Alpha-Racing BMW R 1200 GS

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Alpha-Racing BMW R 1200 GS
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Alpha-Racing BMW R 1200 GS

Alpha-Racing BMW R 1200 GS

Alpha-Racing BMW R 1200 GS

Alpha-Racing BMW R 1200 GS

9 photos

Alpha-Racing BMW R 1200 GS
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Picture gallery: Alpha-Racing BMW R 1200 GS.

Alpha-Racing BMW R 1200 GS
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Power measurement: 134 hp on the rear wheel and 145 on the crankshaft, a good 20 more than the standard GS.

Alpha-Racing BMW R 1200 GS
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Uwe Eisenbeis explains his variable valve control. Advantage: In partial load, the valve overlap is reduced to zero.

Alpha-Racing BMW R 1200 GS
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Fine mechanics: a crankshaft rotates in the swiveling aluminum block, which guides sliding pieces with rollers over the rocker arms.

Alpha-Racing BMW R 1200 GS
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Adjustment work: Mechanics are also used on the roller dynamometer
and performance checked through its paces.

Alpha-Racing BMW R 1200 GS
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Still at the prototype stage: cylinder heads and covers are custom-made, everything looks harmonious.

Alpha-Racing BMW R 1200 GS
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Alpha-Racing BMW R 1200 GS.

Alpha-Racing BMW R 1200 GS
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Proud: Uwe Eisenbeis with his two Alpha Racing competitors Basti Bertram (left) and Christian Linner. The aim is to offer a tuning kit as early as 2017. Of course, there is still a long way to go before then.

Alpha-Racing BMW R 1200 GS
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Picture gallery: Alpha-Racing BMW R 1200 GS.

Alpha-Racing BMW R 1200 GS in the driving report

Water boxer with 146 hp

With the patented variable valve control, the water boxer should be breathed more power with less consumption. MOTORRAD exclusively drove the first prototype of the Alpha-Racing BMW R 1200 GS.

Uwe Eisenbeis smiles: “You can measure it yourself.” The Alpha-Racing BMW R. 1200 GS stands with the engine running on the modern roller dynamometer, ready for MOTORRAD. You can’t be said twice. Just get on the buck and gently open the gas in first gear. Or let’s say open the inlet valves a little. Because the Power-GS does not have throttle valves like a conventional engine. “We only regulate the output via the valve lift. No gas, no valve lift, full throttle, maximum valve lift. ”Aha.

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Alpha-Racing BMW R 1200 GS

Alpha-Racing BMW R 1200 GS in the driving report
Water boxer with 146 hp

A good 20 hp more than the standard GS

Miraculously, the whole thing hardly feels any different than normal. The boxer of the Alpha-Racing BMW R 1200 GS revs up quite a bit with just a little gas, but sounds significantly more aggressive than its series counterpart. “Do not turn higher than 9,000 rpm, please!” Warns Uwe, which is understandable in view of his still rare cylinder heads. There are only four.

But up to 9,000 rpm it is now called an attack. The Alpha-Racing BMW R 1200 GS rears up like a wild Mustang, the dynamometer roller rotates faster and faster with a great roar, the gears are stepped through hard. Heartbreakingly, the tuned water boxer spits a whopping 134 hp on the rear wheel on the roller. With the usual eight percent power loss through the drive train, that’s a good 145 hp. A good 20 hp more than the GS boxer with the standard heads. That thing really rocks. Above all from 6,000 rpm the post gets off the ground, but the naturally aspirated engine also outperforms the standard configuration below 5,000 rpm.

It is particularly impressive that apart from the cylinder heads, the engine of the Alpha-Racing BMW R 1200 GS is completely built as standard. Air filter, exhaust system, everything is standard. An advantage for the later homologation. But how on earth does this stroke of genius work?

Uwe Eisenbeis paints. “The best thing to do is to draw the function briefly on a flipchart.” A typical engineer for whom sketches are easier than words. How does its valve control work? Instead of a camshaft, the special rocker arms are opened by a sliding piece with rollers operated by a small crankshaft and mini connecting rod. This facial expression can be tilted more or less, which more or less lifts the inlet valves. And so the performance regulates. Sounds complicated, it is. At least if you want to tell. The best way to understand everything is to watch the little animation.

Speed ​​stability up to at least 10,000 rpm

The tilting is done by two electric motors that come from the automotive industry. Using worm gears, they regulate the valve lift precisely and at lightning speed. And where do the 20 more horsepower of the Alpha-Racing BMW R 1200 GS come from? “We can make the valve timing and valve overlap much more aggressive at full load. Because with part load and little valve lift, the valve timing and the overlap are automatically tamer. ”A normal engine with fixed timing is always a compromise between exhaust gas, torque behavior and top performance. With his patent, Eisenbeis also wants to teach the four-stroke engine significantly better manners when it comes to emissions and consumption. “Thanks to our technology, we can achieve previously unprecedented low specific consumption levels in the mussel diagram.” This is engineering German. Translation: The fuel consumption per hp is lower in many areas than with conventional engines. A piece of wisdom that many manufacturers’ car engines with variable timing have already proven. BMW in particular has been using valve lift-controlled engines under the name Valvetronic since the early 2000s. “That’s something completely different!” At this point, Eisenbeis gets emotional, which is probably due to the fact that he worked in BMW engine development for several years. “For a motorcycle engine, we need speed stability up to at least 10,000 rpm. A Valvetronic cannot do that. “

Conversion kit with Euro 4 should come

Anyway, now you have to drive. After all, the first rollout should take place today. The sun shines coolly from the Bavarian sky, ice sheets adorn the factory premises in Stephanskirchen, Bavaria. The Alpha-Racing BMW R 1200 GS starts and engages surprisingly normally. When it comes to electronics, development is still at the beginning, so a stable idle is still missing, as this is currently only regulated by the ignition. However, we don’t need to idle, we accelerate. The boxer pushes powerfully out of the cellar and delivers its torque with remarkable spontaneity. The Luzi goes off even at half throttle. It sounds much more robust than the standard GS. You don’t even want to think about what happens if something gets stuck on the servomotors. In terms of security, a solution is still needed. “Diesel engines don’t have throttle valves either,” says Uwe later. Now he’s right again.

After a few kilometers we bring the Alpha-Racing BMW R 1200 GS safely back to the visibly relieved Alpha-Racing guys. Conclusion: If this can somehow be made ready for series production, engine technology for motorcycles should take a significant step forward. Alpha-Racing wants to offer a complete conversion kit. With Euro 4 homologation. That is a word.

Why does BMW not use this system itself? Uwe Eisenbeis is noticeably reticent here. Obviously they didn’t want it in Munich. But it has already been talked about favorably. One would know everything. Sounds strange. In any case, Uwe goes his own way. And continues to build his power boxer. May he succeed.

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