R1200GSA - everything you wanted to know!
 

Direct from the horse's mouth - or in this case, the BMW Press kit:


The new BMW R 1200 GS Adventure
10/26/2005

Technical Features and Highlights .

2. Range of Equipment.
3. Engine Output and Torque.
4. Specifications.
5. Colours.

1. Technical Features and Highlights.

Launching the R 1200 GS Adventure, BMW Motorrad is proudly presenting the latest version of the ultimate long-distance enduro for the globetrotter and adventurer. Apart from the unique synthesis of dynamic performance, touring and offroad qualities so characteristic of the "basic" model, the R 1200 GS Adventure offers additional offroad qualities and an even higher standard of long-distance riding comfort. So without requiring any supplementary features, this new model from BMW Motorrad gives the rider all these unique qualities in full straight from the factory.

Compared with its predecessor, the R 1150 GS Adventure, the new model is entering the market with numerous improvements and a far larger range of standard equipment - features adding further potential to the unique qualities of the BMW R 1200 GS Adventure and clearly distinguishing the new model from the basic version which naturally still remains in production. Many features previously only available as special equipment or accessories now come as standard on the new R 1200 GS Adventure, such as the 33-litre (7.3 Imp gal) fuel tank, a new windshield for enhanced protection from wind and weather, the seat adjustable for height, robust tank and engine protection hoops, as well as extra-wide rider footrests combined with adjustable gearshift and brake levers.

With the new Adventure being based on the R 1200 GS, the rider also benefits from significantly more power and torque from BMW Motorrad's latest two-cylinder boxer: maximum output is 74 kW/100 hp at 7,000 rpm (72 kW/98 hp at 7,000 rpm in the German version), peak torque is 115 Nm/ 85 lb-ft at 5,500 rpm.

The other technical features and highlights of the R 1200 GS Adventure are also the same as on the current "basic" model. Using lighter components on the engine, transmission and exhaust damper, as well as weight-optimised components such as the frame, suspension and wheels, the new R 1200 GS Adventure, despite a wider range of series equipment, does not weigh much more than the previous "basic" model.

Last but certainly not least, the new six-speed gearbox, the most recent Paralever and Telelever technology, new instruments in digital technology and the on-board network with CAN bus technology represent a significant step into the future compared with the former R 1150 GS Adventure.

The new R 1200 GS Adventure continues the successful design concept introduced by the former model, offering a unique combination of dynamic performance and robust riding qualities. High-quality materials and surfaces such as stainless steel and aluminium ensure a unique touch of clear high-tech and very functional elegance. And depending on his personal preferences, the customer can choose from two entirely different colour schemes.

Reflecting its wide range of use and riding qualities, the new R 1200 GS comes with an equally wide range special equipment and accessories. Features available right from the factory include BMW Motorrad Integral ABS (a partly integrated, on-demand anti-lock brake system), special offroad tyres, additional headlights, and an on-board computer.

Over and above these features available straight off the production line,
the BMW Motorcycle Dealer is also able to offer a new range of aluminium cases, the BMW Motorrad Navigator, as well as numerous practical accessories enabling the customer to upgrade his machine individually according to personal requirements and the particular riding conditions and demands he - or she - expects to encounter.

Improved in all areas and in every respect, the new R 1200 GS Adventure
is certainly a very proud successor to the former 1150-cc model. Based on
the "standard" version of the R 1200 GS, this new machine is not only the ultimate long- and short-distance enduro for the globetrotter, the adventurer and traveller, but also a professional machine for bold riders participating in overland expeditions and demanding the utmost of both themselves and their material. And last but certainly not least, the new R 1200 GS Adventure appeals to the discerning customer looking for impressive handling qualities and a striking appearance also in everyday life.

The most important highlights of the new R 1200 GS Adventure versus the "standard" R 1200 GS:
• 33-litre (7.3 Imp gal) fuel tank.
• Larger windshield.
• Tank, engine and valve cover protectors.
• Stainless-steel luggage rack.
• Adjustable seat with offroad ergonomics.
• Adjustable aluminium handlebar with hand protectors.
• Longer spring travel for superior offroad qualities.
• Cross-spoke wheels.
• Extra-wide rider footrests, adjustable gearshift and brake levers.
• High-performance 720 W alternator.

The most significant technical highlights of the new R 1200 GS Adventure versus the former R 1150 GS Adventure:
• Substantial reduction in weight.
• Significant increase in output (plus 15 per cent) and torque (plus 17 per cent).
• New six-speed manual gearbox.
• New Evo-Paralever with TDD spring struts.
• New Telelever.
• New instruments in digital technology with Info-Flatscreen.
• On-board single-wire network using CAN bus technology.
• Electronic immobiliser.

33-litre fuel tank - more miles on one tank of fuel.
Without doubt, one of the most conspicuous and significant new features on the R 1200 GS Adventure is the large fuel tank with useful capacity of 33 litres (7.3 Imp gals) including approximately 4 litres reserve. This means that the rider benefits from an extra 13 litres or almost 3 Imp gals more than on the standard model - and the increase in fuel capacity is also approximately three litres over the former R 1150 GS Adventure, where a larger tank was available only as an option.

At a steady speed of 90 km/h or 56 mph, the R 1200 GS Adventure has a - theoretical - cruising range of 750 kilometres or 465 miles. In practice, this means that the rider of the new R 1200 GS Adventure is able to cover even longer distances between stops for refueling than on any other competition model in the market.

Extra-large windshield for superior comfort also at high speeds.
With its carefully conceived design, the new windshield diverts the flow of
air smoothly past the rider with hardly any turbulence or air swirl, thus effectively taking the usual forces off the rider's head and upper body particularly
at high speeds. Additional, specially designed flaps behind the windshield serve furthermore to minimise any draughts in the kidney area. And since the
windshield is adjustable for angle, it offers riders of virtually any size excellent protection from wind and weather in all cases.

Tank, engine and valve cover protection - no damage from minor bumps.
Stable and robust stainless-steel pipes protect the fuel tank and engine effectively from the consequences of involuntary encounters whether offroad or on the tarmac. And at the same time high-quality aluminium covers help to avoid any traces of tough riding conditions which might otherwise be left behind on the valve covers.

Stainless-steel luggage rack - attractively styled and highly practical.
Robust and practical fastening points and supports for the rider's bags
are absolutely essential for an offroader with the qualities of a genuine global traveller. Precisely this is why the new R 1200 GS Adventure comes with a generously designed and stable luggage rack made of stainless steel perfectly accommodating, say, the optional aluminium topcase.
Adjustable seat - just right for offroad riding.
To ensure an optimum seating position under all conditions, the two-section seat on the new R 1200 GS Adventure can be adjusted to two different levels on the rider's area. In its upper position with seat height of 915 millimetres or 36.0´´, the seat offers the rider all the comfort of an absolutely flat seat area without any steps in between, thus guaranteeing the freedom of movement the rider requires particularly off the beaten track. In its lower position, the seat moves down to a level of 895 millimetres or 35.2´´, making it easier for even the somewhat shorter rider to reach the road and hold the machine securely in position, for example when stopping at the traffic lights. This is also enhanced by the particular shape and design of the seat itself, which is distinctly narrowed at the front.

Aluminium handlebar with hand protectors.
The high-quality, conified handlebar made of light alloy comes complete with
a foam protection element embedded in a special plastic material. Practical hand protectors are also a standard feature on the new R 1200 GS Adventure.
Extra-wide rider footrests and adjustable gearshift and brake levers.

Reflecting its enhanced offroad riding qualities, the new R 1200 GS Adventure comes with extra-wide rider footrests offering a particularly safe and secure position and helping the rider above all on rough tracks requiring him - or her - to stand up on the machine most of the time. Adjustable gearshift and brake levers also meet all kinds of varying requirements, adjusting to various styles of riding and individual preferences as well as various kinds of shoes or boots, for example touring or offroad riding boots. The height of the footbrake lever can be adjusted most conveniently by a folding mechanism on the pedal surface, the gearshift lever is adjusted by means of an eccentric kinematic unit.

Spring units and cross-spoke wheels for enhanced offroad qualities.
The suspension and running gear of the R 1200 GS Adventure is perfectly prepared even for the toughest offroad requirements, with an extra 20 millimetres or 0.79´´ spring travel both front and rear versus the "standard" R 1200 GS. And to offer optimum wheel guidance, the new Adventure features the same superior lightweight elements al¬ready boasted by the R 1200 GS.

The Telelever featured on the front wheel measures 41 millimetres or 1.61´´ in diameter on its fixed tube, while the Evo-Paralever at the rear boasts a central spring strut and travel-dependent damping unit (TDD) - the more the spring strut is compressed, the firmer the damp¬er becomes. Detailed information on the frame and suspension is provided in the R 1200 GS press kit.

The new R 1200 GS Adventure comes as standard on BMW Motorrad's proven, extra-strong cross-spoke wheels offering their superior benefits particularly on extreme tracks, at high offroad speeds, and under high permanent loads and it almost goes without saying that the machine may be fitted with tubeless tyres, just as the spokes can be replaced individually one-by-one.

The frame - maximum stability on minimum weight.
Maximum stiffness and strength are the outstanding features of the two-piece steel-tube frame based on the tubular frame structure of the R 1200 GS.
The front and main frame come directly from the R 1200 GS, the rear frame has been slightly modified in its geometric configuration on the supports for the main and side stands. The extra-light tubular structure integrates the entire power unit as a load-bearing element, helping to further reduce the weight of the new R 1200 GS Adventure versus its predecessor. And last but not least, the modified main stand holder now enables the rider to lift up and park the machine even more easily and conveniently than before.

High-performance alternator - more power reserves for additional power-consuming items.
Electrical power-consuming items fitted additionally as special equipment also receive a reliable supply of energy thanks to the alternator on the R 1200 GS upgraded to 720 W, 120 W more than on the "standard" version.

Power unit - superior power for superior drive qualities.
The flat-twin power unit complete with a balance shaft introduced for the first time on the "basic" R 1200 GS also serves to give the new Adventure superior power and performance. Maximum output from this 1,170-cc engine is 74 KW/100 bhp at 7,000 rpm (or, on the German version, 72 kW/98 bhp at 7,000 rpm), with torque peaking at 115 Nm/85 lb-ft at 5,500 rpm. Again, the most important features and all technical details of this superior drivetrain are described in detail in the R 1200 GS press kit.

Six-speed gearbox carried over from the R 1200 GS.
The extra-light and smooth-running six-speed dog-type gearbox with helical gearing has again been carried over from the R 1200 GS.

Instruments and on-board electrics - digital technology of the highest standard.
Again, the new R 1200 GS Adventure offers all the features and equipment already boasted by the "basic" model when it comes to the machine's instruments and on-board electrics. This includes extra-light instrumentation using the Info-Flatscreen, an innovative on-board network in CAN-bus technology, and an electronic immobiliser.

Body and design - conveying a clear message in every respect.
At very first sight, the new R 1200 GS Adventure conveys a look of dynamic performance and agile power, combining these superior features with all the robust qualities of an Enduro. High-quality materials and surfaces such as blast-treated stainless steel on the fuel tank and engine protection hoops as well as on the luggage rack, plus eloxy-plated aluminium on the rims and knee covers, give the entire machine a superior look of technical, functional elegance, at the same time emphasising the superior level of quality characterising the new R 1200 GS Adventure.

The colour concept also stands for aesthetic design and powerful character, clearly demonstrating the progress made over the former model. The customer is therefore able to choose from two colour schemes:Opting for Alpine White non-metallic, the rider will enjoy the classic colour of a BMW GS combined with the seat in Black and Red as well as knee covers with Black eloxy plating.

Paintwork in White Aluminium matt metallic, in turn, is supplemented by the seat in Black Grey and Olive-coloured knee covers in magnesium eloxy-plated aluminium. This combination emanates a touch of cool technical elegance, harmonising perfectly with the machine's other metallic components such as the roll bars or aluminium cases.

http://www.horizonsunlimited.com/pre...-3qtr-grey.jpg


[This message has been edited by Grant Johnson (edited 26 October 2005).]

is it just me or is this bike total overkill ?
for half the money it would cost you to buy this, you could buy a new 650 dakar ,and use the money you have saved to travel to africa for several month,s or longer ,also it seem,s that you would need a degree in electronic,s to fix it when it break,s down , or a very large wallet to hand over to your bmw dealer ,not to mention a fork lift truck to pick it up when you drop it .

Wow! At least I'd look good on my way down to meet the guys at the hang out place - because this one I'd never dare to bring along to Mauretania or Malawi. Those of you who can and would: You'll probably have a great, comfortable journey on this one.

Cheers Grant for a very informative post. I shall see it for myself tomorrow at the NEC in Birmingham (UK). (better leave my credit card at home)

Everything.....but....
Does anyone actually know IF the petrol tank on this new GSA will also fit a 2004 R1200GS????

It looks likely that will be the case, also the screen and the new side screens.
I'm also hoping the low seat from the 12GS will fit.
New panniers should fit 12GS, and 12GS panniers should fit 12GSA.

See http://www.ukgser.com/forums/showthread.php?t=56329 for more info

Each of the original pics was 5-6MB in size and I cropped and downsized
them to 900 pixels wide, then subsampled to get to around 90kB each.

I've now reworked all the originals and uploaded a series of zip files.
These contain pictures in their original size (over 3000 pixels wide),
so plenty of detail to zoom into. They've been carefully downsampled
to make them as small as possible typically 500kB) without losing detail.

Each of the zips is on a different server, so hopefully I won't get it
in the neck from the service providers! Right click and choose
'save target' to download to your PC. You then need WinZip to extract the pics.

Trail shots (19 pics, 10M): http://www.infar.co.uk/tim/gs/12gsa-trail.zip

Studio shots (17 pics, 6MB): http://www.dreamusers.org/tim/gs/12gsa-studio.zip

Road shots (9 pics, 4MB): http://www.zroadster.net/tim/gs/12gsa-road.zip

Press release (doc file): http://www.infar.co.uk/tim/gs/12gsa-gb-finale.doc

Some comparison shots from AdvRider...

http://www.zroadster.net/tim/gs/12gsa-12gs-overhead.jpg

http://www.zroadster.net/tim/gs/12gsa-12gs-side.jpg

http://www.zroadster.net/tim/gs/12gsa-11gsa-side.jpg

Tim

[This message has been edited by Zmeagol (edited 30 October 2005).]

Can i have one please Santa ?

Great news Grant!
BMW was allways a trend setter!
Hope the japanese can follow with a new generation of bikes that the regular biker can aford!
Any data on the total weigth of the SA with panniers?
Thanks again
KH

Praise the Lord !

Do you mean the fork lift to lift the wallet or the bike!?

Matt http://www.horizonsunlimited.com/ubb/wink.gif

I absolutely agree, with the reputation for unrelability the standard 1200 has only a fool would contemplate a trip to some out of the way destination without a motorad back up crew and diagnostic computer. Having said that, have BMW really designed the bike with a big trip in mind or is it more a bike to pose on.? LB.

I remember the same discussions and arguments when the 1150GS and the KTM LC8 came to market, so I think it's more a religious question rather than a technical one. Not worth to discuss about :-)

Marco
http://www.schnueriger.net

"I absolutely agree, with the reputation for unrelability the standard 1200 has only a fool would contemplate a trip to some out of the way destination without a motorad back up crew and diagnostic computer. Having said that, have BMW really designed the bike with a big trip in mind or is it more a bike to pose on.? LB. "


Different strokes for different folks. I am happy to be a guinea-pig and find out.

Walter

- - -

www.TokyotoLondon.com

i have no problem with anyone buying this bike,and really enjoying it good luck to you , but i am really looking forward to bmw doing a dakar type bike with the new paralell twin f800 engine ,

WOW what a bike!

Grant,
Is this means we can put pics on the regular HUBB topics and replays?

Y.

I recognize that for solo adventure travel, this bike is clearly overkill, but I suspect that it will continue to be a strong seller for BMW, just as the GS 1100/1150/Adv. has been before.

I would have liked to see a closer relationship to the HP2, but can understand BMW's motivation in sticking with a formula that has been working well for them so far. Yes, if the GS650 works for you, you will not likely be in the market for a 1200. However if you are 2 up it might be a better option then another 'touring' bike.

The GS1200 continues to get favorable reviews in Moto mags world wide, and I'd be surprised if this new model is not an equally strong seller.

I've heard rumours of a GS650 replacement that is lighter then the existing model (but not based on the 800 twin - still a single). Anyone else?

I don't know of this reputation for unreliability you are referring to? I've got 60,000 km and no issues, my most reliable bike so far. There are several in Micapeak, advrider, and ukgsers which have had no issues. As with any bike they all have issues but the 12GS isn't more of a standout thna any other bike. The 12GS doesn't have this reputation, except perhaps amongst non-12GS owners.


[This message has been edited by SQD8R (edited 04 November 2005).]

My 12GS was very reliable for the first three weeks then developed an electrical problem. Wollaston BMW had it for ten days trying to locate the fault and that was with the aid of a motorad diagnostic computer and fully trained mechanic. When I telephoned after a week to see if it was ready they asked for my registration number as they said they had three others in with various problems, one of which had a knackered final drive. This was in December last year and none of the bikes were early production models. This was my fourth a last BMW. I had a 650GS which was so bad, cutting out and not restarting, I got my money back and the 1150RT had a problem with the braking system and the clocks filled with water. All were brand new and I don't expect to have problems having spent the amount of cash BMW want for their products. I've owned 36 motorcycles and apart from the four BMW's and a KTM, all have been Japanese. Apart from a leaking fork seal on a VFR all the Jap bikes have been totally reliable. A transalp I bought used with 19K miles on it and 88K on it when I gave it to a friend was still going strong with 117K miles on the clock. The only parts used had been service items and a new cam chain at 88K. The VFR had done 57K when I PX'd it for the first Africa Twin which, inturn had 49K when I sold it on. The 12GS had less than 2K before it let me down. The 650GS, which I owned for four months but, was only in my actual possession for about a month (the rest of he time it was at the dealers while they attempted to rectify the fault) had done less than 1500 miles. The RT was three months old and had covered 5K miles before the braking system developed problems. The clocks were changed under warranty at the first service as they steamed up in heavy rain. Looking at UKGSer there have been quite a few owners with faults on their bikes. I read, with disbelief, owners that have had a number of faults but state they still think it's the best bike they've ever had. LB.

In contrast to your riding experiences I've had 3 Honda's from new. A VTR, RC51 and CBR600RR. The VTR was great over 30,000 km then traded for the Rc51 which seized a bearing @ 3,000 km and the CBR blew it's rad @ 15,000 km. Perhaps your experiences and mine are down to dealer prep considering mine were all from the same dealership and possibly your BMws were too. do these stories prove anything; nope, just what I said before, each bike has their issues. I'm guessing those ukgsers etal. who rate the 12GS still think it rocks despite the minor/major issues they have had simply because it is still their best bike ever, despite the issues.

Why didn't they sacrifice some of that useless horsepower (for off road) boost torque, lower gear ratios, simplify the electronic engine management, loose more lard and fancy plastic bits.
I guess because BMW know as well as we do that most of these 'around the world' bikes will spend 99.9% of their life on tarmac. And it's more important to look better in brochure stats than than it is to perform in the real world.
Anyone heard any rumours of an affordable HPN coming soon?

Is it heresy to say that my R100GSPD has been absurdly unreliable? New gearbox, driveshaft, brakes, rebuilt engine. The BMW approach seems to be to build the bike in the factory, and then completely rebuild it over the next 30,000 miles out in the field.

However they make up for this by:

1) expecting their bikes to be treated really badly, worse than any bike should ever be treated;
2) having an excelent warranty (keep renewing it, I was still getting parts replaced after 10 years);
3) having some excellent and generous dealerships (go for the dedicated bike dealers, not the car dealers who also do bikes).

I'm happy with the GS, and will buy another one day, although now that all of the problems with my R100 are sorted, I plan to wait another 10 years.

[This message has been edited by Roboyobo (edited 17 November 2005).]

I asked about an extended warranty for the 12GS and they quoted me £600 for an additional year!!! Obviously they don't have alot of faith in their own products. LB.

[This message has been edited by mcdarbyfeast (edited 17 November 2005).]

They just ask you a lot of money coz you just bought the new one http://www.horizonsunlimited.com/ubb/biggrin.gif Nowadays it's not just BMW offering pricy guarantee extention.

As for reliability: my old R1100GS took more than 17000km of abuse without any maintenane(!) in middle east the the hardest time august month with temperatures exceeding 45 degrees Celsius while the only jap Yamaha Super Tenere i saw in Iran stood in the corner of Hotel garage because it was broken down from the heat and the Italian professor who rided it got no help from locals and had to cancel his middle east trip. I Hooked up with a Norweigean riding R1200GS to China and had no problems after 20 000+ on the clock coming from Europe with NO MAINTENANCE on the bike. He's was an actor by the way and he rided the bike accordingly, i was amazed he hasn't crashed the bike yet but as he sayed: boxer GS is the most safe enduro there is with ABS and telelever. Not just the bike ideal, but it works if you want it to do so. My 1100 was written by Polish car driver and it was 100% till 60K (the bike was not even shown to the BMW service, all maintenance done by my own) bullet proof the best bike i've ever owned that i got another 1100. And even IF IT WAS UNRELIABLE some how i'd still ride the same one - the engine characteristics, the low grunt and centre of gravity the boxer has along with shaftdrive, telelever and ABS can't be replaced by any other one that brings the same smile into my face travelling with it.

All bikes broke down sooner or later anyway, mostly depending on owners riding style and technical knowledge of the bike. Having owned long term japs before my BMW i can tell this JAP vs EUR thing is mostly for paranoid people having very little technical knowledge about bikes in reality and only want to bash from jelousy (well yes, BMW is one of the most innovative motorcycle companyes on current date - whether you like them or hate them) or any non-empirical experiences any other strange reason.

Now everybody ride own machine and be happy, stop bashing things you never tryed really yourself would be my final word on this http://www.horizonsunlimited.com/ubb/smile.gif


[This message has been edited by Margus (edited 18 November 2005).]

Hello Alan,

i've been giving it a big thought on the same way. But i've come to conclusion BMW made it optimum: to make more torque you need to a) reduce the compression ratio (which is pointless on twin - it'll be too "fuzzy" revving and "quirky" like an airhead, bad fuel consumption (not modern and smooth!) to 1200cc twin with big pistons) or b) make piston's smaller but up/down travel bigger - the cilinders would grow too wide for boxer c) make flywheel more massive for centrifugal forces - it would make it too lazy revving and engine stopping force would be bad. d) some other EFI/valves methods (variable spark timing over revs etc) that usually make poor fuel consumption/emissions and the system too complicated. Good comparision would be Moto Guzzi Quota with traditional "down-tuned" EFI Guzzi engine for enduro-usage giving very low torque, but the amount of torque in numbers isn't sufficent for 1100cc engine and it runs around less than 20MPG fuel efficency.

Also compare it with a fact do you know any other same 1000cc range enduro having that amount of torque (115Nm) on that low 5500rpms? The boxer's "180 degrees big bang theory" how the force is applyed from pistons to crankshaft has it's advantages in terms of low down torque, EVEN IF the piston's up/down travel is relatively small and flywheel is relatively lightweight... So the engine breathes free (freely revving and rapid throttle response) and has the optimum torque spreaded all over the rpm range, typically 90% of the torque is usable from 3K rpm on oilhead boxer twins which is very good spec i think giving it a ideal traction on offroad. See the around 200kg wet weighting HP2 ridden by Simo Kirssi taking 2nd overall place on European Cross Country series of offroad race compeating with 80kg lighter single cylinder machines(!) The only real technical advantage the bike has this HUGE traction on straights and low COG to cope in the fast curves.

Having ridden R1200GS about few hundred kilometres on different type of roads i can say it's much more smoother than any oilhead 1100/1150GS i've every tryed. I personally think it's smoothness that makes people think there's no low-down torque, but there acctually is.

I'm not a salesman of bmw, rather big boxer enthusiast and 115Nm@5500 and 85 backwheel horsepower is more than sufficent. Not many similar bikes have Nm units in numbers more than HPs, so it really is torque oriented machine anyway.

Oh... And HPNs never go cheap, they are niche products afterall. http://www.horizonsunlimited.com/ubb/wink.gif Seen just one on eBay around 20 000EURos.

[This message has been edited by Margus (edited 19 November 2005).]

Are those panniers RTW quallity? I hope they are up to the standard Touratech quality and that they havn't been 'plasticized' like BMW likes to do... The mounts seem to be standard Zega mounts. Anyone?

I reckon this is a total waste of money and represents design driven as much by fahion as real practicality and versatility. Primarily it is too heavy and poorly suspended for serious off-roading. Check out Highland motorcycles who seem the only manufacturer concerned with building a big trailie with good suspension and reasonable weight. Of course it will be a fine road bike but then you are spoilt for choice by the Japanese if that's what you're after.

He you all BM freaks,

Last december I bought a GSA 1200 to replace my old GS 100 ... will be delivered end march, and i will have it in Africa end this year ... hope this will be as reliable as my good old 100GS ... 140.000 km without majort problems (same clutch !)
remember when BMW came in the 80's with the GS 80/100 everybody was shouting that this was a much to heavy bike for offroad ...
I was enjoying a standard GS1200 on a Taiwan tour dec 2004, in parallel with a GS1150 ... what a diff between both! If its only half this +diff between GS and GSA, that be great ...
About GSA paniers, I was told that the Touratech will be available shortly , may be a better choice than originals as those are quite expensive ...
Do anyone have infos about this ?
norbert

I have a Harley St. Glide now, love the bike, but I am going through midlife crisis and want to do some Adventure biking. Have being riding for 30 years...
At first I was going to buy a GS 1200 ADV next few weeks, but now I have heard so much how this bike is so heavy for offloading etc, and other issues that I am thinking about Yamaha Tenere or Triumph Adventure. Love the looks of GSA most.
Could you guys give me some input, specially the guys that have the GSA!
Would you buy another or would you consider Yamaha and Triumph.
Thanks in advance!!

Hi,
Take a look at Suzuki DL 650 V-strom. Hardly will find any negative issues. Good bike - cheap, reliable and only 190 kg.
Regards!

Can't do small..
 

Coming from a 1550cc bike, I know that I can't have anything smaller than 1200cc! So I have to pick one of the big ones! Just not sure who??

Dl 650
 

[Goderzi,

You hit the nail straight on the head, also the range is great. 400 km with one tank are easily done.

Cheers

RM

Moulin,
You ask about the 1200GSA particularly, and there is some good feedback in this thread but a lot of it is a few years old. The link below brings up a UK webpage about that bike, and a few others in the Beemer range.

[url=http://www.ukgser.com/home/]UKGSer

http://www.ukgser.com/home/

priorities
 

lets remember whats important here...that thing looks badass!

They are all the same weight class around 250kg with fuel. The BMW just have a larger tank.

Nothing wrong with the bike at all, just like with everything it's a handfull off road. I had one for 3 years and after > 60.000km I can say that it's great on tarmac and gravel, just does it, anything more technical and you can end up hating it (depending on how skilled your are, and how strong).

I've lifted it more than a few times fully loaded up (around 300kg), and it's not something I enjoy, but people seeing one doing it are awestruck :blushing:

Something lighter with around 300km range (below 100km/h) look at the BMW F800, Triumph Tiger 800, etc. Or just the BWM R1200GS which is ~30kg lighter than the Adv. and a better offroad bike.

I'll hopefully be trading my ADV in shortly, probably for an F800GS.

Casper

New model on the way
 

Amen to that remark from Margus; it is always a problem to detect when expressions of opinion become outright prejudice.

But, it has been funny to read the posts that go back 6-7 years, realising that the Beemer 1200 has been a top seller in the UK ever since it was released.

Anyway, why I really came back on here is to remind Moulin that BMW are due to market a water-cooled version of this bike in 2012. It is rumoured that the current model and the new one will be sold alongside each other while the company assesses the respective sales figures.

Well, none of the 1200cc bikes are exactly great for off-roading, but it sounds like you are coming off a road bike, so how much "off-roading" do you really plan to do?

The GSA is perfectly capable of gravel and hard-pack dirt. Mud and sand are not so much fun, at least for someone with my limited skills, but the other 1200cc bikes won't be much better.

My guess is that the GSA would be the right bike for you, it is great for travelling and allows you to go almost anywhere you would want to go. Just think twice about going down that muddy single-track, especially if by yourself.

If, on the other hand, you really want to get offroad, you should think about a smaller bike, an 800cc or even better, a 650cc. The 650cc are perfectly capable of "adventure" type travel but of course won't have as much oomph on the long stretches of tarmac.

F800GS does't seem to be so good - http://www.horizonsunlimited.com/hub...raveling-56508
esp.post # 11

As I've been riding a R1200GS for the last 4 years (started with a normal GS), I can tell you that non of the BMW's are a great as BMW would like us to think - I've had my fair share of problems, but they are great bikes.

And looking at the big enduro bikes, non of them in genreal does not have one or two spots which couldn't be improved.

The only thing I was trying to say was that the Adv. is a monster, but if one isn't interested in really taking it off road then it will be a great bike....

Casper

[QUOTE=moulin6801;365146]I have a Harley St. Glide now, love the bike, but I am going through midlife crisis and want to do some Adventure biking. Have being riding for 30 years...
At first I was going to buy a GS 1200 ADV next few weeks, but now I have heard so much how this bike is so heavy for offloading etc, and other issues that I am thinking about Yamaha Tenere or Triumph Adventure. Love the looks of GSA most.
Could you guys give me some input, specially the guys that have the GSA!
Would you buy another or would you consider Yamaha and Triumph.
Thanks in advance!![/QUOTE

I chose the GSA because of the large gas tank and after adding the spoke wheels and engine protection, I'd be over the price of the GSA. I love no having to stop every other day to fill up whpile commuting to work or worry about running out of gas on a desolate off road trip. The 1200GS or Adventure model will be able to go on just about any gnarly dirt road.

GS for two up
 

My wife is starting to ride with me more and more. I'm 6'7" and she is 5'4" She would be the pillion, as she has no interest in being in the drivers seat. I have a Kawasaki 650, which is fine for short trips but 2 up, it's not that comfortable after a while. I'm looking at the 1200 GS as an option for us, for the long trips we want to start taking.

Compared to the Tenera or Triumph 1200 what thinnest thou about these bikes for 2 up

Hi Jim,

The 1200 Adventure or the 1200 GS make great two-up bikes. I found the 1150 Adventure a bit more accommodating for my 6'4" but I was sitting quite far back on the bench seat, not leaving very much room for my wife. The two piece seat on the 1200 is much better for the passenger. I noticed that when I went from a 1200GS to the 1200 Adventure that the passenger seat on the GS is much nicer. When you see profile pictures of the two bikes you can see that the Adventure front and rear seats are level with each other. I first thought that this was because the driver's seat is much higher. While it is a bit higher than the GS the bigger difference is that the passenger seat has been cut down. It might be a good idea to have your wife try both. If you've got your heart set on the GSA you could consider a custom passenger seat or trade with someone on a regular GS.

For the best all around bike I would go with the GS but for either long distance touring or riding to the back of beyond the GSA is better.

Thanks Ekke

126,600 miles to date
 

I found this blog about the service record of a 1200GS that has now done 126,600 miles:-
2005 BMW R1200GS Service History
The blog owner has eased off on his riding and says that he may "abandon" this blog; so worth a scan now for anyone with an interest.

Anyway,
I had a 2005 GSA model and did 50.000km on it, ZERO problems, nothing, really NOTHING. I loved the bike. Sold it, went for something else and regretted it afterwards.
Bought again a GSA, a 2009 model and after 28.000 BMW changed the following things, at their cost, as it all went faulty between 20 and 28k:
- 2 (!!!) drive shafts
- gearbox
- rear suspension
- battery
- 3 brake disks
- ...

Did this stop me from touring around with it? Did it stop me from going off road with it? Hell no! Everything can brake, it's just about luck, misfortune and personal behavior!

Better than the (original?) video about the VFR?
:funmeteryes:

Water cooled jacket ...............
 

.................... that has to be cool (every pun fully intended). :innocent::innocent::innocent:

Anyway, this thread should be brought up to date with the official release of the BMW 1200GS in the UK last weekend; grapevine says that the initial batch are sold out here with delivery now scheduled for around May 2013.
This should lead to a glut of second hand earlier oilhead versions on to the dealer forecourts, just in time for the spring sales peak and for those who have always pined for one (even if secretly) but saying that they can't afford it!! :innocent:

I wonder if this model will become known as the "waterhead"? It shouldn't since the water cooling jacket design doesn't cover the head?

More grapevine says that BMW Motorad provided 100 of these for the dealers to try them out in Maroc, with road tyres and AT tyres fitted for the different conditions - is there another manufacturer who goes to that extent for the launch of a new model?

The heads are watercooled. I've seen both waterhead and wethead used.

They do this for every new major release most of the time in spain though