Recent list discussions

[Ken_Ahrweiler@xxxxxxxxx (Kenneth Ahrweiler)]

Guys,
It seem that the recent posts to the list have been mostly about how
antiquated BMW's designs are and there is no reason for many members to
buy another etc,etc,etc. It seem to me this has been going on for weeks. 

Member Andrew Johnson sent a post to the list about a new BMW GS. It was
all about a RADICALLY new boxer engine, transmission and all kinds of
new design features. BMW usually introduces new designs on the GS model
and then incorporates them on other models. I'm guessing that I must be
the only list member to read the post. I would have thought by now that
would be the only subject on our list. I've cut and copied the text and
am posting it below. It's VERY,VERY long and VERY interesting. There is
always the delete key for those not interested.
- ----------------------------------------------------------------------------Pictures
of the bike can be seen at 
http://www.advrider.com/forums/showthread.php?s=&threadid=32285 
- ---------------------------------------------- 
13/01/04 
Since BMW launched the first of the GS models almost a quarter of a
century ago there are few corners of the planet that remain for its
successors to explore. The GS is without any doubt the number one choice
of long distance riders and circumnavigators and, despite a host of
imitators, has evolved as the definitive enduro and touring machine. The
current R1150 GS was launched in 1999. Loved by road and dirt bike
riders in equal measures, it became the company's best selling model and
would always be a hard act to follow. 
Enter the all-new R1200 GS. It's the all purpose bike that can take you
to the edge of the world the bike that will change your concept of
big "trailies" the bike that will tackle anything from commutes to
track days to desert rallies the bike that - more than ever before -
will appeal to non-BMW riders. 
Following an international press launch in South Africa, the R1200 GS
will be on sale in all BMW Motorrad dealerships from 13 March 2004,
priced at #9,275 on the road. All initial production will be fitted as
standard with ABS, hand guards and pannier fastenings. This
specification has been rationalised in order to maximise the initial
launch volume due to high demand worldwide. A non-ABS version will
follow later this year, possibly as a 2005 model, for production
starting in September 2004. The R1150 GS Adventure remains in the 2004
model range as the definitive bike for serious long-distance riding on
and off-road. 
The creator of the touring enduro genre sets new standards Please find
following a short summary of the key features of the new BMW R1200 GS:
New dimensions in dynamics, agility, riding pleasure and safety.
Excellent off-road qualities, plus on-road features, enhanced to an even
higher level. 
A reduction of 30kg (66 lbs) in weight has been achieved by
incorporating intelligent lightweight construction and the use of
high-strength materials. 
A new 1200cc flat-twin power unit, with balance shaft, delivers supreme
smoothness. 
Torque and output are increased by almost 18 per cent. Fuel consumption
has been reduced by eight per cent. Highly advanced, newly developed
engine electronics and the latest emission technology provide optimum
environmental compatibility. A quieter exhaust system but with a more
throaty sound. A new, six-speed gearbox with superior operation,
excellent running smoothness and easier gear shifting. A newly developed
lightweight Paralever with weight-optimised driveshaft. 
A new and lighter Telelever for even greater precision in front wheel
guidance. 
Extra-rigid running gear for supreme riding safety, outstanding
directional stability (up to top speed), superior handling and
unprecedented line-following through bends. Ultra-strong, cast
light-alloy wheels (cross-spoke versions are available as an option).
The latest electronic development ensures fewer cables and less weight.
Electronic immobiliser fitted as standard. Comprehensive after-sales
backup features a wide range of equipment and tailor-made accessories
are all to BMW's traditional high standard. More agility, power and
reduced weight provide maximum riding pleasure on and off the road 
The new BMW R1200 GS fulfils the original dream of the perfect touring
enduro - superior in every respect - delivering outstanding performance
and excellent comfort even during the longest tour. The superior
handling and agility also provide maximum riding pleasure on back roads,
mountain passes and winding country roads. With its new dry weight of
199kg the BMW R1200 GS is unique in its class and capable of tackling
even the toughest rides on the roughest terrain. The R1200 GS offers
remarkable harmony in its combination of off-road and on-road riding
qualities. With its predecessor, the R1150 GS uniquely successful for so
many years and having set the standards for the genre, the R1200 GS will
take its rider onto a new dimension - continuing the outstanding
tradition of the previous model but to an even higher level. The R1200
GS maintains all the traditional features and fortes characteristic of
BMW motorcycles: first class and extra-safe riding situations ensured by
more stable running gear; unique front wheel Telelever; and the newly
designed, weight reduced and geometry-optimised rear Paralever. 
High-performance brakes of the highest calibre together with BMW's
unique Motorcycle Integral ABS guarantee supreme safety even in a
critical situation. Superior environmental compatibility is ensured by a
fully controlled three-way catalytic converter with the most advanced
emission management technology - a feature on all BMW motorcycles for
years. 
Equipped with dual ignition, new Digital Motor Electronics (featuring
integrated knock control) and improved catalytic converters with
separate oxygen sensors for each cylinder, the R1200 GS advances BMW's
class leadership in the large volume touring enduro segment to an even
higher standard than before. 
A traditional feature, often taken for granted, is the maintenance-free
driveshaft, which is vital in helping to avoid the need for unpleasant
and time-consuming servicing - particularly on long trips. The
sophisticated new luggage system and a wide range of accessories -
available straight from the factory and tailored to the R1200 GS - also
prove that the new GS is continuing in the tradition of large-capacity
BMW touring enduros. These origins now stretch back almost 25 years to
BMW's first, revolutionary enduro, the R80 G/S, which was launched in 
1980. 
A new engine - even more powerful, comfortable, and cleaner In its
design principle and fundamental structure, the newly developed
flat-twin power unit of the R1200 GS follows the same standards as BMW's
former, proven engine. The new power unit is a completely new
development with fully revised and improved components. Optimisation of
engine geometry and the application of the most advanced simulation
methods serve to reduce the weight of the engine by 3kg, or eight per
cent, despite the larger capacity and wider range of functions. Engine
width remains the same. 
To date, this is the biggest engine ever seen in an enduro. The increase
in cubic capacity to 1,200 cc provides the foundation for the greater
output of 100 bhp and muscular torque throughout a wider than ever speed
range. The result is superior power useability under all conditions and
in all situations - clearly a great advantage on difficult off-road
terrain - with power and torque constantly available regardless of
engine speed, gear selection, or the conditions facing the rider.
Crankdrive and engine block - 1,200 cc and a balance shaft to eliminate
vibrations 
The most important innovation featured on the basic engine block is the
balance shaft, which is designed to eliminate unpleasant vibrations.
Despite a superior design principle - opposing cylinders provide
"perfect" balance of free mass forces (connecting rods and pistons
moving to and fro) - conventional flat-twin engines cannot run entirely
without vibrations. The inevitable displacement of the cylinders always
generates "circulating" mass forces (forces not acting on the same
level) causing unpleasant vibration, which the rider feels through the
handlebar, footrests and seat. The severity of such mass forces, and the
vibrations caused in this way, increases as a function of engine size
and, in particular, engine speed. 
This is why the engine of the R1200 GS is the first power unit in the
history of the Boxer engine to feature a balance shaft: Running in the
opposite direction, the shaft carries two balance weights 180 degrees
apart and exactly spaced to provide a counter-force which, superimposed
on the mass forces in the crankshaft, reduce vibrations to an absolute
minimum. This keeps running conditions smooth and comfortable through
the entire engine speed range, vibrations are dampened at low engine
speeds (in particular) without the flat-twin losing its bullish
character. 
The balance shaft itself is arranged exactly where it should be, saving
space through its intelligent and elegant concept: Running on
anti-friction bearings, the shaft is positioned within the countershaft
and is driven by a spur gear from the crankshaft (1:1 transmission
ratio). The rear balance weight is outside the oil cavity and bolted
onto the shaft - extending completely from one end to the other. The
front balance weight, in turn, is integrated in the drive sprocket. As
with the former engine, the countershaft serves to drive the oil pumps
and carries the sprockets driving the camshaft. The transmission ratio
of the countershaft versus the crankshaft is therefore 2:1, the
countershaft itself being driven by a roller chain. The crankshaft is
also a new design - it is now even more compact in the interest of extra
stiffness and the cranks themselves are even closer together (a
modification made possible, inter alia, by the narrower counterweights).
Despite the increase in lift from 70.5mm or 2.78 in to 73mm or 2.8 in,
this change in design helps to reduce weight by 1kg or approximately
nine per cent. To give the crankdrive the balance effect required, some
of the counter-masses have been moved to the flywheel and the drive gear
on the balance shaft. 
As before, the flywheel holds the single-plate dry clutch enlarged in
diameter from 165 to 180 millimetres (6.50-7.09in). The clutch lining is
free of asbestos and heavy metals; the pressure plate, membrane spring
and gear plate are balanced individually to allow easy and convenient
assembly of these components without any negative effects on running
smoothness. 
The structure of the pistons has been only slightly modified versus the
previous engine, the new power unit featuring lightweight box-type
pistons with three rings which, weighing just 410 grams, are once again
lighter than the former pistons (420 grams). The crankcase is a lot
lighter than before. Use of the most advanced computer methods together
with innovative casting technology serving to optimise wall thickness as
well as the stiffness and strength of the crankcase, has resulted in a
weight saving of 1.4kg. Well-conceived and effective solutions are also
to be found in - seemingly insignificant - details such as the crank
cavity air purge: To minimise undesirable pressure pulses within the
cavity, with air pressure going up and down as a result of piston
motion, a valve complete with membrane openings fitted here opens and
closes the air purge outlet automatically as a function of pressure
conditions in the crank cavity and at the same time provides a large air
purge cross-section whenever required. This serves to reduce pressure
fluctuations and air flow in the crankcase to a minimum, with an
advantageous effect on engine output, internal efficiency (reduction of
ventilation loss), oil foaming, and oil consumption - particularly at
high speeds. 
Modified cylinder heads 
Maintaining a basic design and configuration, the cylinder heads have
also been modified. From the outside they are recognisable by their
different contours with striking cornered valve covers. The principle of
chain-driven camshafts below the valve plane and the operation of valves
by means of tappets and rocker arms has been maintained. Quite simply,
this design concept has proven its qualities countless times - and
although it is not necessarily designed and laid out for high speeds,
the concept has confirmed its qualities and reliability even under tough
racing conditions in the BMW Motorrad BoxerCup. The big advantages of
arranging the camshafts in this way are the economic use of space
available (width of the cylinder head) and the ease of maintenance so
important both in everyday use and on long journeys (adjustment of valve
clearance). 
Valve diameter has increased by 2mm (0.79in): intake 36.35mm (1.43in),
and outlet 31mm (1.22in) versus the former model's 34mm and 29mm
respectively. To ensure better and more efficient dissipation of heat,
the outlet valves are filled with sodium. Valve duct design has been
modified to match the larger valve diameters and the duct contours have
been improved for dynamic flow conditions. In conjunction with the
increase in engine capacity, these modifications contribute to an 18 per
cent increase in engine output to 74kW (100 bhp) and torque to 115Nm (85
lb-ft). The final result is that the weight of the cylinder heads has
been reduced by 15 per cent. 
Internal oil cooling of the cylinder heads - already featured on the
former engine - has been adjusted to the higher level of output and
torque by improving flow conditions and avoiding any kind of throttle
effect. Oil cooling improves the dissipation of heat from the valve rim
and ensures a more consistent distribution of temperature within the
cylinder head. All this contributes to the engine's robust thermal
stability and helps to ensure the high standard of reliability so
typical of a BMW. 
New engine management featuring two oxygen sensors, modified dual
ignition and knock control 
The new R1200 GS increases the lead BMW Motorrad has in the area of
electronic engine management. The Digital Motor Electronics, codenamed
BMS-K (BMW Engine Management System), is an in-house development
tailored specifically to the requirements of a motorcycle. Specific
features include fully sequential fuel injection, integrated knock
control, faster processing of complex sensor signals by means of the
most advanced microelectronics, compact layout and low weight. The
principle of indirect air volume monitoring and control by means of the
throttle butterfly angle and engine speed (alpha-n control), carried
over from BMW's existing motorcycles, has been further enhanced on the
R1200 GS, creating a concept referred to as torque-based engine
management. 
The basic parameters that determine the optimum engine operation point
are still engine speed and throttle butterfly angle (monitored by a
separate potentiometer on each cylinder). Applying additional engine and
ambient parameters (such as engine temperature, air temperature, and air
pressure), engine management, together with control maps and correction
functions (contained within the system) tailor the injection volume and
ignition timing exactly to engine's current requirements. Taking many
factors into account, the system is able to control torque with supreme
accuracy, adjusting engine operating conditions perfectly in all
relevant parameters. 
Fuel is injected into the intake duct exactly as required and exactly on
time for the intake cycle of the respective cylinder (fully sequential
fuel injection). With one oxygen sensor being allocated to each
cylinder, fuel/air composition is controlled individually in each
cylinder according to current requirements. Both oxygen sensors are
arranged close to the engine in the respective exhaust manifold, thus
ensuring individual and even more precise emission management. Whenever
necessary, the fuel/air mixture can be adjusted much faster than before
and with individual control and adjustment of each cylinder. The
positive results of this process are exemplary emission management,
greater fuel economy, improved riding conditions, and an even finer
response to the rider's commands. 
BMS-K also incorporates all the functions of automatic idle-speed
control as well as cold start enrichment with warm-up control. An
appropriate increase in idle speed while warming up is ensured
automatically and exactly by so-called "idle-speed steppers" (controlled
bypass ducts for additional air) integrated in the throttle butterfly
manifolds, together with a corresponding adjustment of the fuel
injected. 
Featured in all BMW Boxers since 2003 (with the exception of the 850cc
power units), dual ignition has been further modified and improved on
the R1200 GS. The auxiliary spark plug is now arranged at the outer edge
of the cylinder, the ignition timing of both plugs being freely
programmable as a function of load and engine speed in order to further
optimise running smoothness, emission management, and fuel economy.
Referred to as "phase shift", this adjustment process is maintained
consistently all the way from part load to full load. In practice, this
means different ignition timing points on both spark plugs in defined
control map areas. When approaching full load, where dual ignition no
longer provides any benefits, the phase shift effect is so large that
the spark crosses over on the auxiliary plug in the expansion cycle (60
degrees at TDC). For all practical purposes this corresponds to single
ignition on the central spark plug under full load. The BMW R1200 GS
introduces a new system of knock control, never before used in a
motorcycle engine. Knock combustion is recognised by a solid-body sound
sensor matched specifically to the cylinders. Receiving appropriate
signals, the electronic engine management will recover the ignition
angle (i.e., it retards the angle) and protect the engine from possible
damage. Engine temperatures are also taken into account in evaluating
the signals and help to supplement the safety function. Benefitting from
knock control, the geometric combustion ratio on the engine has been
increased to 11:1, certainly a remarkable figure for an air/oil-cooled
engine with cylinders of this size. Fuel consumption also benefits - the
R1200 GS being almost eight per cent more fuel efficient than its
predecessor in the EU2 test cycle. Designed for unleaded fuel (RON 95)
the engine, thanks to knock control, can also run on lesser fuel
qualities (RON 91) sometimes found in other countries, without requiring
any kind of manual intervention or adjustment. Within available limits,
knock control adjusts the ignition angle automatically to the fuel on
which the engine is running. Interacting with a wide range of sensors,
knock control adjusts to even the most extreme conditions and
requirements, for example with the engine having to withstand extremely
high temperatures and thermal exposure in desert areas. To provide this
reliability, the electronic engine management adjusts engine operating
parameters to ensure supreme reliability under all conceivable operating
conditions. Intake manifold 
- - larger volume for an optimum cylinder charge Numerous examinations of
the entire cylinder charge process, taking the intake manifold into
account, were required in order to achieve an optimum charge cycle over
a wide range of engine speeds. By increasing the capacity of the airbox
to almost 9 litres, BMW engineers extracted the maximum from the
geometric conditions dictated by the machine (and the specific position
of the manifold) and by taking all ergonomic requirements into account.
To filter the intake air, the R1200 GS uses the paper filter system
already effective on the R1150 GS. In designing and configuring the
shape of the intake funnel, the engineers succeeded in creating a
perfect harmony of flow conditions and acoustic requirements (level of
intake noise). 
Exhaust system - sound engineering for low noise and flat-twin rumble
The exhaust system comprises of two manifolds, a pre-silencer with
catalytic converter, and a tailpipe muffler. The entire system as far as
the pre-silencer, fitted beneath the gearbox, is a twin-chamber
configuration made of stainless steel. Weighing exactly 10.7kg or 23.6
lbs overall, the emission system is approximately 33 per cent lighter
than on the former model. 
Flowing through the two single manifolds, exhaust gases merge in a
Y-shaped unit combining the two flow processes before continuing
straight into the pre-silencer that houses the central catalytic
converter. An interference tube close to the engine (between the two
manifolds) provides an appropriate balance of pressure and helps boost
engine torque at low and medium speeds. With cell density of 200 cell
units/square inch, the metal-based catalytic converter comes with a
rhodium/palladium coating combining high temperature resistance with a
long service life. 
By introducing a new tailpipe muffler, BMW Motorrad has succeeded in
creating an ideal mix of smooth torque, low noise and pleasant sound.
The interior structure of the muffler is based on the reflection
principle - an inner sleeve with absorption material serving
additionally to dampen high frequencies. 
The muffler is oval in shape, not only for aesthetic reasons but to
minimise the transmission of noise for even smoother and more pleasant
riding conditions. A further special feature is the pressure-controlled
valve integrated in the muffler which controls exhaust gas
counter-pressure for an additional reduction of noise under the engine's
primary running conditions at medium to low engine speeds. This keeps
engine noise at a lower level, but at the same time allows the rider to
hear that famous flat-twin rumble that everyone appreciates so much.
Alternator and starter are lighter than before. Apart from the engine's
mechanical components, the electrical ancillary units also help to keep
weight to a minimum. The R1200 GS features a newly developed,
lightweight alternator with a maximum power of 600W. The layshaft
starter has also been optimised for lower weight and - just like the
battery - is absolutely free of maintenance requirements. In all, the
total weight saving on the electronic components is 2.2kg or 4.9 lbs - a
17 per cent improvement. 
New six-speed manual gearbox with helical gears The R1200 GS retains the
proven principle of separating the gearbox from the engine. The
six-speed manual gearbox is a newly developed unit with features
significantly improved over the previous version. Weight has been
reduced to approximately 13kg or 28.7 lbs and for the first time BMW is
using high-strength helical gears with smoother and more gentle gear
selection thereby ensuring low noise and a high standard of refinement.
All gear increments are designed for active riding, meaning that sixth
gear is not an overdrive or economy gear, but has an appropriate "short"
transmission ratio. 
The gear shafts run on anti-friction ball bearings and the gears in
low-friction needle bearings. The ball bearings come in clean bearing
mounts to keep out even the finest particles. This allows longer
maintenance intervals and reduces servicing costs - only one gearbox oil
change is required every 40,000km or 25,000 miles. The gears are shifted
by means of a shift roller, shift forks and shift sleeves (as opposed to
shift gears used in the past) to ensure smooth positive engagement of
the gears. Made from aluminium, the hollow shift roller runs on ball
bearings. Detailed improvements to optimise friction on the shift box,
the shift shaft and forks improves gearshift operation and guarantees
accurate, safe engagement on all gears. Lightweight driveshaft and
Paralever swinging arm - an innovative variation on a traditional
principle An indispensable feature of the new R1200 GS (as on all BMW
Boxers) is the maintenance-free driveshaft extending to the rear wheel.
Having proven its merits for more than 80 years, this is the only
logical drive concept with the crankshaft in longitudinal arrangement.
In practice, this concept means supreme customer benefits - considering
that chain drive, despite many improvements over the years, is not
appropriate. Over the years, BMW has consistently improved the
driveshaft principle, meeting new requirements and demands in the
process. The biggest innovation came in 1988 with the introduction of
the Paralever swinging arm on the most powerful enduro at the time, the
BMW R100 GS. Using an additional pivot between the final drive and the
swinging arm, BMW's engineers were able to disconnect the unavoidable
reaction of the driveshaft from the swinging arm, thus eliminating the
often-criticised torque reaction effect, where the rear end moved up and
down when accelerating or braking. 
A further advantage provided by the Paralever is that the springs do not
harden when accelerating flat-out, providing a significant improvement
in traction - an important feature when riding up steep gradients on
rough terrain. 
Considering the significant benefits of a driveshaft, the higher weight
and increase in unsprung masses are immaterial (versus chain drive).
While in the process of developing the R1200 GS, BMW's engineers were
not satisfied until even this feature (more noticeable when an enduro is
used off-road) had ultimately been properly improved. Accordingly, the
entire transmission system of the new R1200 GS has been redesigned -
right through to the rear wheel. The result is a drivetrain that,
together with the much stiffer Paralever swinging arm, reduces weight by
approximately 10 per cent. Unsprung masses are lower and provide an even
more sensitive response on the rear wheel suspension that is already
acknowledged for it superior qualities. 
The main components of this new system are the axle drive and the
swinging arm itself. Made of an ultra-strong cast aluminium alloy, the
Paralever swinging arm (through its design and specific dimensions
tailored to load conditions) is even lighter than before but also
stiffer and stronger. 
The geometric configuration of the entire swinging arm has likewise been
modified, and dive compensation is now almost 100 per cent. With forces
acting on the final drive housing supported above the swinging arm,
ground clearance at this point is greater than before, efficiently
protecting the swinging arm (even on rough terrain) against damage
caused by rocks and similar objects. 
The swinging arm is a two-piece forged aluminium unit. Another new
feature is the re-configuration of the swinging arm mount, which has
been moved from the final drive to the rear frame - again in the
interest of extra strength and robustness under the most extreme
off-road conditions. 
The pivot point of the axle drive unit resting in the swinging arm has
been moved down to provide a more favourable geometric arrangement which
also incorporates greater stiffness. The bearing point, in turn, has
been reinforced to match the higher load and forces from the more
powerful engine. 
With its improved kinematics, the driveshaft no longer changes in length
as a result of geometric conditions. This also helps to save weight,
since the length adjustment unit formerly fitted is no longer required.
The shaft itself now comes as one single piece and - like before - runs
without oil in the shaft sleeve. 
The final drive housing is matched in size and dimensions precisely to
the inner contours of the angle transmission, avoiding even the
slightest waste of space. 
The crown wheel has been re-calculated and is also lighter than before;
the wheel flange is now made of aluminium in order to save weight. With
its larger diameter, the flange offers the wheel better support, with
additional weight-saving for the rear wheel (around the hub). The outer
sign of distinction and a visual highlight of this extremely compact and
elegant lightweight structure is the 50-mm hole drilled through the axle
pipe of the final drive housing. The final drive itself comes with
lifetime oil filling and this means that there is no need to change the
final drive fluid throughout the entire life of the motorcycle. In
re-configuring the design principles of the entire machine, assembly of
the final drive has been simplified and further refinements introduced.
The hollow axle sleeve helps dissipate heat from the final drive because
of its greater surface area and efficient flow effects. Signals for the
ABS brake system and the speedometer are read by a sensor directly in
front of segment pieces on the crown wheel - making the outer emitter
wheel, used on the former model, superfluous. The increase in diameter
of the drill holes on the wheel flange mean that five light wheel bolts,
measuring 10 mm in diameter and with longer expansion length, are used
instead of the former relatively heavy wheel bolts with a cone. This
means even greater safety when bolting on the wheels and allows use of a
smaller wheel bolt wrench (less weight in the toolkit). 
New running gear - stiff, higher strength steel tube frame The R1200 GS
retains the basic configuration of all Boxer suspension concepts - the
engine/transmission unit serves as a load-bearing element and the wheel
guidance components are bolted onto the frame. The Telelever
longitudinal arm pivots on the engine housing, as before. The actual
frame of the R1200 GS employs the front subframe, which supports the
Telelever at the top, and the rear frame with integrated swinging arm
mount. 
The engine/gearbox unit is bolted to the rear frame at four points and
onto the front frame at two points. This composite structure,
incorporating the drive unit, forms the motorcycle's load-bearing
framework. 
The two frame elements of the R1200 GS are lightweight structures in
what is called "truss" design: The front frame is a triangular structure
made of high-strength steel tubes welded together. It offers the great
advantage of highly robust support on off-road terrain, plus package
benefits and greater stiffness over the previous cast aluminium front
frame. Weight is unchanged. 
The rear subframe is also made of straight steel tubes welded together,
creating an overall low weight configuration of maximum stiffness and
strength. New features are the special mounts for the side-stand and
main stand and the rider's footrests, which are connected directly to
the rear subframe. The side-stand folds easily and conveniently even
when the rider is sitting on the machine. 
Refined Telelever ensures even greater rigidity To date, no other system
of front wheel guidance and support is able to match the functions and
qualities of the BMW Telelever (introduced in 1993 on the four-valve
Boxers). The revolutionary principle of the Telelever using a wishbone
to relieve the telescopic arm of longitudinal and lateral forces ensures
unprecedented, highly sensitive front-wheel response on all road
surfaces, and a tracking stability never before seen. The big advantages
of this design concept are supreme riding precision and accurate
response, combined with excellent suspension comfort and anti-dive
control. 
Refinement and modification of the front wheel geometry has further
improved the qualities of the Telelever on the R1200 GS. The
longitudinal arm is a new, extra-strong and light forged aluminium
component. In the interest of superior handling, front wheel camber has
been reduced by 5mm (0.20in to 110mm (4.33in), the steering head angle
remains at 62.9 degrees in standard position. A change in front wheel
kinematics eliminates brake dive to an insignificant residual effect and
is designed to give the rider more detectable feedback. The superior
stiffness of the Telelever has been further enhanced by increasing the
diameter of the support tube from 35mm (1.38in4) to 41mm (1.61in4)
and further contributes to the crisp and clear riding characteristics of
the R1200 GS. 
An important detail is the holes drilled into the lower fork bridge.
These efficiently distribute brake pressure to the steel flex, brake
hoses, for the right and left brake callipers, without the need for an
additional distributor unit. 
Featuring fully encapsulated ball joints, with permanent lubrication and
lifetime oil filling, the entire Telelever is completely
maintenance-free. 
Suspension with adjustable spring base and TDD spring strut at the rear
To optimise riding qualities when off the beaten track, the spring base
of the front gas-pressure spring strut is mechanically adjustable to
nine different positions in order to provide extra reserves under the
toughest off-road conditions. Spring travel at the front is 190mm
(7.48in) with a 68 mm (2.68in) to 122mm (4.80in) ratio in the basic
setting between the outward and rebound mode. Real-wheel suspension
incorporates a high-tech, gas-pressure spring strut with travel-related
damping (TDD) and infinite hydraulic adjustment of the spring base by
means of a hand-wheel. The damping effect in the outward mode is
manually adjustable. The travel-related damping principle was introduced
by BMW Motorrad for the first time in 2002 on the R1150 GS Adventure,
providing a progressive damping effect as a function of spring travel.
The machine therefore responds smoothly and comfortably to even the
smallest bumps on the road. Nevertheless, it offers adequate potential
for rough terrain with hard jolts and deep surface holes. Spring travel
at the rear is 200mm (7.87in) with positive (inward stroke) versus
negative (rebound). This is an increase on the basic setting, over the
former model, to a new ratio of 135mm (5.31in4) to 65mm (2.56in4).
Wheels and tyres - a free choice of cast or cross-spoke wheels The lucky
owner of a new R1200 GS has the choice of either high-strength
light-alloy cast wheels or BMW's well-known cross-spoke wheels. These
measure 2.50x19in at the front and 4.00x17in at the rear and run on
110/80-19in and 150/70-17in tyres repectively. Developed especially for
the R1200 GS, the light-alloy cast wheels with five double spokes are
stable and light. And while, at 0.1kg, the reduction in weight at the
front (versus the spoked wheel) is virtually negligible, weight
reduction at the rear is a significant 1.6kg, down by 12 per cent. The
big advantage of cast wheels is that they retain excellent running
smoothness and circular geometry throughout a long running life and are
easier to clean. This means they are particularly suitable when riding
on roads and untarred tracks. 
However, because of their special design and configuration, the cast
wheels on the R1200 GS, are also suited to moderate off-road conditions.
Gravel tracks, nature trails and the usual off-road tracks found all
over the world do not pose a problem to cast wheels as long as the rider
maintains a moderate style of riding and observes the elementary rules.
In practice, cast wheels reach their limit only when exposed to very
substantial loads over a long period - for example, on extreme tracks,
at high off-road speeds, and when jumping on rough terrain and
experiencing violent bumps and jolts. 
An ambitious off-road rider riding a R1200 GS, mainly off the beaten
track and mastering rough terrain at high speed should opt for BMW's
proven cross-spoke wheels. These are also a good alternative for the
rider not keen on enduros equipped with cast wheels. As before, the
particular arrangement of the cross spokes allow the use of tubeless
tyres. The spokes can be also be individually replaced. Brakes -
high-performance EVO brake and Integral ABS The R1200 GS is fitted with
BMW's well-known EVO brake system, which allows maximum stopping power
with minimal pressure on most BMW machines. Brake disc diameter is 305mm
(12in) at the front and 265mm (10.43in) at the rear. The R1200 GS comes
as standard with BMW Integral ABS, which has already been well proven on
the former model. Complete with on-demand deactivation when riding
off-road, Intregral ABS also features a semi-integral function where the
hand lever activates both brakes on the front and rear wheels. In
conventional mode, the footbrake lever acts only on the rear wheel brake
allowing precise application of the rear brake (only) under specific
conditions such as tight bends and rough terrain. 
The steel-clad brake lines not only look good but offer a slight
decrease in weight while ensuring an even more stable pressure point.
Innovations in the on-board network - the BMW Motorcycle Single-Wire
System (SWS) 
Another special feature of the R1200 GS is the new on-board electrical
system. The term Single-Wire System describes a highly innovative
on-board network using electronics and CAN-bus technology (Controller
Area Network) to offer functions and features never before seen.
Reducing the number and length of cables required, this network offers a
much wider range of functions than a conventional on-board network,
information being transmitted along just one single path (hence
"single-wire") as opposed to the double-wire system otherwise required.
Apart from a wide range of functions, the main advantages of this
intelligent combination of electrics and electronics are lighter wiring
harnesses, substantial resistance to interference, and a complete range
of diagnostic functions. A further point is that the system may be
flexibly expanded by simple updates. 
The basic principle of the Single-Wire System is to connect all control
units, sensors, and power-consuming items via one single, common wire in
order to form a complete network transmitting all signals regardless of
their subsequent function. In other words, all information is readily
available at all times for all the components. Signals are assigned and
transmitted to the respective power-consuming item at junction points in
the electronic system of each control unit. Here the signals, or data,
are processed and then used to activate the functions desired in the
respective component. This eliminates the need for elaborate cabling
(required for each function operating through a separate wire) thus
reducing potential effects and errors in a conventional on-board network
using a large number of cables. This is an important factor in
contributing to a system's high standard of reliability. All control
units are connected to one another and are able to communicate directly
and exchange data in a bi-directional mode. This allows simple and
comprehensive diagnosis of the entire system from one central point -
the electronics incorporate suitable programs in order to filter out
unimportant data and interference signals within a defined tolerance. It
therefore makes the system less sensitive to electromagnetic
disturbance. 
In all, the new R1200 GS comes in standard trim with three control units
(the cluster instrument represents a control unit in its own right). The
control unit for the Digital Motor Electronics (BMS-K) is not only
responsible for the engine management (already described) but also
transmits all data to the central diagnostic system. Central Suspension
Electronics (CSE) serves to mastermind the electrical units and
functions not specific to the engine. 
And if the motorcycle is fitted with Integral ABS and an anti-theft
warning system (as an option) the control units are also integrated in
the network. 
There is no need for conventional fuses at any point throughout the
on-board network, the electronic processor simply switches off the
function involved in the event of a short-circuit or malfunction.
Subsequent diagnosis will quickly trace and remedy the defect. Since
other functions are not affected, the network philosophy featured on the
R1200 GS therefore offers further advantages in reliability and failsafe
operation. 
The control units also provide relay functions, only the starter being
controlled via a conventional relay. 
The electrical system on the R1200 GS is supplied with power by a
low-weight alternator developing 600W at 40 amps. The maintenance-free
battery has a capacity of 14Ah. 
After 20 years experience in electronic engine management and 15 years
experience with ABS technology, by introducing this new on-board
network, BMW Motorrad has taken its next innovative step into a
successful future. 
Electronic immobiliser for optimum security To ensure optimum security
at all times, the R1200 GS is equipped with an electronic immobiliser as
standard. Controlled by a transponder in the ignition key, the
immobiliser offers the best in anti-theft security and maintains the
high standard found in BMW cars. As soon as the rider inserts the key
and switches on the ignition, a chip within the key communicates with
the electronic immobiliser integrated in the Digital Motor Electronics
via a ring aerial in the ignition lock. This allows the systems to
exchange and compare coded chip data and the electronic immobiliser
data. After confirming that the data and signals comply with one
another, the engine control unit will release the ignition and fuel
injection, allowing the rider to start the engine. This technology is
the best and safest immobiliser system currently available worldwide.
New instrument cluster in digital technology The new on-board electronic
system featured on the R1200 GS allows the introduction of a high-tech,
extra-light instrument cluster - based completely on digital technology.
Incorporating the speedometer, rev counter and the Info Flatscreen
Display, the instrument cluster replaces the former Rider Information
Display, providing permanent information on oil temperature, fuel level,
the remaining range of fuel in the tank, the time of day, and the gear
currently engaged. 
Both overall and trip mileage are presented on demand, and any
interference or defects are shown on the screen as a printed message.
The entire instrument unit is automatically illuminated as soon as the
weather gets dark, with precise control by a photoelectric cell.
Electric switches. 
Electrical switches and controls are also new. While the basic
arrangement of the switches and BMW's logic for operation of the
direction indicators have both been retained, the switches are now even
easier to use and reach, and are clearer with a more distinctive design.
Body and design - superior function combined with clear, distinctive
shapes 
Numerous motorcycle components are important to function and looks, much
more so than on a car. The fuel tank, for example, is not just a
container of fuel, but a highly significant design feature crucial
through its shape to the rider's seating position and the overall look
of the motorcycle. 
The same applies to the front fairing and windscreen, which not only
protect the rider, but also - in conjunction with the headlight - gives
the entire motorcycle its special "face". This characterises the look of
the machine and its front, side area. 
In BMW motorcycle language, the fairing components, the fuel tank, as
well as other function and control elements, are jointly referred to as
the "body" of the motorcycle. 
In its overall design and look, the R1200 GS stands for dynamism,
agility and lightness combined with the robustness typical of an
off-roader. Clearly structured and contoured surfaces interact to
provide clear and harmonious lines and create a feeling of tension and
excitement. Various surfaces finished in plastic, paint and aluminium
are assigned to specific functions, combining elegance and value with
the ruggedness rightly expected of an enduro. All visible technical
components are included in the design of the machine, the delicate
structure and light character of the rear subframe being enhanced and
accentuated by silver paintwork. The slightly curved, oval form of the
Paralever swinging arm combines superior stiffness with a slender and
dynamic look. 
The colour scheme - aesthetic, individual and full of style The colour
scheme offers a perfect blend of diversity and aesthetic style, setting
unique accents in the process. The owner is able to freely combine the
colour of the paintwork with that of the seat and side covers -
aficionados obviously have a wide range of choice. The three basic
colours are Ocean Blue metallic, Rock Red and Desert Yellow
non-metallic. Two seat colours (Light Grey and Black) as well as two
different colours on the tank side cover (Granite Grey and Black)
provide a total of 12 different combinations, each giving the motorcycle
its own particular character. 
Front fairing with adjustable windscreen Because of their functions the
components on a motorcycle obviously vary in design. Seen from the
front, the fairing, for example, is a typically striking and distinctive
sign of character and gives the GS its particular identity. At the same
time the component serves as the air guide for the oil cooler. The new
BMW R1200 GS provides a modern version of the design features boasted by
the former model, especially in the headlight area. Indeed, the all-new,
asymmetric dual headlight unit with the low and high beams varying in
diameter gives the GS its characteristic "face". At the same time the
reflectors in free-form technology, as well as the clear glass cover,
make it quite obvious that the entire headlight unit is new. The oval
design of the reflectors is not only up-to-date but also enhances
illumination of the road thanks to large light outlets. The windshield
adjusts to five different angles without requiring tools, offering
riders of different size optimum protection from wind and weather. The
two plastic side covers to the right and left of the tank come off
easily by means of rapid catches. Plastic tank with side covers The
20-litre fuel tank on the R1200 GS is made of special, extra-light and
impact-proof plastic. Two side covers made of thin aluminium and a
painted top cover give the tank its special shape and look.
Appropriately slender towards the rear, the tank offers good knee and
leg support when riding off-road or whenever the rider is standing
upright on the footrests. 
The seat - ergonomic design and greater variability of seat height.
Maintaining BMW's usual standard, the new two-piece double seat offers
the rider and passenger comfortable and ample space. The seat is not
only available in two colours, Grey and Black, but also adjusts to two
different heights for the rider - 840mm and 860mm (33.1in and 33.8in4)
respectively. With a higher +30mm (1.18in) seat and lower -30mm seat
available as special equipment, the customer is able to choose from four
different seat heights ranging from 810mm (31.94in) to 890mm
(3544), thus benefitting from unprecedented variability and freedom
of choice. 
In determining the ideal seat height and contour on the R1200 GS, BMW's
engineers and designers have applied a new dimensional criterion: the
rider's step length. Forming the entire distance between two resting
points of the rider's feet (measured across the inner length of the
legs) this criterion considers, not only the absolute geometric height
of the rider's seat, but also its shape and width throughout the
relevant area at the front. Even where geometric seat height is the same
as on the former model at 840mm (33.1in) and 860mm (33.8in)
respectively, this new seat design significantly improves the rider's
ground contact while keeping the knee bending angle (when riding) within
comfortable limits. 
Luggage rack and removable passenger seat - carefully conceived stowage
options even for bulky luggage 
Made of stable but light plastic, the luggage rack on the R1200 GS is a
new design and offers adequate storage space for additional luggage.
This is easy to fasten and transport safely thanks to the incorporated
lashing points. A further option is to fit a top box. The plastic cover
beneath the removable passenger seat serves as a flat loading area at
the same level as the top edges of the top box. It is functional and
practical all in one. Even after fitting the cases available as special
equipment, the rider has lots of space for additional baggage. Once
again, integrated lashing points are used for optimum security.
Ergonomic handlebar and hand grip design 
Made of thin-walled steel tubes, the strong and stylish handlebar easily
copes with the heaviest loads and is tapered at each end. Weighing only
slightly more than an aluminium handlebar, a steel unit is much less
prone to damage should the machine fall on its side (for example, on
off-road terrain) and allows emergency repairs. A further advantage of
the steel handlebar is the lower thermal conductivity of steel, which
retains heat when the machine is fitted with heated grips (available as
an option). 
The hand levers for operating the clutch and brakes have been optimised
for perfect ergonomics and are adjustable. At the same time the diameter
of the handles has been reduced to provide an even better grip. Optional
extras and special equipment - cases variable in size and a wide range
of customisation features 
A complete systems supplier by tradition, BMW Motorrad has developed a
wide range of customised extras and special equipment for the new R1200
GS. Optional extras are fitted directly at the Berlin factory during the
production process. Special equipment is fitted by the BMW motorcycle
dealership. 
Optional extras
Cross-spoke wheels.
Heated grips.
Anti-theft warning system.
Special equipment 
Higher seat for riders (+30mm/1.18in) versus standard seat - adjustable
(max seat height 890mm/35.0in). 
Lower seat for riders (-30mm/1.18in) versus standard seat - adjustable
(lowest seat height 810mm/31.9in). 
Case supports. 
Cases variable in size by single-lever control. Mounting plate for top
box. 
Top box.
Inner bags for cases/topcase.
Watertight tank bag.
Hand protectors.
Small cylinder protection hoops.
Large cylinder protection hoops. 
Anti-theft warning system (also available as an optional extra).
Additional power socket. 
BMW Motorcycle Navigator II. 
The cases and the top box are a new development. A unique feature is the
sophisticated, single-lever control function for adjusting the capacity
of the cases easily and conveniently: Both the cases and the top box may
be varied in size by nine litres, allowing the rider to adjust the
luggage system to suit individual space requirements. This also reduces
the width of the cases and the height of the top box when taking less
luggage. 
The left-hand case (the muffler side) offers a maximum capacity of 37.5
litres, the right-hand case holds up to 46 litres. With the top box also
offering a capacity of 46 litres, maximum storage capacity totals almost
130 litres. 
2. History of the GS Boxer 
The starting point in developing the GS in the late Seventies was BMW's
support of various teams in off-road events such as the famous Six Days
Trial. Indeed, off-road sports activities of this kind have a long
tradition of association with BMW, extending all the way back to the
Thirties when BMW Boxer motorcycles successfully entered the most
challenging off-road events time and again 
The final touch came with BMW's victory in the German Off-road
Championship in 1979. Some enthusiasts at BMW Motorrad GmbH, as BMW's
Motorcycle Division was officially called at the time, advised
management to develop a series machine for homologation based on the
experience gained with competition models. Tests with the first
prototypes were an immediate success, convincing BMW Motorrad to begin
the series development process. 
The world's first two-cylinder large enduro entered a market in 1980,
which up to that time had consisted exclusively of single-cylinder
models. Displacing 800cc and featuring a driveshaft and a single
swinging arm, the R80 G/S was a genuine sensation. Indeed, the new
machine opened up a brand-new, previously untapped segment - the segment
of large capacity, all-round touring enduros. The R80 G/S quickly became
the ideal motorcycle for committed globetrotters. Enthusiasts all over
the world soon learned to appreciate the power and performance reserves,
the long-distance comfort, and the often surprising off-road qualities
of BMW's touring enduro. On-road riding pleasure was ensured by the
G/s's relatively high level of power, abundant torque (even at low
engine speeds), superior riding stability and excellent handling. BMW
off-road machines participated in the long-distance Paris-Dakar Rally
taking team riders all the way to Senegal in West Africa. On its third
try in 1981 the Boxer, with its efficient engine cooling, a low centre
of gravity and superior ease of maintenance (thanks to its driveshaft)
finally made it to the top. French desert specialist Hubert Auriol won
the rally's motorcycle category and repeated his success two years later
in 1983. 
Still based on series models as before, BMW's 1,000-cc twin-cylinder
machines also won the title in 1984 and 1985, with former World
Motocross Champion Gaston Rahier from Belgium leaving the competition
far behind. 
Launched in 1988, the R100 GS raised the outstanding qualities of BMW's
off-roader to an even higher standard. Indeed, it was the largest enduro
in the world at the time. With worldwide sales amounting to 69,000
units, the R80 G/S and R100 GS were huge successes on the global market.
Introduced in 1994, the GS models powered by a four-valve engine (new at
the time) have become an even greater success. For example, the R1150
GS, introduced in autumn 1999 - and benefitting from the additional
support of the R1150 GS Adventure since autumn 2002 - was once again the
best-selling machine in Germany in 2003. And it almost goes without
saying that the R1150 GS continued its success in 2003 by once again
outselling all other motorcycles on the German market - by far. Since
1980 BMW Motorrad has sold approximately 170,000 units of the GS Boxer
to customers the world over. 
Like its predecessor, the new R1200 GS with its "GS" (Geldnde/Stra_e
or off-road/road) designation, offers a wide range of qualities and
practical values. Riding the R1200 GS on moderate terrain is easy and
safe, and the experienced motorcyclist is also able to master very tough
off-road conditions. On the road, the GS stands out through its
impressive handling ensured by the extremely stable and comfortable
suspension system, and large power reserves. This also makes the unique
machine ideal for dynamic riding on winding country roads and mountain
passes. With its effective windscreen for protection, the R1200 GS rider
can cover long stretches of motorway without experiencing undue wind
pressure. 
For practical riding purposes, the R1200 GS is vastly impressive as a
long-distance road machine. 
 

 Ken Ahrweiler
 New Hyde Park
 New York
http://community.webtv.net/Ken_Ahrweiler/KenAhrweilersHome

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End of oilheads-digest V1 #65
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