Launch: 2013 BMW R 1200 GS

BMW Motorrad unlocked the code to adventure riding a long time ago, and to this day the globe-trotting R 1200 GS still remains the jewel in its two-wheel crown, even with recent additions such as the powerhouse S 1000 RR sports bike. It’s the veritable cash cow that just keeps on giving.

The R 1200 GS has been a recurring pattern for 30 years -- privy to more tales of derring-do and adventure than anyone would care to remember, with a temperament allowing it to conquer just about any challenge. BMW Motorrad is fully aware that it’s set a gold standard that other manufacturers have been trying to emulate for years, but the fact remains the R 1200 GS was beginning to show its age – without a major update since 2004, save for a twin-cam modernisation a few years ago.

That’s why BMW gave its engineers carte blanche to completely overhaul the R 1200 GS in one fell swoop, and we first saw the fruits of that labour when it was unveiled at the 2012 Intermot motorcycle show – with water-cooling as the centrepiece of the redesign, and about the only carry-overs from the old model are the bore and stroke dimensions of 101mm x 73mm (1170cc), producing tasty power and torque figures of 125hp (at 7700rpm) and 125Nm (at 6500rpm).

In terms of heat management, the “wet heads” will undoubtedly maintain a more consistent engine temperature – not that the old air/oil-cooled Boxers ever really lost their cool with the ability to constantly take on fresh air – and there are also emission, fuel consumption and power benefits.

The ratio of heat management is now 35 per cent water and 65 per cent air, as opposed to 22 per cent oil and 78 per cent air on the old bike. Of course, water-cooling requires radiators, which means the new R 1200 GS is a few kilograms heavier than the old model – chicken feed in adventure riding land, really. One of the radiators was punctured on the launch though, which would not have been an issue in the days of yore…

But let’s face it: water-cooling isn’t the sexiest subject matter in the world, and what excites us about the 2013 model R 1200 GS are the all-new chassis, rider-by-wide throttle, five selectable riding modes (including a hardcore version for rear wheel steering enduro-philes), enhanced electronic suspension adjustment, and a suite of other bits and pieces such as the wet clutch, LED headlights, modern switchgear and easy-to-read instrumentation.

Traction control and the riding modes are available as part of a ‘Dynamic Package’ on the R 1200 GS, which costs $3150 over the standard base price of $21,250. The Dynamic Package also includes Dynamic electronic suspension adjustment, LED head lights, on-board computer Pro, preparation for a GPS device, and a daytime LED riding light.

Other options ex-factory are cruise control ($500), spoked wheels ($580), alarm ($505), low suspension ($250) and low seat black (free). Spoked wheels are a must for extended off-road use (although that didn’t stop me damaging a rim and getting a flat tyre…), while I can always go without cruise control -- but the choice is yours. And even if you don’t take the spoked wheels, you’ll have new cast-alloy ones to work with.

If you take an R 1200 GS with all options except low suspension, it will set you back $24,985 – that’s a lot of technology and muscle wrapped onto one package. There are also accessories galore, and a number of the launch bikes were fitted with crash bars ($627), a light protector (which is easy to remove for cleaning purposes, $195) and small tank bag ($285).

The engine and chassis changes have really hit the spot, particularly when it comes to dexterity on bitumen – an area where the R 1200 GS was starting to lag behind its competitors. But not anymore, as the bike now disposes of twisty roads without requiring such aggressive rider inputs through the bars, especially tipping into tighter bends. It’s more user-friendly and less exhausting, especially when there’s a bit of heat in the kitchen.
Surfing through the six-speed Boxer gearbox has never been so enjoyable.

That increased amenability on tarmac can probably be put down to a number of key aspects, including new tyre dimensions – wider and lower profiles, front and rear – a much more compliant  rear suspension, beefier brakes, more intuitive ABS, and the updated frame, which is now made from a continuous bridge frame with a bolt-on rear unit. The engine, which incorporates the gearbox and clutch into the housing for the first time in Boxer history, now has a higher rev ceiling of 9000rpm – another area where it has reduced the gap to its three and four-cylinder competition.

Taking advantage of that increased cornering ability – the new Metzeler Tourance Next tyres are the best dual-purpose hoops I’ve ridden on -- is a much more instantaneous throttle response with the ride-by-wire setup, especially in ‘Dynamic’ mode. BMW Motorrad calls it the “sportiest face of the new R 1200 GS”, and we agree, as it delivers the power with such a strong, succulent hit. It may even be too aggressive for some riders, but that’s the beauty of the ride-by-wire throttle: you can just retreat to a softer mode if you’re feeling the pinch.

On the R 1200 GS there are two milder modes below Dynamic: Rain and Road. And for off-road riding, there’s also Enduro and Enduro Pro. The throttle response on Enduro is the same as Rain and Enduro Pro replicates Road – but the off-road modes also permit higher levels of slip in traction control, and the ABS is also recalibrated for the more unpredictable terrain. In fact, in Enduro Pro disengages ABS on the rear brake altogether, answering a call made to BMW Motorrad by those GS customers after a more hard-core off-road experience. I’m no dirt muppet, but Enduro Pro is probably too much for me – as it will be for 90 per cent of R 1200 GS customers whose off-road forays are more laid-back, vista-soaking affairs.

Enduro Pro can only be activated when a plug (residing in a recess in the seat) is inserted into an attachment under the seat. It’s a simple process, and a no-cost option with the Dynamic ackage. BMW also recommends that off-road tyres are used with Enduro Pro, and that’s what we did on day two of the launch through a network of trails only a couple of hours out of Melbourne. It was pretty dusty work – but the lesser of two evils, as the launch was originally going to be held in extremely sodden parts of northern NSW.

Switching between the riding modes on the fly is simple -- make your new selection via a mode button, pull in the clutch and roll of the throttle.  Within seconds the change takes effect, and away you go, clearly marked on the dash. ABS can also be activated/deactivated on the fly too, which wasn’t a feature on the old model.

Traction control, or Automatic Stability Control (ASC) in BMW speak, can also be deactivated, but if it’s left on the level of intervention decreases as you go from Rain to Road to Dynamic. At the same time, the semi-active Electronic Suspension Adjustment (ESA) also makes automatic adjustments to the dampening as you toggle through the modes ie “soft” in rain mode, “normal” in Road mode, and “hard” in Sport mode. Those settings can be overridden in seconds with the ESA button eg you can use Dynamic mode with soft dampening, and so on.

The ESA button also allows the rider to adjust preload settings -- from one rider, to one rider with luggage, to two riders.

Riding the old model R 1200 GS – a necessity after the aforementioned flat tyre – really showed up the glaring differences between the two models. One of the first things that hit me is just how much heavier the throttle action is on the old bike – something I hadn’t been used to over the receding day-and-a-half. Mind you, a heavier throttle is not such a bad thing off-road, where an unintentional ‘blip’ of the throttle can occasionally send you off course in a hurry.

The ESA has also come along in leaps and bounds, and the different damping settings – soft, normal and hard – appear to work in a much wider range, so you can really find the setup you’re looking for. Traction control, working in concert with the five different riding modes, also offers a lot more freedom on the new bike, rather than the simple on/middle/off settings on the old.

There are also other bits and pieces on the 2013 model, such as the more streamlined switchgear and the easily accessible wheel to adjust the screen height (the wheel is located near the instrument cluster), which sets it apart from the old. And the wet clutch also offers a much more progressive feel.

Differences aside, both the old and new R 1200 GS feel pretty similar in the bush, although the skinnier tyres on the superseded bike probably helps it to slice and dice through some softer terrain (bulldust, etc) with a bit more conviction.

But if ABS remains activated, the 2013 GS really shows its hand when the Enduro modes are in play, because the system is far more in sync with slippery and uneven surfaces. Rudimentary ABS systems just don’t deliver the same intellectual vigour.

On the new bike, I felt most comfortable in third gear driving out of turns and, even though there are no recesses in the tanks to place your knees, it doesn’t feel awkward in the slightest to stand up and power slide out of turns – or what BMW says are “light off-road drifts”. The small tank bag also doesn’t get in the way, which means uer body movement isn’t compromised.

Motorcycling doesn’t get much better than blasting along a dirt road on a big adventure bike. Some people bemoan that these bikes are too big and bulky to really enjoy the hustle and bustle away from the bitumen, but there’s something to be said for playing with triple digits of torque and horsepower on wide, sweeping dirt roads. And the GS is one of the best exponents of the craft – more so than ever in its fresh guise.

Sure, wash-outs and really heavy, undulating terrain are still not the GS’s best friend, but that’s not in the bike’s design brief. Still, BMW has increased ground clearance by 8mm (to 195) on the new bike, while suspension travel (190mm front, 195mm rear) remains the same from the signature Telelever and Paralever setups.

Some bigger and sturdier footpegs would also be on the shopping list for more off-road leaning GS riders.

Colours for the 2013 R 1200 GS are Aline White, Racing Red, Thunder Grey Metallic or Blue Fire.

BMW Motorrad has turned another page in the R 1200 GS legend. It still has that unmistakable GS DNA, but by peeling off some of the antiquated layers of the past the rejuvenation is remarkable. It’s taken versatility to a new level. This is BMW’s most important bike, and anything less than the revamp would have been a disservice, particularly as the adventure opposition isn’t going away.

And to truly appreciate the 2013 R 1200 GS, spending the extra dosh on the Dynamic Package should be an obligatory port of call, as the enjoyment and aptitude it adds to the bike is just about priceless. The King has just tightened its grip on power.

TRANSMISSION
Type: Six-speed
Final drive: Cardan shaft
Clutch: Anti-hopping wet

DIMENSIONS AND CAPACITIES
Rake: Not given
Trail: 99.6mm
Claimed wet weight: 238kg
Seat height: 850/870mm (low seat option 820/840mm, with lowered suspension 790/810)
Wheelbase: 1507mm
Fuel capacity: 20 litres

OTHER STUFF
Price: $21,250 (Optional: Dynamic Package $3150, cruise control $500, spoked wheels $580, alarm $505, low suspension $250)
Test bike supplied by: BMW Motorrad Australia, www.bmwmotorrad.com.au
Warranty: 24 months, unlimited kilometres