New Motorcycles BMW R1200GS | First Ride

I’m still jet-lagged from BMW’s launch occasion for the new water-cooled 2013 BMW R1200GS in South Africa, however I can say one factor for certain: Breathe easy all you GS lovers, the gold standard in journey touring has not been tarnished. We at MC had been asking ourselves before this launch how BMW may considerably enhance what was already the standard bearer for the class. Amazingly, BMW did. A growing fleet of electronics, more energy, and a number of ergonomic adjustments make the 2013 bike much more capable than its predecessor.
that aim appears pretty obvious, nevertheless it’s all in the execution. While the 2013 R1200GS is an all-new bike
, the lion’s share of consideration has been paid to using water to cool the boxer engine for the first time in BMW’s ninety-year history. But the engine is substantially modified in other areas, including the rotation of ports-the exhaust is now on the underside not the entrance, the consumption on top and never the back-and place of the transmission within the cases. The opposite headline for the brand new powerplant is the usage of a moist, multi-plate clutch. And as you would possibly guess, the feel of the new engine and clutch is noticeably different than previous versions.
Beginning the brand new water-cooled boxer in gear, as I did the primary time, includes a very mild clutch pull but the bike gives a slight tug forward against the reins. A little bit drag when cold is frequent for wet clutches, but something R1200GS owners have thus far been learned to stay without. Once warm, the new clutch pack performs superbly, particularly in off-road or slow-speed driving, where just one finger is required to modulate drive.
Because the beating heart of each massive GS, the brand new boxer engine needed to be good. BMW boasts a hundred twenty five horsepower from the new mill, up from 110 bhp claimed from the earlier model. The motor is predictably reminiscent of the outgoing powerplant, but more energy and ride-by-wire throttle produce tractable power over a bigger span of revs. The engine is rather less tractor-like in gradual, off-highway situations, and where the short-revving new engine advantages with elevated midrange or high rpm energy, it is a little bit less friendly when lugging through a tricky part of dirt.
Among the many options debuting on the 2013 GS is Dynamic ESA, an evolution of the earlier model’s Digital Suspension Adjustment. Much like the software program that first broke cover on BMW’s HP4, the GS’s “semi-energetic” damping control screens throttle and brake inputs in addition to suspension movement to adapt to the conditions. Much like Ducati’s Skyhook system used on the Multistrada, Dynamic ESA is tough to perceive while in motion, however the bike being secure and compliant in any scenario is sufficient to let you realize the system is doing what the designers intended.
Our check route included suburban site visitors however principally consisted of rural roads, each paved and filth, and supplied the perfect setting to test the various journey modes and suspension settings obtainable on the new GS. Three modes-Rain, Street, and Dynamic-have been designed for street use, and vary from “light” to “optimum” to “direct” when it comes to throttle response. Think of Dynamic as “sport” and Road as “normal.” Computerized Stability Management (ASC) is configured for each mode to match situations as decided by the rider, with Street providing less intervention than the decidedly cautious Rain mode. Dynamic mode is claimed to permit a “slight drift” on paved roads, though with heat weather and dry roads I by no means engaged the ASC on tarmac.
As with Ducati’s Multistrada, the experience modes rework the bike significantly, although BMW’s system is decidedly more subtle. As a result of the adjustments might be made on the fly, the modifications might be felt instantly and are truly confidence inspiring. There’s nothing like switching the bike from Arduous to Gentle when transferring from a smooth canyon street to a bumpy city street-and having the bike turn from sports car to SUV beneath you.
Most impressive, nevertheless, is the off-street traction management available. Blasting along one among South Africa’s many onerous-packed gravel roads, partaking the Enduro experience mode supplied a complete safety net. The ABS is configured a lot in another way in Enduro than for the three street-going modes, and permits for a perceptible loss of traction entering dirt corners. Linked brakes add stability, yet are extreme enough to slide the rear wheel on a dust highway by utilizing only the front brake lever.


Exiting the same gravel-strewn corners in Enduro mode is nice fun, the ASC delivering just sufficient energy to hold long energy slides with out shedding control. Choppy throttle enter or holding it wide open causes an oscillating slide-and-catch symptom within the ASC, however even nonetheless doesn’t let the bike get out of control. Skilled riders will want the ASC off in these conditions (and maybe even ABS, so it’s good they’re controlled independently) to really cut unfastened, as I did, but there’s no ignoring that Enduro mode is an excellent option to have in a 525-pound dual-goal motorcycle.
An non-obligatory chip from BMW will allow a fifth mode, Enduro Pro, that we journalists have been capable of exercise on a brief however very technical off-road loop just before lunch on our long day of riding. Terrain different from bumpy dual-track filth roads to a troublesome and awkwardly cambered slope of baseball-sized free stones. The Enduro Pro mode permits for large powerslides and full locking of the rear wheel on descents, in addition to channeling energy to rear wheel way more directly. It wasn’t until I attempted Enduro Professional that I realized how light the throttle response is in the usual Enduro setting.

Ergonomic changes include a lower seat and lower pegs, the latter being narrower as well. Most noticeable is how slender the bike is in the midsection. The new GS isn’t discernibly lighter than the 2012 model but it feels smaller under the rider, and with the classically wide bars is still shockingly nimble for such a large machine. One reason for the trim waistline is that with the intake ports on top of the cylinders there is much more room for legs, helpful when sliding around dirt corners or simply searching for comfort on a long trek.
German engineers on hand in South Africa were quick to say that the measuring stick used for the new R1200GS was, in fact, the old one. Simply because they felt it was already the best adventure-touring bike available. The goal for the new one, then, was to be the same but better. How much for all of this innovation? Pricing has yet to be announced. It’s likely the base GS will be close in price to the current bike—$16,150 with ABS but without ESA or ASC. As with the current bike, adding all the options will probably take you above $20K. Even a noteworthy bump to the price would be fair in my view, considering that the flagship GS is still as versatile and willing as ever, with more safety features and adventure capabilities than before.