12 JULY 2010 l MOTORCYCLE CONSUMER NEWS

CELEBRATING ITS 30TH anniversary, BMW’s R1200GS hasbecome its most popular model, accounting for 30% of itsworldwide sales. For 2010, the GS/Adventure has received

the most significant performance upgrade since the lighterR1200GS replaced the R1150GS in 2004. Utilizing essentially thesame dual overhead cam, four radial valve cylinder head designcreated for the limited-production HP2 Sport (the $25,000, 130hp,carbon fiber clad superboxer introduced in 2008), the new DOHCGS claims 5% more hp (from 105 to 110 hp), greater low-endtorque to enhance its go-anywhere capability and 500 more rpmadded to its rev range for greater power “under the curve.”

We’re told the new heads are not physically larger or heavierthan the high-cam overhead valve heads they replace, and theadvantage of the new radial valve combustion chambers is thatthey now better approximate the ideal “lens” shape to permitfaster more efficient combustion, driving the pistons morestrongly—the key to greater performance. Unlike the HP2 Sport,the DOHC GS heads continue to use two sparkplugs per cylinder,which is said to significantly improve low-rpm combustion efficiency (whereas the racey HP2 Sport needs/uses only a single centrally located plug).

The details of the new head design are shown in the illustration.Note that both cams are now driven by a single chain at the rearof each head, using an unusually deep tensioner shoe to controlslack. The design also uses BMW’s F1-derived finger followersbetween the lobes and valves (also employed on BMW’s high per-formance, four cylinder K-bikes) adjusted with half-spherical“shims” that are held by matching cups in the followers. Althoughrecommended inspection intervals are not changed, the DOHCheads are said to maintain proper clearances almost indefinitely,which should mitigate the additional time they would require toadjust vs. the easy screw-and-locknut equipped valves of the oldOHV design. To achieve the tipped valve angles, the individualintake and exhaust lobes are tapered as well as cam ground, withthe finger followers’ pivots angled to match.

The flattened spherical shape of the new headsalso makes room for larger valves in the same101.0mm bore; increased from 36mm to 39mm onthe intake side and from 31mm to 33mm on theexhaust, while the compression ratio remains thesame at 12.0:1. Cam lift is also increased, now10.80mm on both sides, vs. 10.54mm on the intakesand 9.27mm on the exhausts previously. Note that theengine’s stroke is unchanged at 73.0mm, for the sametrue displacement of 1070cc. To refine the powerdelivery, the intake tracts are also larger—now 50mmin diameter, vs. 47mm previously and are painted

black (vs. silver) for easy identification. To take full advantage ofthe freer breathing heads, the intake manifolds are reshaped andthe air filter element now provides greater flow capacity.

But from the rider’s point of view, the most significant changeis the way the new DOHC engine sounds. Not only do the newheads make for sharper combustion events, a new exhaust systemdesign highlights this fact. In the collector, a new backpressurecontrol valve now uses an electrically controlled servo (visiblebehind the engine’s left side) and the muffler is internally recon-figured although its external dimensions are unchanged. Theresult is a deep throaty exhaust note that generates a snarling furyat high rpm, missing from the earlier GS. Capping the new headsare revised magnesium valve covers—perhaps the easiest way totell the new motor from its predecessors—that now use two vs.four hold-down bolts. Although super light, magnesium is alsobrittle and, as before, the new valve covers need guards to protectthem from damage in off-road use.

While the engine’s personality backs up its claims of strongerlow end torque, our dyno tests revealed the true differences aresubtle. Compared to a clean, well broken-in 2009 GS, for instance,at 2500 rpm, the difference is significant: 5.99 hp (29.51 vs. 23.52hp); while at 4750 rpm the improvement is greatest: 6.17 hp(62.87 to 56.70 hp), with another strong showing at 6500 rpm:5.56 more hp (87.36 to 81.80 hp). But at other speeds, the 2009motor is very close and it’s actually stronger from 5400–6100rpm (by as much as 3.91 hp at 5750 rpm), and their peak powernumbers are very close, again alternating the advantage depend-ing on the exact rpm: 94.99 hp @ 7750 rpm from the 2010 model,vs. 93.8 from our 2008 GS and 92.45 @ 7500 rpm from our 2009example. Also, the dyno finds the rev limiter on the new machineis at 8400, not the claimed 8500 rpm.

A small change made to the GS’s already excellent 6-speedtransmission is a revised shift cam profile, using a“power/travel” formula to reduce gearshift effort. The result isnoticeably crisper shifting action together with slightly shorter

BMW’s New R1200GSDOHC Radial Valve HeadsBoost the World’s MostPopular Adventure Bike

by Dave Searle

Model EvaluationJO

NB

EC

K

throws at the lever—a clear improvement. However, we foundthe gearbox occasionally still needs a second prod of the toe toengage first gear from neutral.

The GS’ Paralever final drive design is said to be unchanged,and there was no mention of the failures that had affected a smallnumber of units. Our understanding is that it resulted fromimproper machining clearances and the problem has presumablybeen addressed at its source, inside the factory.

Because the intro of the new machine was planned to includeroughly 50% dirt riding, all the bikes were equipped with MetzelerKaroo tires, specially designed for the big GS with low widelyspaced knobs that don’t squirm so much under the bike’s weight.While these tires gave welcome grip in the dirt at the intro and dur-ing further off-road riding during the roundabout trip south, theyalso compromise performance on the road. At speeds much above70–75 mph, the machine’s stability isaffected, and MCN test rider DannyCoe reported that at its 130 mph topspeed, the GS gave him the “willies,”as he sensed the front end lifting andside winds pushing it off line.

Both Danny and I also noted that the machine wouldn’t crisply changedirections when steered, but seemed tohave some flex, choosing to tilt thechassis rather than change course.Memories of the very flickableR1150GS made us wonder if the newlightweight chassis introduced in 2002isn’t slightly deficient in steering headrigidity by comparison, as the newerR1200GS has never felt quite as posi-tive in its handling.

Brake testing was naturally hurt bythe Karoo tires. While ABS is not astandard feature, it’s unlikely thatyou’ll find a BMW for sale without it,and our test bike was equipped withABS. Called a “partially integrated”design, use of the front lever includesbalanced braking of the rear wheel, andthe rear pedal alone engages only the rear brake, to aid in makingtight turns, etc. Unlike BMW’s street-only models, the ABS canbe disengaged on the GS by starting the bike with the ABS buttonon the left handlebar depressed for a few seconds. In the dirt, withthe ABS active, the rider feels as if the brakes are barely working,so it’s wise to make this change whenever entering a dirt road.

Our tested braking results reveal the Karoos’ disadvantage ondry pavement: 148.1 ft. from 60 mph. Compare this number to thelast 2008 GS we tested, also with ABS, just 125.6 ft. on street tires.We also tested with the ABS disconnected and improved theresults slightly to 142.0'. While it’s not uncommon to improve onABS during our performance testing, it should be rememberedthat multiple stops on smooth dry pavement do not reflect trueemergency situations, and we continue to recommend ABS asan important safety feature.

While the DOHC engine’s greater power and longer rev rangeshould have been expected to improve on our 2008 GS’ acceler-ation test results at least slightly, the difference was almost nil. Our2008 unit did the quarter-mile in 11.80 sec. @ 114.80 mph witha 3.81sec. 0–60 mph time and 9.08 sec. to 100 mph, while the2010 was slightly slower: 11.83 sec. @ 112.16 mph, 0–60 in 3.77and 0–100 in 9.42 sec. You can blame the tires.

In fact, we underestimated the effect of the Karoos until wetook the machine to the dyno, testing our 2009 GS immediately

afterward. The new bike was actually weaker than the 2009, giving a max power of 86.94 hp and 65.18 lb.-ft. of torque to the2009’s 92.50 hp and 71.83 lb.-ft. of torque. Unsure how much ofthis discrepancy could be attributed to the Karoo rear tire, weasked that a fresh street tire be mounted and the bike retested. Thedifference was remarkable, 94.99 hp with 71.83 lb.-ft. of peaktorque—a jump of 8.05 hp and 6.65 lb.-ft.! However, our 2008tester was not far off, with 93.8 hp and actually greater torque,a peak of 74.7 lb.-ft., so individual older models may not actu-ally suffer much in peak power by comparison to the latestDOHC versions.

The remainder of the 2010 GS package is essentially the sameas it was when the last round of revisions were made in 2008. Theoptional Electronic Suspension Adjustment (or ESA) isunchanged. To recap its performance, with the touch of a button,

the rider can adjust rear preload forthe weight of a solo rider, a rider withluggage or two with luggage. Furtherpermutations allow three levels ofrebound damping with each of these,called Comfort, Normal and Sport.The GS models offer two furtheroptions of increased preload bothfront and rear for off-road workwhich lengthens the suspension, andboth of these offer three reboundmodes as well. The shocks at bothends utilize travel dependent damp-ing, created by a secondary pistoninside the shock that works toincrease damping resistance based onproximity to maximum travel.

While we admire the attempt tosimplify something as daunting tomany owners as proper suspensionadjustment, the effects are not asimpressive as we might hope.

Increasing modes from Comfort toSport serves only to reduce fore-aftpitching in the chassis while the pre-load changes are virtually impercep-

tible, so we found Sport the most satisfactory the majority of thetime. The load settings for luggage and passengers worked welland were appreciated. The off-road settings do stiffen the suspen-sion noticeably, and worked well on rough pavement. However,in real off-road use, the GS finds forward traction difficult unlessthe rider is standing on the pegs, and this takes sustained physi-cal energy. But, in its favor, its ergonomic layout is excellent forstanding and the handlebars also have two possible positions tocustomize the fit. Furthermore, the hand levers adjust for reachand the seat is adjustable for height as well as tilt. The windshieldalso has five positions for angle. These options will allow virtu-ally any rider to find long-distance comfort.

Bottom LineWhile the big GS is undoubtedly the most versatile motor-

cycle on the planet, it doesn’t necessarily excel at any one dis-cipline. It can go off-road where other sport-tourers wouldfear to tread, it can corner with gusto on a winding road and itcan cover long distances while coddling the rider with com-forts like heated grips, adjustable suspension and excellentseats that you wouldn’t expect from such a utilitarian-lookingmachine. Now, for 2010, with its rowdy exhaust note and morevibrant personality, it should charm even more riders into itsfunky embrace.

Visit us at WWW.MCNEWS.COM l JULY 2010 13

SC

OT

TR

OU

SS

EA

U

14 JULY 2010 l MOTORCYCLE CONSUMER NEWS

I remember my first ride on a 2000 R1150GS like it was yes-terday. I was paired with the late Motorcyclist Associate Edi-tor, Greg McQuide, a heck of a nice dude with a serious passionfor all things Roundel, and Greg just fell in love with that 1150.

I remembered Greg ‘s enthusiasm when I rode BMW’s latestand greatest adventure model, the R1200GS. The 1200’s DOHCcylinder heads enhance its power and torque curve, which feelsas broad as whichever horizon you’re aiming for. And regardlessof the terrain you encounter along the way, adjusting suspensionsettings is a simple button-push away, thanks to its optionalESA suspension feature. Of course, the GS’ 532-lb. heft is boundto make it a real handful in soft sand, tight trails or any place lack-ing the semblance of a road, but BMW makes other, harder-edgedmodels for those more extreme conditions.

For me, the best part of my time aboard the big Beemer wasthat I finally understood Greg’s passion for the GS. It reallydoes instill a sense that you could ride it anywhere on earth.

—Scott Rousseau

Although the motor’s changes do create a noticeable boostin low-end power, the engine’s new sound is its most noticeableimprovement—more aggressive and exciting. Ridden back toback with the 2009 GS, the new engine feels slightly less smoothrunning, just a tad more abrupt during on/off throttle transitionsand seems to generate more whine at higher speeds.

Our Yosemite intro covered a wide variety of off-road sur-faces from rutted and rocky dirt, to sand, to mud, to pavementin dry, wet and snowy weather. Throughout, the GS displayed anuncanny adaptability. And, on the long trip home, it reminded methat its still one of the best sport-touring platforms I’ve ridden.

That said, I don’t find the ESA suspension as marvelous as I’dhope. On the road, the differences between Comfort, Normal andSport give more or less fore and aft pitching in the chassis (soSport was preferable) and the off-road modes with raised travelare best on rough pavement. For rapid travel off-road, a stand-ing position is mandatory to reduce axle tramp, but the bike’scontrol layout is actually ideal for that. —Dave Searle

TESTERS’ LOG

Model Evaluation

Above: The GS is an unmistakablesight. The windshield is five-positionadjustable with excellent touring char-acteristics, the assymetrical headlightsare bright, the 5.3-gal. gastank willdeliver generous range between fill-ups. However, the high fender doesgenerate noticeable lift at high speeds.

Above: New two-bolt magnesium valve coversare one of the easiest ways to identify the newDOHC motor. Without adding size or weight,the new heads boost low and mid-range powerwith a very slight improvement in top end.

Left: The rider’s seat is adjustable for bothheight (34.6" or 33.9") and tilt, and the passen-ger end is also excellent for touring comfort.The Metzeler Karoo tires fitted for the GS’sYosemite introduction improve dirt capabilitybut wear quickly, hurt stopping distances andsuck power on the dyno. Saddlebag mounts arediscrete, and a wide rack is under the pillion.

Below: Above the footpeg is the cable-operated servo for the new electronical-ly controlled exhaust backpressurevalve. Together with a newly designedmuffler, the new DOHC motor’s sharpercombustion reaches the rider’s earswith a throaty exhaust note at lower rpmand a surprising snarl at higher revs.

Right: Equipped with theoptional instrumentation

package ($695 bundled withheated grips and hand

guards), you have trip com-puter functions like average

fuel mileage, averagespeed, a fuel level gauge to

match the coolant tempgauge plus the usual clock,gear indicator and displaysfor options like ESA setting,

ABS or traction control.

Visit us at WWW.MCNEWS.COM l JULY 2010 15

ENGINE

Type: ......Air/oil-cooled opposed twinValvetrain:DOHC, 4 valves per cylinder, shim under follower valve adjustmentDisplacement: ........................1170ccBore/stroke: ..............101.0 x 73.0mmComp. ratio: ............................12.1:1Fueling: BMS-K+ engine management

w/3-way catalytic convertorExhaust: ........................2 into 1 into 2

DRIVE TRAIN

Transmission: ......................6-speedFinal drive: ................................shaftRPM @ 65 mph/rev-limiter 3940*/8500*actual, not indicated

DIMENSIONSNS

Wheelbase: ................................59.3"Rake/trail ..........................25.7°/3.98"Ground clearance: ........................8.4"Seat height : ..................34.6" or 33.9"GVWR: ..................................968 lbs.Wet weight: ......................532.0 lbs.Carrying capacity: ..................436 lbs.

SUSPENSION

Front:41mm Telelever fork, 5-positionpreload-adjustable, 7.48" travel

Rear: ......monoshock, remote preloadand reb. damping, 7.87" travel

BRAKES

Front: ...... Dual 305mm floating discs,four-piston fixed calipers

Rear:......................265mm fixed disc,2-piston, single-action floating caliper

TIRES & WHEELS

Front:110/80R19 Metzeler MCE Karoo2 M/C 59R on 2.50" x 19" wheel

Rear:..150/70-17 Metzeler MCE Karoo2 M/C 69R on 4.00" x 17" wheel

ELECTRICS

Battery: ............................12 V, 14 AhIgnition: ........Digital with 2 plugs/cyl.Alternator Output: .................... 720 W Headlight: ..............................55/55W

FUEL

Tank capacity: ......................5.28 gal.Fuel grade: .......................... PremiumHigh/low/avg.mpg:LA45.2/29.5/41.7

MISCELLANEOUS

Instruments: ................digital speedo, tachometer, odometer, 2 tripmeters,

clock, lap timer Indicators: ........ hi-beam, t/s, neutral,

low fuel, EFI warning, oil pressure,battery charge, service required,

shift light MSRP: $15,445 (base), $18,690 as testedRoutine service interval ........6000 mi. Valve adj. interval:..............12,000 mi.Warranty: ..............3 years/36,000 mi.Colors: ..Alpine White, Ostra Grey Matt ,....Sapphire Black Metallic, Magma Red

PERFORMANCE*

Measured top speed ......130.1 mph1/4 mile:..11.83 sec. @ 112.16 mph0–60 mph ....................3.77 sec.0–100 mph ........................9.4260–0 mph (w/ABS)..............148.1'60–0 mph (w/out ABS) ........142.0'Power to Weight Ratio ........1:5.60Speed @ 65 mph indicated......62.7*All times on Metzeler Karoo knobby tires

STANDARD MAINTENANCEItem Time Parts LaborOil & Filter................0.65 ..........$14 + 29.64 ..$52.00Air Filter ..................0.25 ..........$22.02 ..........$20.00Trans Oil ..................0.2 ..........$22.59 ..........$16.00Valve Adjust..............1.1 ........$108.83 ..........$88.00Battery Access ..........0.2 ............MF ..............$16.00Final Drive ................0.4 ..........$11.54 ..........$32.00R/R Rear Whl. ..........0.2 ................................$16.00Change Plugs ..........0.65 ..........$66.16 ..........$52.00Synch EFI .................0.65 ..............................$52.00

Totals 4.3 $274.78 $344.00

Low end :::::

Mid-range :::::

Top end ::::;

DOHC radial-valve heads,hotter cams, and freerbreathing intake andexhaust systems addnoticeable low and mid-range power to theR1200GS. Its fuel injec-tion is flawlessly smooth,and the new motor pro-vides music to the ears.

TEST NOTESPICKS

: Throaty exhaust note adds personality to new DOHC motor: Exceptional long-distance comfort yet dirt-capable, too: Love those optional heated grips when it’s snowing

PANS:: Short sidestand makes the GS a bear to tilt upright:: Metzeler Karoo tires eat hp, resist slowing and hurt stability:: Difficult to clean up with endless nooks and crannies

ERGONOMICS TEMPLATE

SAE CORRECTED REAR-WHEEL TORQUE, LB. FT.

SAE CORRECTED REAR-WHEEL HORSEPOW

ER

RPM, THOUSANDS

94.99 hp

71.83 lb.-ft.•

•

DYNAMOMETER DATA

:::::

:::::

:::::

:::::

:::::

:::::

:::::

:::::

:::::

:::::

:::::

MC RATING SYSTEMEXCELLENTVERY GOODGOODFAIRPOOR :::::

–––– Adventure-Tourer –––––Engine :::::

Transmission ::::;

Suspension ::::;

Brakes :::::

Handling :::::

Ergonomics :::::

Riding Impression :::::

Instruments/Controls :::::

Attention to Detail :::::

Value ::::.

OVERALL RATING :::::

2010 BMW R1200GSSPECIFICATIONS AND PERFORMANCE DATA

AB

C

DE

F G H I J

69.6"

46

.3"

34

.6/3

3.9

"

13.6

"

56.25"

35.25"

Horizontal (noseto) A: Passenger seat(middle). B: Riderseat (middle). C:Handgrip (center). D:Passenger footpeg(center). E: Riderfootpeg (center).Vertical (ground to)F: Handlebar (cen-ter). G: Rider footpeg(top). H: Rider seat(lowest point). I :Passenger peg (top). J: Passenger seat(middle).

57.75"

46.5"

20

.3"

39

.6"