Trail – 2010 BMW R1200GS test: the queen raises the tone! – Efficiency finally doubled in character!

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2010 BMW R1200GS review: the queen raises the tone !

Trail - 2010 BMW R1200GS test: the queen raises the tone! - Efficiency finally doubled in character!

A staple BMW bestseller, the 2010 R1200GS reaffirms its benchmark status with the twin camshaft cylinder head of the HP2 Sport. More efficient, the flat twin reveals above all a sound which gives it a welcome supplement of soul. Test.

Efficiency finally doubled in character !

As always with the R1200GS, its agility once launched is astounding: in view of its size and its consequent weight, the machine displays a ballerina’s liveliness! Responding to the pilot’s orders with rare docility and precision, the cross-Rhine trail points in a handkerchief and plays around town with the grace of a big scooter !

If it weren’t for this wide handlebars, detrimental when going back up, and this penalizing saddle height when stationary, the GS would perform flawlessly in an urban environment yet far from being in phase with its Specifications. Agreeing to resume in third at 1,500 rpm, the flat has kept its light and endearing torque and purrs gently at a small 3,500 rpm at 90 km / h in sixth.

At this speed, the soundtrack has become more discreet – compliance with standards requires – and the 2010 GS can unveil its second good surprise: thanks to the use of the HP2’s double camshafts and butterfly bodies. ‘bigger intake (50 mm against 47 mm previously), the venerable Boxer has gained in striking force (110 hp and 120 Nm of torque, or 5 hp and 5 Nm of additional torque), but also in length: the eight valves radials actuated by pawls now accept a maximum speed of 8,500 rpm (8,000 rpm in 2008).

However, if the previous model left a little hungry in the high graduations of the analog tachometer, the R1200GS 2010 are much better filled past the mid-revs! In practice, the twin pushes hard from 3,500 rpm to 7,000 rpm and if the acceleration then loses its force, it retains enough tone to occasionally pull on a report from the excellent gearbox..

The more serious and more present sound undoubtedly participates in reinforcing the sensations delivered by the flat, but the torque curve appears less smooth and the accelerations more frank: a go-around too much supported on a bump in second and now the GS start a light wheelie !

If the German does not become characterful for all that, this addition of power benefits duo driving, especially on the Adventure: heavier than 20 kg, the adventurer version improves its times, which allows you to enjoy more of its formidable road capabilities.

Extremely well suspended, the Adventure flies over bumpy routes with the delicacy of a spa masseuse: the 210 and 220 mm travel of the "Made in BMW" suspensions (Telever and Paralever) reinforce the smoothness distilled by the standard version with 190 mm of travel at the front and 200 mm at the rear.

Barely more borrowed than its "little sister" when entering a curve, the Adventure has the same confusing traction, combined with a sensitive but correctly calibrated traction control – the entries into action are not untimely – and disconnectable from the handlebars.

Despite the surprisingly low diameter of the tubes of the steel trellis frame, the chassis perfectly accommodates the 110 hp out of a curve and a brief foray into a rolling path allowed us to see that the R1200GS – which can receive the optional ESA Enduro – always accept to think outside the box … on condition of staying on a load-bearing surface and keeping the consequent mass of the beast in mind before setting off in pursuit of a chamois !

Effectively yours

Good braking machine with its two 305 mm front discs, its aviation hoses and its disconnectable coupled ABS, easy-going (cardan transmission) and devilishly effective whatever the physiognomy of the roads taken, the 2010 R1200GS seems well on its way to ensuring its own succession in the road trails segment … even GT trails in view of the compromises offered by ESA (Comfort, Normal and Sport) and the load capacities available in the catalog !

More efficient, almost playful, this new generation shows above all that BMW engineers have (finally!) Become aware of the importance of the sensations delivered by the machine: in this sense, the work on the sound of the flat and the filling of its torque curve appears all the more successful as it does not affect a general picture of the most flattering.

Used to touching perfection, the Behème further raises its claims a notch: more than perfect then, the GS? Not quite, because some small flaws remain: the wide handlebars, the weight and the height of the beast annoying when stationary, slight tingling that tickle the footrests at around 4500 rpm (despite the use of rubbers on the standard version) and some transmission jerks in the towers.

Above all, this 2010 vintage is exchanged for an additional 310 euros: from 13,790 euros in 2008, the R1200GS rose to 14,100 euros while the Adventure version will require a large check of 15,200 euros! And these prices obviously do not include the many – and almost essential – options helping to make the GS as efficient and versatile….

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