Test BMW R1200GS Rallye 2017: an option towards Adventure
How to renew the success of the R1200GS, a motorcycle which dominates – even crushes – its category of maxi-trails? When its superiority is so unanimously approved that it even becomes the best-selling motorcycle over 500 cc in the world, despite its price above 16,000 euros ? BMW’s answer is simple and unstoppable: just duplicate it! Explanations and demonstration with our MNC test of the R1200GS Rallye 2017.
R1200GS Rally test page 2 – Dynamics: above the scrum
Regulars to the “GS” will not be disappointed in the R1200GS Rallye: the position and ergonomics are strictly identical to the previous version, very comfortable and neat in detail. The legs are well installed in line with the bust and all the controls fall directly under the hands, in addition to being easy to operate and adjustable for the two levers.
Only the large width of the handlebars can surprise, especially the smallest bikers who will have their arms significantly apart. The German makes up for it with its confusing narrowness between the thighs, which it owes to the well-designed recesses of its tank and its flat engine architecture.
Thanks to this relative finesse, the maxi-trail on the other side of the Rhine benefits from an unexpected bulk given its size: some 1000cc rivals are more paunchy, in addition to being less accessible! When its adjustable saddle – without tools – is in the low position at 850mm (compared to 870mm at the top), the two feet of a 1.75m rider touch the ground almost flat. No 1200cc trail is so welcoming.
The exercise is more obvious if you choose the "Min" function of the new ESA preload setting, as the bike sits nicely on the rear. By opting for the firmest preload (“Max”), the saddle with white stitching quickly lifts a few millimeters, placing us on the tip of the boots! This hardening also plays on the support, which gains in rigor what the bike loses in comfort. Logic.
The opportunity to note that this specific saddle is notably less comfortable than the two-story seat of the standard version, due to a narrower design and less padding. Its performance – satisfactory in absolute terms – is sufficient to handle stages of around a hundred kilometers in one go, but hardly more depending on the sensitivities: this R1200GS Rallye is definitely not intended for long-distance excursions !
Too bad, because the sobriety of the “Twin Fleet” invites on the contrary to go on an adventure without worrying about the distances: MNC went down to a remarkable 5.3 l / 100 km (measured at the pump) in coiled pipe, on a mixed route and city. Not bad at all for a motorcycle of this capacity, whose announced weight reaches 244 kg in the standard version (up 6 kg compared to 2016, mainly because of the Euro4 pollution control devices) !
The performance is even more to be commended as the Boxer has lost none of its enthusiasm with Euro4, just as it maintains its appreciable elasticity and optimal filling identically. The twin sets off again without a hiccup on the gas net in 4th gear at 30 km / h, the tachometer needle barely exceeding 1,500 rpm (idle is set at 1,250 rpm). Thank you for the extremely precise and responsive throttle control (a bit too much, for some) !
Likewise, the smooth, progressive clutch echoes the gearbox, which proved exemplary on this test model equipped with the optional Shifter. What an improvement over older air-cooled models! Driveline upgrades in 2016 – a torque damper on the gearbox output shaft as well as a shift barrel control and modified gearbox shafts – are paying off.
Tonic, the engine relaunches vigorously from low revs and then only reinforces its thrust, with a nice peak of torque delivered at mid-term. Availability, length and character: the power of 125 hp is more than sufficient because brilliantly distributed up to high revs. Not to spoil anything, its tone has dropped slightly: the borderline slamming accents of the old version have subsided, as has its tendency to crackle fiercely when the throttle is cut. So much the better for acoustic comfort, especially over the long haul !
Only slight vibrations felt at mid-revs and at steady speed slightly tarnish the picture, also due to the lack of rubber on the "Enduro" footrests to absorb them as on the standard version. Here again, this must be seen as one of the sacrifices demanded by this Rallye edition on the altar of the rally-raid look…
Insufficient, however, to spoil the party: the Boxer offers a consistency and versatility that most of its rivals can only envy. Only the “3-legged” of the Triumph Explorer, smoother but less expressive in its revving, holds it high in terms of flexibility. As for the 1000cc of the Africa Twin, it logically does not have the shoulders or the trunk necessary to make the Gehesis tremble. Especially since the Honda unit is a bit too polished …
- Comparo MNC :
On the other hand, fans of even more exhilarating acceleration can ogle the impressive 160 hp delivered by Italian and Austrian twin cylinders: that of the, and especially the – even more stormy – of the, the absolute reference in terms of mechanical sensations! Still, these explosive revivals come at the cost of some inconvenience on the Ducati as on the KTM: heat release, flexibility threshold above 2500 or even 3000 rpm and consumption to match performance…
A cycle part at the top
This brilliant mechanical balance is enhanced by a cycle part absolutely beyond criticism, just as it was on the 2016 model: nothing could be more natural since the tubular steel frame and its geometric dimensions are exactly identical, to the nearest millimeter and degree. (1507 mm of wheelbase and 99.6 ° mm of trail) !
The Munich residents did not risk upsetting the almost perfect balance of the "GS", the result of a judicious distribution of the masses. Despite its small weight gain, the 2017 R1200GS continues to shine with its obviousness and handling: MNC has long and simultaneously tested the KTMs and, and the BMW achieves the feat of being much closer to the “small” than of the “fat”! Beside, a Honda Crosstourer DCT is a very low speed truck with its 287 kg well packed….
- MNC test :
- MNC test :
The generous suspension travel (190 mm at the front and 200 mm at the rear) offers royal damping quality, combining progressiveness on bumps and firmness on downforce. Firmly planted on its Telelever front end, the bike is very precisely steered and straightforward in its inclinations. However, this unconventional system – quite rigid – does not equal the smoothness of a well-adjusted fork, especially off-road: a Yamaha Super Tenere or even an Africa Twin, benchmark in off-road, absorb the obstacles of softer way.
However, this Telelever allows you to maintain a horizontal attitude by limiting transfers to the front, even under the most severe constraints. If the sensation may surprise – even disturb – at first because of the filtering of information generated, the pilot integrates it quickly before taking advantage of its strengths, in particular his indifference to braking on the angle. Braking otherwise as excellent as in 2016, aided by Brembo calipers that are both powerful and enduring.
The benefits announced by the optional ESA Next Generation transplant are also convincing: tuned to the most flexible, the R1200GS offers an excellent level of comfort (better in memory than in 2016) while its firmer setting provides rigor necessary to take advantage of its natural efficiency in curves and its stability in all conditions. In terms of suspension versatility, the “GS” 2017 returned to the top of this very competitive category, closing the small gap taken by KTM with its remarkable WP damping system in force on the 1290 Adventure S.
The only downside when the pace increases: once again the Continental TKC 80 tires set limits that the R1200GS usually surmounts without batting an eyelid, both in terms of the confidence delivered by the front axle and from a strict point of view of grip. The studded tires of this Rally are indeed moderately convincing on slippery and / or bumpy asphalt, in addition to being sensitive to fittings and other bands of tar.
Strong braking and acceleration – right bike – finally easily undermine the grip offered by their tread. The key: brief releases of ABS and traction control, the sensitivity of which varies depending on the driving mode engaged (logically more invasive in "Rain" mode than in "Dynamic" mode). Unheard of on dry roads with an R1200GS !
Once again, choosing these studded tires – offered free of charge when ordering – on the R1200GS Rallye deserves consideration, due to the multiple constraints they generate on the road. Especially since the Metzeler Tourance Next or the Michelin Anakee 3 which are originally fitted to the BMW offer very decent performance in off-road use, at least on dry ground. And their behavior on asphalt is beyond measure, up to the high performance of which the “Gehèsse” is capable. !
Verdict: she continues to refer
Despite its steep price (€ 16,200 in standard version, € 16,795 in this Rallye edition) and its disturbing options policy, the 2017 R1200GS firmly holds its benchmark status in the maxi-trails category, boosted by relevant technical developments . Its new “Exclusive” and “Rally” variants provide an interesting boost to the “GS” offer, even if the constraints imposed by the latter’s rally-raid look (saddle comfort and recessed protection, in particular) are not to be avoided. neglect !
Its new ESA “Next Generation” also brings a touch of sophistication and efficiency welcome to counter the rise of increasingly aggressive rivals. Too bad, however, that this controlled damping is also part of the optional equipment, just like too many other elements listed in: its presence in series would not have been superfluous to explain the 1050 € taken compared to the 2013 model, yet almost technically identical !
Finally, it should be noted that this Rallye version can receive – as an option – stiffer springs with an increased length of around 20 mm. This specific damping is intended to satisfy lovers of “real” off-roading, who will appreciate the same qualities of balance and handling, apart from the bitumen, that this R1200GS demonstrates on the road. !
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