camshaft, which has saved weight on the starter and battery. The reconfiguration of the combustion chamber, in particular, made it possible to increase the compression ratio: 12.0: 1 on the previous model against 12.5: 1 on the new engine.

The diameter of the valve cups has also been redefined for more power and torque: it has gained 1 mm, for a total diameter of 40 mm on the inlet valves and 34 mm on the exhaust valves.

The crankshaft has also undergone a major overhaul: to reduce losses through resistance, the diameter of its bearings has been reduced from 60 to 55 millimeters. The crankpins are also narrower, as are the guide bearings. Hence a lighter and more compact crankshaft: a plus in terms of engine inertia.

This Boxer is also equipped with a balance shaft rotating at the same speed as the crankshaft, which largely eliminates the reverse torque. This balance shaft is hollow, to accommodate the clutch shaft: according to BMW, this would reduce the vibrations inherent in flat architecture without altering the character.

The new 2013 R 1200 GS is the first “Boxer” to boast an eight-disc wet multi-plate clutch instead of the “classic” dry single-disc clutch. Thus, inertia is reduced thanks to the smaller outside diameter (147 millimeters compared to 180 mm on the old GS) on the one hand and its more compact structure on the other. For the first time on a Boxer, this hydraulically operated clutch adopts an anti-slipping device..

Finally, this "next generation" Flat transmits its ardor to the rear wheel via an acatene Paralever Evo transmission. Due to the new configuration of the primary transmission, this single-sided cardan shaft is now placed on the left. A permutation which also avoids the risk of burns on the exhaust when the rider pushes his motorcycle. In fact, the new exhaust outlet migrates to the right of the bike.

Thanks to a new set of pinions and the insertion of an additional articulation between the bevel gear case and the single-arm, the "lift" type reactions (rise of the motorcycle during acceleration, crushing during deceleration) are reduced compared to the previous model.

Cycle part

The trellis frame made of steel tubes generally retains the same appearance and the Boxer still contributes to its rigidity (carrying engine). Likewise, the rear part in mechanically-bolted tubes is visually similar to the old model, although completely redesigned..

In contrast, the tubes from the steering column now run uninterrupted to the single-sided swingarm. This solidly constructed chassis also adopts higher rigidity to match the new performance..

As on the previous model, the front suspension uses the "Telelever" system, whose dip tubes go from 41 mm to 37 mm "for identical rigidity", assures BMW. Thus, the ultra-short turning radius of 42 degrees could be preserved, in spite of the size related to the installation of radiators behind the fork..

In terms of chassis dimensions, the fork head angle increases slightly (64.5 °), the trail decreases from 101 to 99.6 mm and the wheelbase remains at 1507 mm. On the other hand, the tire dimensions are widening: the front goes from 110/80/19 to 120/70/19 and the rear from 150/70/17 to 170/60/17. The objective is to improve the support surface on the ground, lateral guidance and traction..

The braking – already excellent – is the subject of an upgrade worthy of a Superbike: the 2013 GS proudly exhibits radial monobloc radial calipers with radial mounting made at Brembo. The diameter of the discs is unchanged on the two front elements (305 mm), but it goes from 265 to 276 mm at the rear.

As on all new BMW models, the 2013 R1200GS is fitted with ABS as standard, here a partially integral device (from front to rear) and disconnectable.

In terms of the rear suspension, the combined shock absorber has seen its laws modified, while the length of the single-sided arm goes from 535.6 to 588 mm for the benefit of traction. Travel of 190 millimeters at the front and 200 millimeters at the rear is essentially identical to that of the previous generation. Ground clearance increased by 8mm and now reached 195mm.

As standard, the R1200GS has a mono-shock absorber adjustable in rebound in 12 positions and in preload via a side wheel. On the version fitted with the optional semi-active "ESA Dynamic" suspension, these adjustments are made automatically according to the condition of the road surface and the information transmitted by sensors located on the motorcycle..

Electronic

Resolutely modern, the 2013 R1200GS adopts for the first time a ride-by-wire electronic accelerator: with this system, the throttle is transformed into a potentiometer which acts on the injection butterflies via electric motors after having analyzed a large number of parameters (speed, engine speed, gear engaged, degree of handle rotation, etc.).

Thanks to the precision offered by the electronics, BMW was able to reduce the maximum angle of rotation of the handle from 85 to 75 °: practical to spare the right wrist during a knockdown on the Autobahn !

As an option, the R1200GS can offer five riding modes (Dynamic, Road, Rain, Enduro and Enduro Pro). Their actions relate to engine mapping, the sensitivity of the accelerator, that of the optional ASC and ABS anti-skidding, but also the behavior of the semi-active ESA Dynamic suspensions offered as an option..

Concretely, on the three modes reserved for the road, the engine response, the sensitivity of the throttles, the intervention of the ASC and the reactions of the suspensions will be much smoother with the choice "Rain" than with the mode Road. and Dynamic.

Off-road, the Enduro mode offers a very flexible engine response, less firm suspension settings (with optional ESA), as well as a lower intervention threshold of ASC and ABS. This is the choice recommended by BMW with the standard tires, the excellent Metzeler Tourance Next.

For more "beefy" trips, Enduro Pro mode offers more latitude: the engine response is more direct, while the action of the ASC and ABS is further pushed back. At the rear, the brake assist is even deactivated to be able to block the wheel and therefore cause drifts..

The modes are selected via a button on the right stalk and can be exercised when stationary or while driving: all you have to do is release the throttle and disengage the clutch to confirm your choice..

Regarding the ESA Dynamic option, its operating principle is relatively simple: as previously with the ESA II, the pilot first of all chooses between several damping laws (Soft, Normal or Hard) and can electronically harden the rear preload. when carrying a passenger and / or luggage.

What changes is that the hydraulic setting of the suspensions evolves continuously when the motorcycle is running, depending on the stresses undergone by the suspensions. Thanks to a permanent measurement of the stroke and the sinking speed carried out by displacement sensors, the ESA Dynamic is for example able to harden the compression at the rear and the rebound at the front in order to minimize the pressure. natural crash of the motorcycle when accelerating. Same thing when braking: the bike sinks less, which reduces the undesirable effects due to mass transfer.

By default, the basic setting of the ESA Dynamic is slaved to the chosen driving mode: in Rain mode, the ESA switches to "Soft" taring, to Road mode, it opts for the "Normal" setting and switches to on "Hard" calibration when "Dynamic" mode is engaged.

But the pilot can override these basic settings at any time: for example, you can drive in "Dynamic" driving mode – and thus benefit from the most lively engine response – and set the ESA to "Soft" calibration in order to to preserve comfort on a bumpy road.

The 2013 R1200GS adopts for the first time (optional) a cruise control controlled from the left stalk and an ultra-complete dashboard similar to that discovered on the K1600. This instrumentation with automatic adjustment of the brightness takes place on a magnesium support, like the adjustment of the windshield, the lighting device and the traditional "beak" above the mudguard. According to BMW, this solution would allow a "60% weight gain"compared to the previous support.

Finally, the trail-GT from beyond the Rhine can also receive as an option a daytime running light composed of four LEDs (bottom left on the photo) or an optic entirely with LEDs inside which takes place a daytime light. : this extends over the outer edge of the right lens and forms a sort of horseshoe turned 90 ° (lower right on the photo).

Thanks to a light sensor, the device reacts automatically to visibility conditions: when the light decreases, the daytime running light goes out and the code lens lights up.

In return, BMW had to install a complex cooling system consisting of a fan and an air inlet in order to combat the significant release of heat produced by the LEDs. This air circulation also offers the advantage of defrosting the glass of the optics in winter, or after shutdown in wet weather..

Finally, the 2013 BMW R1200GS can be optionally equipped with the RDC tire pressure indicator and heated grips, and it receives a coded key immobilizer as standard..

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