Natural selection or genetically modified organism ?

More than 20 years ago, BMW invented the concept of the big twin-cylinder trail with the R 80GS, which is as comfortable on the road as it is on dirt. Today, the new R 1200GS inaugurates the new Boxer platform which will be used to renew the R range in 2005. Test.

More than 20 years ago, BMW invented the concept of the big twin-cylinder trail with the R 80GS, a motorcycle as comfortable on the road as it is on dirt roads, powerful and comfortable enough to cut long distances. German bikers, big fans of long-distance travel, immediately praised this machine which is the object of a real cult there.

In France, despite the successes at the Paris-Dakar, the reception was more timid as road bikes and dirt bikes form two very distinct worlds. This hybrid not really enduro or really GT was struggling to find its place.

Staying true to its "Gelande Strasse" concept (off-road road), the Bavarian brand has never stopped developing it towards more versatility. In 1994, with a new four-valve boxer engine and Telelever and Paralever suspensions, it gave birth to a brand new R1100GS which set new benchmarks in the big trail category: power, road holding, comfort, ABS braking. In return, its size and imposing weight limit its off-road skills. Its confusing look and unreliable reliability in the early years ended up tarnishing the reputation of this bike, which was revolutionary in more ways than one..

In 2000, BMW revised its copy with the R1150GS: a more powerful engine, a new more pleasant 6 gearbox (this was the weak point of the 1100), a revised look with a design more "Terminator" than ever, controversial but never not lacking in personality. This time the success is complete: the GS1150 is the best-selling motorcycle in Germany and it is the best-selling BMW model in the world.

But in the meantime, new competitors have appeared on the market, such as the Suzuki DL1000 V-Strom, more road oriented, or the KTM LC8, more off-road type. Faced with these more specialized opponents, the GS can continue to make the big difference ?

A new generation

It is clear that the succession of the current R1150GS is a major issue for BMW. This is why the new R1200GS inaugurates the new Boxer "platform" which will be used to renew the entire R range in 2005. The Bavarian manufacturer has used all its car and motorcycle know-how to try to dig again the gap with its competitors: the technical evolution is deep, much greater than between the 1100GS and the 1150GS.

On the motor side, the stroke is lengthened by 2.5 mm. The mobile coupling is lightened (the crankshaft loses 1.4 kg!). The valves are larger. The compression ratio goes to 11/1, the power to 100 hp (+ 18%) and the torque to 115 Nm instead of 96 Nm (+ 20%!).

In addition, the torque curve is no longer really flat, which should give character to the engine. To control vibrations, BMW installed a balance shaft, a first on the Boxer. Given the particularly high compression ratio, the cylinder heads are fitted with knock detectors which shift the ignition, which allows the use of lower quality gasoline than the super 95. Of course, the engine is injected, catalyzed 3 ways and already meets the Euro3 standards applicable in 2006. As for the oil change interval, it has increased to 10,000 km.

The box is also changing profoundly. BMWs have a dry single-disc clutch which requires very firm gear locks, or the well-known "klong-klong" to behemists. To remedy this, BMW has designed an automotive type gearbox: all the gears are helical cut and are always engaged: sleeves slide inside the gears and engage the gears. The gearbox should therefore be quieter and gear changes require less effort. The oil change interval here drops to 40,000 km.

Finally, the new engine-box assembly is more compact and lighter. Particularly impressive is the thinning of the gearbox housing. But it is in fact mainly the consequence of a significant evolution of the cycle part. The particularity of the R 1100 and R 1150 is indeed their framelessness: the ParaLever fork is attached directly to the engine crankcase, via a cast aluminum frame. The ParaLever swingarm rests directly on the gearbox housing, with just a steel frame rear loop anchored to the engine-gearbox assembly.

On the new R 1200GS, BMW has taken a step back by recreating a tubular steel trellis frame (a bit like Ducati!) In which the semi-carrier engine-box assembly is placed. The latter therefore still contributes to the rigidity of the bike but much less than before, which has made it possible to reduce its dimensions. A surprising development therefore, but apparently effective since the new bike is lighter. On the other hand, steel is more elastic and should hold up better off-road. Some GS users, especially in Australia, have indeed broken their gearbox housing in heavy off-road use. Another clue that shows that BMW has not neglected the off-road aptitude of the new GS…

The ParaLever suspension evolves strongly with a very clearly lightened arm. The rear wheel axle is hollow and the torque rod is now above the swingarm, so much less exposure. Finally, the gimbal is now greased for life. The brakes follow as standard the ABS Evo system released in 2002, with the possibility of braking only from the rear with the foot and disconnecting the ABS in off-road.

All the other developments bear witness to a frenzied hunt for weight worthy of Japanese sportswomen! The battery capacity goes from 18 to 12 Ah, the electrical circuit is multiplexed (CAN bus as in an automobile), which lightens the electrical harness. All the typical "BMW style" cowls (around the hydraulic jars, the dashboard, etc.) disappear and the tank is only 20 liters..

Exit also the trim under the saddle. The original rims are now with spokes but tangential spoke rims are still available as an option for 300 €.

In the end, with an advertised dry weight of 199 kg, BMW claims to have gained 30 kg compared to the old model. This is not entirely fair as far as it is compared to the 1150GS Adventure, whose equipment is not really comparable. The actual difference with the standard 1150GS is therefore only 15 kg. The effort is nonetheless deserving, because staying under 200 kg for such an imposing motorcycle is more of a performance.

The forces involved

As we can see, BMW has not been idle and the evolution of this R 1200 GS is profound. But in reality, what does it look like? To find out, we have aligned it next to an 1100GS and an 1150GS Adventure for a cross-generational comparison, thanks to the help of eminent Moto-Net readers….

Frederik’s R 1100GS, a German who has been living in Paris for two years, dates from 1997. It is equipped in German style, more for long hikes than for arson: large 35 l tank, Continental TKC tires with nipples, Special Touratech saddle and Ohlins shock absorber. She already has several great trips in her paws.

Ben’s R 1150GS Adventure, a big wheeler from Paris, dates from 2003. Ben explains that he chose the Adventure version "for its improved protection, its large tank, its suspensions and its more comfortable saddle".

The new R 1200GS has the hallmarks of the GS family, such as the duckbill front fender as an extension of the tank, but pushes the "prototype" style even further with its visible trellis frame and the complete absence of cover of the rear part. The hunt for weight is very visible in the treatment of all the details, so much so that our two eminent Behemists find the finish "a little plastic and borderline fragile". It is clear that with this new, more dynamic, almost aggressive design, BMW wanted to move away from its traditional image of"2-wheel tool maker" !

So the old dashboard, which looked more like the control panel of a nuclear power plant, gives way to a more elegant and compact handset. The sides of the tank receive an aluminum trim, the new ParaLever is magnificent with its hollow rear axle even if aesthetically, it may not appeal to everyone.

Placed on its central stand, the 1200GS imposes and its dimensions are likely to put off small templates. BMW does offer three different and adjustable saddles that allow the saddle height to be varied between 81 and 89 cm, but those less than 1m80 may still not be at the party. The grip is surprising, because of the very wide handlebars and the windshield placed far forward. But you can immediately tell that the bike is much narrower than before. As it is also lighter, evolutions at a standstill are easier. And as soon as the motorcycle starts to move, the magic of mass distribution and train geometry operates, so much so that it feels like riding a bicycle. The feeling of lightness is truly surprising given the dimensions of the machine and you almost have to pinch yourself to believe it !

Engine !

But the biggest surprise comes from the engine. On start-up, the characteristic reversing torque reminds the longitudinal position of the engine. But the most striking thing is the acyclism and the vibrations of the engine. It is not yet a Ducati, but it lives and it changes radically from the purr of the lawnmower of the 1100 and 1150. Suddenly, we understand why the designers put a balance shaft: seen how they have lightened the mobile crew, it should vibrate squarely and the tree allows this effect to be limited. At the first start, the impression of liveliness of the engine is confirmed: here is one that will like to take laps !

It is therefore with a big smile and a lot of curiosity that we approach Parisian traffic. The handling is marvelous, especially since the machine shines even harder than before because of the steel steering column, more compact than the old aluminum.

Once you’ve forgotten the two protruding cylinders, you can slip through traffic as easily as in 125. The engine is lively but very controllable at low revs – it’s still a BMW! -, the gearbox is softer but still does not reach the level of a Honda or a Suzuki. A few false dead spots can even occur if you don’t engage gear enough, but nothing really bothersome once you get the hang of it. In reality, the most confusing still comes from this famous Evo braking: at the first red light, you almost go over the handlebars! The assistance is extremely powerful and you really brake with your fingertips. Not to mention that with the dispatcher, you are always surprised to stop very flat instead of resting on the front. You have to lose the habit of operating the rear brake pedal in normal times, but once you get used to it, the system is extremely efficient and ultimately very dosable.

With a BMW remaining a BMW, you still have to get used to the specific handlebar controls and not be afraid of spending a morning honking your horn and flashing the headlights when you reach each crossroads instead of flashing! Personally, I’m still not convinced by the turn signal system: controlling the turn signal reminder with the right hand (busy putting on the throttle) while the left hand is free, it’s not very ergonomic. But hey, behemists are so proud of it … On the other hand, all the controls are accessible by keeping your hands on the handlebars: ABS, warning, trip. No need to go looking for mini buttons in the instrument panel, another one of those little functional details typical of Bavarian motorcycles.

Direction the Ardennes

After realizing that this big machine was as comfortable as a scooter in a city, it’s time to move on to more serious things: head for the roads of Oise and Aisne to reach the Ardennes !

A passage on the bumpy roads around the forest of Compiègne allows to check the correct functioning of the ABS. No doubt, the development of this system has progressed well in recent years: no more tingling in the handle or sudden in braking. Combined with the TeleLever and the distributor, the ABS does very little submerge the bike, which remains perfectly in line. You can even brake on the angle with disconcerting ease, because changing the attitude of the bike does not lead to a change in trajectory as with a conventional fork. This ease of mastering braking undoubtedly explains why a “non-pilot” manages so easily to drive quickly with this motorcycle. Braking is indeed often the phase least well mastered by the basic rider, but here it is much easier to control thanks to the various assistance systems. In addition, you gain confidence on the road because there is no fear of hitting the brakes whatever the circumstances..

But after braking, you have to accelerate! And there it is real happiness: the engine takes turns with a fairly nice sound (it’s new), and above all it pushes very hard. With each acceleration, I easily drop my two companions and their antique 1100 and 1150! On these degraded roads, the handling is really impressive even if after a while, we feel some pain in the buttocks and back. We are far from the discomfort of a sportswoman, but it’s still a bit surprising on a trail.

The waltz of Soissons

Arrived in Soissons, the first motorcycle exchange: Frederik eagerly grabs the 1150 Adventure and already imagines himself in Nepal or Patagonia at the controls of the vessel, while I get his 1100 back and Ben discovers the newcomer.

On the 1100GS, the Touratech saddle is flat like a breadboard but ultimately comfortable. As for the big tank … it is really very big! "The ABS has been dead for a while and considering the cost of the repair I gave up", specifies Frederik to me. At the start, I find the agricultural style of the" old style "boxer and the noisy" klong "of the gearbox. Of course we did not buy this bike for its engine pleasure! After a few kilometers some vibrations are felt in the steering, as if the column bearings were dead … But no of course, it’s just the effect of the studded tires on the road! Not a terrible question of grip, so j ‘advance with circumspection in the first turns of the forest of Saint-Gobain. Ben, who until now had followed me wisely, passes me like a cannonball and obviously has no problem handling the new 1200 !

Little by little I cheer up on the 1100 and despite the weaknesses mentioned above, I quickly find the basic qualities of the GS: an efficient and available engine that propels at all speeds failing to deliver sensations, a cycle part which allows for impressive angle shots. And when the studded tires start to slip, you can easily control the drifts because the front axle is always riveted to the ground. Even without ABS, braking is very easy. The bike can forgive a lot of mistakes and that’s what makes it so efficient on the road. When it comes to comfort, I’m frankly amazed, even if the Ohlins shock absorber is probably not for nothing. In any case, the granny still has some nice leftovers !

At the first stop, we all have a banana. "A real toy this thing !"ignites Ben:"the engine has a real character, it almost looks like a V-twin! And it’s a connoisseur who says it !"For Frederik the strong point of the Adventure is its comfort:"she must be able to swallow bounds, this motorcycle !"

We take advantage of the stop to try to remove the seat of the 1200. The passenger part withdraws to make room for a loading platform: clever! On the other hand, the driver’s seat is a real ordeal to dismantle and reassemble … Better to stay calm! Too bad, because it is underneath that are the tool kit, exemplary as usual, the tubeless repair kit and the battery. But as often on the trails, no space is provided, not even for a disc lock. Top case strongly recommended !

We leave for a little getaway in the earth, because we must not forget that these are all the same trails! When attacking a motorable path on the edge of the forest, the standing position is very pleasant to hold and the stability of the motorcycle is impressive. You just have to put on a trickle of gas and you go smoothly. When accelerating, the boxer shorts remain perfectly dosable – this is the advantage of its agricultural side, even if you have to be a little more careful on the 1200. The lightness of the new 1200 helps a lot, especially compared to our two travelers. In the long term.

When, as often in France, our path ends up on a fence, we are about to turn back … But on the right, a steep path that goes up in the forest catches my attention: I clear this hill with the 1100GS and its tires with studs. Standing on the bike, in second on a trickle of gas, it goes up quietly when I see just in front of my front wheel a very greasy quagmire … A moment of apprehension, I release the throttle for a second and sit down again on the saddle to to be able to take support on the feet: fatal error! The motorcycle crashes in the mud, skates on the go-around and pulls me down in its fall, fortunately without consequences…

The limit of these large machines is therefore reached when crossing. There, we are not allowed to make mistakes and we need a big dose of confidence: anticipate the obstacle well and pass it on momentum, because at the slightest hesitation we stay stuck. Obviously, there is no question of raising the bike alone and the help of my little playmates is necessary to put it back in the direction of travel … A little scalded by this experience, we wisely reach the asphalt. The limit of the concept is now clearly fixed: the tracks and paths pass without problem, but not the all-terrain and the crossing. Or with a hell of a dose of technique.

Arrived in Laon, new change: I take the Adventure while Frederik tests the novelty and Ben attempts a return to Bavarian roots. On unfortunately less selective roads, I can see the qualities of comfort and protection of the 1150GS Adventure: a real pullman. And can be an alternative to the 1150RT for those put off by its upper frame look. However, you have to get used to its large ship side. She doesn’t like to be brutalized and doesn’t hesitate to let people know with impressive trim variations. But once you have learned the instructions, you can go very quickly with this bike too. The engine isn’t much different from the 1100, but the box is much better. Frederik seems to be enjoying himself on the 1200GS. He who is not very tall, he particularly appreciates the height of the saddle and the reduced weight. But after just 220 km, the 1200GS fell into reserve. Yes, BMW has gained weight on everything … including the fuel tank! And this autonomy, which would be honorable on another bike, frankly seems fair for a GS. A large optional tank is however under study.

Refueling at Rocroi, Porte des Ardennes: the opportunity to meet a happy band of Belgian bikers, the "Highway Brothers", with siren, spiked helmet, accent and all !

I take the 1200 to approach the loops of the Meuse. In a succession of pins, the housings rub several times: in these very tight turns, you feel that it is a big machine and you really have to throw it into the curve. But the traction is impressive out and the gimbal is simply forgotten. The rest is just fun: the bumpy, bumpy and possibly wet roads are really his favorite terrain. And compared to the 1150, the engine cheerfully shares its flights. In the fast sections, the new gearbox staging, with a real 6th, is particularly appreciable. Where the 1150 offered only a 5 gearbox, with a super-long 6th gear for the motorway, the 1200 benefits from a new gear with 6 close gears and top speed is well reached in 6th. Very suitable for the new engine, which inevitably is a little sharper than the old one.

There remains the test of the motorway to return to Paris. 250 terminals passing through Reims. We cross easily at prohibited speeds without parasitic vibrations from the engine, even if the protection seems very average to me and generates a lot of turbulence in the helmet, at least for a big zigger like me. At the first stop, I see that the bubble is only set halfway up. It is raised to the high position in a jiffy because here again, the Teutons show a more developed practical spirit than the Japanese: while on the Japanese the bubble settings are made with a lot of BTR, here two large knobs on the sides allow adjust the bubble height in seconds. This time, the protection of the head is excellent, despite a thrust in the back characteristic of too vertical bubbles. Not to mention that in this position, the frail bubble vibrates a lot, bordering on worrying. Always the effects of the hunt for weight … The driving position remains restful and consumption very reasonable. No doubt, we can go far with this GS !

Balance sheet

Natural selection or genetically modified organism, for this latest evolution of GS? Like all athletes, she did weight training and dieting. But above all, it has remained faithful to tradition: it is always a monster of versatility, as comfortable in the city as on the roads, a formidable weapon on departmental roads and a long-distance traveler. Simply, she gained a dose of fun. We will probably still not buy it for its engine, because in terms of sensations there are better elsewhere, but it finally offers real character and top-notch performance. As for its remarkable slimming regime, it remains to be hoped that it did not come at the expense of robustness and reliability.

In short, dare we say it: this is an exceptional motorcycle! BMW demonstrates a lot of know-how by succeeding in its bet to improve what was the benchmark of the category, without falling into the trap of exclusivity: it is neither a big supermot ‘, nor a disguised enduro, c is a trail and he can do everything !

There remains the problem of the price which, as usual with BMW, is quite steep. Compared to the old model, the base price seems almost reasonable at 13,800 euros, considering that it includes ABS, Evo braking and luggage racks that were previously optional. But, especially for travel and off-road use, it will be necessary to tap into the expensive options for spoked wheels, the large fuel tank, a more comfortable saddle, etc. In fact, BMW continues to market the 1150GS Adventure for now. The price problem can finally be put into perspective if we take into account the exceptional resale value of this bike and the rather reasonable maintenance costs, especially for a heavy rider..

This is also the other good news: with the release of this 1200 GS, we should find used 1150 GS at more reasonable prices (around 8,000 euros). Finally, for the less wealthy, it would be a shame to forget the 1100 GS, which can be found at good prices because it is a bit shunned because of its ungrateful look and its truck box. However, it has all the basic qualities of the GS family.

Technical sheet (manufacturer data)
Engine
Displacement	1170 cm3
Bore / stroke	101/73 mm
Power	100 hp (74 kW) at 7,000 rpm
Couple	115 Nm 5500 rpm
Architecture	Boxer (flat-twin)
Cooling	Air / oil
Number of cylinders	2
Volumetric ratio	11.0
Distribution	HC (high camshaft)
Valves per cylinder	4
Intake / exhaust	36/31 mm
Food	BMS-K
Catalyst	Three-way lambda regulation
Fuel	Super unleaded 95
Electrical system
Alternator	600 W
Drums	12V / 14Ah maintenance free
Lighthouse (s)	H7
Starter	1.1 kW
Transmission
Clutch	Single disc dry, 180 mm
Gearbox	6-speed mechanical, selection by forks and helical-toothed dogs
Primary reduction ratio	1,823
Multiplication
1st	2.277
2nd	1,583
3rd	1,259
4th	1.033
5th	0.903
6th	0.805
Secondary transmission	Cardan shaft
Secondary reduction ratio	2.28
Cycle part
Frame type	Lattice frame, motor with load-bearing function
Front suspension	BMW Telelever
Suspension AR	Paralever BMW
Front / rear travel	190/200 mm
Hunt	110 mm
Wheelbase	1519 mm
Steering head angle	62.9 °
Front brake	Dual 305 mm disc
Rear brake	265 mm single disc Option: BMW Integral ABS (partially integral) disconnectable
Wheels	Castings Option: crossed spokes
Front wheel	2.5 x 19
Rear wheel	4.0 x 17
Front tire	110/80 H 19 TL
Rear tire	150/70 H 17 TL
Dimensions and weight
Total length	2210 mm
Total width with mirrors	915 mm
Handlebar width without mirrors	871 mm
Saddle height	840/860 mm
Full weight	225 kg
PTMA	425 kg
Tank capacity	20 l (including 4 l reserve)
Performances
Consumption	4.3 l / 100 km at 90 km / h 5.5 l / 100 km at 120 km / h
0 to 100 km / h	3.4 sec
1000 m D.A.	24.7 sec
Max speed.	205 km / h
Commercial information
Colors	Solid desert yellow Solid rock red Metallic blue
Saddle	Light gray or black
Side covers	Metallic granite or black soft granite
Turnkey recommended price	€ 13,820
First service 1000 km	Free labor

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