BMW plans on keeping their 2010 R 1200 GS and R 1200 GS Adventure on the class favorites position by bringing in a DOHC engine that is capable of 110hp and 88lb-ft of torque, just like on the R 1200 RT model. Now capable to rev 500rpm more than the previous generation power unit, the flat-twin is claimed to offer plenty more acceleration and pulling power in a refined manner. This should raise the stakes and have BMW say “mission accomplished,” but not before the new Ducati Multistrada 1200 and the future Yamaha Super Tenere make their moves.
1. The New BMW R 1200 GS/Adventure.
The main features of the new BMW R 1200 GS and the new BMW R 1200 GS Adventure at a glance:
New, even more powerful drivetrain with extra torque for even greater driving dynamics both onroad and offroad.
Introducing the new BMW R 1200 GS and the new R 1200 GS Adventure, 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.
Moving on from the former generation of the R 1200 GS and R 1200 GS Adventure, which already offered supreme power and performance as well as a very broad range of practical riding qualities for long tours combined with supreme pleasure on winding country and mountain roads, BMW Motorrad is now enhancing this standard, as impressive as it already is, to an even higher level.
In its construction principle and fundamental layout, the new fl at-twin power unit is the same as the DOHC engine on the BMW HP2 Sport. But marking the new generation, the engine has been carefully updated and optimised for the R 1200 GS and the R 1200 GS Adventure, tailored to the specific requirements of a grand touring enduro.
With the 1,170-cc Boxer engine on the former models already ensuring supreme power under all conditions and in all situations, the new R 1200 GS and R 1200 GS Adventure have even more to offer in virtually every respect: Delivering maximum output of 110 hp, reaching top engine speed up by 500 to 8,500 rpm, and with an even broader range of engine speed, the new GS models are even more dynamic, powerful and muscular in terms of both torque and acceleration throughout the entire speed range, thus setting the standard once again for the grand touring enduro also in terms of riding dynamics.
New DOHC cylinder heads for even more efficient cylinder charge.
Designed and built from the start for higher engine speed, the new fl at-twin power unit in the R 1200 GS and R 1200 GS Adventure, like the power unit featured in the BMW HP2 Sport, comes with two overhead, chain-driven camshafts (DOHC) per cylinder. The valves are operated by very light rocker arms able to cope with even very high engine speeds through their low weight alone. Radial arrangement of the four valves is ensured by the very compact combustion chambers. Like on the former models, the fuel/air mixture is ignited by two spark plugs (HP2 Sport: one spark plug), and the compression ratio of 12.0:1 is also the same as before.
Thanks to efficient knock control, both models are able to run on premium (plus) fuel with an octane rating of 95-98 RON (maximum output is measured at 98 RON). Under certain conditions there may be a very small loss of torque and a slight increase in fuel consumption as soon as knock control cuts in. On long tours where the rider might be required to use inferior fuel, the engine may also run on 91 RON regular fuel, using specific running data available as special equipment free of charge straight from the factory.
Horizontal arrangement of the camshafts in the direction of travel gives the new fl at-twin power unit two particular technical features: Each camshaft controls one intake and exhaust valve and, due to the radial arrangement of the valves, the cams come with a conical profile. To increase both output and torque, gas throughput has been increased throughout the entire speed range by increasing valve plate diameter over the former models from 36 to 39 millimetres (1.42–1.54") on the intake side and 31 to 33 millimetres (1.22–1.30") on the exhaust side.
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.
More power and extra torque throughout the entire speed range.
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.
Electronically controlled exhaust flap for even more muscular sound.
Moving on to the exhaust system, the two manifolds are the same as before in their design, length and diameter, while a modified interference pipe caters for the change in vibration conditions in the exhaust system.
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 the new, even more powerful engine, this once again means significantly more torque and pulling force throughout the entire range of engine speed.
The new R 1200 GS and R 1200 GS Adventure also benefit from optimised shift kinematics with an optimised power/travel curve for precise gearshift and clear feedback at all times.
The maintenance-free drive shaft to the rear wheel also remains unchanged, relieving the rider of annoying and time-consuming maintenance requirements particularly on long tours.
Proven running gear and high-performance brakes with Integral ABS.
Like their predecessors, the new R 1200 GS and R 1200 GS Adventure offer an almost perfect synthesis of offroad and onroad riding qualities. As in the past, the stiff and torsionally-resistant suspension, front wheel guidance with the unique BMW Telelever, and the rear wheel incorporating the BMW Paralever guarantee fi rst-class and absolutely safe riding qualities also with the new engine offering even more power and torque.
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.
Enduro ESA as special equipment for optimum electronic adjustment of the running gear for every purpose.
Designed and built for the specifi c requirements of a grand touring enduro, Enduro ESA Electronic Suspension Adjustment available also on the latest version of the R 1200 GS and R 1200 GS Adventure as an optional extra straight from the factory allows adjustment of the running gear under all kinds of running conditions and with virtually any load level, simply by pressing a button. An important feature is that Enduro ESA offers both an onroad and offroad mode within which the rider, choosing specifi c settings for the spring base and damping, is able to adjust the suspension even more precisely to specific needs and requirements.
As usual, Enduro ESA meets the particular requirements made of a grand touring enduro by additional electrohydraulic adjustment of the spring base on the front spring strut. When riding offroad, this ensures a far smoother ride without the wheel breaking through, and without the disadvantages otherwise experienced onroad such as shorter negative spring travel or greater seat height.
Optimum ergonomics and even more practical features.
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.
Optional extras and accessories tailored to both the rider and the machine.
As a genuine, fully-fl edged systems supplier, BMW Motorrad has developed a wide range of optional extras and special equipment for further customisation of the new R 1200 GS and R 1200 GS Adventure. One particularly important new feature is the additional headlights in LED technology.
Optional extras come directly from the factory and are fitted during production at the Berlin Plant, accessories and special equipment are fitted subsequently by the BMW Motorcycle Dealer.
Ergonomics and Comfort.
Navigation and Communication.
Maintenance and Technical Equipment.
* Also available as an optional extra from the factory.
2. Output and Torque.
2010 BMW R 1200 GS
Capacity: 1,170 cc
Bore/stroke: 3.98/2.87 inches
Max output: 110 hp at 7,750 rpm
Max torque: 88 ft-lb @ 6,000 rpm
No. of cylinders: 2
Compression ratio/fuel grade: 12/S 95-98 RON, max output with 98 RON, optional 91 RON SA
Valve/gas timing: DOHC
Valves per cylinder: 4
Intake/exhaust valve diameter: 1.54/1.30 inches
Throttle butterfly diameter: 1.97 inches
Fuel supply: BMS-K+
Exhaust management: Fully-controlled three-way catalytic converter
Alternator (W): 720 W
Battery (V/Ah): 12/14, maintenance-free
Headlight (W): H7
Starter (kW): 1.1
Clutch: Single-plate dry clutch, diameter 7 inches
Transmission: Dog-type six-speed gearshift
Primary ratio: 1.737
Rear-wheel drive: Drive shaft
Final drive ratio: 2.91
Frame: Tubular steel frame, load-bearing engine
Front wheel guidance: BMW Telelever
Rear wheel guidance: BMW Paralever
Overall spring travel, front/rear: 7.5/7.9 inches
Castor: 4.0 inches
Wheelbase: 59.3 inches
Steering head angle: 64.3 degrees
Front: Dual disc brake, diameter 12 inches
Rear: Single disc brake, diameter 10 inches
Optional: BMW Motorrad Integral ABS (semi-integral, on-demand)
Wheels: Cast Cross-spoke
Front: 2.5 x 19
Rear: 4.0 x 17
Front: 110/80 R 19
Rear: 150/70 R 17
Dimensions and Weight
Length: 87 inches
Width (overall, with mirrors): 37 inches
Handlebar width (without mirrors): 36.6 inches
Seat height: 33.5/34.3 inches
Dry weight: 448 lbs
DIN (unladen weight in road trim): 505 lbs
Max permissible: 970 lbs
Tank capacity: 5.28 gallons
Acceleration: 0–62 mph - 3.7 sec
Top speed: 124 +
4. Range of Colours.
New surface and colour design.
The new R 1200 GS and R 1200 GS Adventure demonstrate their enhanced dynamics through new surface design and colours.
Ostra Grey matt metallic gives the R 1200 GS a particularly technical touch. Sapphire Black metallic, on the other hand, gives the new R 1200 GS a very masculine look, while the two non-metallic paintwork options in sophisticated Alpine White and brilliant Magma Red highlight the sporting offroad ambitions of the new R 1200 GS.
On the R 1200 GS Adventure Smoke Grey metallic emphasises the almost rustic, masculine character of the machine, while Brilliant Yellow metallic accentuates its sporting offroad qualities. Particularly the second colour variant forms an exciting contrast to the seat finished in Black Olive Grey.
The new throttle butterfly manifolds come in Black.