2013 Bmw R1200gs

By Author: Mark Kameng
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The challenge for BMW’s engineering group was straightforward: take an overwhelmingly popular mount and make it higher – however with out ruining its essential character. In the course of, completely redesign the R sequence’ iconic Boxer Twin to be more powerful and efficient by way of liquid-cooling – again, with out spoiling its inherent character. And, of course, they need to update every little thing else on the bike, in order that this newest GS squashes all of the upstart Journey-Touring rivals that its personal immense success has spawned.

Or, daunting, petrifying, grim. So why then are the lads accountable for retooling the most important bike within the BMW lineup so relaxed? No nervous smiles or sidelong glances while jetlagged journos peppered them with questions on an all-new powertrain, refined electronic aids, semi-active suspension, high-performance chassis upgrades… As an alternative, the German gents exuded a comfortable confidence and genuine eagerness to clarify the new bike’s changes.

And after a full day sampling the GS within the South African terrain, both ...
... on and off-road, I understand the calm. This new 2013 R1200GS more than fills the large footwear of its predecessor.

Straddle the new fifth-generation GS and there may be an overriding feeling of continuity from the previous designs. This feels and looks like a BMW GS, certain enough. But, while familiar, the GS overhaul is deceptively comprehensive. The lengthy-rumored swap to liquid-cooling for the Boxer Twin overshadowed a laundry listing of changes.

There’s loads of new ground to cowl on this GS reincarnation, but it surely starts with the now liquid-cooled 1170cc horizontally-opposed Twin. BMW concedes exhaust emissions as the explanation for http://www.motorcarsblog.com/motorcycle/18/2013-bmw-r1200gs.html ditching ninety years of tradition for its Boxer. BMW specifies the liquid-cooled Boxer as “precision-cooling”, as the water circuit cools only the most thermally stressed engine spots. The lion’s share (we’re in Africa remember…) of the cooling load remains handled by these acquainted fins on the uncovered heads, which dissipate 65% of the heat (the previous model was seventy eight% air/22% oil cooled). Two radiators, tucked beneath the shrouds, add six pounds to the 525-pound bike (claimed).

While there’s no getting round some bulk added by the radiators, the bike doesn’t really feel bulky. If something it feels extra slender and trim. Credit is due partly to the compact nature of the brand new powertrain. Comparing this Boxer side-by-side with its predecessor and the consolidation of house is remarkable. It nonetheless seems like a Boxer, with those twin jugs anchoring the aesthetics of the bike, but your entire bundle is clear and spare by comparison.

Fire up the brand new Boxer and it retains some snap and snarl, although it sounds racier and extra desirous to get to business. Whereas displacement is unchanged, with identical 101mm bore and 73mm stroke, the 2013 GS benefits from a claimed 15 horsepower advantage (a hundred twenty five peak), with torque jumping to 92.2 lb-ft (from 88.51). BMW didn’t go all in to try to match the obscene (for an ADV mount) energy of the Superbike-derived Ducati Multistrada – not to point out the forthcoming KTM 1190 Journey (which sources a model of its RC8 Superbike Twin). That stated, the new Beemer packs a fierce wallop – and it pulls tougher throughout the rev vary, more potent than its predecessor.

The brand new Boxer sheds a number of the rattle and tough edges of the outdated air/oil-cooled engine, but it surely won’t get mistaken for those Twins powering the GS’s ADV rivals. Slam the throttle and the bike dips to the right from the Boxer’s spinning crankshaft – although the dramatic effect is far diminished from recollections of the previous version. The brand new engine revs sooner and far smoother, and it sports activities a livelier throttle. The engine is extra aware of enter, with its fly-by-wire throttle delivering speedy management at the right wrist.

Riders can further dial within the Boxer’s mojo via the five engine maps: Street, Dynamic, Rain, Enduro and Enduro Pro. BMW converse dubs its fly-by-wire system E-Gasoline, and it’s integrated on the GS for the primary time. It works in tandem with the non-obligatory semi-active digital suspension (more on this later), and BMW’s extra familiar ASC (Computerized Stability Control) and ABS systems.

The variable engine maps remodel the bike into different roles. Probably the most unrestricted mode, Dynamic, delivers hoon-tastic throttle and engine play. As soon as the fool-proof ASC & ABS fail safes are turned off, which is well achieved via switchgear button, the GS is completely viscous for the aggressive street rider. The Highway and Rain modes are smooth and steady, with the latter offering more electronic help for poor surface situations – although far less gelded than some Rain modes I’ve sampled. These two are imminently road/touring friendly, and I used to be fairly content material to go away the GS in the default Road selection.

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