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The new GS is not a makeover.

The physical launch is taking place in South Africa. The BMW world is flying in for presentations, discussions, marketing strategies and, importantly, riding. This will involve all BMW’s marketing regions and the movement of thousands of people. Each BMW region will take their dealers and motorcycle press to have a hands on look at the GS. The Australian contingent flies out towards the end of the month.

The investment in this totally new motorcycle has been brought about by the successes of the last ten years, and the truth — that to stand still is to go backwards.

Since its release in 1980, with the R 80 GS, the GS range of machines has, at times, been the mainstay of the brand. It started out as a bit of a parts bin special with the R 80/7 motor in an R 65 frame.

It soon became a class of its own that BMW has made theirs. Others have tried but the big Adventurer Tourer has remained on top. Since 1980 over 170 000 of the various GS models have been sold. The R 80 GS is far removed from the R 1150 GS. Advances have been made in all models. The R 1200 GS is designed to raise the bar. Dynamic and innovative is how BMW portrays itself. The R 1200 GS is just that and more.

The new BMW R 1200 GS is admired in anticipation

David Robb with his design team and engineers has come up with a motorcycle that is unmistakably BMW. The package has the family look, in a style that has the rugged stance of the Adventurer tourer, with that BMW touch that catches the eye. It won’t please everyone, but those whose riding is dedicated to the GS, will appreciate its features.

At the heart is the new Boxer motor. It is a new beginning. The power is up, 100 h.p. The torque is up sixteen per cent with reduced vibration, and weight, 225 kg (wet), is down.

The crankcase has been designed for lightness and greater strength than the 259 it is replacing. New design and production techniques have made it possible to save 1.4 kg.

Cut away view of the engine showing the crank & balance shaft

The crankshaft is new. It is more compact to give extra stiffness, and the cranks themselves are closer together. This new design saves one kilogram, or nine per cent.

The internals are updated to provide better oil movement and cooling. The head and pistons have been modified and the valve size increased, by two millimetres, to enhance gas flow. The outlet valves are sodium filled, to dissipate heat efficiently.

In a first on a motorcycle, the R 1200 GS is fitted with a knock sensor. The 11.0:1 compression necessitates the use of 95 RON fuel. The new engine management system can also handle fuels of lesser quality, something that is extremely useful in areas without premium fuel — places in which GS travellers often find themselves.

The new system, BMS-K has been developed by BMW. It is lightweight and offers the most advanced management system available, measuring all aspects of the motor in all conditions, giving maximum power, torque and economy. There is now an oxygen sensor in each cylinder so that the fuel/air mixture can be individually metered for each combustion chamber.

As is on the current 259 motors, the firing is by twin spark plugs. Unlike the old motor, the plugs are free- ly programmable so, depending on requirements as to power and smoothness, they may fire at separate intervals i.e. different ignition timing on both plugs. Making all this possible, and user and service friend- ly, is BMW’s innovative Single Wire System (SWS).

The number of cables has been reduced. With this comes weight savings and greater ability for power to be spread without interference. Diagnostic ability is enhanced and at a later date, the system is easily upgraded.

The SWS does away with the need for fuses. The system shuts off the malfunctioning area alone, without affecting the rest of the bike, making the fault easier to find and rectify.

The lightweight 600 W alternator and 14 A.h maintenance-free battery provide all the necessary power. In the event of the need to jump start, as on all models in the BMW lineup, there are now jump points on the engine. This removes the need to take off the tank to access the battery.

Cut away view of the gearbox of the R 1200 GS

Always a talking point on any BMW is the gearbox. The new six speed gearbox is 13 kg lighter and, for the first time, uses high-strength helical gears, giving smoother and gentler gear mesh, lower noise and positive changes. The internal technology is taken from the car world and the oil change interval for the gearbox is now, a cost saving, 40 000 km.

One of the more noticeable changes is the paralever and differential. Lighter and more sensitive to changing road conditions, designed with strength and robustness in mind. The driveshaft is noticeably more compact, stronger and lighter. The oil in the final drive is there for the life of the bike — never needs changing; which is a feature of BMW four wheelers.

Up the front, the telelever has been further refined to give greater feel and comfort, and the use of aluminium in the longitudinal arm has reduced weight. The shocker is adjustable to nine settings with 190 mm of travel.

The rear shocker incorporates Travel Dependant Damping (TDD), as introduced successfully on the R 1150 GS Adventurer, giving greater control over all terrains without sacrificing comfort.

The diff. & paralever set up

Evo brakes are a feature and there is the option of Integral (partial) ABS. As on the R 1150 GS, this feature can be turned off when riding on the dirt. It may add to the cost, but ABS is a feature that is worth the extra.

After mounting, the rider will notice further improvements.

The seat, as you would expect, is comfortable and supportive with height settings between 810 mm and 890 mm. There is a choice of seats, based on the rider’s step length and other geometric considerations, just like buying a suit of clothes.

The foot placement while stationary is improved. Even those shorter in stature will be able to handle the GS, opening up the market to people who would not previously have considered a GS.

The rider will notice the stronger steel ’bars with the easier to use switch gear. The overall set-out, in the BMW style, has been retained. It won’t please the general motorcycle press, who always need to write about something, but it is easy to use while riding.

The twenty litre fuel tank will cause comment. Made of light, impact-proof plastic, with side covers of thin aluminium and painted top cover, it is well thought out with a thinner rear section for comfort and for riding while standing on the pegs. With a claimed eight per cent improvement in economy, range will be increased but whether the tank should have been a few litres larger will be debated. When will an after-market tank be available? When will BMW have one?

Instruments & cockpit of the R 1200 GS

It contains speedo, tacho and continually shows oil temperature, fuel level and remaining range. There is a clock, trip meter, all the usual warning lights and the self-diagnostic information in the event of a system failure. In a touch of ‘coz we can’, it has a photoelectric cell which illuminates the unit when it gets dark.

‘ The face’, with the distinctive GS DNA, has an all- new, asymmetrical, dual headlight with separate low and high beams. Illumination is improved by the use of free-form reflector technology and clear glass.

The front ’guard helps in high-speed stability and air flow to the oil cooler. The windshield has five settings so rider comfort and wind noise control are optimised. I’m sure it won’t be long till a taller/ shorter/wider screen is available from the European, after-market suppliers.

It follows that luggage is available — 130 litres of it. In a similar system to the F 650 cases, a lever gives adjustable volume by nine litres. The lefthand pannier has a maximum of 37.5 litres and the right, 46 litres, the same as the top box.

There is a full list of options, some of which will probably be standard on Australian bikes. One useful one, standard on all machines, is the engine immobiliser. Theft is being taken seriously.

There are heated grips, large and small crash bars, tank bags, hand protectors, additional power sockets and, probably, a new range of clothing as well.

At 225 kg (wet), the R 1200 GS has certainly been on a diet. It is designed to be more responsive, agile and easier to ride and service. It has taken the Boxer into the twenty-first century.

‘Leichbau’ — building light, has been the word out of BMW. They have delivered; made possible by new design and production techniques, which, in time, should all flow on to the rest of the twin range.

The release of this new Boxer is as an important development as the /5 in 1969 and the R 1100 RS eleven years ago. It will set the course of BMW twin development for the next decade.

There is a lot riding on it and, if the past is any guide, it will be successful, giving BMW new pathways to growth, increased sales, interest in BMW and this will naturally flow on to the club.

There is no Australian price structure or availability date as yet. You will read about it in BeeEm World when available; which should not be too long. If you want to hand over some money to acquire one, your BMW dealers will be happy to talk to you.