Editing BMW R1200GS LC

{{Infobox Motorcycle
|name             = [[BMW]] R1200GS LC
|image            = [[File:BMW-R1200GS-13--6.jpg|frameless|BMW R1200GS LC]]
|aka              = 
|manufacturer     = BMW
|parent_company   =
|production       = 2013
|model_year       =
|predecessor      =
|successor        =
|class            =
|engine           = Four stroke, two cylinder horizontally opposed Boxer, DOHC, 4 valves per cylinder, Intake 40mm, outlet 34 mm
|bore_stroke      =
|compression      = 12.5:1
|top_speed        = 215.4 km/h / 133.8 mph
|power            =
|torque           =
|fuel_system      =
|ignition         = BMS-K
|spark_plug       =
|battery          = 12 V / 11.8 maintenance-free
|transmission     = 6 Speed
|frame            = Construction type tubular steel bridge frame, engine self-supporting
|suspension       =Front: BMW Motorrad Telelever; [[stanchion]] 37 mm, central spring strut <br>
Rear: Cast aluminum single-sided swing arm with BMW Motorrad Paralever; WAD strut (travel-related damping), spring preload hydraulically adjustable (continuously variable) at handwheel, [[rebound damping]] adjustable at handwheel
|brakes           =Front: 2x 305mm Hydraulically actuated twin disc brake, BMW Motorrad Integral ABS (standard, part intergal, disengageable) <br>Rear: Single 275mm disc, 2 [[piston]] caliper, BMW Motorrad Integral ABS (standard, part intergal, disengageable)
|front_tire       = {{tire|120/70 R19}} 
|rear_tire   	  = {{tire|170/60 R 17}} 
|rake_trail       =
|wheelbase        = 1507 mm / 59.3 in.
|length           =
|width            =
|height           =
|seat_height      = 850 mm - 870 mm / 33.4 in - 34.2 in
|dry_weight       = 205 kg / 452 lbs
|wet_weight       = 238 kg / 525 lbs
|fuel_capacity    = 20 Liters / 5.3 US gal
|oil_capacity     =
|fuel_consumption =
|turning_radius   =
|related          =
|competition      =
}}

It could reach a top speed of 215.4 km/h / 133.8 mph.  

==Engine==
The engine was a Liquid / Air cooled cooled Four stroke, two cylinder horizontally opposed Boxer, DOHC, 4 valves per cylinder, Intake 40mm, outlet 34 mm. The engine featured a 12.5:1 [[compression ratio]].  

==Drive==
Power was moderated via the Anti-hopping wet clutch.  

==Chassis==
It came with a 120/70 R19 front [[tire]] and a 170/60 R 17 rear tire. Stopping was achieved via 2x 305mm Hydraulically actuated twin disc brake, BMW Motorrad Integral ABS (standard, part intergal, disengageable) in the front and a Single 275mm disc, 2 piston caliper, BMW Motorrad Integral ABS (standard, part intergal, disengageable) in the rear. The front suspension was a  BMW Motorrad Telelever; stanchion 37 mm, central spring strut while the rear was equipped with a Cast aluminum single-sided swing arm with BMW Motorrad Paralever; WAD strut (travel-related damping), spring preload hydraulically adjustable (continuously variable) at handwheel, rebound damping adjustable at handwheel. The R1200GS LC was fitted with a 20 Liters / 5.3 US gal fuel tank. The bike weighed just 205 kg / 452 lbs. The wheelbase was 1507 mm / 59.3 in. long.  
== Photos ==
[[File:BMW-R1200GS-13--6.jpg|600px|BMW R1200GS LC]]
[[File:BMW-R1200GS-13--7.jpg|600px|BMW R1200GS LC]]
[[File:BMW-R1200GS-13--10.jpg|600px|BMW R1200GS LC]]
[[File:BMW-R1200GS-13.jpg|600px|BMW R1200GS LC]]
[[File:BMW-R1200GS-13--8.jpg|600px|BMW R1200GS LC]]
[[File:BMW-R1200GS-13--2.jpg|600px|BMW R1200GS LC]]
[[File:BMW-R1200GS-13--14.jpg|600px|BMW R1200GS LC]]
[[File:BMW-R1200GS-13--11.jpg|600px|BMW R1200GS LC]]
[[File:BMW-R1200GS-13--12.jpg|600px|BMW R1200GS LC]]
[[File:BMW-R1200GS-13--9.jpg|600px|BMW R1200GS LC]]
[[File:BMW-R1200GS-13--1.jpg|600px|BMW R1200GS LC]]
[[File:BMW-R1200GS-13--5.jpg|600px|BMW R1200GS LC]]
[[File:BMW-R1200GS-13--3.jpg|600px|BMW R1200GS LC]]
[[File:BMW-R1200GS-13--13.jpg|600px|BMW R1200GS LC]]
[[File:BMW-R1200GS-13--4.jpg|600px|BMW R1200GS LC]]
[[File:bmw-r1200gs13-01.jpg|600px|BMW R1200GS LC]]

== Overview ==
BMW R 1200GS LC


















The BMW GS concept has embodied riding pleasure
and the desire for adventure for over 30 years. This applies especially to the
GS motorcycles with the opposed-twin boxer engine. The big GS allows
motorcyclists to explore the most remote corners of the world - an idea that has
already inspired numerous globetrotters to set off on their travels.

But the GS was and still is much more than this. Whether sports-style cornering
on winding country roads, excellent travel times due to high motorway speeds,
relaxed tours with a passenger or daring rides over rough terrain - every GS has
offered supreme mastery of these skills in its respective era and this wont
change with the new version.

It is the unique integrated concept of the big travel enduro bike with boxer
engine, complete with authentic charm and a powerful, high-torque engine, which
is loved by legions of motorcycle fans all over the world to this day. It is not
for nothing that the big BMW GS with boxer engine has been the undisputed
frontrunner in its market segment for many years and is the best-seller within
the BMW Motorrad model range. BMW is now beginning a whole new chapter in GS
history: the most popular travel enduro in the world has been brought to
perfection.
The challenge: how to improve even more following nine years at the top.

Even in its ninth year of production, the current BMW R 1200 GS is still setting
the benchmark in its segment in comparative tests with its outstanding overall
concept and innovative technology. With over 170,000 units sold, it is the most
successful and top-selling travel enduro in the world.

So the challenge facing the BMW Motorrad development department was
considerable: to further optimise the GS - an icon of three decades - improve it
in all areas and equip it with innovative technical solutions to ensure it is in
good shape for the future.



2013 BMW R1200GS Features and Benefits

The development goals of the new BMW R 1200 GS:
 Further increase performance overall - without neglecting its well-established
virtues.
 Perfect its touring suitability.
 Increase off-road suitability.
 Achieve superior figures within the travel enduro segment and beyond in terms
of engine and riding performance.
 Ensure preparation for the future in terms of noise and exhaust emissions.
 Suspension with top handling, optimum traction and increased off-road
performance.
 Increase active and passive safety.
 Unmistakable BMW Motorrad design in typical GS style.
 Top quality as is characteristic of BMW Motorrad.


Newly designed air/water-cooled boxer engine with vertical through-flow,
integrated gearbox and left-hand cardan shaft drive.

Geared towards the above goals, the entire R 1200 GS was completely redefined,
particularly the drive concept.

The performance aspired to, as well as adherence to future anticipated
requirements in terms of noise and exhaust emissions, is ensured among other
things by a change in the cooling system. The boxer engine in the new R 1200 GS
continues to use air/liquid cooling, however, the coolant oil has been replaced
by a glycol-water mixture. This ensures a high level of heat absorption capacity
of the cooling liquid for more efficient heat dissipation.

So-called precision cooling (a principle similar to that used in Formula 1)
involves only those engine elements being cooled with coolant, which are
particularly exposed to thermal stress. The engine still continues to use air
cooling, thereby preserving the characteristic appearance of the opposed twin
boxer engine. The two radiators are small and inconspicuously integrated.

The through-flow is now vertical instead of horizontal for improved filling, and
the engine housing integrates the 6-speed gearbox as well as a wet clutch with
anti-hopping function instead of the dry clutch as was used previously. What is
more, the secondary drive now runs via the well-established cardan shaft on the
left-hand side. With an output of 92 kW (125 bhp) at 7700 rpm and 125 Nm at 6500
rpm, the new engine offers superior power and performance in the travel enduro
segment and beyond.



The empty weight (ready for the road) according to DIN of the R 1200 GS is 238
kg including standard BMW Motorrad Integral ABS.

E-gas and cruise control.
An electromotive throttle actuator is now used for the first time in a GS
motorcycle. Here, rider commands are passed on directly by the sensor in the
accelerator twist grip to the engine control system; this then regulates the
throttle valve electronically. The use of the E-gas system provides a
significant improvement in terms of controllability and response. What is more,
the rider can adapt engine characteristics to the situation on the road by means
of five modes (optional extra). It was also possible to include an electronic
cruise control function (optional extra).

ASC and riding modes as an optional extra: five freely selectable modes -
Rain, Road, Dynamic, Enduro and Enduro Pro.
For optimum adaptation to the riders individual needs and purpose, the new R
1200 GS now offers five freely selectable riding modes for the first time: these
are an ex works option and feature three different E-gas settings and with
varying engine characteristics. Linked to this is Automatic Stability Control
ASC with a special enduro configuration. If this option is chosen, BMW Motorrad
ABS, ASC and - if installed - the semiactive suspension are all adapted to the
respectiveprofiles of these five modes

Semiactive suspension: BMW Motorrad Dynamic ESA for optimum riding dynamics in
every situation as an ex works option.
The new semiactive suspension BMW Motorrad Dynamic ESA (Electronic Suspension
Adjustment) taps into a whole new range of possibilities as well as providing
maximum riding safety and performance. Dynamic ESA monitors the vertical
movement of front and rear wheel control as well as other parameters by means of
a spring travel sensor in each position, and adapts the damping automatically to
the situation depending on riding conditions and the manoeuvres being carried
out. Damping adjustment at front and rear is effected by means of electrically
controlled regulation valves.

New chassis with tubular steel bridge frame and specially adapted wheel/tire
dimensions of 120/70 R19 at front and 170/60 R17 at rear as a world first.


The chassis of the R 1200 GS uses a completely newly developed tubular all-steel
bridge frame with a bolt-on rear frame. Along with the newly designed Telelever
at the front and the EVO Paralever at the rear, this has resulted in a further
significant increase in torsional stiffness and hence ride stability and
steering precision. Optimised handling qualities are the result of refined
master geometric chassis data, and a longer swingarm provides further improved
traction - especially when riding over rough terrain.

A globally unique feature of the new R 1200 GS are the tyres in the sizes 120/70
R19 at the front and 170/60 R17 at the rear, specially adapted to improve
performance.

Revised brake system with radially mounted Brembo Monobloc brake calipers and
BMW Motorrad Integral ABS as standard.
The brake system of the R 1200 GS has been extensively revised, too. There are
now radially mounted Brembo Monobloc brake calipers at the front and a larger
brake disc at the rear.

In line with the BMW Motorrad principle Safety 360° the new GS is also fitted
as standard with the BMW Motorrad ABS, here in the part integral version.

The first motorcycle in the world with LED main headlight including integrated
daytime running light for even greater safety when riding during the day and at
night as an ex works option.

Even in its standard trim the new R 1200 GS has a main headlight with optimized
light efficiency. In order to be seen even better during the day, BMW Motorrad
also offers a daytime running light as an ex works option. For excellent road
illumination and therefore even greater safety both day and night, an LED main
headlight with integrated daytime running light is fitted in a motorcycle for
the first time ever. It comprises innovative LED technology with a sophisticated
cooling and decondensation concept.

Electrical system with new vehicle power supply and Multi-Controller for the BMW
Motorrad Navigator IV.
The new R 1200 GS has the innovative new vehicle power system with altered
function partitioning as already used in the 6-cylinder models K 1600 GT and
GTL. As before, CAN bus (Controller Area Network) and LIN bus technology (Local
Interconnect Network) enables significantly reduced wiring as compared to a
conventional system. The previous central vehicle electronics has been
partitioned into two separate control units.

The Multi-Controller, newly available for the GS, allows fast and convenient
operation of the BMW Motorrad Navigator IV. It is located on the inside of the
handlebar grip. This means that selecting functions is much less distracting
than pressing buttons and does not require hands to be removed from the
handlebars.

Aerodynamically optimized windshield with one-hand operation and optimum
ergonomics.
The newly developed windshield of the R 1200 GS offers further improved wind and
weather protection while also reducing wind noise. Adjustment is simple: an
easily accessible and ergonomically optimized selection wheel is operated using
one hand.

The new R 1200 GS has extended adjustment options for optimum seating comfort.
The riders seat can now be adjusted in height and tilt angle and the passenger
seat can be shifted longitudinally to obtain the ideal distance between rider
and passenger. The new handlebars can easily be turned upwards and, together
with the optimized knee grip in the fuel tank area, they ensure an even better
standing position for off-road riding. The improved knee grip can be clearly
felt when seated, too. A high and a low seat, as well as an adjustable footrest
system and adjustable foot controls, round off the program of special
accessories offering individual adjustment facilities.


An overview of highlights of the new BMW R 1200 GS.
 Completely newly designed engine for top-level riding dynamics within the
travel enduro segment. Capacity 1170 cc, rated output 92 kW (125 bhp) at 7700 rpm and a maximum
torque of 125 Nm at 6500 rpm. Cylinder heads with vertical through-flow for increased efficiency and
performance. Compact air/water cooling for optimum heat management. Basic engine with compact, light and yet rigidity-optimized crankshaft. Vertically separated case in open deck construction. 6-speed gearbox integrated in engine housing, including wet clutch with
anti-hopping function and reduced lever operation force. New intake system for optimum output and torque with 52 mm throttle valve
diameter. E-gas for improved ridability, running smoothness and special functions. Innovative exhaust gas system with electronically controlled exhaust flap for
optimum performance characteristics and an earthy boxer sound. Freely selectable riding modes Rain, Road, Dynamic, Enduro and Enduro
Pro with three different electromotive throttle actuator settings in
conjunction with ASC (Automatic Stability Control), ABS and ASC settings for
off-road riding as well as different mode-specific Dynamic ESA settings (option
ex works). New suspension with torsionally stiff tubular steel bridge frame and bolt-on
rear frame. Optimised lightweight cardan shaft drive now running on the left-hand side. Newly developed and optimized Telelever at front and EVO Paralever at rear for
an even more precise ride feel. Refined master chassis geometry data and long swingarm for excellent traction. Optimised seating width and position, and adjustable handlebars for even
greater comfort. Optimised ground reach for rider (inner leg length). Tyre/wheel dimensions of 120/70 R19 at front and 170/60 R17 at rear as a world
first, tailored specially to the R 1200 GS. Revised BMW Motorrad brake system with radially mounted Brembo Monobloc brake
calipers at front and 2-piston floating caliper with enlarged brake disc at rear
(Ø 276mm, previously 265mm). BMW Motorrad Integral ABS as standard. Semiactive suspension Dynamic ESA (ex works option). Main headlight with optimized light efficiency and LED daytime running light
(ex works option). Worlds first motorcycle with LED main headlight featuring integrated daytime
running light (ex works option). New vehicle electrical system with partitioning of functions. Extended electric switch units. Electronic cruise control (ex works option). Preparation for navigation unit with Multi-Controller to operate the BMW
Motorrad Navigator IV (ex works option). Windshield with one-hand operation for excellent wind and weather protection. Seat with multiple adjustment functions for perfect ergonomics. Number plate carriers quick to dismount for off-road riding. Increased ground clearance (+ 8 mm) New instrument cluster with on-board computer as standard. PRO on-board
computer as an option. Four main paint finishes to choose from:
Alpine White, Racing Red, Blue Fire and Thunder Grey Metallic. Extensive range of special accessories and rider equipment.


2013 BMW R1200GS Key Features

Completely newly designed engine for maximum riding dynamics in the travel
enduro segment.
Like all engines in BMW motorcycles, the details of the boxer engine in the R
1200 GS are based on a carefully conceived overall concept. Designed to
perpetuate the almost 90-year tradition of the BMW boxer engine with a
future-oriented concept created to hold good for years to come, the engine
reproduces numerous classic engineering features but also offers a wealth of new
technical solutions. The strengths of the boxer have been further refined for
the new BMW R 1200 GS so as to achieve a greater breadth of application in terms
of touring suitability, dynamic performance and off-road qualities.

While the previous boxer power unit itself provided supreme forward thrust in
all situations, the new BMW R 1200 GS takes a significant step further. With its
completely redesigned engine it offers a much higher level of dynamic
performance, acceleration and pulling power across the entire engine speed
range, both on the road and over rough terrain.

The totally newly developed 2-cylinder opposed-twin in the R 1200 GS has a
capacity of 1170 cc as in the predecessor model. The ratio of bore to stroke of
101 to 73 millimetres has also been preserved. The rated power output is 92 kW
(125 bhp) at 7700 rpm, and its maximum torque of 125 Nm is available at 6,500
rpm.

The foremost development goals for the new engine were top-level riding dynamics
within the segment, characteristics favouring both sporty and touring
requirements, optimum ridability, compact dimensions and the lowest possible
weight.

The empty weight (ready for the road) according to DIN of the R 1200 GS is 238
kg including standard BMW Motorrad Integral ABS. Compact air/water cooling for
optimum heat management.


The performance aspired to, as well as adherence to future anticipated
requirements in terms of noise and exhaust emissions, is ensured among other
things by a change in the cooling system. The boxer engine in the new R 1200 GS
continues to use air/liquid cooling but the oil coolant has been replaced by a
glycol water mixture for the first time in a BMW Motorrad boxer engine. This
ensures a high level of heat absorption capacity of the coolant for more
efficient heat dissipation.

So-called precision cooling means that the cooling fluid flows through the
thermally more heavily exposed engine elements - the two cylinder heads and
parts of the cylinders. Heat dissipation is via two radiators positioned at the
left and right of the front section. These are inconspicuously integrated and
well protected by the radiator covers. An electric fan behind the right-hand
radiator is automatically activated as needed, controlled by the thermostat -
for example at high outdoor temperatures in city traffic. Thanks to the
sophisticated cool-air ducting on both sides, the warm air is streamlined past
the rider.

The engine still also uses air cooling which reduces radiator size and preserves
the characteristic appearance of the boxer engine.
With the new very compact cooling system, it has been possible to significantly
improve the cooling ratio and thus the heat management system as compared to the
predecessor model (22 % oil cooling / 78 % air cooling) in the new BMW 1200 GS
(35 % liquid cooling / 65 % air cooling). The new liquid cooling adds weight to
the vehicle as compared to the previous air/oil cooling system, but due to its
very compact size and high efficiency, this is only a very moderate addition of
approx. 2.7 kilograms. Cylinder heads with vertical through-flow for increased
efficiency and performance.

The engine of the new BMW R 1200 GS has vertical through-flow unlike all
previous standard BMW Motorrad opposed-twin engines. The advantage is that the
design of the intake channel no longer depends on the camshaft control, so it
was possible to realise identical intake lengths for both cylinder sides. What
is more, the fuel injector in the intake port is now arranged so that the fuel
can be injected as squarely as possible in front of the intake valves for
optimum carburetion. The result is a higher level of power and torque efficiency
across the entire engine speed range as well as improved fuel efficiency.

As in the predecessor model, the two camshafts made of heat-treated steel are
arranged horizontally. By changing the through-flow direction from horizontal to
vertical, however, it is now possible to have purebred intake and exhaust
camshafts - in the predecessor model these were combined intake/exhaust
camshafts. This also opens up the possibility of adding variability to the valve
gear in future. Newly calculated cam profiles allow a reduction of overlap time
without impacting on performance.


As before, the two respective camshafts are driven by a chain running in the
shaft behind the cylinders (on the right-hand side of the engine from the
counterbalance shaft and on the left from the crankshaft). The timing chain
drives an intermediate shaft between the intake and exhaust camshaft and it is
from here that power is transmitted to the camshafts via spur gear pairs. At
each exhaust camshaft there is an centrifugal-force-driven decompression
facility which facilitates the start-up process. This makes it possible to save
weight in the starter motor and battery.

Compared to the hitherto horizontal through-flow of the cylinder heads, the
vertical through-flow permits an optimally straight intake port with a
correspondingly simple chain guidance of the camshaft drive.

Due to the highly efficient overall design of the power unit, the previous
radial valve arrangement is no longer required. At 8 degrees on the intake side
and 10 degrees on the exhaust side, the four valves are at close angles to one
another, making for a compact combustion chamber shape - a feature which is
crucial to optimum combustion. Due to the new calculation of the combustion
chamber and the much improved channel ducting and design, it has been possible
to improve the compression ratio as compared to the predecessor model from
12.0:1 to 12.5:1. What is more, due to the optimisation of the combustion
process and ignition timing, no knock control is required, despite retaining the
RON 95 set-up, while still making the most of torque potential.

The use of a turbulence system (air feed via a bypass) ensures optimum
combustion, obviating the need for an elaborate dual ignition.
The plate diameters of the valves have also been redefined to obtain higher
output and torque efficiency. They are 1.0 millimetres larger, with a size of 40
millimetres on the intake side and 34 millimetres on the exhaust side. The valve
stem diameter is still 5.5 millimetres as before. Significantly shorter valve
springs do justice to the increased engine speed level, while also ensuring an
optimally defined drag effect.

As before, the valves are operated via light, speed-resistant rocker arms, the
design of which was derived from the high-performance 4-cylinder engine of the
BMW S 1000 RR. The valve clearance settings are made by means of replaceable
shims. With 0.10 to 0.17 millimetres on the intake side and 0.34 to 0.41
millimetres on the exhaust side, valve clearance levels are just below those of
the predecessor model.

Basic engine with compact, light and yet rigid crankshaft.
The crankshaft has also been completely re-engineered. The main bearing diameter
was reduced from the previous 60 millimetres to 55 millimetres to reduce the
drag forces. The crankshaft also has crankpins which are narrower but with a
diameter enlarged from 48 to 50 millimetres as well as narrower main and guide
bearings. As a result, it is lighter overall yet much stiffer and more compact.

Although the boxer principle, with its opposed cylinders, offers mutual
canceling out of the free mass-forces (due to the rods and pistons moving back
and forth), there is still a certain amount of residual vibration. This results
from the unavoidable parallel offset of the two cylinder axes, meaning that the
forces do not act precisely on the same level and resulting in a so-called
rotating mass moment of inertia.


This rotating mass moment of inertia has been significantly reduced by means of
a more compact crankshaft design, but it was not possible to eliminate it
completely. As in the existing boxer engine of the R 1200 GS, the new engine
therefore also has a counterbalance shaft which runs at crankshaft rotation
speed with newly defined imbalance masses so as to eliminate unwanted
vibrations. The counterbalance shaft is designed as a hollow intermediate shaft
within which the clutch shaft runs. This ensures that the new engine of the R
1200 GS, with its higher engine speed level, runs more comfortably and with
perceptibly less vibration across the entire engine speed range and at high
engine speeds in particular. Nonetheless, the essential earthy boxer
characteristics are still preserved.

Vertically separated case in open deck construction.
For the first time in a BMW Motorrad boxer engine, the cylinders are no longer
separately bolted to the crankcase, but are integrated directly. The
dual-section die-cast cylinder crankcase with vertical split level at the centre
of the crankshaft is made of highly rigid aluminum alloy. The two case halves
form a highly rigid composite consisting of the cylinder and the bearing block
for the crankshaft.

The cylinder with cooling jacket is designed in open deck form. The liners are
coated with a low-wear and low-friction iron-carbon alloy using the new wire arc
spray process (LDS) already used for BMW automobile engines.

Gearbox integrated in engine housing for the first time, including wet clutch
with anti-hopping function.
For the first time in the history of BMW Motorrad, the gearbox and clutch are
integrated in the engine housing of a boxer engine. This provides benefits in
particular in terms of weight balance due to the omission of numerous bolt
connections and sealing surfaces, but also in terms of the torsional response of
the unit as a whole. In addition to saving space and weight, the new gearbox
(two transmission shafts, one drive shaft, one output shaft) means there is no
longer any need for the additional transmission oil volume previously required
for lubrication.


The 6-speed gearbox of the new R 1200 GS was also redefined to meet the demand
for light, precise shifting and optimum gearshift connections so as to achieve
excellent riding dynamics. As a result, the ratios were newly calculated.

As before, a helical gearing system is used for the gearwheels which ensures low
running noise and a high level of running smoothness due to smooth tooth
engagement. As before, the gear shafts of the new engine are mounted on
anti-friction bearings and the gearwheels (idlers) run smoothly on needle roller
bearings. Shifting of the gearwheels and therefore of the gears is effected by
means of a ball-bearing mounted selector drum made of steel, three case-hardened
gearshift forks with hard chrome-plated ends and sliding sleeves with
force-fitting connections between the gearwheel pairs.

The new R 1200 GS is the first serial production BMW Motorrad boxer motorcycle to
have a multi-plate wet clutch with eight friction discs instead of the previous
single-disc dry clutch. The benefits of this solution lie in the reduced moment
of inertia, on the one hand due to the significantly reduced external diameter
of 147 millimetres (R 1200 GS previously: 180 mm), but also in its more compact
size.

For the first time in conjunction with a boxer engine, the clutch system is
fitted with an anti-hopping mechanism. Here, BMW Motorrad especially addresses
the needs of ambitious riders of the new R 1200 GS traveling on country roads.
The brake torque of the engine is now passed to the rear wheel at a reduced
level during coasting. This prevents brief blocking or hopping of the rear wheel
due to the dynamic wheel load distribution when applying the brakes heavily and
changing down at the same time. In this way, the motorcycle remains stable and
safely controllable in the braking phase. Clutch disengagement during coasting
is effected mechanically by means of a ramp mechanism. The clutch is activated
hydraulically.

The practically oriented level of hand force and finely sensitive
controllability provided by hand force enhancement in the clutch ensure that the
high standards of BMW Motorrad are met in terms of operation and comfort. In
conjunction with the sensitive throttle response, this makes for optimum vehicle
control on all types of terrain.



New intake system for excellent output and torque.
For more than two decades now, BMW Motorrad has occupied a leading position in
the field of electronic engine management, and in the case of the new R 1200 GS
this is taken care of by the new digital engine control system, the so-called
BMS-X.
Its main features are fully sequential injection, a compact layout and low
weight. The Alpha/n-based engine management system with torque interface draws
on a wide range of parameters. For example, it enables perfectly controlled
torque output and adaptation of response to a diverse range of conditions via
the E-gas characteristics attributed to the various riding modes. The control
system is based on the volume of intake air which is determined indirectly via
the throttle valve angle and the engine speed. Based on additional engine and
environmental parameters (including engine temperature, air temperature and
environmental air pressure), the engine control system determines individually
adapted levels for injection volume and ignition timing together with stored
mapping characteristics and pre-set correction functions.

Carburetion is taken care of by an electronic fuel injection system via a
throttle valve body system with an opening width of 52 millimetres instead of
the previous 50 millimetres. Newly designed, markedly raised intake air snorkels
and a generously sized airbox with panel air filter element ensure optimum
feeding of cool intake air and thus optimum filling.

E-gas for improved ridability, running smoothness and special functions.
An electromotive throttle actuator system is used to control the two throttle
valves. Here the riders commands are passed on directly from the sensor in the
accelerator twist grip to the fully electronic engine control system and
converted into a throttle valve position as appropriate to the riding mode
selected by means of instant electronic adjustment.

The electromotive throttle actuator in the new BMW R 1200 GS allows improved
ridability and optimized running smoothness in the near-idling range since the
engine control detects any differences between the two cylinders in terms of
mean pressure and compensates by means of selectively adapting the throttle
valve angles. Furthermore, in conjunction with the optional ASC and riding
modes, different throttle response characteristics can be set (soft, optimum,
direct) according to the intended purpose.

Much improved controllability has enabled a reduction of twist grip angle from
85 to 70 degrees. Another advantage of this technology is the realisation of a
cruise control function as a comfort option. Electronic cruise control.

The new R 1200 GS is the first BMW GS to be available with an electronic cruise
control function fitted ex works - making lengthy motorway rides more relaxed
and comfortable, for example. The function is activated by pressing a button at
the left-hand end of the handlebars, while a shift paddle is used to increase or
reduce the currently selected road speed. Here the two throttle valves are
activated by the engine control and independently of the accelerator twist grip.

When the front or rear brake or the clutch are activated or the throttle grip is
turned in the opposite direction (starting from the idling position) cruise
control is switched off. The Resume function allows the rider to re-activate
the originally selected speed, which the vehicle then automatically restores. As
long as the drag torque in the currently selected gear is sufficient, the
electronic cruise control function works on hill descents, too.

Innovative exhaust gas system with electronically controlled exhaust flap for
optimum performance characteristics and an earthy boxer sound.
The exhaust system of the new R 1200 GS is made entirely of stainless steel and
geared completely towards optimum performance characteristics, operating
according to the 2-in-1 principle. In this development area, homogeneous output
and torque curves and thus excellent ridability were once again regarded as
requirements for supreme performance on country roads, off-road riding and
extended touring.

The two manifold tubes and the interference pipe were redesigned in terms of
shaping, length and diameter. The new BMW R 1200 GS meets the demand for a
particularly earthy yet still legally compliant boxer sound with an exhaust flap
controlled by an electric motor along with opening and closing cables. In order
to reduce ram pressure and ensure a full sound, the rear silencer - now
positioned on the right-hand side - has a completely newly engineered interior
structure, which uses a combination of reflection and absorption silencing.

Exhaust emissions are regulated by means of an oxygen sensor controlled
catalytic converter. In this way the BMW R 1200 GS meets current exhaust
emissions standards and is designed to meet future standards, too.


Optimised lightweight cardan shaft drive with EVO Paralever swingarm now running
on the left-hand side.

For 90 years, BMW Motorrad has used the universal-shaft drive as a logical
consequence of longitudinal crankshaft mounting - the optimum maintenance-free
form of power transmission for a travel enduro.

In contrast to all previous BMW Motorrad boxer models, the swingarm with
integrated cardan shaft drive and EVO Paralever (in its third generation and
designed using the very latest calculation methods) is now positioned on the
left-hand side. This avoids any contact between the rider and the hot exhaust
system when pushing or getting on and off the machine. Another pleasing effect
relates to the appearance of the vehicle: when the motorcycle is on the side
stand there is now a clear view of the redesigned rear wheel. A newly calculated
set of bevel/crown gears for the drivetrain meets increased output and torque
requirements. In the tried and tested manner, the Paralever swingarm decouples
the unavoidable reactive torque of the drivetrain from the swingarm and
therefore from the suspension/damping system by means of an additional joint
between the rear axle cover and the swingarm. This effectively eliminates the
undesirable elevator effect, i.e. the rising and lowering of the rear when
accelerating and decelerating.

As part of the complete redesign of the drive system, there has also been a
comprehensive reduction of clearance from the primary drive to the drivetrain,
causing the enhanced engine performance to act more directly on the rear wheel.

ASC and riding modes as an optional extra: five freely selectable modes -
Rain, Road, Dynamic, Enduro and Enduro Pro with three different
characteristic throttle curves.

In order to suit various purposes such as riding on the road, on wet surfaces or
over rough terrain, an ex works option is available to the rider of the new R
1200 GS which comprises five different riding modes with three different E-gas
settings, three different ABS settings and four ASC settings. To make the
required setting, the Mode switch on the right of the handlebar unit is
activated until the display in the instrument panel shows the desired riding
mode. It is also possible to implement the riders command during travel: the
mode change is made by moving the throttle twist grip to idle with the clutch
lever pulled. When the motorcycle is restarted, the last selected setting is
always maintained.

The optional feature includes Automatic Stability Control (ASC) in a special
enduro configuration for the Enduro and Enduro Pro modes. A special enduro
configuration for the standard BMW Motorrad ABS is also featured  this is also
used in the Enduro and Enduro Pro configurations. Dynamic ESA as an optional
feature is then also integrated in the system of modes. Suspension set-up is
adjusted precisely depending on the riding mode selected (see Suspension
section).

When riding on wet surfaces or in difficult grip conditions, Rain mode
provides especially soft dosage and response characteristics to support the
rider, though full torque and output potential are still retained. The
electronic control system ASC (Automatic Stability Control) responds more
readily than in Road mode. If the Dynamic ESA option is selected, the damping
of the spring struts at front and rear is softer, in keeping with the
conditions.

In Road mode, the control systems are set to ensure optimum performance on dry
roads. This mode provides a spontaneous, linear throttle response on dry roads.
Road combines sound, supple controllability with a homogeneous build-up of
torque.
Dynamic mode reveals the sportiest face of the new BMW R 1200 GS for road
riding. An even more spontaneous and direct throttle response, more restrained
ASC intervention and tighter damping in the case of the Dynamic ESA option bring
the full potential of the machine to bear.



The Enduro mode enhances the R 1200 GS for off-road riding. A soft throttle
response, restrained control intervention on the part of the Enduro ASC, optimum
brake distribution and ABS control in conjunction with the high-traction set-up
of the optional Dynamic ESA get the motorcycle ready to explore new enduro
worlds. This means that even motorcyclists with limited enduro experience will
quickly get their off-road bearings on the new R 1200 GS and enjoy lots of
riding fun. The mode is optimized for use with standard tyres.

For more ambitious enduro riders, BMW Motorrad offers the Enduro Pro mode.
This riding mode provides spontaneous engine response characteristics and is
designed for use with studded tyres. At the same time, the ABS function is
disengaged at the rear by pressing the footbrake lever; the optional Dynamic ESA
shifts into traction-oriented and optimum bottom-out set-up. ASC is set to
professional enduro mode and permits considerably more slip. In this
configuration, the sporty face of the new BMW R 1200 GS is revealed off-road,
too, and the experienced enduro rider can move into an added dimension of riding
fun due to further improved controllability of the machine.

New chassis with torsionally stiff tubular steel bridge frame and bolt-on rear
frame.
One of the primary goals in developing the new BMW R 1200 GS was to further
increase the bikes high level of riding dynamics while also creating a
suspension which would extend the possible range of uses of the big GS both on
and off the road. The new, more rigid main frame including the steering-head
bearing for the Telelever and the swingarm axle of the EVO Paralever has made it
possible to significantly improve ride stability, handling and precision.

The bike also benefits from the improved suspension/damping set-up in terms of
touring suitability, since lengthy trips are now more comfortable and less
tiring for this reason.

The optimized connection with the road surface, especially due to the new
suspension/damping set-up and the new wheel/tire dimensions, means that the new
R 1200 GS is also considerably more dynamic. Its precise handling allows the
motorcyclist to adopt a very sporty style while retaining full controllability
and without requiring excessive physical effort.

Off-road the rider of the new R 1200 GS benefits from a tighter connection with
the ground, too, as well as appropriately adapted control strategies which
generate a much greater sense of trust in the vehicle.

While the frame of the R 1200 GS previously consisted of an upper frame to
support and position the Telelever and the rear frame with integrated swingarm
mount and welded on rear section, the chassis of the new R 1200 GS is now made
of a continuous steel bridge frame with a bolt-on rear frame. The latter offers
particular benefits in terms of maintenance. However, the integration of the
engine as a load-bearing element has been retained as this is beneficial to the
bikes weight and rigidity.

CHASSIS

Optimised Telelever at front and EVO Paralever at rear for an even more precise
ride feel.

As before, the triangular swingarm in forged aluminum is supported by the
engine housing. The outstanding underlying principle of this type of front wheel
control is the fact that it relieves the telescopic control of longitudinal and
transverse forces as well as separating wheel control from suspension and
damping, resulting in an unsurpassed degree of sensitivity of response in the
front section. A high level of ride precision and directional accuracy combined
with excellent ride comfort and anti-dive control are the fundamental advantages
of this design.


The Telelever has been geometrically refined for use in the new R 1200 GS, and
its excellent properties have been further optimized. While retaining the same
degree of rigidity, the fork tube diameter of the telescopic control was reduced
from 41 to just 37 millimetres. This means that in spite of integrating
radiators in this area, it was still possible to retain the existing steering
angle of +/- 42 degrees, ensuring excellent manoeuvrability and slow riding. In
combination with a more rigidly designed trailing arm, the overall result was
even higher steering precision and transparent feedback in the front section. As
before, the entire Telelever is designed to be maintenance-free with its
encapsulated ball joints and permanent lubrication as well as a lifetime filling
of the telescope tubes with oil.

In the patented rear wheel control system EVO Paralever it was possible to
provide improved protection for the lower spring strut area against potential
damage during off-road riding by means of the wrap-around swingarm. Due to its
more rigid housing in the main frame, the progressive damping spring struts at
front and rear now respond much more sensitively as well as having considerably
increased damping reserves. With progressive damping, the progression of the
damping force depends on spring travel. On the one hand, it enables a very
finely tuned response even to the smallest road bumps, yet it still offers
plenty of potential for off-road use with harsher impacts and ground waves. In
spite of the much enlarged swinging arm length, the torsional stiffness of the
Paralever is the same as in the predecessor model.

At 190 and 200 millimetres, the spring travel at front and rear remains
identical to the predecessor model. The share of positive and negative spring
travel also remains the same. It is 122 to 68 millimetres at the front and 135
to 65 millimetres at the rear.

The rear spring strut has 12 rebound-stage damping adjustment settings and also
a handwheel for adjusting the spring mount (spring preload) so as to enable
continuously variable hydraulic adaptation to the personal needs of the rider.


The new R 1200 GS also meets the need for greater off-road suitability by
offering increased ground clearance. This is now 195 millimetres - 8 millimetres
more than before. The increased ground clearance was not achieved by extended
rebound travel in the wheel control, but by adapting the conception of the
vehicle as a whole.

Semiactive suspension: BMW Motorrad Dynamic ESA for optimum riding dynamics in
every situation as an ex works option and BMW Motorrad Integral ABS as standard.

With the optional Dynamic ESA, BMW Motorrad offers an electronic suspension
which taps into a whole new range of possibilities as well as providing maximum
riding safety and performance. This semiactive suspension monitors the vertical
movement of front and rear wheel control in travel and speed as well as other
parameters by means of a spring travel sensor in each position and adapts the
damping automatically to the situation depending on riding conditions and the
manoeuvres being carried out by the rider. Dynamic ESA also responds to an ABS
control brake manoeuvre, for example. Damping adjustment of the spring struts at
front and rear is effected by means of electrically controlled regulation
valves.

The drastically improved contact between road and tyres means that the new R
1200 GS is able to provide a previously unequalled sense of security on very
uneven roads and when riding off-road.

Dynamic ESA does not work as a self-contained system, but is able to communicate
with the other control systems of the R 1200 GS  BMW Motorrad ABS as well as
Automatic Stability Control ASC  via CAN bus.

What is more, the basic settings of Dynamic ESA are linked to the riding modes
Rain, Road, Dynamic, Enduro and Enduro Pro, which can be conveniently
selected by the rider at the press of a button. Each of the riding modes gives
the rider a damper setting as recommended by BMW Motorrad experts. The mode
switch can be used to adapt the overall characteristics of Dynamic ESA, engine
control (characteristics), ABS and ASC to the given situation by selecting the
various modes with their respective settings. What is more, the damper setting
can be tailored to personal preferences in all modes, ranging from soft to
normal and hard by means of the ESA switch on the end of the left
handlebar. The load settings for one person, one personal with luggage or two
persons are also set using this switch, just as the rider prefers.


In Rain mode, the dampers have a soft basic set-up. In order to ensure maximum
safety when accelerating, ASC is set for early control intervention in Rain
mode. ABS is adjusted for use on the road.

If the rider selects the Road mode, Dynamic ESA shifts to a tighter setup. ASC
ensures optimum traction on dry roads and the ABS is also configured for road
use.

In Dynamic mode, Dynamic ESA provides an even tighter damper setting which is
entirely geared towards a sporty style of riding on the road. In this profile,
ASC characteristics are further tightened, even enabling experienced riders to
perform light drifts. Here again the ABS setting is geared towards road use,
while also providing a more dynamic throttle response.

The Enduro mode provides a high-traction damper setting for off-road riding.
Here ASC provides for more slip on the rear wheel, allowing light off-road
drifts. The ABS setting is designed for running over loose surfaces such as
gravel with road tyres, which have a higher approved level of slip. As on the
road, the ABS operates with a part integral function: in other words when the
front wheel brake is activated, part of the brake force is directed to the rear
wheel. This is a feature which offers a high level of safety over rough terrain,
too. Here the control strategy is designed so that wheel lock is prevented while
still allowing effective deceleration. Increased ride stability and a greater
sense of trust are the pleasing result.



An additional coded plug enables the rider to access the Enduro Pro mode for
more ambitious off-road riding. This setting provides significantly increased
bottom-out reserves. In this mode - reserved solely for off-road use with
studded tyres - experienced motorcyclists can deliberately make the rear wheel
of the R 1200 GS break out due to ASC intervention adjusted to professional
enduro use. The ABS characteristics are specially adapted to this type of sporty
use since control is specifically geared towards riding on loose surfaces with
studded tyres. What is more, ABS does not act on the rear wheel when the rear
brake is applied. Deactivation of the part integral function means that the
front and wheel brake operate entirely separately from one another, in keeping
with the preferences of an experienced enduro rider, also allowing so-called
initial brake drift before hairpin bends.

And when the coded plug is used, the individual Dynamic ESA setting is preserved
over a change of riding mode. Without the coded plug all settings are set to
default, e.g. when turning off the ignition. ABS and ASC can be manually
disengaged by the rider in all modes. With the coded plug inserted, the systems
remain deactivated when restarting the bike after having turned off the ignition
before.

Refined master chassis geometry data and long swingarm for excellent traction.
Even the previous R 1200 GS offered top-level response, leaving virtually
nothing to be desired in terms of handling, directional accuracy, steering
precision and high speed stability. For this reason, the master chassis geometry
has not been radically changed but merely slightly optimized. The Steering Head Angle has increased slightly to 64.5 degrees. Wheel castor is virtually
identical, having previously been 101 millimetres and is now 99.6 millimetres.
The wheelbase of 1507 millimetres has remained unchanged.

The length of the swingarm has been considerably increased. Previously 535.6
millimetres in length (measured from the swingarm centre of rotation to the
middle of the rear axle), the new figure is 588 millimetres. In practice, this
extension translates mainly into improved traction and thus more effective
transmission of drive forces for further improved performance. This is a benefit
which particularly comes into play in off-road riding and therefore over loose
surfaces.

New tire/wheel dimensions of 120/70 R19 at front and 170/60 R17 at rear as a
world first, tailored specially to the R 1200 GS.
In order to provide a fuller ride feel and more harmonious response, in
conjunction with increased directional accuracy and performance when braking and
accelerating, the wheel and tire dimensions of the R 1200 GS were recalculated
and defined over a number of highly involved development phases in collaboration
with well-known tire manufacturers.


The tire dimension 120/70 R19 is used for the first time ever in a large enduro
bike. As compared to the previous tire size of 110/80-19, the tyres for the
weight-optimized 10-spoke light alloy cast wheel enlarged to 3.0 inches
(previously 2.5 inches) offer a larger contact area, which has the effect of
producing higher levels of transferable cornering and deceleration forces. But
in practice, the rider benefits from more than just improved banking response
and increased power transmission during braking. A special tire contour tailored
to the new R 1200 GS also guarantees maximum neutrality when cornering as well
as the very highest level of riding precision.

A newly defined tire is also used on the rear wheel of the R 1200 GS to enhance
traction, cornering and ultimately riding dynamics, too. While the R 1200 GS
previously had a 150/70 R17 tire at the rear, a size 170/60 R17 tire now ensures
a significantly larger contact surface for better cornering and traction. In
keeping with the new tire size, the rim width of the likewise weight-optimized
10-spoke light alloy rear wheel has also been increased from 4.0 to 4.5 inches.

And in the R 1200 GS, too, the extensive BMW Motorrad options program allows
these to be fitted with cross-spoke wheels, especially for increased off-road
use. These have also been completely newly developed and are identical in size
to the standard light alloy cast wheels. In the course of redevelopment, the
light alloy rim was given a matt, robust and easily cleanable surface coating.

The weight-optimized hubs boast a finely wrought technical design and are
connected to the rim by stainless steel spokes.

Revised brake system with radially mounted Brembo Monobloc brake calipers and
BMW Motorrad Integral ABS as standard.
The BMW Motorrad brake system of the R 1200 GS - which like all BMW motorcycles
is fitted with ABS as standard - has undergone extensive revision. Radially
bolted Brembo Monobloc brake calipers with a piston diameter of 32 millimetres
(previously: 34 and 36 millimetres) are now fitted. The diameter of the master
cylinder of the handbrake pump has been reduced from 16 to 15 millimetres. The
diameter of the two floating brake discs is 305 millimetres as before.

The rear single disc brake still has a 2-piston floating caliper with a piston
diameter of 28 millimetres. Meanwhile, the diameter of the brake disc has
increased in size from 265 to 276 millimetres.



Main headlight with optimized light efficiency and LED daytime running light as
an ex works option.
Seeing and being seen as well as possible - these are crucial factors on which
the safety and therefore fun of motorcycling depend. This is why BMW Motorrad
also dedicated intense efforts to the development of a new lighting unit for the
R 1200 GS.

The new standard halogen headlight is not only considerably smaller than the
previous one. In terms of road illumination, too, it offers top-level lighting
technology for both low and high beam. Intensive tests in the BMW Group lighting
tunnel have generated light levels which - given the same light emission area -
achieve significantly better results in terms of perceptibility and vision for
night riding as compared to the competition.

BMW Motorrad offers an additional daytime running light with LED technology as
an ex works option. The unit consists of four LED modules and is integrated
underneath the main halogen headlight. The daytime running light allows other
road users to differentiate the motorcycle much more clearly, thereby offering a
huge safety benefit. What is more, the use of LED technology means a lower level
of energy consumption and an extended lifetime. The daytime running light is
switched on either automatically via a light sensor or manually instead of the
main headlight using the Daytime running light switch. When darkness falls or
when entering a tunnel, there is an automatic switchover to the halogen main
headlight, providing optimum road illumination to ensure excellent visibility.

Electrical system and electronics.
The first motorcycle in the world with main headlight featuring full-LED
technology including integrated daytime running light for even greater safety
when riding during the day and at night.

For decades now, BMW Motorrad has been regarded as a frontrunner when it comes
to issues of safety in connection with motorcycling. With its innovative
strength, BMW Motorrad established itself as a trendsetter very early on and
will continue to offer additional safety benefits for motorcycling.

The latest example of the innovative power of BMW Motorrad in this area is the
first ever full LED headlight with integrated daytime running light to be used
in serial motorcycle production, available as an option for the R 1200 GS.
Globally unique, this LED main headlight with daytime running function
illuminates the road with a level of brilliant clarity not previously known. The
headlights LEDs are strikingly distinctive and powerful with their double glass
lenses. The option also includes a rear light with two light bands, making for
an even more high-quality rear view.





The switchover between daytime running light and low beam can be set to
automatic in the instrument cluster menu.

With daytime running switched on, the motorcyclist benefits from significantly
increased perceptibility in the daytime and therefore increased safety. In
addition, there is the striking look of the horizontal U which - like the
light rings in the K 1600 models - will soon become an unmistakable trademark of
the new GS. LED technology with sophisticated cooling and decondensation
concept.
The light unit consists of two LED units each for low and high beam, as well as
four additional LED units for daytime running light and side light. These are
mounted on a central heat sink made of die-cast aluminum.

Behind the heat sink there is an axial fan. An additional air ducting element
directs the warm air onto the glass panel, thereby generating air circulation
inside the headlight. This air circulation ensures decondensation of the
headlight, also contributing actively to de-icing of the lens in winter.

Operating concept with Multi-Controller for the BMW Motorrad Navigator IV. If
the vehicle is to be fitted with a navigation device, it is advisable to order
the option Preparation for navigation device. It then automatically features
the so-called Multi-Controller which can be used for convenient control of the
BMW Motorrad Navigator IV. This is positioned on the inner side of the left-hand
handlebar grip and is therefore always within optimum reach. The advantage of
the Multi-Controller is that the riders hands can stay on the handlebars during
operation: it is not necessary to look for buttons.

Operation is carried out by turning up and down as well as toggling to the
left/right. This means that the most important functions, such as zoom or speech
output repeat, are convenient to operate. If the rider is using a helmet with
the BMW Motorrad communication system and this is connected to the Navigator IV,
the speech output volume in the helmet can also be controlled using the
Multi-Controller. By toggling the Multi-Controller to the right or left it is
possible to change between map view, trip computer and media player, for
example. Rotation of the Multi-Controller allows the volume of the BMW Motorrad
communication system to be adjusted. Within the menu, any turning or pressing of
the Multi-Controller causes the cursor to move and a menu point to be selected.



The BMW Motorrad Navigator IV, available as a special accessory, is integrated
in the vehicle electrical system. Data is exchanged between the navigation
system and the vehicle electrical system. For example, the navigation system
automatically relays the date and time to the instrument cluster or suggests the
nearest filling station when a certain residual range has been reached. It is
also possible to enlarge/reduce map sections by keeping the Multi-Controller
pushed to the right/left for longer.

This connection to the vehicle electrical system also provides other benefits.
The chassis number is transmitted so as to automatically release the Navigator
IV. There is no longer any need for a four-digit PIN to be entered for
anti-theft protection purposes when the Navigator IV is used in conjunction with
a motorcycle which is already stored on the device and therefore known. Up to
five different vehicles can be stored.

A lock cylinder with a single key locking system enables the Navigator IV to be
locked into its holder for anti-theft protection, making the device impossible
to remove.

Instrument clusters with customisable functions and on-board computer PRO as ex
works option.

The instrument cluster of the new R 1200 GS has a speedometer and rev counter -
each controlled by an electric motor - and an LC information display. The
lighting of the instrument unit automatically adapts to the level of ambient
brightness.

As a further development of the existing display philosophy, the instrument
cluster of the new R 1200 GS has two areas at the top and bottom right to which
the rider can assign information displays according to preference. These two
information displays are controlled ergonomically using the rocker switch on the
left-hand unit of the handlebars - the upper display with the top switch, the
lower display with the bottom switch.
The on-board computer has been included as standard in the new GS. Even in the
standard version, it offers access to a whole range of useful information.
Meanwhile, the so-called on-board computer PRO is available as an ex works
option featuring significantly expanded functions geared specifically to the
needs of enduro riders.

The set-up menu can be used to configure settings specific to both rider and
vehicle. For example, different languages and automatic activation of the
daytime running light are incorporated here.

New vehicle electrical system with partitioning of functions.

The new R 1200 GS is now the second BMW motorcycle after the BMW K 1600 GT/GTL
to be fitted with the innovative vehicle electrical system. It is based on the
previous system but features an altered partitioning of functions.

The use of CAN bus (Controller Area Network) and LIN bus technology (Local
Interconnect Network) enables significantly reduced wiring as compared to a
conventional system. This also reduces potential error sources as may occur in
conventional vehicle electrical systems due to the quantity of wiring and
numerous plug connectors - a key factor in ensuring all-round reliability.

As part of the further development process, the existing central vehicle
electronics was divided into two separate control units. One control unit - the
so-called Body Controller - performs all the basic functions to be found in
every BMW motorcycle. The second control unit is responsible for all suspension
functions of the Dynamic ESA.

Communication network and central diagnosis.
Up to seven control units (instrument cluster, ABS, engine control, Body
Controller (formerly central vehicle electronics), tire pressure control RDC,
Dynamic ESA (suspension settings), alarm system form a communication network
with the capacity to mutually exchange data. This means a simple, comprehensive
diagnosis of the entire system can be carried out centrally. The electronic
system filters out unimportant data and interference signals within a defined
tolerance and makes the system largely impervious to disruption such as
electromagnetic interference. The digital engine management unit (BMS-X) is not
only responsible for engine control, it also relays all data to the diagnosis
device.

Extended tire pressure control with gradient monitoring.
The tire pressure control function (RDC), available for the new R 1200 GS as an
ex work option, has been fitted with a new, lighter and more compact receiver
control unit and new wheel sensors. In addition to the existing warning
threshold for tire air pressure, the new control unit also enables gradient
monitoring. The gradient monitoring function detects a sudden loss of pressure
during travel (e.g. when running over a nail) and is able to provide an even
earlier warning for potentially dangerous situations. Loss of pressure over a
certain period of time - for instance, when the motorcycle is left to stand for
lengthier periods - triggers a warning too, thereby offering a higher level of
safety in this area.

Electronic immobiliser (EWS) for top-level anti-theft security.
The R 1200 GS is fitted as standard with an electronic immobiliser (EWS).
Controlled by a transponder integrated in the key, thiefproofing is activated at
the same level as that of BMW automobiles. When the ignition key is inserted in
the ignition lock and the ignition is switched on, a ring aerial integrated in
the ignition lock allows a chip in the key to communicate with the digital
engine management system where the EWS algorithms are stored. By means of a
so-called Challenge Response Procedure (the engine control unit issues a
randomly generated password - the challenge - and the ring aerial and key
answer with the required match - the response - to authenticate identity),
there is an exchange between the coded chip data and the EWS data which is
subject to continuous change. If the response of the ring aerial corresponds to
the questions asked, the engine control unit releases the ignition and fuel
injection and the vehicle can be started.

Alarm system.
Additional safety over and above the standard immobiliser is provided by the
alarm system , available as an ex works option. The alarm system detects
movements of the vehicle and if necessary generates a loud alarm sound.

Extended electric switch units.
The new generation of switches and hand controls is used in the R 1200 GS, as
already introduced with the K 1300 series - though here with an extended range
of functions. The function for the left and right turn indicators are clustered
in a function on the left-hand side of the handlebars. The hazard warning
flashers are activated via a separate switch integrated clearly visibly at the
top of the left-hand handlebar panel. The functions for low beam, high beam and
headlamp flasher are combined in a switch which is located near the left index
finger for convenient access. The horn is activated with the thumb.

The switch for activating the daytime running light and the rocker switches for
trip/info and ABS/ASC/ESA are still placed at the left-hand end of the
handlebars.

Activation of the heated grips is integrated compactly and within convenient
reach in the right-hand control unit. The position of the heated grip is
displayed by means of symbols in the LCD display in the instrument cluster.

The functions for starter and kill switch are conveniently combined in a rocker
switch at the right-hand end of the handlebars. This guarantees that when the
start button is activated, the kill switch is not left on by mistake, ensuring
that the vehicle can be reliably started.

Functionality and robustness - the BMW GS styling.
For over 30 years, the design of a GS has stood for both supremacy and boundless
riding fun, both on and off the road. BMW Motorrad presented the R 80 G/S in
1980, a motorcycle which founded the completely new segment of the
large-capacity travel enduro.

Today the R 1200 GS is the icon of its segment, presenting developers with both
obligations and aspirations. The masculine presence conveys a powerful sense of
robustness, great endurance capacity and excellent functionality. These are
qualities which make the model an established factor in the motorcycle market
when it comes to extended tours and exploring faraway landscapes. The ergonomic
upright seating position makes it especially comfortable to ride and excellently
suited to all forms of travel. The generous ground clearance ensures the machine
can be universally deployed in all terrains, its numerous different types of
luggage facilities making it versatile for long tours, too.

The aim in creating the body and design of the new R 1200 GS was to firstly
preserve this fundamental emotional trust in the tried and tested virtues of the
BMW Motorrad GS with boxer engine, while achieving optimum refinement for future
years at the same time.

The design of the new R 1200 GS: ergonomic, light and full of dynamic
performance. Even at first sight, the new BMW R 1200 GS powerfully symbolises
dynamic performance, agility and lightness - combined with the masculine
robustness which is the enduro hallmark.

Visible technology and authentic, segment-oriented design are blended in every
BMW motorcycle to form an attractive whole. The design of the new GS likewise
lends authentic expression to the machines qualities.

Design and body.
The flyline of the new BMW R 1200 GS.
The characteristically marked flyline now runs even more dynamically as compared
to the predecessor model. It runs boldly from the typically dipping beak,
creating a spray guard above the front wheel and also enhancing aerodynamics,
via the fuel tank down to the low seat and up again, finishing with the
elongated rear. Even at first sight it conveys the familiar GS look but with
fresh aesthetic appeal.

High-quality surfaces increase the sense of value.
The machine attains a high level of visual quality due to the interplay of
varying high-quality surfaces. In addition to various selected paint finishes
and grains, visible construction parts such as the gold-anodised fork and
various naturally anodised components such as the upper fork bridge and the axle
clamp blocks reflect the technological aspirations of the new GS.

Purist frame concept, light rear section.
The new R 1200 GS also gives visual expression to its functional construction.
The torsionally stiff tubular space frame lends the new BMW R 1200 GS a purist
technical touch due to the almost freely visible structure in the central and
rear area. In order to create a more dynamic appearance, the visual focus of the
new GS was shifted clearly towards the front. With its much slimmer waist and
the lightness conveyed by the rear, the design of the new BMW R 1200 GS
underscores its agile, dynamic character.

Vertical lines due to new air through-flow of the boxer engine.
The new water-cooled boxer engine creates revolutionary vertical lines.
Nonetheless the machine echoes the models hallmark appearance, still remaining
faithful to the classic BMW boxer look. The line now runs from the matt black
grained intake openings via the granite grey panels on the fuel tank down to the
new engine, expressing a sense of lightness. This effect is underscored by the
striking new radiator cover which makes for perfect flow through the radiator
due to an elaborate tear-off edge.

New GS logo.
The radiator cover bears the BMW logo and a revised GS inscription. For years,
the GS logo has been defined by the typical stencil typeface with its robust
character and vertical gap. The horizontal gap now gives the GS graphic an added
touch of dynamic flair. The type designation R 1200 likewise boasts a new
design.

Powerfully expressive front section highlighting the bikes resolute character.
The highly expressive front section of the machine has also been redesigned. The
innovative triple-section front panel carrier in magnesium bears the detailed
instrument cluster, windshield adjustment, lighting and beak. The carrier was
deliberately designed for greater visibility in the side area of the instrument
cluster and headlight so as to achieve a robust enduro look. The new handwheel-adjusted
windshield offers optimum wind protection with its wedge-like shape in spite of
being smaller. The headlights of the new BMW R 1200 GS remain faithful to the
typical GS dual headlight concept. These are now more closely merged, thereby
adapting to the new technical modernism conveyed by the vehicle as a whole. The
newly designed beak is now more angular and clear-cut at the ends, giving the
machine a resolute character.

High quality in detail.
A love of design is reflected in every detail of the BMW R 1200 GS. Every
component has its own distinctive sense of quality, achieved by BMW Motorrad,
based on refinement and excellent workmanship. For example, all the body screws
bear an engraved BMW inscription, and the key also has a high-quality finish
with a small BMW emblem.

Body features of the new BMW R 1200 GS.
The body features of the new BMW R 1200 GS range from the hallmark beak above
the front-wheel to the fuel tank and the side trim panels through to the seat,
highlighting the bikes powerful appearance.

More compact fuel tank design for improved knee grip and centre of gravity, and
adjustable handlebars for further improved vehicle handling.
The much slimmer waist of the new R 1200 GS in the knee grip area makes for
further improved off-road manoeuvrability, much simplifying the act of riding
while standing up. What is more, the shape of the fuel tank was calculated in
such a way that the decrease in fuel tank capacity barely influences the centre
of gravity of the new R 1200 GS, ensuring maximum consistency in terms of ride
response.

Ground reach for the feet was also improved due to the slimmer waist. The inner
leg length is now 1870 mm at a seat height of 850 mm (-20 mm to predecessor
model) or 1910 mm at 870 mm seat height (-30 mm to predecessor). For solo riding
and for more active off-road riding the passenger footrests can now be
dismounted quickly and simply complete with extensions.
The new handlebars in double-butted aluminum tubing have increased in size in
the mounting area from 28.5 to 32 millimetres. The enlarged diameter results in
greater stability as well as increased torsional stiffness - achieved by greater
surface pressure. Within the two clamps, the handlebars can now be twisted by 10
degrees, resulting in a change of grip height of 20 millimetres to adapt to the
riders individual needs.

Seat with multiple adjustment functions for perfect ergonomics.
BMW Motorrad has always attached particular value to refined ergonomics in the
products it develops. After all, riders will only ride well if they really feel
comfortable on their motorbike. For this reason, the seat of the new R 1200 GS
is narrower in the front section for greater freedom of movement off-road, but
has a broader thigh rest for tangibly increased ride comfort. What is more, it
is adjustable to two heights (850 and 870 millimetres) as well as in terms of
tilt angle. The passenger seat also offers a length adjustment function. The
front position allows the passenger to select a seating position closer to the
rider. It also provides a big enough gap from the topcase, allowing a leaning
seated position for increased comfort. Closer contact between the rider and
passenger supports ride stability and agility, and, when accelerating sharply,
the rider benefits from a pelvis support on the passenger seat, too. Meanwhile
the back position provides both rider and passenger with generous space.

But BMW Motorrad also offers a range of alternatives here as part of its
extensive range of special accessories. For example, there are adjustable, lower
(820 mm) and higher (870 mm) seats as well as the rallye seat.

Innovative lightweight construction: front carrier made of magnesium. As
mentioned above, the innovative triple-section front panel carrier in magnesium
bears the detailed instrument cluster, windshield adjustment, lighting and
beak. It is made of a particularly tough, and therefore extremely break-proof,
magnesium alloy (AM50) and is manufactured using the die-cast method. The
surface is initially treated for anti-corrosion protection with a final powder
coating in Nürburg silver. As compared to the predecessor model, this solution
has meant a weight saving of 60 per cent. The development process ensured that
lightweight construction and the use of innovative materials did not allow the
robustness of the motorcycle to suffer in any way.

Windshield with one-hand operation for excellent wind and weather protection.
The windshield was also optimized in keeping with the character of the new R
1200 GS. It now offers improved wind and weather protection and can also be
simply adjusted by means of an easily accessible wheel in the area of the
instrument cluster, which was developed according to ergonomic principles.
Technically speaking, the adjustment is effected by means of a worm gear
mechanism patented by BMW Motorrad. By means of intensive work in the wind
tunnel it was possible to significantly reduce noise (-5dB(A) at 180 km/h with
the windshield up) and turbulence in the head area of the rider and passenger.

Nonetheless, the extensive BMW Motorrad program of special accessories once
again offers alternatives here. For example, the new R 1200 GS can be customised
with a tinted windshield.

Number plate carriers quick to dismount for off-road riding.

For energetic off-road riding, the number plate carrier of the new R 1200 GS has
been designed as a quickly dismountable unit. It is attached simply by means of
two screws under the seat.

Options and special accessories for a wide range of customisation opportunities.

An even more comprehensive BMW Motorrad program of options and special
accessories will be available for further customisation of the new R 1200 GS in
future.

Options are supplied directly ex works and are integrated in the production
process. Special accessories are installed by the BMW Motorrad dealer or by
customers themselves. These are features which can also be retrofitted.

Options.
 ASC (Automatic Stability Control) and ride modes.
 Tyre pressure control (RDC).
 Semiactive suspension Dynamic ESA.
 Preparation for navigation unit.
 Alarm system.
 Heated grips.
 White LED white turn indicators.
 Exhaust system, chrome-plated.
 Riders seat, low (820 mm).
 Lowered suspension.
 Cross-spoke wheels.
 LED headlight with daytime running light.
 Daytime running light.
 On-board computer PRO.
 Case holder left/right.
 Hand protector
 Cruise control.
Active package.
 ASC and ride modes.
 Cruise control.
 Daytime running light.

Comfort package.
 Case holder left/right.
 White LED turn indicators.
 Hand protectors.
 RDC.
Touring package.
 Dynamic ESA.
 Case holder left/right.
 Exhaust system chrome-plated.
 Heated grips.
 On-board computer PRO.
 White LED turn indicators.
 Hand protectors.
 Preparation for navigation unit.

Dynamic package.
 Dynamic ESA.
 ASC.
 Ride modes.
 Preparation for navigation unit.
 LED headlight.
 LED white turn indicators.
 On-board computer PRO.

Special accessories.
Safety.
 Enduro crash bars.
 Enduro engine guard.
 Safety screw for oil filler neck.
 Alarm system.
 Headlight guard (for off-road use only).
 Hand protectors.

Storage program.
 Vario case left/right.
 Vario topcase.
 Topcase holder for luggage carrier.
 Luggage carrier instead of passenger seat.
 Liners for Vario case.
 Liner for Vario topcase.
 Back pads for Vario topcase.
 Case holder for Vario case.
 Tank rucksack large, waterproof.
 Tank rucksack small, waterproof.

Design.
 White LED turn indicators.
 LED additional headlight.

Sound.
 Akrapovic sports silencer .

Ergonomics and comfort.
 Rallye seat with luggage panel (890 mm, not adjustable).
 Riders seat (850 / 870 mm).
 Riders seat, (830 / 850 mm).
 Riders seat high (870mm / 890 mm).
 Footbrake lever, adjustable.
 Rider footrests with sprung interior panel, adjustable.
 Wide footrests.
 Windshield, tinted.
 Heated grips.

Navigation and communication.
 BMW Motorrad Navigator IV.
 Function Navigator pouch.

Maintenance and technology.
 Additional power socket.
 LED lamp for charging socket.
 On-board toolkit.
 Paddock stand.
 Battery charger.
 Lock barrel repair kit.

BMW Motorrad rider´s equipment matching vehicle paint finishes.
 Enduro helmet.
 Rallye suit.
 Rallye gloves.
 Rallye GS Pro boots.
 GS Dry suit.
 GS Dry gloves.

The new BMW R 1200 GS also expresses its sharper character and its universal
talents with a new color concept comprising four different colours for selected
components.

As a travel enduro for highly active riding and featuring innovative technology,
its colouring deliberately includes contrasts and a dynamic , very light effect.
The four main colours to choose from for the body - Alpine White, Racing Red,
Blue Fire and Thunder Grey Metallic - provide a fascinating contrast with the
silver engine housing and frame.

While Racing Red highlights the dynamic, sporty character of the new BMW R 1200
GS, Blue Fire gives it a markedly modern appearance. Alpine White as a BMW
Motorrad brand color highlights the traditional enduro genes of the new BMW R
1200 GS. Here BMW Motorrad especially emphasises the solid, masculine character
of the GS as well as its off-road aspirations. Meanwhile Thunder Grey Metallic
gives the new BMW R 1200 GS a sense of classic understatement with a striking
presence and elegance. The combination of various metal finishes underscores the
sophisticated, innovative technology of the new GS.



Designing the new GS 12 biggest upgrades:

1. Better Traction
By having a more compact engine and transmission, the engineers were able to
lengthen the swing arm to improve traction, especially off-road, while keeping
the wheel-base the same.

2. Wet Clutch
Were happy to have the smooth and easy shifting action offered up by the wet
clutch design on the six-speed transmission. Clutch service will be considerably
easier as its now accessed from the front of the bike, a big improvement over
the previous models that required splitting the bike in two pieces to access dry
clutch.

3. One hand adjustable windscreen
Finally, a windscreen you can adjust with one hand! This innovative design
allows you to turn a knob with just one hand to change the position of the
windscreen to maximize protection from the weather and minimize buffeting.

4. Exhaust moved to the right side
We recently spoke with Hans Blesse, who is currently the head of BMW North
America, about his time as the head of product development where he oversaw the
liquid-cooled R1200GS project. He told us about the time their product team
noticed that many of them had burn marks on their trousers after a day of riding
the previous version of the GS. They noted that most people stand on the left
side of the motorcycle when maneuvering the bike. This is the same side the
exhaust pipe was on, which burned many a pair of expensive riding pants. From
that point on, the team decided to put the exhaust on the other side of the bike
and the rest of the bike was designed around that criteria!

5. Price
The base price for the new R1200GS is actually less than the previous model,
however many of the best features will only be found on premium package versions
of the new GS.

6. Electronic Cruise Control
Great for touring, the electronic cruise control is a convenience that
long-distance riders want.

7. LED Head light
This is the worlds first production motorcycle with a LED main headlight, which
also features an integrated daytime running light. Once again BMW has introduced
cutting edge technology, plus the LED day light just looks cool!

8. Semi-Active Suspension
The new R1200GS gets the same semi-active suspension package developed for the
BMW HP4 superbike. This Dynamic ESA (electronic suspension adjustment) not only
allows user to select riding profiles, but also monitors the movement of the
front and rear wheels 100 times per second and automatically adjusts the
suspension to fit the riding conditions.

9. More Power!
The new liquid-cooled engine produces 123hp and 92 ft-lbs of torque at 6,500
rpm, making this bike that much more exciting to ride on the tarmac.
Additionally, the new liquid-cooled motor achieves 6% better fuel economy over
last years model. It also sounds fantastic!

10. Push-button profiles
The 2013 BMW R1200GS has five riding modes (Rain, Road, Dynamic, Enduro & Enduro
Pro), which optimize the Automatic Stability Control (ASC), Anti-lock Braking
System (ABS) and Dynamic Damping Control (DDC) semi-active suspension. This
allows the rider to change the traction control, brakes and suspension with one
button to optimize the bike for different riding environments. The Enduro Pro
setting gives you full rear brake for sliding the rear of the bike around, while
retaining a bit of anti-lock for the front.

11. Narrow where it matters
A bike that is narrow in the middle is more comfortable to ride and easier to
handle. The designers at BMW spent many nights agonizing over small details to
get the bike as narrow as possible in the middle. The result is a huge
improvement in how the bike feels  while seated or standing.

12. Feel Light
By lowering the center of gravity and using dynamic dampening control, BMW has
created a bike that feels lighter than the previous version even though the
scale suggests no reduction in weight. Touratech CEO, Herbert Schwarz, rode the
new liquid-cooled R1200GS on a 4,000 kilometer trip through Madagascar. Upon
returning from the trip he said, The new bike feels 100lbs lighter than the
previous model even though the actual weight is the same.


{|  class="wikitable"
|- 
!Make Model
|BMW R 1200GS LC
|- 
!Year
|2013
|- 
!Engine Type
|Four stroke, two cylinder horizontally opposed Boxer, DOHC, 4 valves per cylinder, Intake 40mm, outlet 34 mm
|- 
!Displacement
|1170 cc / 71.4 cub in
|- 
!Bore X Stroke
|101 x 73 mm
|- 
!Cooling System
|Liquid / Air cooled
|- 
!Compression
|12.5:1
|- 
!Induction
|Throttle valve: 52 mm Carburetion: BMS-X Emission control: Closed-loop 3-way catalytic converter
|- 
!Fuel
|Premium unleaded (95 RON)
|- 
!Ignition
|BMS-K
|- 
!Alternator
|Three-phase alternator 510 W (nominal power)
|- 
!Battery
|12 V / 11.8 maintenance-free
|- 
!Starting
|Electric
|- 
!Electrical System
|Alternator 620 W Battery /Ah 12V/12 maintenance-free Headlight H7W / LED (SA) Starter 0.9 kW
|- 
!Exhaust Management
|Fully-controlled three-way catalytic converter
|- 
!Max Power
|92 kW / 125 hp @ 7750 rpm
|- 
!Max Torque
|125 Nm /12.7 kgf-m / 92 lb-ft @ 6500 rpm
|- 
!Clutch
|Anti-hopping wet clutch
|- 
!Transmission
|6 Speed
|- 
!Final Drive
|Shaft
|- 
!Gear Ratios
|1st 2.438 / 2nd 1.714 / 3rd 1.296 / 4th 1.059 / 5th 0.943 / 6th 0.848:1
|- 
!Transmission Ratio
|2.91:1
|- 
!Frame
|Construction type tubular steel bridge frame, engine self-supporting
|- 
!Front Suspension
|BMW Motorrad Telelever; stanchion 37 mm, central spring strut
|- 
!Front Wheel Travel
|190 mm / 7.5 in
|- 
!Rear Suspension
|Cast aluminum single-sided swing arm with BMW Motorrad Paralever; WAD strut (travel-related damping), spring preload hydraulically adjustable (continuously variable) at handwheel, rebound damping adjustable at handwheel
|- 
!Rear Wheel Travel
|220 mm / 7.9 in
|- 
!Front Brakes
|2x 305mm Hydraulically actuated twin disc brake, BMW Motorrad Integral ABS (standard, part intergal, disengageable)
|- 
!Rear Brakes
|Single 275mm disc, 2 piston caliper, BMW Motorrad Integral ABS (standard, part intergal, disengageable)
|- 
!Front Wheel
|Cast aluminum wheels and spokes or laced wire spokes
|- 
!Rear Wheel
|Cast aluminum wheels and spokes or laced wire spokes
|- 
!Front Rim
|3.00 x 19 in.
|- 
!Rear Rim
|4.50 x 17 in.
|- 
!Front Tire
|120/70 R19
|- 
!Rear Tire
|170/60 R 17
|- 
!Wheel Castor
|99.6 mm / 3.9 in.
|- 
!Steering Head Angle
|64.5 °
|- 
!Dimensions
|Height 1450 mm / 57.1 in. Width 953 mm / 37.5 in. Length 2210 mm / 87.0 in.
|- 
!Wheelbase
|1507 mm / 59.3 in.
|- 
!Seat Height
|850 mm - 870 mm / 33.4 in - 34.2 in
|- 
!Dry Weight
|205 kg / 452 lbs
|- 
!Wet Weight
|238 kg / 525 lbs
|- 
!Fuel Capacity
|20 Liters / 5.3 US gal
|- 
!Reserve
|4 Litres / 1.0 US gal
|- 
!Consumption Average
|5.7 L/100 km / 17.6 km/l / 41.4 US mpg
|- 
!Standing ¼ Mile
|11.7 sec
|- 
!Top Speed
|215.4 km/h / 133.8 mph

|}
== Videos ==
{{#ev:youtube|https://www.youtube.com/watch?v=SoLG6cdWLPI|600|center}}
{{#ev:youtube|https://www.youtube.com/watch?v=LXi-UjW7kuI|600|center}}
{{#ev:youtube|https://www.youtube.com/watch?v=ASxc7O8DxKo|600|center}}
{{#ev:youtube|https://www.youtube.com/watch?v=EjRjG_JTtzw|600|center}}
{{#ev:youtube|https://www.youtube.com/watch?v=7lRUgkr--jg|600|center}}

[[Category:BMW motorcycles]]