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This is a new beginning for BMW Motorrad. The start of a new range of motorcycles based on standard, production models but with a totally new and dynamic personality. They will be limited in production and availability. The R1200GS HP2 is the first High Performance model to come out of BMW's ‘skunk works'. A small, independent team that has the full backing and use of BMW design facilities to produce a sharply-focused, uncompromised GS. This motorcycle is designed to excite. Lugging through slush in the forest, flat out on the autobahn or the desert. Built for the ‘rush' and not the ‘world adventure' of previous GS (orG/S) models. The HP uses the experience gained in rally/raid events, like the Dakar Rally, with the R900RR. It is 195 kg with a full 13 L of premium unleaded in the tank; 175 kg dry weight. With 105 hp and 115 Nm of torque at 5500 rpm, this will be the most performance-based boxer of the modern era.  BMW R1200RS HP2 At the heart of the bike is the R1200 motor that is lighter due to the lack of the balance-shaft that was introduced on the GS. The shaft was deemed unnecessary on a performance motorcycle that will spend most of its life in rough terrain, at high, engine output. The muffler is 2 kg lighter than the standard GS unit due to rearranged internals and the shorter design. This is possible because there are no optional panniers, so the build-up of heat is not so critical. The six-speed gearbox has modified and reinforced bearings on the interim shaft to cope with the extra demands that will be placed on the HP2. The frame is a tubular-steel, spaceframe structure that is designed for optimum strength and stiffness while being lightweight. It is based on the frame used in the R900RR racers that competed in the Dakar and other enduro events. The front wheel is controlled by 45 mm, upside-down, telescopic forks with 270 mm of travel. This amount of travel is not possible with the now conventional, Telelever setup. The ride and control is further enhanced by Travel-Dependent Damping, with compression and rebound able to be adjusted separately. It means that the setting can be hard without affecting compression response. It is down at the back of the bike that BMW has again used innovative technology. Together with Continental Automotive Systems, a specialist, German, automotive group, BMW engineers have developed a spring/damper system that is run exclusively on air. It weighs 2.3 kg, a saving of 2 kg on the conventional system. The lower, unsprung mass gives faster response and therefore improved rear-wheel traction. The damper is made up of three, sequential, air chambers interconnected via ducts. The air pressure acts as the spring, and damping is controlled via plates valves and slot throttles. The system is adjustable to suit terrain or riding styles by altering air pressure. This is easily done using the on-board, high-pressure pump with pressure gauge. This facility can also be used to alter tyre pressure. The system is completely sealed, so there is no possibility of contamination, even in fine sand. This will enhance service life and keep the suspension at optimum efficiency. Together with the Paralever, which is 30 mm longer than on the R1200GS, will make the HP2 a responsive and stable machine at high speed in difficult conditions. As a true off-roader, the front wheel is 21 inch and the rear 17. Metzeler have developed tubeless, ‘Karoo' tyres; 90/90-21 and 140/80-17.for the HP2. The wheels are the proven. cross-spoke design that has featured on previous GS models. If conditions dictate, tubed tyres may be used and the rear wheel features a second valve hole allowing the use of rim-locks for riding with low, tyre pressure. A single, semi-floating, 305 mm disc-brake on the front and a 275 mm at the back, look after retardation and, as this is primarily an enduro, and to save weight, there is not the option of ABS. The semi-transparent, polyethylene, fuel tank is fitted in the space between the upper, frame tubes; this gives protection, in the event of a fall, and a compact shape. There is a cut-out in the plastic cover for visual checking of the fuel level. There is a warning light when reserve is reached. The narrow tank and the 920 mm (900 mm low option) seat form an ideal riding position while seated or standing on the pegs which have a folding spacer on the footbrake pedal. This enables the rider to quickly change the position of the pedal, in relation to foot position, and have total control of breaking. The ‘bars have fore-and-aft movement of 20 mm which will ensure a comfortable riding position. Again, this is achieved easily by turning the drilled, handlebar clamps. Like the R80G/S, the bike that launched the adventure tourer market in 1980, the HP2 comes equipped with only a speedo; no tacho. The info screen has the usual array of engine monitoring symbols and trip meters. There is also an aircraft style, hours-in-service readout. This is for monitoring service life of filters etc in extreme conditions. The bike is designed to be given a hard life, so there is only a small amount of painted bodywork; the tank cover and a small section of mudguard, the rest is coloured plastic. This will keep the HP2 GS looking good even if given a few battle scars. The bike has had a good work-up to production stage, with testing done in extreme conditions in Africa and above the Artic circle. American, Jimmy Lewis, has competed in the Baja 500 and 1000 in California, and Simo Kerrsie in the German cross-country championships. The R1200GS HP2 will be in the showrooms in September but will be in very limited numbers. There are, as yet, no Australian delivery or price details. If this is the BMW for you, see your BMW Motorrad dealer for more details as they become available. It is a bold move, a development that will flow on to other BMW models in the future. It will, again, open up new markets and create a lot of interest. One can only guess what else the ‘skunk works' team is working on for the future; K1200S HP4 ? Now that would be interesting. We will watch further developments with interest. |
