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Introducing the new BMW R 1200 GS, BMW Motorrad is opening up yet another chapter in the story of highly successful GS models which, for almost three decades, have been the epitome of the large-capacity grand touring enduro.

Intake and exhaust timing on the two camshafts has been optimised in particular for supreme power at low and medium engine speeds and for even faster, free-revving engine performance throughout the entire range. To increase the free valve cross-section, valve lift is up by 10.54 mm (0.415″) on the intake and 9.26 mm (0.365″) on the exhaust side to 10.8 mm (0.425″) on both sides. Valve clearance is compensated by light semi-hemispherical shims.

The existing ratio of bore and stroke of 101:73 millimetres (3.98 : 2.87″) remains the same as before, as does the engine’s cubic capacity of 1,170 cc. Other features likewise carried over from the former power unit are the crankshafts and connecting rods as well as their mounts and bearings, while the two new cast-aluminium pistons have been re-designed to match the change in combustion chamber geometry.

Interacting with the upgraded intake system now featuring black instead of silver throttle butterfly manifolds as on the former models measuring 50 mm (1.97″) instead of formerly 47 mm (1.85″) (HP2 Sport: 52 mm/2.05″) opening clearance and with newly designed intake air funnels and an air filter element with higher throughput, the engine now develops maximum output of 81 kW/110 PS at 7,750 rpm and peak torque of 120 Nm/88 lb-ft at 6,000 rpm. An oil cooler ensures stable thermal conditions even when riding to the extreme.

In all, the modifications to the drivetrain provide a significantly more homogeneous flow of power and torque throughout the entire speed range. In this process of technical development, the engines now feature magnesium-coloured cylinder head covers with two instead of formerly four fastening bolts and come in new, even more dynamic design. A valve cover guard made of aluminium or plastic as well as a chrome-plated aluminium cylinder head cover may be retrofitted as special equipment.

Featuring an exhaust flap controlled by an electric motor as well as opening and closing cables, both the new BMW R 1200 GS and the new R 1200 GS Adventure provide a particularly throaty boxer sound naturally in full compliance with legal standards. And to reduce ram pressure and improve the sound of the engine even further, the rear silencer remaining the same in design as on the former models comes with a completely new interior structure. Ideal transmission of power through six-speed gearbox and drive shaft.

Power is transmitted as before by the proven six-speed gearbox with larger bearing diameters and a modified distance between the individual shafts already upgraded technically for the 2008 model year. In the process the gear ratios were once again adjusted and the secondary transmission has been modified from i = 2.82 to i = 2.91.

In conjunction with optional BMW Motorrad Integral ABS, extremely powerful brakes serve additionally to provide maximum safety even in critical situations. Optimum environmental compatibility, finally, is ensured also on the new boxer engine through the most advanced exhaust gas management with a fully-controlled three-way catalytic converter.

Made of a heat-treated aluminium tube, the high-quality and sophisticated handlebar, interacting with two asymmetrically mounted clamps turning by up to 180o, as on the HP2 Enduro Sports, may be fitted in two ergonomically different positions. While the rear handlebar position for riding onroad and in less demanding terrain ensures optimum ergonomics particularly for the shorter rider, the front handlebar position offers advantages in particular when standing up on the machine in rough terrain.

The hand protectors available as special equipment for the R 1200 GS are fitted as standard straight from the factory on the R 1200 GS Adventure. In the process of technically upgrading the successful R 1200 GS models, the instrument cluster has received a new dial in new design. And last but not least, the windshield now comes with larger hand-bolts with even better grip for adjusting its position with greater ease.

The GS definitely proved its worth in these harsh conditions, but the ride to that point hadn’t exploited the new-found high-rpm power and revability. So I plotted my own test course on beautiful, winding roads through the same hills, but on a more open stretch with broad sweepers and longer straightaways, where the engine felt wonderfully strong and seemed to breathe more freely. Dry tarmac later in the day meant I could ride at full speed, blasting the bike easily up to 110 mph on the straights, then diving into the corners well cranked over. Riding the strong midrange torque is all you’d ever need to do, but it is nice to have the extra power and 500 rpm on top.

Specification:-

Power
BMW R1200GS: 110bhp @ 7,750rpm
Ducati Multistrada 1200 150bhp @ 9,250rpm
Yamaha Super Tenere 110bhp @ 7,250rpm
KTM 990 Adventure 105bhp @ 8,250rpm
Suzuki V-Strom 1000 98bhp @ 7,400rpm
’80 BMW R80G/S: 50bhp @ 6,500rpm

Torque
BMW R1200GS: 88lb/ft @ 6,000rpm
Ducati Multistrada: 88lb/ft @ 7,500rpm
Super Tenere: 85lb/ft @ 6,000rpm
KTM Adventure: 74lb/ft @ 6,250rpm
V-Strom 1000: 74lb/ft@ 6,400 rpm
’80 R80G/S 41lb/ft @ 5,000 rpm

Tank Size
BMW R1200GS: 5.3 gallons
Ducati Multistrada: 5.3 gallons
Super Tenere: 6.1 gallons
KTM Adventure: 5.2 gallons US
V-Strom 1000: 5.8 gallons
’80 R80G/S: 5.2 gallons

Front Wheel
BMW R1200GS: 19″
Ducati Multistrada: 17″
Super Tenere: 19″
KTM Adventure: 21″
V-Strom 1000: 19″
’80 R80G/S: 21″

Dry Weight
BMW R1200GS: 203kg (448 lbs)
Ducati Multistrada: 189kg (417lbs)
Super Tenere: 244kg (538lbs)
KTM Adventure: 209kg (461lbs)
V-Strom 1000: 207kg (456lbs)
’80 R80G/S: 186kg (410lbs)

Power to weight (bhp:kg)
BMW R1200GS: .54:1
Ducati Multistrada: .79:1
Super Tenere: .45:1
KTM Adventure: .50:1
V-Strom 1000: .47:1
’80 R80G/S: .27:1

Torque to weight (lb/ft:kg)
BMW R1200GS: .43:1
Ducati Multistrada: .47:1
Super Tenere: .35:1
KTM Adventure: .35:1
V-Strom 1000: .36:1
’80 R80G/S: .22:1

Rider Aids
BMW R1200GS: optional and fully-defeatable ABS
Ducati Multistrada: push-button adjustment of suspension height, power delivery and traction control, fully-defeatable ABS
Super Tenere: combined brakes, non-defeatable ABS, three-mode traction control, two-mode power delivery
KTM Adventure: fully-defeatable ABS
V-Strom 1000: none ’80 R80G/S: balls.

With the BMW R1200R famed reliability meets the tuning fingers of a joker. There’s a fair wallop of bottom end grunt and top end kick – more than any naked bike has a right to have. Even though the old flat-twin is very old design-wise, modern internals, electronics and injected fuelling ensure the Boxer motor lives on for a while longer to keep BMW purists happy. Shaft drive is a god-send for the less mechanically minded.

With an engine design that can be traced back to before most of us were born, and a rolling chassis that has tried and trusted components, the reliability of the BMW R1200R is never going to be an issue. However, modern electronics suffer on all bikes because of vibrations and hostile weather, so no one can guarantee a bike to be free from problems. If it helps, BMW has one of the strongest ‘faithful’ group of riders because it seems its motorcycles just keep going and BMW aftercare is a committed one.

Telever front suspension (relies on a single main spring under the steering head) is unique to BMW, as is the Paralever shaft arm. Used on its touring models the whole system is a testament to stability and a role model for coping with UK roads. Now lighten the steel-based frame, add sports-like steering and you get a bike, the BMW R1200R, that rolls over quicker than a nervous spaniel. Traffic dodging and A-road blasts are simple and fun, which sums the motorcycle up completely.

If the Japanese manufacturers produced an £8300 bum-basic naked with the R1200R’s performance then sales-wise it’d fall flat on its arse. So how comes BMW can get away with it? Simple really, because it is a BMW and with BMW motorcycles comes high resale values. Value for money? Not if you’re into bikes like Kawasaki’s Z1000, or Bandit Suzukis, but then they don’t have shaft drive and will never command a good resale value.

With the exception of a three-way height adjustable seat as standard, the R1200R is bum-basic for a BMW, and that’s why the price is kept low (for a BMW). But as it is a BMW the list of optional riding equipment is long (and pricey): Electronic Suspension Adjustment (ESA), ABS, tyre pressure monitoring, soon-to-come traction control etc.

The BMW K1200R has huge power, even more torque. The motorcycle’s in-line four is borrowed from the BMW K1200S hyper sports touring motorcycle – but with lower gearing and less wind protection the BMW K1200R feels even faster. Other naked motorcycles have engines with more character but this much shove is never boring.

Build quality seems pretty good on the BMW K1200R but few have been dragged through a British winter. Problems seem to be extremely rare on this motorcycle except a handful of early motorcycles vibrated and oil consumption can be high (the BMW K1200R can be spedified with a special low oil warning system as part of the cost-option on board computer).

The BMW K1200R is a long, stable and heavy motorcycle. Forget the flighty, fast steering naked motorcycles  like Kawasaki’s Z1000 or the Triumph Speed Triple 1050 the BMW K1200R is more a touring bike than a back lane hooning motorcycle. Innovative Duolever forks use a single central shock and linkage – it works well but can feel odd.

Nearly £10K means the BMW K1200R is competing with exotica like Benelli’s TNT. Aprilia’s Tuono 1000 R and Triumph’s Speed Triple 1050 are both excellent motorcycles for much less. Plus BMW K1200Rs are almost never sold at a discount – at least deprecation is low.

Naked motorcycles don’t come much better kitted out. Comfort is good for the BMW K1200R’s rider, especially if you get the screen. Factory extras for this motorcycle include ABS, the very handy useable-on-the-move Electronic Suspension Adjustment, sports wheels with 190/55ZR 17 tyre, sports pack (sports suspension and 6 inch rim with  190/55ZR 17 tyre), low seat, cockpit fairing, White indicator lense, rack, computer, alarm.

After decades of obstinance, the BMW K1200S has BMW’s first across-the-frame four motorcycle engine – the layout the Japanese motorcycle manufacturers have used to dominate motorcycling. And it works. Low down torque is plentiful, midrange and top end power are excessive in the BMW K1200S. You’ll need an autobahn and big balls to get the BMW K1200S’ throttle on the stop. The motorcycle’s gearbox is awkward when hot.

Few motorcycles shrug off winter better than a BMW motorcycle. That said a BMW K1200S will still need regular attention to keep it looking shiny. Shaft drive means less maintenance and expense.  A few used motorcycles seemed to have suffered from vibration and quite high oil consumption. Thoughtful ownership of the BMW K1200S and to-the-book servicing may prevent this.

Never one to shy away from innovation, the BMW K1200S uses another new system for front suspension. A single shock does the work which linkages transfer the forces. The theory is it separates braking and cornering forces – which is does. It’s brilliant everywhere except a racetrack and the motorcycle is still acceptable there.

The BMW K1200S is not cheap, especially with ABS fitted (£795 extra). Rival motorcycles RRPs are lower plus they can be bought at a discount – BMW K1200S’ are rarely sold new under list price. Depreciation is quite low.

The BMW K1200S’ comfort is better than many touring motorcycles and the electric screen is superb at making autobahn wasting totally relaxing. BMW’s panniers are quite small but don’t affect high speed handing like some larger aftermarket ones. Factory extras for the BMW K1200S include the excellent Electronic Suspension Adjustment (ESA), low seat, heated grips, on-board computer and an alarm.

The BMW C1′s 125cc engine’s an unremarkable four-stroke single producing a respectable 15bhp. But it’s a heavy motorcycle at 185kg – all the 1000cc sports bikes weigh less. This means performance is pretty sluggish – the BMW C1 willl pull away from cars when the lights go green but not by much. The 200 version (which was actually 176cc) is nippier.

Like all BMW’s the C1 is well thought out but suffers a few niggles. The oil pressure switch can fail, wipers judder, front wheel bearings fail, fork legs corrode and the headlight can overheat – which sounds like a big list of problems but they’re all pretty minor and not that common.

Small wheels, quite a bit of weight and some of it’s carried high – it’s not the recipe for perfect handling. The BMW C1’s not about scything round long sweeping country bends though – it’s an urban dodger. It works fine in that role except it’s a little wider than conventional scooters which can be annoying.

The BMW C1 is not cheap compared to regular scooters – but you get more for your money than most. BMW C1s have a real cult following and some owners have two or three to provide them with a supply for the future. Potentially a collector’s piece. You’ll probably have to travel to find one though – try Chasbikes in London, SE1.

Yes the BMW C1 has a roof and it doubles as a safety cage. The only comparable machine with a roof is Honda’s non-UK Giro. The C1 has quite a bit of luggage space and it’s pretty comfy too. There’s even a seatbelt. Brembo brakes are great and ABS is an option. Massive list of optional extras including things like heated seat and stereo.

The R1150R’s tried and tested BMW air/oil cooled motor isn’t exactly over-generous with either revs or power, but it is very torquey and flexible enough to make either genteel touring or cross-town commuting a pleasure. The gearbox is somewhat agricultural and lacking in positivity. You’ll need to keep an eye on oil consumption, too.

BMWs enjoy a reputation for high reliability, which is well deserved. The simple engine alloyed to a practical shaft drive makes six-digit mileages a reality. The finish on the BMW R1150R’s  ‘fork’ legs and engine cases is poor, however.

The BMW R1150R is comfortable for shorter journeys, but without a screen (available as an official aftermarket item) speeds over 85mph are a chore. It handles well and once you’ve built up confidence in the Telelever front end it can be thrown about quite briskly. Vibration through the bars can be intrusive on longer, higher speed journeys.

Although the R1150R was expensive new the great news is that BMWs hold their values much better than comparable motorcycles from other manufacturers, almost regardless of mileage. Avoid anything without a full dealer service history as this hammers re-sale worth.

ABS was a £750 option and R1150Rs that are so-equipped are much more desirable secondhand, as are motorcycles with an official fly screen, which really does make a difference. BMW luggage is excellent quality and very well designed.

The BMW R1200GS’ trusty oil/air-cooled SOHC Boxer motor is flexible, punchy and revvy all at the same time. The motorcycle’s throttle is light, the response is instant and the power is all you could hopefully use in the real world. There are pleasantly few vibes, too, thanks to new-for-BMW balance shaft fitted to the BMW R1200GS.

BMW motorcycle reliability is legendary, but it’s as much down to the comparatively gentle use the BMW R1200GS tends to get and the meticulous attention to the service schedule of  BMW R1200GS owners . Avoid any motorcycle that can’t back up its history with a full, dealer-stamped, motorcycle service book.

The BMW R1200GS exudes perennially unflustered excellence. The chassis is superb. The Telelever front end initially feels remote, but once you’re dialled in to the motorcycle and confident the BMW R1200GS can be leant and leant and leant. It’s 30kg lighter than the preceding model, the BMW R1150GS, and the servo-assisted brakes and (optional) ABS help haul the BMW R1200GS up with ease.

BMW R1200GS typically command top dollar for either new or secondhand motorcycles. But the good news is that you get back much more of your money when you sell the motorcycle than virtually any other motorcycle brand. Mileage is normally the bugbear of residuals, but BMW R1200GS buyers are much more tolerant, with only motorcycles showing over 50,000 considered high mileage.

A man could beggar himself lavishing kit on his BMW R1200GS. Heated grips, ABS, crash bars, hard and soft luggage…but at least you get an ignition-based immobiliser and a height adjustable seat as standard on the BMW R1200GS.