BMW R 1200 GS 2011 |
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| Friday, 25 March 2011 09:39 | |||
 2011 BMW R 1200 GS Well after reviewing the first version of BMW’s all conquering R 1200 GS way back in 2005, at the end of 2010 we got the opportunity to road test again BMW’s 2011 R1200 GS, with the updated boxer engine. This twin valve ( four valves per cylinder) boxer engine now produces a maximum 110 horsepower, an increase of approx 10% with torque now at 120Nm at 6000 rpm. However since testing the bike rumours abound that BMW will be releasing a water cooled version of the Boxer engine for 2012, so this could be the last oil head incarnation of the 1200 GS. The bike has undergone various styling changes since its original launch and with the list of optional extra’s growing and growing. Our test bike was fitted with an optional BMW top box and BMW’s clever electronic suspension adjustment system (ESA). This allows you to change the suspension setting whilst riding between, Comfort, Normal and Sport and to compensate for a pillion and luggage as well. In addition the bike had ABS and ASC fitted. ASC stands for automatic stability control, traction control to you and I, designed to prevent rear wheel spin. The full on board computer, mini white indicators, optional tyre pressure monitors were also fitted. All these options soon push up the price from the base on the road price of £10,350 (price as at time of test).  Variable exhaust note valve This 2011 bike also featured BMW’s new exhaust system with a butterfly style valve arrangement to change the exhaust note as the throttle is opened. This definitely gives the bike exhaust note a more “guttural” sound as the throttle is wound open. This will obviously obviate the need for many owners to now fit an after market exhaust system, as the exhaust note produced is much more pleasing than the more muted sound from earlier 1200 GS versions. However this has made the vibration from the boxer engine just at tick-over vibration a little more noticeable. Testing the ESA on the road produced a notable firming up of the suspension between Normal and Sport but I could feel little difference between Comfort and Normal. However the ability to change the suspension settings on the fly should not be underestimated, allowing you to compensate for differing road conditions at will.  Raised handlebars The seating position on this GS appeared lower and slightly more relaxed in stance than the 2005 GS we rode and we know BMW have striven to give the GS wider market appeal by offering a rider low seat as an optional fitment. This relaxed position is further enhanced with the bars being set further back with raisers built into the headstock as standard. However the lower seat profile after a hundred miles or more did start to feels somewhat harder than we remember in our 2005 test. The petrol tank has also been restyled with a flatter top profile, which will make the fitments of various non- BMW aftermarket tank bags easier and now has aluminium sections on the front of the plastic tank side panels, which the earlier models did not have. The lever hand guards have been redesigned as well, presumably because there has been an issue with them fouling the levers, however the new guards are smaller in profile and therefore do not unfortunately give as much wind protection. The standard screen is not tall enough for my liking and gives rise to some wind buffeting, however it is manually adjustable through a range of movement and riders can obviously try a range of positions to get the best air flow versus buffeting position. We found the highest position to be the best for reducing the wind buffeting. A small aerodynamic spoiler has now been fitted above the oil cooler , doubtless to aid wind flow at the front of the bike.  Black engine finish with oil filler cap The front fork stanchions now appear to have a nitrate finish and BMW have finished large parts of the engine off in black paint, rather than previous aluminium style finished, whilst the oil filler cap has now changed to the opposite cylinder head to the original boxer engine. So now we turn to the all important question of performance with the up rated engine. The bike is definitely, much, much quicker on the uptake when you accelerate, it is also smoother. It has power all the way up to the red -line. We found it all too easy to get the front end to lift if one was too aggressive with the throttle. In fact we’d say the performance now would be a pleasant surprise for many die-hard sports bike riders. 4000 rpm in top gear equates to approximately 70mph and the bike red lines at approx 8,500 rpm, giving a theoretical top speed the other side of 140 mph. Whilst the gear box action also feels slightly slicker, though it could never be said to be as slick in operation as that fitted to Japanese bikes. Again the clutch action is slightly easier too. All in all BMW appear to have tried to give the bike even wider appeal by making it more comfortable and easier to ride than the earlier model GS’s. Of course BMW have carried on the tradition of fitting some of the best acting brakes on road bikes of any manufacturer. The rear brake is very positive in action an improvement over earlier 1200 GS’s and obviously a great aid when riding off road. In fact you could almost stop on the rear brake alone, if it were safe to do so. However in riding the improved GS it somehow seems to have lost a little of its’ character. It has lost a bit of its rawness and its starting to feel more like a parallel twin than boxer with the constant desire to make the engine smoother and sadly it feels to have lost a little of its awesome engine braking as well.  Explore the great outdoors with a GS It’s still an accomplished bike though, especially for back roads riding where it’s supreme levels of grip on poor surfaces make it an accomplished cross-country tourer. Even hitting a large stone in the road did not unduly upset the bike’s line. Given its weight off-road riding on this bike needs care, you don’t want to be lifting up 203kg plus (dry weight) too often if you drop it. Here changing the position of the bars has meant we found when standing on the pegs we had to stoop just a little. The test bike was fitted with Conti-Road Attack tyres, whilst not this rider’s favourite choice, the bike is still very flickable for a large adventure bike and responds effortlessly to changes in direction, aided by the wide handlebars, which make quick turns a delight. Though contact with the road could feel a little “floaty” occasionally, we will put this down to the tyres though! This latest generation of BMW 1200 GS is definitely an improvement particularly in both performance and rideability areas, but whether it is a quantum leap over the previous model is questionable? Riders new to the 1200 GS will undoubtedly love it, die hard GS fanatics may feel its character has been a little diluted. However it still deserves in our book to be the Adventure Sports bike that other manufacturers try to emulate, but who never quite reach the GS standard. Note all performance figures, weights and technical specifications are as claimed by the manufacturer Thanks to the BMW North Oxford dealership for the loan of the BMW R 1200 GS Specifications New price *: £10, 350 Engine: 4 Air/oil cooled flat twin four stroke DOHC engine (with radial valves) Engine Size: 1170 cc Power: 110 HP Transmission: Constant mesh 6 speed with helical gearing with shaft drive Weight (Dry): 203kg * Suggested On Road Retail Price for base model with no factory fit options Article and Photos by Jon Booth – http://www.inter-bike.co.uk – The UK Biker Site
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