Comparative test of BMW GS models

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Comparative test of BMW GS models

Comparative test of BMW GS models

GS summiteer

The GS models from BMW are bestsellers, all-rounders and image carriers. They can be used to travel, speed, climb and occasionally even take off. Doesn’t that sound too aloof?

Even from a distance, the deep wrinkles on the farmer’s face can still be seen. His sinewy, deep brown hands clasp a hoe with force. Sign of a hard country life. He only incidentally raises his head, showing little interest in the three BMW enduros that are chugging along the dirt road just a few meters away from him. After all, there are more important things to do. The seed is due at the beginning of February, here in northern Spain.

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Comparative test of BMW GS models

Comparative test of BMW GS models
GS summiteer

R 1200 GS and R 1200 GS Adventure. No manufacturer covers the travel enduro segment as comprehensively as Bayern. And success proves them right. The F 800 GS, which appeared on the market last year, catapulted itself to eleventh place in the registration statistics with 1825 machines sold. The 1200 GS (new registrations in Germany 2008: 6362) has been number one there since 2005. A good quarter of them (29 percent in 2008) rolled off the assembly line in the adventure version.

The main differences to the R 1200 GS: The 33-liter tank (1200 GS: 20 liters), crash bars and engine protection bars, spoked wheels instead of cast wheels, two centimeters longer suspension travel, wider off-road footrests and a higher windshield including hand wind deflectors. Thinking enough about statistics and technology. The farmer disappears in the rear-view mirrors, the Continental TKC 80 tires, fitted instead of the road-oriented series tires, intermesh effortlessly with the ground with their wide studs, making it easy to get used to the machines. Moved far forward, it sits on the 800. The bench is comparatively narrow and tightly padded, the tubular space frame wraps around the engine tightly, thus ensuring a slim knee joint. The ensemble looks sporty. In direct comparison to the speedboat F 800 GS, the 1200 is the battleship. The front builds up massively. The cockpit is more opulent, the windshield is significantly higher, the handlebars pulled further back and the seat is wider. With this arrangement, the 1200er literally soaks up its pilot, giving him the feeling of space and size. An impression that the Adventure maximizes. Above all, the huge tank and the high windscreen underline the colossal dimensions of the large boxer enduro. This is how General Hannibal must have felt on his elephant.

On the country road

Upmarket company on the go: traveling, racing, climbing and occasionally even taking off.

A country road ends the gravel detour for the time being. Right or left? What the heck, just follow your nose. It is impressive how directly the twin of the 800 series responds, how effectively the auxiliary connecting rod curbs the vibrations and only makes the handlebar ends tingle a bit above 5000 rpm. The measured 88 hp is believed to be the F 800’s word. The gears can be zapped through as smoothly as butter, almost encouraging you to shift up without a clutch. The fact that the 109 or 110 hp boxer duo can hardly beat the spontaneity of their youngest sister despite their clear superiority in performance in every speed range can not only be felt subjectively, but also measured objectively. Only in the area over 140 km / h, which is irrelevant for the country road, can the 1200s stand out from the 800s, while the Adventure even has to be demonstrated occasionally in terms of acceleration and pulling power.

What’s the matter? When pulling through the shorter gear ratio of the F 800, when accelerating simply by the pounds. At 222 kilograms, the little one is by no means lightweight, but it remains 22 kilograms below the 1200 GS and weighs ?? now comes ?? s ?? 52 kilograms less than the Adventure. In plain language: The Adventure weighs 274 kilos with a full tank. A whopping 30 kilograms more than the base model. One consolation: the developers have hidden the pounds well. Especially here on the little streets, the Adventure turns corners almost as quickly as the normal GS. You read that right: nimble. Because one of the technical peculiarities of the boxer concept, the lengthways crankshaft, tames any handling problems feared due to the enormous weight in the swarm of curves. The fat boxers follow the bends like clockwork, neither let themselves be disturbed nor from the targeted line.

Not even from the coarse-treaded Conti tires, which have unexpectedly good adhesion even on the road. Of course, when swiveling around in alternating curves, the 1200 GS shows its weight advantage over the Adventure, but otherwise it stalks when it comes to handling ?? at the said 60 extra pounds an amazing finding. Even the so far self-confident 800 cannot surpass this high level. The slim figure and the active seating position help, but the front needs an additional steering impulse, especially when turning around, until the line fits. MOTORRAD was able to analyze the cause almost a year ago (issue 10/2008). Despite the wheel weight being three kilograms lighter (F 800 GS: 11.7 kilograms, R 1200 GS: 14.7 kilograms), the 21-inch front wheel of the F 800 develops significantly greater gyroscopic forces than the 19-inch model of the boxer versions.

Chassis and technical equipment

Mine: The spring base of the BMW F 800 GS can be adjusted using a hand wheel.

Which means that the critical tones regarding the chassis of the F 800 GS are largely silenced. Because although the upside-down fork cannot be adjusted and the shock absorber is hinged directly to the swing arm, i.e. without deflection, the spring mechanism of the 800 series is impressive. Apart from the somewhat stubborn response of the fork with small waves, the coordination is successful, combining good comfort with puncture resistance. In addition, the spring base of the monoshock can be easily changed using a hydraulic handwheel. Of course, that is by no means in series motorcycle construction. To tame the boxer chassis, the technicians had to pull out completely different registers. But despite the low-reaction Paralever cardan swing arm at the rear or Telelever wheel guidance at the front, the rear wheel still tramples a bit when accelerating on bumpy asphalt, and the feedback from the front could be more transparent. Nevertheless, the overall result convinces with good suspension comfort and non-existent brake nod.

Amazingly effective: the Enduro ESA (Electronic Suspension Adjustment) offered for all GS boxers, which costs 680 euros. You can find exactly the right one among 15 possible tuning variants, the range of setting options is enormous. The off-road setting is particularly impressive. As if by magic, the front and rear rise by two centimeters and provide additional positive suspension travel and greater ground clearance. While we’re on the subject. Fancy a detour on dirt roads again? Gerry and Georg nod. The swinging curves in the shady valley inspire, but gradually the coolness creeps through every free crack. Our initial spring fever was probably a bit too euphoric.

Doesn’t matter, a gravel road winds up. Every 50 meters, drainage channels dug across the path prevent the cart path from turning into a torrent when it rains. We already warm to the thought of the robust climb. Bababababa, the two boxers are starting to mock. Sounds like a loose contact on the spark plug connector and yet has a plausible reason: ASC, the abbreviation for Automatic Stability Control, simply means traction control in German. It costs an extra 300 euros and, for example, interrupts the ignition if you are overly motivated to drive off on wet roads and thus prevents the rear wheel from spinning. Here on loose terrain, the ASC nips any attempt to accelerate in the bud, literally starving the big bikes. It’s good that the electronic helpers? also by handlebar switch ?? slow down in two stages. Level S allows more slip, level A switches the ASC off completely. Position S is enough for the wild summit storm. It allows enough power to the rear wheel and still intervenes protectively when the agitator is turned too enthusiastically.

But even if the well-adjustable boxer engine does its part for the cultivated climbing tour, the two are at a loss compared to the F 800 GS. Like a sports enduro, the 800 circling up the path, rumbling unimpressed over the said cross gutters and dodging around the curves with verve. Subjectively, the F 800 only seems to weigh half as much as its big sisters at such moments. Especially since the lively engine reinforces this agile impression. From mid-revs, the lively twin even picks up so that the taut throttle hand takes on the role of ?? with the 800 not available? ASC must take over. Nevertheless, the sprint qualities are always inspiring.

ABS, brakes, drive

The BMW R 1200 GS Adventure likes to live out its lust for adventure, although the look suggests greater off-road capabilities than practice allows.

Finally, the summit. A wonderful view over the densely wooded, gentle hills of the Pyrenees foothills opens up. We are warm. Take a short break, then the descent. Again loose gravel, again deeply excavated cross gullies. Respect? Yes. Anxiety? No. Just because of the ABS. A dream of how sensitively the wheels are controlled along the slip limit when the brakes are fully applied, directing concentration on other things. For example, not to lose your balance. Because with five hundred pounds of two-wheelers between your legs, the line between master and disaster becomes very thin. What tips in this weight class will tip. Only the F 800 could be saved from scratched engine and plastic parts with a real chance of success. Fortunately, everyone from GS riders remains in control of the situation.

Done, at the foot of the mountain we turn off again. Relaxation is the order of the day on a well-developed national road. No question about it, this is boxer terrain. The Adventure protects its driver like a tourer. The large front shield, the additional wind deflectors and the hand guards combine to form an almost full-surface wind protection that frees the upper body and head from wind pressure. This enables enormous distances to be covered. In view of the legendary pillion comfort on the GS boxers, also with a companion. And the basic model is hardly inferior to that. Even without the higher windshield (cannot be retrofitted) and the hand guards (146 euros) of the Adventure it means: turn indicators left and off.

And the F 800 GS? After its comparatively brilliant appearance on the country road and off-road, it does not spoil here either. The wheelbase, which is 71 or 67 millimeters longer than that of the 1200s, guarantees good straight-line stability, and the knee angle is more open than that of the boxers because of the footpegs positioned relatively far forward. In addition, it resides unexpectedly comfortably on the sporty-looking bench for driver and front passenger, even on longer rides. Even at higher speeds, the engine is up to the big ships. The only thing that remains on the negative list is the lower wind protection and the rather small tank with a 16 liter capacity under travel aspects. You have to live with that ?? and it can too.

Consumption and concept

The electronic suspension adjustment (ESA) of the BMW R 1200 GS works brilliantly.

After all, with moderate use, the little one consumes significantly less fuel with 4.7 liters per 100 kilometers than the 1200 GS (5.6 liters) or the Adventure, which with 5.9 liters of its weight and the larger frontal area also reduces fuel consumption pays little tribute. A sign points to the right. Gasolinera ?? Gas station. It goes without saying that the F 800 turns off after the day tour. When refilling the fuel, one gains sympathy from the tank that is located in the rear and can be filled from the side. No bench seat covered with gasoline droplets, no fiddling with a tank bag, simply pleasant. The 1200 GS also needs replenishment. And the Adventure? Gerry waves it away. With a range of over 500 kilometers, the gasoline would last for another day. Here on the gravel roads and country roads anyway or on the return trip on the motorway far into the south of France.

It is precisely this universality that has given the GS concept this triumphant advance. With the Adventure as an adventure bike with practical additional benefits, the Standard 1200 as the embodiment of the egg-laying woolly milk pig and the very hot iron for the future, the 800 as the still underestimated all-round genius. Does everything sound too aloof? Also in view of the prices? Perhaps. Because useful and necessary accessories quickly drive up the already not low basic tariffs of the three (9750, 12 650 and 14 150 euros) by up to 3000 euros. The sales figures prove that the famous Bavarian women are still popular and not just something for upscale society.

Technical data BMW F 800 GS


Jahn

engine
Water-cooled two-cylinder in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, injection, Ø 46 mm, regulated catalytic converter, 400 W alternator, 12 V / 14 Ah battery, mechanically operated multi-plate oil bath clutch, six-speed gearbox, O -Ring chain, secondary gear 2.625.

Bore x stroke 82.0 x 75.6 mm
Displacement 798 cc
Compression ratio 12.0: 1
Nominal output 62.5 kW (85 PS) at 7500 rpm
Max. Torque 83 Nm at 5750 rpm

landing gear
Steel tubular frame, load-bearing motor, upside-down fork, Ø 45 mm, two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base and rebound damping, double disc brake at the front, Ø 300 mm, double-piston floating calipers, disc brake at the rear, Ø 265 mm, single-piston -Swimming saddle.

Spoked wheels with aluminum rims 2.15 x 21; 4.25 x 17
Tires 90 / 90-21; 150/70 R 17
Tires in the test: Bridgestone Battle Wing BW 501 ?? G ??

mass and weight
Wheelbase 1578 mm, steering head angle 64.0 degrees, caster 117 mm, suspension travel f / h 230/215 mm, seat height * 880 mm, weight with a full tank * 222 kg, payload * 221 kg, tank capacity / reserve 16.0 / 4.0 liters.

Warranty two years
Service intervals every 10000 km
Colors yellow / black, silver / black
Price 9750 euros
Price test motorcycle 11005 euros
Additional costs around 269 euros

Technical data BMW R 1200 GS


Artist

engine
Air / oil-cooled two-cylinder boxer engine, a balance shaft, one high-lying, chain-driven camshaft, four valves per cylinder, bucket tappets, bumpers, rocker arms, wet sump lubrication, injection, Ø 47 mm, regulated catalytic converter, 720 W alternator, 12 V battery / 14 Ah, hydraulically operated single-disc dry clutch, six-speed gearbox, cardan, secondary gear ratio 2.909.

Bore x stroke 101.0 x 73.0 mm
Cubic capacity 1170 cm³
Compression ratio 12.0: 1
Rated output 77.0 kW (105 PS) at 7000 rpm
Max. Torque 115 Nm at 5750 rpm

landing gear
Load-bearing motor-gear unit, telescopic fork, Ø 41 mm, adjustable spring base, two-joint single-sided swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base and rebound damping, double disc brake at the front, Ø 305 mm, four-piston fixed calipers, disc brake at the rear, Ø 265 mm, double-piston floating caliper.

Cast aluminum wheels 2.50 x 19; 4.00 x 17
110/80 R 19 tires; 150/70 R 17
Tires in the test Metzeler Tourance EXP

mass and weight
Wheelbase 1507 mm, steering head angle 64.3 degrees, caster 101 mm, spring travel f / h 190/200 mm, seat height * 870 mm, weight with a full tank * 244 kg, additional load * 196 kg, tank capacity / reserve 20.0 / 4, 0 liters.

Warranty two years
Service intervals every 10000 km
Colors blue, orange, black, silver
Price 12650 euros
Price test motorcycle 15,365 euros
Additional costs around 269 euros

Technical data BMW R 1200 GS Adventure


Llurba

engine
Air / oil-cooled two-cylinder boxer engine, a balance shaft, one high-lying, chain-driven camshaft each, four valves per cylinder, bucket tappets, bumpers, rocker arms, wet sump lubrication, injection, Ø 47 mm, regulated catalytic converter, 720 W alternator, 12 V battery / 14 Ah, hydraulically operated single-plate dry clutch, six-speed gearbox, cardan, secondary ratio 2.82.

Bore x stroke 101.0 x 73.0 mm
Cubic capacity 1170 cm³
Compression ratio 12.0: 1
Rated output 77.0 kW (105 PS) at 7500 rpm
Max. Torque 115 Nm at 5750 rpm

landing gear
Load-bearing motor-gear unit, telescopic fork guided by longitudinal control arm, Ø 41 mm, adjustable spring base, two-joint single-sided swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base and rebound damping, double disc brake at the front, Ø 305 mm, four-piston fixed calipers, disc brake at the rear, Ø 265 mm , Double-piston floating caliper.

Spoked wheels with aluminum rims 2.50 x 19; 4.00 x 17
110/80 R 19 tires; 150/70 R 17
Tires in the Continental Trail Wing test

mass and weight
Wheelbase 1511 mm, steering head angle 62.9 degrees, caster 98 mm, spring travel f / h 210/220 mm, weight with a full tank * 274 kg, payload * 201 kg, tank capacity / reserve 33.0 / 4.0 liters.

Warranty two years
Service intervals every 10000 km
Colors white, gray metallic matt
Price 14150 euros
Price test motorcycle 17275 euros
Additional costs around 269 euros

Test result

The BMW R 1200 GS Adventure put its skills to the test and landed in first place in adventure style.

1st place: BMW R 1200 GS Adventure
Huge tank, good wind protection and slightly more pronounced off-road qualities: the Adventure can do everything that the 1200 GS can do ?? and a little more.

Place 2: BMW R 1200 GS
Whether it’s sales rankings or comparative tests, the 1200 GS has been used to winning for many years. This time she is losing out by a hair’s breadth. Why?

Place 3: BMW F 800 GS
The points speak for the big sisters. And yet the little one inspires all along the line? above all because of a universality that even boxers cannot reach.

MOTORCYCLE Comment Scoring

engine
How much weight has an impact on performance is demonstrated in particular by the torque values. Despite an advantage of the Adventure of 21 hp, the boxer can hardly keep up with the lighter F 800 GS. The R 1200 GS finds the golden mean, which clearly distances its sisters. What all three have in common is a pleasant engine characteristic.

Winner engine: R 1200 GS

landing gear
Telelever against telescopic fork, cardan against chain. The F 800 GS manages great handling, good straight-line stability and suspension comfort even with completely conventional chassis technology. The 1200s need the complex ESA system, which is subject to a surcharge. After all: straight-line stability, steering behavior and the range of setting options are excellent.

Winner chassis: R 1200 GS

everyday life
A lot helps a lot: Adventure proves that. With excellent wind protection, maximum equipment and a range of over 500 kilometers, the Maxi-Boxer leaves everyone behind. Less opulent, but still at a high level, the R 1200 GS also impresses in all categories. The little one naturally falls away with less wind protection and more economical equipment.

Winner everyday life: Adventure

security
No brake nod and fine control intervals of the ABS, even off-road, ensure the boxers a top position. The 800s does well, but has to line up behind the 1200s with blunt brakes.

Safety winner: Adventure

costs
Low consumption and moderate price ?? When it comes to costs, the 800 series has no competition.

Winner cost: F 800 GS

Winner price-performance: F 800 GS
She is not a bargain. And yet the Zwei plus proves: With the F 800 GS there is a lot of motorcycle for the money.

MOTORCYCLE measurements

On paper, the boxer engines clearly outperform the 800 twin in every speed range. In practice, however, the little one really stands up to her older sisters. Especially in comparison to the much heavier and expansive Adventure, the F 800 GS does an excellent job and can distance the big bike both in the final phase of acceleration and in all pulling measurements.

Profile BMW F 800 GS


Diagram: mps graphic

Profile graphic: BMW F 800 GS.

Universality is the strength of the 800s. The twin combines impressive off-road capabilities with a nimble appearance on the country road and a ?? apart from the tank volume ?? good touring and pillion suitability. The moderate external dimensions also make it easier to use the F 800 on the way to work or in the city.

Profile BMW R 1200 GS


Diagram: mps graphic

Profile graphic: BMW R 1200 GS.

It sounds trite, but it characterizes the GS aptly: The 1200 is damn close to the egg-laying woolly milk pig. Your strength is balance. Whether touring, everyday life or country roads, it cuts an excellent figure in every area. The fact that her off-road qualities are limited to gravel roads is more than enough and no one resents her.

Profile BMW R 1200 GS Adventure


Diagram: mps graphic

Profile graphic: BMW R 1200 GS Adventure.

How could it be otherwise, with this tank volume and the excellent wind protection: Travel is the core competence of Adventure. Whereby the suitability for everyday life or after work doesn’t have to suffer from this strength? apart from the gigantic dimensions of the adventure. However: the look suggests greater off-road capabilities than practice allows.

Technical information – ABS in the field

Full braking on gravel or grass: a horror vision for some enduro riders.

It has been more than two decades since BMW became the first manufacturer to offer ABS as standard in motorcycle construction in 1988. Since then, development has progressed rapidly, culminating in the latest ABS brakes on the 2009 Supersport models from Honda, which are even suitable for racing. But ever since the original ABS, which was still extremely coarse, sent some BMW GS pilots unchecked into the bushes after gravel descents, the rumor has persisted: Experienced drivers still feel better when decelerating off road than with ABS. Right?

MOTORRAD braked the R 1200 GS and the F 800 GS with both ABS switched on and off on gravel and wet grass from 60 km / h to a standstill. The result: impressive. Only in one single case, when braking with the F 800 on wet grass, was human fine motor skills noticeably superior to ABS. Otherwise the test pilot could only marginally undercut the values ​​of the ABS-assisted deceleration, equalize them, or he came to a halt well behind the ABS record. The results are even more explosive if you take into account that the measurements took place under ideal conditions, i.e. with a concentrated driver on familiar terrain. Shock moments or unfamiliar terrain would make the pendulum swing even further in favor of ABS when braking. Not to mention the reduced risk of falling thanks to the anti-lock device.

Braking distance from 60 km / h
Asphalt, with ABS
F 800 GS 15.2 m
R 1200 GS 14.4 m

gravel
F 800 GS with ABS 25.7 m
F 800 GS without ABS 25.7 m
R 1200 GS with ABS 26.2 m
R 1200 GS without ABS 25.2 m

Meadow, wet
F 800 GS with ABS 43.3 m
F 800 GS without ABS 40.8 m
R 1200 GS with ABS 42.0 m
R 1200 GS without ABS 47.8 m

Clear values: with or without ABS, with soft enduros like the three BMWs, there is no longer any question off-road. People usually brake better with ABS.

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