The 1150GS has been replaced by a very different machine that is 30 kg lighter and with 15 more horsepower from a bigger motor. That is one big step for BMW.

I would have liked the longer travel of the R1150GS Adventure, but this is replacing a bike that was a best seller as a touring enduro and the more power and lighter weight alone should ensure its continued success.

For 25 years BMW have built GS bikes with only some off-road capabilities and for 25 years the friendly jibe has been that these are the best tar road bikes BMW ever built.

They were for many riders.

They had an upright riding stance, softish suspension, lovely pulling power and everything any conservative, cautious, responsible rider could want for conservative, cautious, responsible tar riding.

They grew from the 800 cc R80 to the 1150. Then the Adventure was launched a year ago, with the same heavy construction but with more off-road sympathies.

The world applauded.

Now, with the 1200GS, even the frame is different, the weight is down by 30 kg, power and torque is up 18% and there is a normal ratio six speed box without the dreaded big gap to sixth.

The weight advantage is of course immediately apparent, with change of direction easier and with more chuckability. Hanging the back end out under acceleration is easier, with less weight and better power too.

But, what’s this – the specifications show front and rear travel at only 190 and 200 mm. This is not supposed to be anywhere near motocross specs, but the “old” 1150 Adventure had 210 and 220 mm specifications. The end result is still better off-road handling with the 1200 because of the less weight and better power, but it is good to know there is room for more development.

The 1150 Adventure is staying, by the way, and will exist in the market with the 1200, giving riders a choice of two offish road BMW’s. It remains, says BMW, “as the definitive bike for serious long-distance riding on- and off-road”.

The engine of the 1200 is new and, despite having a bigger capacity, keeps the same dimensions and weighs 3 kg less. Power is now 100 horsepower with torque also up, making for a nicer ride, with better response, especially with 25 kg less weight. The rideability is now excellent, with power seemingly endlessly available from low revs, with smooth acceleration, allowing fewer gears to be used.

The balance shaft was probably not necessary – these Boxer horizontally opposed engines have always been smooth, except at idle speeds when the quaint left to right rocking motion was part of their legend and not something that needed curing. Anyway, it is now very smooth.

The new crankshaft is more compact and lighter, the single-plate dry clutch has a bigger diameter; pistons and crankcase are lighter.

The cylinder heads have retained the chain-driven cams below the valve plane and tappets and rocker arms design, with easy tappet setting. Valves are bigger by 2 mm with the exhaust ones now sodium and ports have been modified accordingly to go with the flow.

The twin spark dual ignition has been improved, as has the oil cooling an there is a new engine management with two oxygen sensors, with ignition and knock control, with each cylinder getting undivided attention. The twin spark dual ignition has been further modified and improved on the R1200GS.

The BMS-K (BMW Engine Management System) gives fully sequential fuel injection, integrated knock control, faster processing of sensor signals and is compact and light.

What all that means is that the rider gets an even better throttle response and he can have more fun showing off on the dirt without the back end sliding out too far and he and bike landing in a heap like some Bike SA reprobate did with the Adventure launch.

Does it still look like a BMW? Yes, definitely. The sticking out cylinders are as characteristic as the grille of the BMW cars, as are the Telelever and Paralever suspensions. And the tank, fairing and front mudguard lines are 650Gsish.

Quick glance short summary

Herewith a quick summary to see at a short glance some of the features:

• Better off-road qualities;
• 30 kg less weight with lightweight construction and materials;
• A new, smoother 1200 cc flat-twin engine with balance shaft;
• 18% more torque (115 Nm, previously 98 Nm) and horsepower (72 kW, previously 62);
• 18% better fuel consumption;
• New engine electronics and emission technology;
• A quieter exhaust system but with a more throaty sound;
• A new, smoother six-speed gearbox with decent ratios, including sixth;
• A new, lighter Paralever with lighter drive shaft, and a new and lighter Telelever for easier steering;
• More rigid running gear for better and tighter handling;
• Stronger cast light-alloy wheels, with cross-spoke versions available as an option;
• Better electronics, including standard immobiliser;
• Lots of equipment and tailor-made accessories.

And a more comprehensive quick glance

Tank:

It has a plastic fuel tank with additional plastic covers and aluminium trims with quick release side covers. The fuel tank holds useable 20 litres of fuel.

Seat:

The seat still has two height adjustments and new contours to allow the rider’s feet to reach the ground more easily.

Suspension:

The lighter Telelever front suspension has adjustable spring preload and a new trailing arm. The gas-filled front suspension strut has 9 mechanically adjustable spring preload settings, so that sufficient reserve capacity is available even when riding across fairly severe terrain. Front suspension travel is 190 mm, the same as the 1150GS.

The Paralever rear suspension has an adjustable suspension strut with ratings for the load situation like solo, two-up, on- or off-road. The spring preload can be adjusted hydraulically and the degree of damping varies automatically in response to suspension travel and speed.

Gearbox:

The R1200GS’s gearbox now has high-strength helical-cut gear teeth for smoother gear changes and quieter running. And sixth is a decent gear, close to fifth, without the dreaded jump to sixth.

Brakes:

The front brake lever puts on the front and rear brakes simultaneously when activating the front brake. The rear brake pedal puts on the rear ABS brakes in the conventional manner. When riding off-road the ABS can be switched off.

Electrical:

The entire electrical system has been redesigned on the 1200. The central electrics now use the BMW Motorrad Single Wire System (SWS). All the control units are connected together by a joint control line in a data-networking concept, which there is no longer a complex main wiring harness. This also provides extensive diagnostic facilities, and saves weight.

Cases:

The new aftermarket “Vario” cases and the “Vario” top case have an ingenious adjusting mechanism with one-hand lever operation, which varies the volume of each case, including the top case, by nine litres.

Colours:

Rock Red Metallised, Desert Yellow Metallised, Ocean Blue Metallic.