2010 BMW R1200GS and R 1200 GS Adventure Review — BMW R1200GS Riding Impressions

6 Мар 2015 | Author: | Комментарии к записи 2010 BMW R1200GS and R 1200 GS Adventure Review — BMW R1200GS Riding Impressions отключены

Riding BMW’s rugged through rain, sleet, and

The BMW R1200GS is a venerated standard-setter it comes to round-the-world readiness. the GS’s big makeover in 2004 a whopping 66 pounds and boosted to 100, the bike’s more changes have been evolutionary than revolutionary.

For the GS receives a new valvetrain, which we put to the on off-road trails and roads the Yosemite area. We encountered a along the way, and finally off our ride with a 300 mile down to Los Angeles the following

How did BMW’s latest adventure perform under these conditions?

The Goods: New Dual Cams for Better Breathing

from minor tweaks include new brake and clutch reservoirs, grippier windshield knobs. and new instrument panel the big news for the 2010 BMW R1200GS is a cam valvetrain that’s been from the HP2 Sport onto the air-cooled, 1,170cc boxer .

The better breathing setup— differentiated by two bolts on the valve rather than four on the model — adds low and mid-range torque. runs smoothly, and offers stronger toward redline (which has bumped from 8,000 to rpm.) Sodium-filled valves also been added for efficient cooling, and a new piston is to the radially arrayed valves. The valves and throttle manifold hamper fuel economy is rated at 43 mpg city, 51 mpg highway), and a new valve and muffler internals been added to deepen the sonic personality… and speaking of the new valvetrain is more of a character than a spec sheet it adds only 5 horsepower a total of 110) and 3 lb-ft of (bringing total twist to 88 But as I explain below, those proved notable the road.

The GS model starts at $14,950, a gain over the 2009 The GS’s Standard Package heated grips. handguards. and ABS for $16,400, and the $17,695 Premium adds electronic suspension, an computer, and saddle bag mounts.

And For You Adventuring Types. The Goods, II

The Adventure model’s cockpit; the huskier tank, roll fog lights (on the left), handguards, and wind protection.

Photo © Wing

The Adventure version of the is aimed squarely at longer riders, and starts at $17,000, a bump from last The Adventure’s Standard Package in at $18,700, and adds heated ABS, and saddle bag mounts. The Premium Package offers suspension, an onboard computer, and fog as with the non-Adventure variants, figures don’t reflect a destination charge.

All Adventure are wrapped in protective metal (for the inevitable adventure-related and clad with aluminum head covers, cross-spoke handguards. and a larger windscreen. enduro footrests and an adjustable lever are also included the Adventure package. The GS Adventure’s capacity is 3.4 gallons greater the GS, for a immense total of 8.7 gallons.

travel gains .8 inches 8.3 inches of front and 8.7 inches of travel), and first gear is 9% And now for a couple of drawbacks: the Adventure seat height is raised 1.5 (to a towering 35.0 inches), and wet jumps a whopping 60 lbs, to 564 ouch! Understandably, 0-62 per hour arrives slightly slowly than the non-Adventure it takes 3.95 seconds, a .25 penalty.

If not already part of a package, options on both models Automatic Stability Control ABS ($1,100), heated hand ($250), and a Tire Pressure ($250.) On the non-Adventure model, low is available for an extra $250, a low seat can be added as a no cost

Swing a Leg Over and Ride: Views, Slightly Snappier

Once you’ve climbed the tall BMW GS, you’re afforded a from a saddle that’s narrow in contrast to the bulky which is even heftier on the model, as seen in this shot. The switchgear features of those notoriously quirky BMW among them turn that operate separately on the and left grips (not Harley-Davidson’s arrangement), but are canceled a slider button on the right Some BMW-philes say they mind the setup, but it’s admittedly not the most logical; the are said to be abandoned next in favor of more conventional

The big twin engine cranks to with a jolt, slightly the bike as it vibrates to life, and twists shift the body to the side, thanks to the torque of those big pistons. Though seating position is upright, the saddle is placed somewhat the bike, as seen in this shot which conveys the nestled perch.

The single-plate dry operates with light and the shifter clicks into with precise, easy wearing offroad-style boots, effort is practically nil.

Our ride through Yosemite with a brief on-road followed by offroad trails— still puddled up from — and the GS made a nearly transition to the dirt thanks to its suspension (which, on our test could be adjusted on the fly to one of 15 different thanks to the electronic ESA system.)

The aftermath: our BMW R1200GS test the night after the snowstorm our ride.

Photo © Kevin

Back-to-back rides between and 2010 models revealed an difference between engines; the ’09 didn’t charge as aggressively towards redline, the seemed a tad punchier and more to rev, bouncing off the limiter pushed. But those forays the red section of the tachometer certainly happen on trails. since the big powerplant’s torquey power enabled extremely light use of the In fact, torque is so abundant at least when surface are slick— easing the bike requires not much more delicate clutch slippage.

of my test bikes were with the optional traction system, but the 2010’s powerband flexible enough to remain in one throughout most trail offering dirt spraying with slight flicks of the Switching to tarmac (with ABS back on) revealed more enough power, with 100 mph approached fairly effortlessly. certainly not the superbike engine-powered rocket the Ducati Multistrada is, but the Beemer’s 110 horsepower mill is than capable of aiding and the pursuit of dangerously high not that we faced that about two-thirds of the way into our because the ambient temperature to 34 degrees, triggering a flashing icon on the bike’s digital which was soon followed by snowfall and ice on the road— enough to us to park our BMWs… at least our 300 mile ride home the afternoon.

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