BMW’s R1200GS

Reinventing the adventure-tourer

by Bill Kresnak

BMW’s big GS line of bikes practically founded the adventure-touring movement 24 years ago. Since then, through 800 and 1,000 airhead versions, followed by 1,100 and 1,150 oilhead incarnations, GSes have established a well-deserved reputation as competent, do-it-all motorcycles that can—and occasionally do—take their riders around the world.

So when BMW announced it was upgrading the current 1150GS as the 2005 R1200GS, expectations were high.

And after riding the bike at its U.S. press introduction in Las Vegas recently, I can say that BMW has delivered everything fans were clamoring for in the new GS and more: more power, more torque, less weight and zootier styling.

BMW says the new GS is 98 percent new, with higher performance and weight reduction being the top goals of engineers. Their work is evident in nearly every part of the motorcycle.

Most impressive are the changes to the engine. Displacement is bumped 40cc, from 1,130cc to 1,170cc. But the engine also features the first-ever use of a gear-driven counterbalancer in a BMW opposed twin to smooth vibes. Twin-plug heads light off the fuel charge more completely, for additional power.

Coupled with the new motor is a new advanced engine-control system that includes a knock sensor to help protect the engine in high-load situations, allowing engineers to boost compression from 10.3:1 to 11.5:1.

The motor is still predominantly air-cooled, but has larger under-piston oil jets that flow more oil to remove heat.

The end result of all that? An impressive 18 percent jump in horsepower, from 85 to a claimed 100 ponies at 7,250 rpm. An added bonus is better fuel mileage and lower emissions.

Equally impressive is how much the new GS weighs. Through a careful weight-reduction program that involved not only big parts like the frame and front-suspension A-arm, but also small stuff like pistons, the machine is a whopping 66 pounds lighter than its predecessor, with claimed weights of 439 pounds dry and 496 pounds wet.

In the chassis department, a revised forged aluminum Telelever up front bolts to a frame that replaces the aluminum casting on the 1150GS with lighter and stronger steel tubes.

In the rear, a new shock features a system that increases compression damping dramatically near the upward limit of wheel stroke, to help prevent bottoming-out. The shock itself is adjustable for preload and rebound damping.

Other changes include a revamped transmission, with a larger clutch and helical-cut gears for quicker, smoother engagement and less noise. Plus, the six-speed transmission no longer employs the “wide-ratio” spacing of previous versions, which resulted in a large gap from fifth to sixth gear.

BMW also took steps to reduce required maintenance on these long-haul motorcycles. Improved bearings and other materials mean that you only need to change the transmission oil every 25,000 miles. And the GS’s shaft drive has a new forged-aluminum Paralever design that’s lighter than the previous cast piece, and is sealed for life. As BMW says, “Keep your toolbox shut—you’ll never have to change the final-drive lubricant.”

As usual with more recent GS lines, the braking system is about as trick as they come.

BMW’s ABS system features power anti-lock brakes that are linked. While the rear brake lever only squeezes the 265mm rear disc, the front lever clamps down on the twin 305mm floating front discs through an electronic power-assisted servo and, as appropriate, operates the rear disc as well. BMW says the system actively determines and applies the best front/rear brake pressure in real time.

The system also has one of the most thoughtful features of any ABS brake system: It can be disabled with a switch. This can come in handy, particularly on gravel and dirt surfaces. When disengaged, you’ll still have power brakes front and rear and linked brakes at the front lever, while the rear pedal operates only the rear brake.

Five-spoke wheels with traditional 110/90-19 front and 150/70-17 rear tires come standard, but buyers can opt for tubeless, cross-spoke wire wheels that offer greater resiliency for serious off-road adventuring.

The windscreen is adjustable via simple thumbscrews, and two optional saddles are available—one that is 1.2 inches taller and one that is 1.2 inches shorter than the stock 33.1-inch-high seat.

Get on the bike and ride it, and you’ll instantly appreciate how all of that stuff works together. I had a chance to ride the machine on a variety of road surfaces, from paved streets to dirt roads, with a bit of rocky trail thrown in. After two days, it was clear that the changes only made an all-around motorcycle better.

On the road, the 1200 doesn’t have the razor-sharp turning ability of a sportbike, but it corners surprisingly well, thanks in part to the leverage offered by the wide handlebars and the upright seating position. On a twisty road, a good rider on this bike could embarrass lesser riders on more focused machinery.

Meanwhile, the seating position is very comfortable, particularly for taller riders, who will appreciate the ability to stretch out and cover some miles.

Above about 5,000 rpm, you’ll start noticing vibes in the handlebars, but the new motor is dramatically smoother, and noticeably more powerful. Crack the throttle in sixth gear at any rpm, and the motor pulls hard, making freeway passing a breeze.

And the new transmission actually allows the word “slick” to be applied to the shifting of an opposed-twin BMW.

In true off-road conditions, the GS can still be a bit of a hefty fraulein, with enough torque, power and weight to get you into trouble if you’re not careful. But on gravel roads and dirt roads the big GS is in its element. Here, it’s poised and confidence-inspiring, thanks to a well-sorted chassis and ample power. Buy this bike, and you’ll find yourself searching out gravel roads just for kicks, guaranteed.

Priced at $15,100, the 2005 R1200GS is available in Ocean Blue Metallic, Rock Red Metallic or Desert Yellow Metallic. As usual, the GS has an extensive set of factory accessories, including heated handgrips (an extra-cost option) as well as hard luggage that includes two side cases ($750 a pair), a top box ($429) and a tankbag ($285).

Bottom line? The new GS is a significant upgrade of a classic, one that improves on its predecessor in several important ways. Whether you want to journey around the world or just look like you trekked through Africa on your morning commute, the 2005 R1200GS fits the bill.—Bill Kresnak

SPEC SHEET

Engine
Air-and-oil-cooled
horizontal opposed twin

Displacement
1,170cc

Carburetion
Fuel injected

Drivetrain
Six-speed
transmission
shaft drive

Seat Height
33.1 inches

Fuel Capacity
5.2 gallons

Dry Weight
439 pounds (claimed)

Price
$15,100