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Whether you are leaving for La Defense or the Ardèche, or even for the savannah, BMW is keen to offer you the most suitable motorcycle. And for that, there are three versions; a Rallye version, an Exclusive edition, as well as a Standard version. Even if the GS was already an exceptional tool for the three destinations mentioned above, it is “the first time that the customer can opt for a rather enduro type or on the contrary privilege exclusivity”, says BMW Motorrad. To achieve such versatility, the Munich residents have turned to an even more comprehensive electronic staffing than before. Embedded systems are more than ever at the service of behavior. You are no longer riding on the asphalt, but on a thick carpet of electronics. Let’s present the copper wires of this thick fabric one by one, but be careful; it’s up to you to sew it however you like, and unfortunately at a cost. All new features are only available as an option. You therefore have:
– The option “Pro riding mode” which includes: “Dynamic & Dynamic Pro” and “Enduro & Enduro Pro” modes. The “Dynamic” mode offers a throttle response, as the name suggests, more dynamic. While the “Enduro” mode offers behavior more suited to off-roading. It accepts glide and smooths the intervention of ABS and traction-control. The “Pro” versions differ in their possibility of being fully customizable.
This option also includes the dynamic traction-control “DTC”, which is more precise than the original one and allows sharper acceleration. But also hill start aid; the “Hill Start Control”.
– THE’E.S.A “Next generation” (Electronically adjustable suspensions): Its role is to adapt the suspensions in real time to the conditions they face. The new generation is equipped with automatic trim. On the “Dynamic and Dynamic pro” modes, it tightens the default suspensions, while for the “Enduro and Enduro Pro” modes, it makes their behavior much more responsive and suitable for off-road excursions. The E.S.A “Next Generation” automatically adapts the setting of the rear suspension according to the weight when stationary, depending on the loading of the motorcycle (passenger or suitcase). The pre-charge is adjustable by default to maximum or minimum.
The new original equipment is restricted to the “Rain” and “Road” driving modes, as well as ASC anti-skidding, which is less successful than the DTC. The combination of the two provides optimum traction at all times, adapted to your moods and conditions.
In “Rain” mode, the ASC is more interventionist and the throttle response is smoother and adapted to slippery and wet roads.
The “Road” mode provides optimum torque and engine response..
The GS1200 passed the EURO 4 exam with flying colors because despite a new injection and a new catalyst, the power values remain unchanged. Or 125 hp at 7,750 rpm for 125 Nm at 6,500 rpm. Painless. As paradoxical as it may seem and despite all this electronic arrival, the flat twin always wants to be “primitive” (sic). No changes have been made to it since its transformation into a “modern” engine, with the adoption of liquid cooling in 2013. No changes to the chassis either. It retains its Telelever fork separating the damping and steering function, as well as its Paralever swingarm which responds to the constraints of its cardan transmission. The whole, supporting the same tubular frame with carrying motor. Reinventing yourself when you are at the top of your game, without risking a fall, is always a laborious and above all tedious exercise. We will see in the years to come, what innovations Munich engineers will have to offer us to replace this technology, already very avant-garde..
On the Standard version, the aesthetics and ergonomics have undergone some minor changes. Overall, the prickly angles give way to more truncated shapes, reinforcing the bike’s rugged feel. Its front mudguard abandons the three points that characterized it for two more square cuts. The shape of the tank scoops, the intake manifold covers, the tank side fairings…. are also evolving. Particular attention has been paid to the ergonomics of the tank, favoring off-road driving.
The GS1200 is more than ever a jack-of-all-trades. But a good chic, which adapts to all your desires, provided you take out the wallet. Obviously, she wasn’t revolutionized. Her outfit has just been tweaked to best suit her new endowments (optional), and missions. No risk taking, but confirmation through the optimization of electronic systems
What you must remember
Themore
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Prices
16,200 €
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Opinion
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Replaces
R 1200 GS 2016
Model marketed in
2017
2018
Performances
-
Max speed:
200 km / h -
Acceleration
0 to 100: 3.60 s -
Consumption
medium: 4.96 l
The technical aspect
BMW R 1200 GS 2017
- Frame
- Frame: Steel tube trellis with carrier motor
- Tank: 20 liters
- Seat height: 850 mm
- Length: 2,207 mm
- Width: 953 mm
- Wheelbase: 1507 mm
- Dry weight: 244 kg
- Weight in running order: 264 kg
- Train before
- Telelever fork Ø 37 mm, deb: 190 mm
- 2 discs Ø 305 mm, 4 piston calipers radial fixing
- Front wheel:
120/70
– 19
- Transmission
- 6-speed gearbox
- secondary by cardan
- Rear axle
- Paralever EVO monoshock and single arm, deb: 200 mm
- 1 disc Ø 276 mm, 2 piston caliper
- Rear wheel:
170/60
– 17
- Motor
- Twin cylinder
flat
, 4 stroke - Cooling: Liquid
- Injection Ø 52 mm
- double ACT
- 4 valves per cylinder
-
1170 cc
(101 x 73 mm) -
125
ch
at 7,750 rpm -
12.70 mkg
at 6500 rpm - Weight ratio /
power
: 1.95
kg / hp - Compression: 12.5: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Ducati Multistrada 1200 Enduro 2016
Yamaha XTZ 1200 Super Tenere 2017
Suzuki DL 1000 V-STROM 2017
Kawasaki VERSYS 1000 2017
2017 Honda CRF 1000 L AFRICA TWIN
2017 Honda 1200 CROSSTOURER
Morini GRANPASSO 1200 2017
Gallery
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