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- GS long haul
- The last representative of production machines dedicated to crossing the planet, if only for their style, the R 1200 GS Adventure makes the extreme its raison d’être. However, we meet it as much in the urban jungle as that of virgin spaces.. An all-round seduction capacity inevitably…
- Discovery
- In the saddle
- In the city
- Motorway and expressways
- Departmental
- Part-cycle
- Braking
- Comfort / Duo
- Consumption
- Conclusion
- Colors
- Electronic Summary
- Maps
- ASC Enduro traction control (Automatic Stability Control),
- ABS Enduro
- Semi-active dynamic ESA suspension
- Options and Packs
GS long haul
The last representative of production machines dedicated to crossing the planet, if only for their style, the R 1200 GS Adventure makes the extreme its raison d’être. However, we meet it as much in the urban jungle as that of virgin spaces.. An all-round seduction capacity inevitably welcome for a traveler.
Having already presented its R 1200 GS almost a year ago, BMW is now offering the "extreme" version of its successful trail: the Adventure. This curved evolution of the flagship model of the German manufacturer has existed since 2006, further optimizing the capabilities of the all-terrain vessel. Backpackers and other followers of distant horizons and more or less tortured, have adopted it since then. As well as, more strangely, a number of urban commuters, seeking more protection, autonomy…. and recognition? What explains a distribution of sales of almost 50/50 between the standard model and Adventure! The newcomer will certainly not weaken this trend and even who knows, could amplify it by a remarkable ease of use..
Discovery
Immediately recognizable by its imposing silhouette, the GS Adventure (GS A) expands, taking shoulders and chest. Additional volumes, fortunately protected by many rather aesthetic protective bars. Elements that will also house the twin from the vagaries of the track.
The front spoiler receives a frontal protuberance and massive side air intakes. The latter are based on widened sides, themselves framing the 30-liter tank. Values down three units compared to the previous model but 30% higher than that of the classic GS. All satin aluminum, this bottle alone gives the machine a spirit of "Adventure". But, at its top, a very practical empty pocket retains all its civility..
Headlight, magnesium optical unit support and bubble retain their sharp lines. The headlamps incorporate the same innovations as on the GS. A disconnectable daytime element, with automatic or manual ignition, can be added to the other two. The integral LED option, including the innovative U-shaped daytime running light, includes a cooling and demisting system. The whole is surmounted by an enlarged and wedge-shaped bubble to further protect the pilot. And its fit takes its sister’s patented dial.
Using the same engine block, the twin cylinder imposes refined shapes retaining a few large fins on its cylinders. More than half of these aesthetic ribs participate in cooling, always combining the two principles of air and liquid. The circulation of the calorifier is concentrated only on the hot spots of the "flat" and mainly the cylinder head..
The GS Adventure adopts a heavier flywheel of 950 grams. This additional inertia should soften the engine response in off-road. For the same purpose, a vibration damper is also present on the driveline (inserted between the gearbox output and the cardan shaft). Bore and stroke (101×73) and compression ratio (12: 5) do not change. As a reminder, the twin incorporates new camshafts and crankshaft lightened and stiffened, an injection of 52 mm (50 before), a simple ignition and the gas flow is vertical. The optimized motorized valve exhaust line creates an assertive sound signature. Narrow and provided with a double black anodized outlet, the silencer passes on the right side. Thus, the flat develops 92 kW (125 hp) at 7,700 rpm and 12.5 da.Nm at 6,500 rpm (+15 hp and 0.5 unit of torque than the old vintage).
The crankcase incorporates the six-speed gearbox and finally a clutch is in an oil bath, instead of the traditional dry clutch, even equipped with an anti-dribble. Its diameter goes from 180 to 147 mm, further compacting the whole. Interventions on the block are greatly simplified (and therefore less expensive in terms of labor) by this new arrangement.
The differences with the standard GS mainly affect the chassis. The caster angle closes, going from 99.6 to 92.7 ° limiting the increase in wheelbase to 3 mm (swingarm extended by 50 mm) and increasing maneuverability. The travel of the front and rear suspensions is increased by 20 millimeters, or 210 and 220 mm respectively. An increase that benefits ground clearance, increased by 10 millimeters compared to that of the previous model for better crossing capacities.
The GS A uses its sister’s perimeter frame, which is tubular steel and now runs straight from the steering column to the swingarm axle. Its rear part alone is bolted, allowing it to be replaced in the event of a fall. The supporting role of the German bloc is therefore reduced, making it possible to lighten its casings less strained.
Despite everything, the Adventure inevitably takes weight: 260 kg (with 90% of the full fuel). She therefore admits 22 kg more than the standard version but would remain 3 kg lighter than the 2013 adventurer..
The front and rear combined shock absorber spring suspensions incorporate the optional ESA Dynamic, an evolution now offering an adaptive profile to the driving delivered by the pilot. Finally, the secondary transmission by cardan shaft is still housed in a single-arm now placed on the left side. Extended by 50 mm, it will provide better traction in off-road use. Especially since the standard ASC (Automatic Stability Control) traction control ensures the slightest escape. A system of course disconnectable.
To curb the mood swings of the new Bavarian block, four-piston radial calipers bite two 305 mm discs at the front. The opposite retarder is armed with a two piston element clamping a 276 mm fret. Everything is managed by a deactivatable integral ABS fitted as standard. Of course, the rims radiate tangentially. Dimensions 19 "front and 17" rear, they receive Metzeler Tourance Next envelopes, respectively in 120/70 and 170/60.
Finally, hand guards, wide enduro-type footrests and reinforced and adjustable foot controls complete equipment resolutely dedicated to manly escapades..
In the saddle
Basically, the saddle rises to 890 mm favoring the access of the machine to large templates. 20 units will be saved by following the simplistic adjustment of the pilot seat: a plate to be inverted, a rocker to be swiveled. It will also be possible to adjust its inclination. The standard is ideal for my eighty-four meter and the high position is reserved for the ninety meter and more, especially off-road. These important values are tempered by a refined crotch arch, further improving ground support.
The accompanying person will also be able to easily adjust his distance from the pilot … once perched on his large seat, flanked by respectable grab handles uniting as a luggage carrier. This group is attached to a solid aluminum assembly including the optional case mounting spaces. Particularly ergonomic, the GS receives the crew with attention. The passenger footrests are covered with rubber and their plates are perforated to receive the hooks of any packages. As for the saddles, their high resilience foam calls for no reproach just like their studied profile.
We find the house ergonomics, legs slightly bent and arms slightly apart by the wide handlebars with variable diameter. The eyes then fall on a neat cockpit, integrating the new dashboard style dashboard. Rather large, asymmetrical, it takes that of the simple GS and includes tachometer and analog tachometer. The whole overhangs a monochrome digital window of good size. And for good reason…. the information contained is numerous. On the left: fuel gauge, gear indicator light, clock and especially the engine mapping selected via the "Mode" button. Two profiles are available: "Road" and "Rain". The inevitable options box will give access to "Pro Riding" ("Dynamic", "Enduro" and "Enduro Pro") modes, also accompanied by "ABS Enduro" and "ASC Enduro" extensions suitable for off-road use. These engine modes require a new "Throttle by wire" type throttle and control the settings of the ABS, optional ASC anti-slip and ESA. (see Electronic summary)
In the right part, you will read the selected display, via the "Trip", "Info" and "ESA" buttons. The first concerns the odometer (total, two partial, range, customization) and the second includes Date, oil level, exterior and engine temperature, two consumption and average speeds as well as tire pressure (in the list of options) . The last allows the adjustment of the assisted damping according to 6 crossed variables: Hard, Normal, Soft and pilot alone, pilot and passenger, pilot and luggage.
The levers benefit from adjustment in spacing and the rotary selection dial appears on the left handle, controlling the optional GPS. The central stand equips the trail by default and the mirrors, are easily adjusted and returns a wide image, free of vibrations.
Fit and quality of fairings, finishes, paint, etc., the R 1200 GS Adventure offers an almost flawless balance sheet. Like the simple model, some welding of the frame and the junction of the tubes around the steering column would need more care..
In the city
We find with pleasure the new "crisp" sound of the GS, sporty at will. And the new block takes its turns at the slightest request of the handle, with a total absence of inertia.
The Adventure’s weight and substantial size are forgotten as soon as the machine starts to move. The maxi trail weaves its way through traffic quite naturally, aided by an excellent turning radius. We always regret a perfectible readability especially due to the screen whose contrast is too low in the sun.
The flat does not show a really different profile despite its heavier flywheel. The incomparable smoothness and essential for fans of "flat" cylinders is still there but can give way to the dynamism of the "liquid" boxer. Solicited with the tips of the gloves, he knows how to respond in the same way, with elegance and gentleness before getting annoyed by progressing up the tachometer. The speed is then done without downtime, to let the traveler go to distant horizons.
Motorway and expressways
Reaching the legal motorway in a few moments, the speed stabilized at 4,600 rpm in sixth. The time to activate the speed regulator (available with subsidies), the height of the bubble will then be adjusted to the maximum. The protection is then very correct. Legs and torso are particularly well protected by the enlarged volumes of the Adventure.
Despite its castration at 107 horsepower, the GS flaunts its new temperament but is struggling to grapple with the last graduations of the tachometer. The extra weight and wind resistance also put a little strain on optimal performance. However, the high speed stability is very decent. Finally, the remarkable overall comfort of the GS A can suggest journeys to the size of its generous tank. This will in no way prevent leaving these paid lanes in order to test other points of the chassis.
Departmental
The secondary network is a playground offering the GS Adventure much of its laurels. It is also the place to test engine maps and their multiple interaction with electronic aids. Our machines are full…. options of course (do not dream), the possibilities are important. Like last year, the small roads around Sartène are sometimes wet and dirty. A good reason to choose the "Rain" mode. The engine response is smoother and ABS, ASC and ESA show clear differences in their implementation. A damping set on Hard softens noticeably. The ASC is more intrusive, limiting any loss of grip and the rear caliper increases the anti-lock effect..
As soon as the asphalt becomes more welcoming, I switch to "Dynamic" mode. Here again, the choice effectively influences the part-cycle vassals. Firmer, the suspensions are preparing for a brisk pace, the ABS tolerates more violent braking and the ASC is discreet. This efficient assistance gives the possibility of riding more serenely on any occasion…. as long as we have made the adjustment adapted to the conditions encountered and to the desired piloting.
In the winding, the voluminous GS A requires more downforce on its wide flat handlebars. The new RTs that come with us are easier to switch from one angle to another. Carried out at a frantic pace, the trail nevertheless shows an ease that few road machines have. The twin responds almost violently in its liveliest mapping and so naturally that more than one turn is sometimes approached too quickly. It is then sufficient to increase the angle grip to pass the Adventure without difficulty. You can also maintain the brakes on a curve without the machine straightening up or locking. A model of transparency and evidence. And the soundtrack that accompanies the wild ride does not call for calm. The voice of flat and its accents of enduro machines actually encourages sporting inclinations. On long journeys, a well soundproofed helmet may be welcome.
Part-cycle
With its alliance part cycle / electronic assistance, nothing disturbs the handling of the GS with a capital A. It takes without flinching all the faults of the roads. Rigid, lively but logically showing greater inertia than the GS, the Adventure brilliantly supports its long-haul overweight..
Braking
Progressive, powerful, semi-integral braking provides excellent leverage. The travel of the rear brake could be increased in order to limit the intrusion of the ABS, quickly implemented.
Comfort / Duo
The new GS A gives pride of place to comfort, both for its driver and passenger. Ergonomics, soft stools, no diving during mass transfers…. The Adventure represents an ideal vessel for distant expeditions. The protection against air flow induced by its superior size increases the enjoyment on long journeys..
Consumption
30 liters of tank…. nearly 500 km of average autonomy. Consumption will vary greatly depending on the weight carried. In peri-urban use, 6.5 L per 100 km seems a maximum. A real plus for the jaded of gas stations and those thirsty for distant terminals.
Conclusion
Aesthetics and equipment combine to make this GS a true "Adventurer". In addition, chassis and motorization keep to the extreme GS an approval close to the standard model. Qualities which will not fail, likewise, to interest the opposite clan: the RTists, rubbing shoulders with the owners of the maxi wading bird on a daily basis. The new R 1200 RT is indeed the other choice of addict flats. Civility versus versatility, that seems to be the family choice. Also, the road is much more accessible to shorter legs. And € 1,550 separate them. The trail, priced at 16,650 € ABS and ESC included, can also receive a large optional luggage. Top case 32 liters, suitcases (right 36 l and left 44 l) and other additional lights (330 €). Finally, three packs will enrich its services (see options and packs below).
Optimized, easy to handle for pilots with the adapted morphology, the R 1200 GS Adventure boosts its dynamics with the new flat-twin. Enhancing and well equipped in basic equipment, it will adapt to everyday life, guaranteeing safety and comfort. With, as a bonus, the more or less dusty dream of access to adventure, which only true backpackers will seek.
Strong points
- Engine character and availability
- Behavior and versatility of the cyle part
- Interactive electronic assistance
- Aesthetics successful
Weak points
- Template
- Instrument reading
- Exhaust sound level
- Unavoidable Option Packs
Datasheet
Colors
- Matt uni olive – Alpine white – Racing blue metallic
Electronic Summary
Maps
Five modes at the driver’s choice – “Rain”, “Road”. Options: "Dynamic", "Enduro" and "Enduro Pro".
To adapt optimally to the needs of each rider and to the use he makes of his motorcycle, the new R 1200 GS now offers, as an ex-factory option, five maps that the rider can freely select. These profiles offer three different laws for the electronic throttle and therefore three different engine characteristics.
ASC Enduro traction control (Automatic Stability Control),
Configured specifically for enduro, is coupled with these modes. When this option is chosen, BMW Motorrad ABS, ASC and, if so equipped, semi-active suspension, are adapted to the use profile of these five modes.
ABS Enduro
Like the ASC, they are suitable for offroad use and can be disconnected at the rear in "Pro" mode..
Semi-active dynamic ESA suspension
As an ex-works option, BMW’s new semi-active dynamic ESA (Electronic Suspension Adjustment) suspension offers the rider new possibilities for maximum safety and performance. Thanks to a front and rear travel sensor, the dynamic ESA captures several parameters, including the vertical movement of the front wheel guide and the rear wheel, to automatically adjust the damping to the conditions identified (depending on the pilot’s driving condition and maneuvers). Electrically controlled adjustment valves are responsible for adapting the front and rear shock absorbers.
Options and Packs
Comfort pack: 445 €
Heated grips, RDC tire pressure indicator, Chrome exhaust
Touring package: € 1,760
ESA Dynamic, pro on-board computer, GPS preparation, cruise control, additional fog lights, case holder
Dynamic Pack: 1030 €
LED lights, daytime running lights, Pro driving mode, white LED turn signals
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