2010 R 1200 GS Preview
With the introduction of the new 2010 BMW R 1200 GS, BMW Motorrad is writing yet another chapter in the story of its highly successful GS models which, for almost three decades, have been the epitome of the large-capacity grand touring enduro.
Building upon the former generation of the BMW R 1200 GS, which already offered supreme power and performance as well as a broad range of practical riding qualities for long tours combined with supreme pleasure on winding country and mountain roads, BMW Motorrad is now enhancing this standard to an even higher level. A more powerful engine with extra torque, results in even greater driving dynamics both onroad and offroad.
The main features of the 2010 BMW R 1200 GS at a glance:
• New, even more dynamic engine now with two overhead camshafts per cylinder and valves in radial arrangement.
• Increase in engine output by 5 per cent to 110 hp at 7,750 rpm and maximum torque to 88 lb-ft at 6,000 rpm.
• Increase in maximum engine speed from 8,000 to 8,500 rpm offers a wider range of useful engine speed.
• Significantly better acceleration and torque.
• Electronically controlled exhaust flap for an aggressive muscular sound.
• Color variants of the R 1200 GS: Alpine White non-metallic, Magma Red non-metallic, Ostra Greymatt metallic, Sapphire Black metallic.
• Optional extras and accessories tailored to the model with BMW’s usual high level of quality.
• New additional headlight in LED technology for the R 1200 GS (accessory).
In its construction principle and fundamental layout, the new flat-twin engine is the same as the Double Overhead Camshaft (DOHC) engine on the BMW HP2 Sport. In its latest generation, the engine has been carefully updated and optimized for the R 1200 GS, tailored to the specific requirements of a grand touring enduro.
With the 1,170-cc Boxer engine on the former model already ensuring supreme power under all conditions and in all situations, the new R 1200 GS has even more to offer in virtually every respect. Delivering maximum output of 110 hp, increasing top engine speed by 500 to 8,500 rpm, and with an even broader range of engine speed, the new R 1200 GS is even more dynamic, powerful and muscular in terms of both torque and acceleration throughout the entire speed range — setting the standard once again for the grand touring enduro in terms of riding dynamics.
2010 BMW R 1200 GS | New DOHC cylinder heads
Designed and built at the outset for higher engine speed, the new flat-twin engine in the R 1200 GS, like the engine featured in the BMW HP2 Sport, comes with two overhead, chain-driven camshafts per cylinder. The valves are operated by very light rocker arms able to withstand high engine speeds due to their low weight alone. Radial arrangement of the four valves is accomplished by the compact combustion chambers. Like on the former model, the fuel/air mixture is ignited by two spark plugs (HP2 Sport: one spark plug), while the compression ratio remains at 12.0:1.
Thanks to efficient knock control, the R 1200 GS is able to run on premium (plus) fuel with an octane rating of 95-98 RON (maximum output is measured at 98 RON). Under certain conditions, there may be a very small loss of torque and a slight increase in fuel consumption as soon as knock control cuts in. On long tours where the rider might be required to use inferior fuel, the engine may also run on 91 RON regular fuel, using specific running data available as special equipment free of charge from the factory.
Horizontal arrangement of the camshafts in the direction of travel gives the new flat-twin engine two particular technical features: Each camshaft controls one intake and exhaust valve and, due to the radial arrangement of the valves, the cams come with a conical profile. To increase both output and torque, fuel volume has been increased throughout the entire speed range by increasing valve plate diameter over the former models from 1.42-1.54 inches on the intake side and 1.22-1.30 inches on the exhaust side.
Intake and exhaust timing on the two camshafts has been optimized in particular for supreme power at low and medium engine speeds and for even faster, free-revving engine performance throughout the entire range. To increase the free valve cross-section, valve lift is up by 0.415 inches on the intake and 0.365 inches on the exhaust side to 0.425 inches on both sides. Valve clearance is compensated by light semi-hemispherical shims.
2010 BMW R 1200 GS | More power and extra torque
The existing ratio of bore and stroke of 3.98 : 2.87 inches remains unchanged from the former model, as does the engine’s cubic capacity of 1,170 cc. Other features likewise carried over from the previous engine are the crankshafts and connecting rods as well as their mounts and bearings, while the two new cast-aluminum pistons have been re-designed to match the change in combustion chamber geometry.
Interacting with the upgraded intake system, now featuring black instead of silver throttle butterfly manifolds as on the former model, measuring 1.97 inches instead of formerly 1.85 inches (HP2 Sport: 52 mm/2.05″) opening clearance and with newly designed intake air manifolds and an air filter element with higher volume capability, the engine now develops maximum output of 110 hp at 7,750 rpm and peak torque of 88 lb-ft at 6,000 rpm. An oil cooler ensures stable engine temperatures even when riding to the extreme.
In all, the modifications to the drivetrain provide a significantly more homogeneous flow of power and torque throughout the entire speed range. In this process of technical development, the engine now features magnesium-colored cylinder head covers with two instead of the former four fastening bolts and come in new, even more dynamic design. A valve cover guard made of aluminum or plastic as well as a chrome-plated aluminum cylinder head cover are available as accessory items.
2010 BMW R 1200 GS | Electronically controlled exhaust flap
The exhaust system features two manifolds with the same design, length and diameter as the previous model, while a modified interference pipe regulates the change in vibration conditions in the exhaust system. Featuring an exhaust flap controlled by an electric motor as well as opening and closing cables, the 2010 BMW R 1200 GS provides a particularly throaty boxer sound naturally in full compliance with legal standards. To reduce ram pressure and improve the sound of the engine even further, the rear silencer remains the same in design as on the former model and comes with a completely new interior structure.
2010 BMW R 1200 GS | Six-speed gearbox and drive shaft
Power is transmitted as before by the proven six-speed gearbox with larger bearing diameters and a modified distance between the individual shafts previously changed
for the 2008 model year. In the process, the gear ratios were once again changed and the final drive has been modified from 2.82 to 2.91.
In conjunction with the new, even more powerful engine, there is significantly more torque throughout the entire range of engine speed. The new R 1200 GS also benefits from improved shifting with a power/travel curve for precise gearshift and clear feedback at all times.
The maintenance-free drive shaft to the rear wheel also remains unchanged, relieving the rider of annoying and time-consuming maintenance requirements, particularly on long tours.
2010 BMW R 1200 GS | Proven Suspension and ABS brakes
Like its predecessor, the new R 1200 GS offers an almost perfect synthesis of offroad and onroad riding qualities. As in the past, the stiff and torsionally-resistant suspension, front wheel control with the unique BMW Telelever, and the rear wheel incorporating the BMW Paralever provide first-class and improved riding qualities in combination with the new engine offering even more power and torque.
In conjunction with optional BMW Motorrad Integral ABS, extremely powerful brakes provide maximum safety even in critical situations. Optimum environmental compatibility is achieved on the new boxer engine through the most advanced exhaust gas management with a fully controlled three-way catalytic converter.
2010 BMW R 1200 GS | Enduro ESA
Designed and built for the specific requirements of a grand touring enduro, Enduro ESA Electronic Suspension Adjustment is available on the latest version of the R 1200 GS as an optional extra straight from the factory. Enduro ESA allows adjustment of the suspension under all kinds of riding conditions and with virtually any load level, simply by pressing a button. An important feature of the Enduro ESA is that it offers both an onroad and offroad mode within which the rider, choosing specific settings for the spring base and damping, is able to adjust the suspension even more precisely to specific needs and requirements.
As usual, Enduro ESA meets the particular requirements of a grand touring enduro by additional electrohydraulic adjustment of the spring base on the front spring strut. When riding offroad, this ensures a far smoother ride without the disadvantages otherwise experienced onroad, such as shorter negative spring travel or greater seat height.
2010 BMW R 1200 GS | Optimum ergonomics
The high-quality, sophisticated handlebar, constructed from a heat-treated aluminum tube, mounted with two asymmetrical clamps, facilitates turning by up to 180 degrees (as on the HP2 Enduro Sport) and may be adjusted in two ergonomically different positions. While the rear handlebar position for riding onroad and in less demanding terrain ensures optimum ergonomics particularly for the shorter rider, the front handlebar position offers advantages when standing up on the machine in rough terrain.
The hand protectors available as an accessory for the R 1200 GS are installed as standard equipment straight from the factory on the R 1200 GS Adventure. In the process of technically upgrading the successful R 1200 GS models, the instrument cluster has received a newly designed dial. And last but not least, the windshield now comes with larger hand-bolts with even better grip for adjusting its position with greater ease.