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Gelande Straße. Two words little known to the general public, not necessarily better in the motorcycle world, but whose initials have initiated a new genre, almost a new world: GS. By creating the R 80 G / S, BMW has given trail running its letters of nobility. A machine capable of making you travel both on the periphery and in the plains of the Serengeti. This philosophy still applies today.
As history leads species to perpetually evolve, the R 1200 GS closes in 2013 a colossal chapter in Behème history, to open that of a new generation of engine. This motorcycle, the brand’s best-selling, inducts the revolution that everyone has been waiting for and / or dreading for decades: the flat-twin goes to liquid cooling !!!
The Bavarian Boxer of the 21st century.
A shock ! Total, complete, almost unimaginable. The Boxer is attached to BMW history as an emblem, a vocation, a serial engine. With the particularity (among others) of being cooled by air, even in the 21st century. Why be so stubborn? Ducati made its twins liquid well 25 years ago…. Because here we are touching an icon! Changing the type of cooling is not a technical challenge but a psychological change. It was therefore necessary to do things well, with elegance and efficiency.
Let BM purists take a Tranxen 200 straight away. In the bowels of the Boxer, everything, almost everything has changed. But the engineers’ tour de force is to have kept an aspect very similar to the previous generation. A quick glance would make us believe that only the intake and exhaust are different. And the little fins are still there. Yes, because they always participate in the cooling. The new flat combines the two technologies to evacuate calories. The role of the liquid circuit is to calm the fever where it heats the most, on the cylinder head side and certain parts of the cylinders. The radiators are cleverly tucked away in order to maintain the typical flat look. Nice job, sanctioned by an addition of weight of 2.7 kilos. Anyway, it was necessary to pass there, noise and polluting standards oblige.
A second shock to whet your appetite? Send the gears. Another special feature of the Boxer is its separate gearbox. Few builders keep this type of construction. On the vast majority of motorcycles, engine and gearbox are the same..
For the German flat, it’s over. The 6-speed gearbox and the clutch are now integrated into the crankcases. As a result, no more separate lubrication, a gain in weight and bulk; and then, the engineers took the opportunity to review the staging of the reports.
Ah, I forgot, the clutch is no longer dry. It is now a set of 8 discs in oil bath, with anti-dribble system. The old dry single-disc clutch had an outside diameter of 180 mm; the new one goes down to 147 mm. More space saving.
Despite all this technical upheaval, the internal ratings have not changed. As for the previous 1200, the total cubic capacity is 1170 cm3. The bore and stroke are exactly the same, i.e. a ratio of 101 x 73 mm. Must expect the same performance ?
Surely not, because the list of engine upgrades is far from over. Let’s keep it simple: compression ratio increased from 12: 1 to 12.5: 1, 1mm increase in valve diameter (40 at intake and 34 at exhaust), lighter, more compact and stiffer crankshaft, 52 injection mm (50 before), new camshafts, vertical intake gas flow, new electronic engine management, new exhaust line with motorized flap (for noise). Here is the essentials, without going into too much detail of the 50-page press kit.
This big technical cure pays off. The flat twin frankly gains in vitality. 125 horsepower now, peaking at 7,700 rpm. That’s 15 more than the old GS, at almost the same speed. Small gain in torque also: 1 half-mkg. The liquid 1200 develops 12.7 mkg at 6500 rpm while the air 1200 offered 12.2 at 6000 rpm.
A totally overhauled GS.
Equipped with a completely new engine, the R 1200 GS had to offer an assertive visual aplomb. The identity endures, the style is incisive, the angles are more marked, the break is clear from the old. The beak is still there, and fangs have grown out of it. Above him, a magnesium support underlines the enduro look and supports the said mouthpiece, the instrument cluster, the optical unit and the windshield adjustment mechanism. The side scoops push forward; these “claws” especially allow to hide the radiators of the new liquid cooling. Less spectacular, the rear part still gives an impression of robustness.
Being on a GS is also one of the big assets of this machine. It’s a big bike, but it does really well in a lot of areas, ergonomics being one of its favorites. Here, the tank is more compact, the handlebars more solid and can pivot over 10 °, the rider saddle can be adjusted in inclination and on two heights (850 or 870 mm) and that of the passenger can be adjusted longitudinally. Afterwards, the range of accessories allows you to refine all that.
On the road, the 1200 GS must now face a plethora of competitors. His throne is under attack, and although the bastion has not yet fallen, the bestseller BMW is endowed with a maximum of assets to move to the next qualitative level of the segment. Chassis developments and multiple electronic reinforcements, the motorcycle is a monster of technology; a real off-road HP4.
Now that the engine manufacturers have become excessively excited, it’s time for the chassis designers. Let’s start by putting radial brake calipers, preferably one-piece Brembo. ABS is standard, the front discs keep their 305 mm size, the rear one widens from 265 to 276 mm.
Now the wheels. BMW has decided to increase the contact surface. The front is no longer a 110 on a 19 “rim but a 120. The increase is twice as important for the rear: we go from 150 to 170, in 17”. The rims also gain in width, respectively from 2.5 to 3 inches and from 4 to 4.5 inches.
On the side of in-house technologies, the Telelever is reviewed. Its dip tubes are reduced from 41 to 37 mm for identical rigidity. A steering angle of + / – 42 ° is thus maintained despite the new radiators located on the periphery..
You have not missed it: the single-sided gimbal and the escapement have swapped positions. Positioning to the right, the pot will not burn your calf during a maneuver in difficult terrain or your arm when you raise the grindstone after a bowl. This third generation Paralever EVO has been further improved in its power transmission. It is also longer without its rigidity being affected..
To tie it all together, a new reinforced, continuous perimeter steel tube frame with bolted rear frame rests on the carrier engine. All these elements should allow this evolution of the GS to be both more stable and more manageable..
Semi-active suspensions and driving.
To ensure its supremacy in on and off-road, to prove its technological mastery, to remain leader in the segment, a good chassis and a good engine are essential, but are no longer sufficient today. Need chips, sensors, active management, silicone gray matter. No problem, there is all that and even more on the R 1200 GS liquid cooled. What would homo motardus think ?
“- I want to ride everywhere !
– Go up! I have everything I need. “Replied Miss GS 2013.
“- I want comfort, which adapts, and also safety.
– Go up, I’m telling you.
– I want…..
– YOU GO UP, BORDEL!?! “
Do not tickle the GS too much. Because in terms of on-board technology, we are at the level of a Superbike machine.
The R 1200 GS’s throttle grip is now ride-by-wire. In addition to finer acceleration flexibility, this process allows the addition of a speed regulator (optional). For the dynamic side, the suspensions can be shielded with electronics. Unfortunately, everything is optional. Very unfortunate because very interesting. Let’s see :
The ASC and piloting modes. The 1200 GS thus equipped provides five control modes with three laws for the response to acceleration, three levels of ABS and four ASC traction control settings. Choose “Rain”, “Road”, “Dynamic”, “Enduro” or “Enduro Pro” then the system manages the type of driving.
Do you need tailor-made suspension without messing around with tools? The R 1200 GS offers it. Combined with the previous option, the 1200 GS adapts in real time to the terrain depending on your riding style. Sensors “read” the road and automatically adjust the damping. BMW is thus directly facing the Skyhook system of the new Ducati Multistrada. What about all this?
On wet roads and in difficult grip conditions, the driver is supported, “Rain” mode, by smooth dosing and acceleration response, while having all the power. The ASC responds earlier than in “Road” mode. When the GS is equipped with the dynamic ESA option, the damping of the front and rear spring / shock absorbers is rather flexible and thus conforms to the prevailing conditions..
In “Road” mode, the driving aids are adjusted to achieve optimum performance on dry roads. This mode offers a spontaneous and linear response to acceleration and combines a good flexible dosage with a homogeneous torque flow.
In “Dynamic” mode, the BMW R 1200 GS becomes sporty on the road. Even more spontaneous and direct response to acceleration, discreet ASC intervention and, in the presence of the Dynamic ESA option, even firmer damping bring out the full potential of the bike..
In “Enduro” mode, the R 1200 GS shows itself in its best light on any terrain. Smooth response to acceleration, discreet regulating intervention of the ASC Enduro, optimal distribution of the braking force and ideal behavior of the ABS, combined with the tuning of the dynamic ESA suspension (option) for optimal traction. This mode is optimized for operation with stock tires.
As for ambitious enduro riders, BMW offers them the “Enduro ProThis riding mode, which is characterized by spontaneous engine response, is designed for operation with studded tires. When the brake pedal is actuated, the ABS function is deactivated at the rear, while the Optional dynamic ESA switches to damping favoring traction and optimizing tailgating behavior. The ASC is adapted to enduro practiced by pros and allows significantly more skating.
High technology under the eyes.
A BM is also a sideways look. This is still the case, except that the optical unit is entitled to a lot of improvements. It is lighter, more efficient, and like dab, the main evolution will only be available as an option. The GS can be fitted with a new LED daytime running light, with automatic or manual ignition (as desired), much more powerful and efficient. A luminous lying “U” becomes the new distinctive feature of the GS, like the luminous rings of the brand’s cars or the K 1600 GT / GTL. A heat sink system acts as a cooling or, if applicable, a demisting / defrosting process.
New motorcycle, new dashboard. Surprising firsthand, its functions and its appearance place it halfway between the old handset and the over-equipped one with a K 1600. No TFT screen but a standard on-board computer. To really benefit from it, you must (again) go through the options box to have additional functions, particularly intended for endurance riders.
Supremacy as a goal
The new R 1200 GS takes a huge leap forward, especially with its completely overhauled Boxer. Here it is ready to face not only a competition which has grown considerably in recent years, but also a new chapter in its existence. This mutation may not be as important as the creation of the GS, but it promises to be a major turning point, perhaps more serious than the birth of the R 1100 GS. The competition has been trying to debunk it for a bunch of years; with this new version, the GS can ride quietly wherever it wants.
Options:
– ASC (Automatic Stability Control) traction control and riding modes.
– RDC tire inflation pressure check.
– Semi-active dynamic ESA suspension.
– Preparation for navigation system.
– DWA anti-theft alarm system.
– Heated grips.
– LED turn signals under white glass.
– Chrome exhaust line.
– Low seat (820 mm).
– Lowering kit.
– Cross spoke wheels.
– LED headlight with daytime running light.
– Daytime lighting.
– Pro on-board computer.
– Luggage rack left / right.
– Hand guards.
– Speed regulator.
Active pack:
– ASC traction control and riding modes.
– Speed regulator.
– Daytime lighting.
Comfort Pack:
– Luggage rack left / right.
– LED turn signals under white glass.
– Hand guards.
– DRC.
Tourism Pack:
– Dynamic ESA.
– Luggage rack left / right.
– Chrome exhaust line.
– Heated grips.
– Pro on-board computer.
– LED turn signals under white glass.
– Hand guards.
– Preparation for navigation system.
Dynamism Pack:
– Dynamic ESA.
– ASC traction control.
– Piloting modes.
– Preparation for navigation system.
– LED headlight.
– LED turn signals under white glass.
– Pro on-board computer.
Accessories.
For the safety.
– Enduro cylinder guard.
– Enduro engine guard.
– Safety cap for oil tank.
– DWA anti-theft alarm system.
– Headlight protector (only for off-road).
– Hand guards.
For transport.
– Left / right Vario case.
– Topcase Vario.
– Topcase support on luggage rack.
– Luggage rack to replace the passenger seat.
– Inner bag for Vario case.
– Inner bag for Vario topcase.
– Backrest for Vario topcase.
– Support for Vario case.
– Tank bag, large, waterproof.
– Tank bag, small size, waterproof.
For the look.
– LED turn signals under white glass.
– Additional LED headlight.
For the sound.
– Akrapovic sport silencer
For ergonomics and comfort.
– Rallye saddle with luggage rack (890 mm, not adjustable).
– Rider seat (850/870 mm).
– Low rider seat (830/850 mm).
– High rider seat (870/890 mm).
– Adjustable brake lever.
– Pilot footrest with flexible inner plate, adjustable.
– Wide footrests.
– Tinted windscreen.
– Heated grips.
For navigation and communication.
– BMW Motorrad Navigator IV.
– Function bag for Navigator.
For maintenance and technique.
– Additional socket.
– LED lamp for the on-board socket.
– On-board tools with maintenance set.
– Workshop stand.
– Battery charger.
– Barrel set.
What you must remember
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Opinion
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Replaces
R 1200 GS 2012
Model marketed in
2013
2014
2015
2016
Performances
-
Max speed:
200 km / h -
Acceleration
0 to 100: 3.60 s -
Consumption
medium: 5.50 l
The technical aspect
BMW R 1200 GS 2013
- Frame
- Frame: perimeter in steel tubes, carrier motor
- Tank: 20 liters
- Seat height: 850 mm
- Length: 2,207 mm
- Width: 953 mm
- Operating weight: 238 kg
- Train before
- Telelever fork Ø 37 mm, deb: 190 mm
- 2 Ø 305 mm discs, 4 piston radial calipers
- Front wheel:
120/70
– 19
- Transmission
- 6-speed gearbox
- Secondary transmission by cardan shaft
- Rear axle
- Paralever evo monoshock and single arm, deb: 200 mm
- 1 disc Ø 276mm, 1 piston caliper
- Rear wheel:
170/60
– 17
- Motor
- Twin cylinder
flat
, 4 stroke - Cooling: Air and water cooling
- Injection Ø 52 mm
- 2 ACT
- 4 valves per cylinder
-
1170 cc
(101 x 73 mm) -
125
ch
at 7,700 rpm -
12.70 mkg
at 6500 rpm - Compression: 12.5: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Yamaha XTZ 1200 Super Tenere 2013
Ducati Multistrada 1200 2013
Honda 1200 CROSSTOURER 2013
Kawasaki VERSYS 1000 2013
KTM 1190 Adventure 2013
Aprilia 1200 CAPONORD 2013
Morini GRANPASSO 1200 2013
Moto-Guzzi STELVIO 1200 8V 2013
Triumph 1200 TIGER EXPLORER 2013
Gallery
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