BMW R1200GS MY 2017, the queen redoes her makeup and does it in three [ROAD TEST]

BMW R1200GS MY 2017 - Over 35 years of career and not hearing them. A bike that became famous for its experience and 4 victories at the Dakar in the first half of the 80s, the Gelände/Strasse was first able to demonstrate the goodness and advantages of racing with a "big" bike and then, in more recent times , has become the undisputed (in some ways unexpected) queen of sales. 2016 also ended like previous years, with the "BMW GS" in large displacement at the top of the ranking, therefore R1200GS and its sister Adventure. In 2017 some aesthetic details are updated, but above all, interesting innovations regarding the electronic management of the suspension are introduced, with an important evolution of ESA, called “Next Generation”in addition to revised management for the engine electronics, retouched with the arrival of the new regulations Euro 4, which also required the adoption of a new catalyst, but also refinements for the transmission. A package of changes that are almost all under the skin, with the most striking innovations affecting instead the arrival of two new sisters, the Rallye and Executive versions, characterized by dedicated colours, with eye-catching color combinations for the frame and fairings, as well as specific graphics for the tank.

Aesthetics and finishes:

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Refined in some details, it also gains new colors and becomes "trina"

Finding the differences compared to the "old" model is not easy, even if they are there and not too few from a numerical point of view. It is in fact about careful refinement work, also because the bike was already an absolute excellence. The ergonomics change slightly in the area where the knees help in off-road driving, but the most evident details are only the new front fender, redesigned in the front profile.

The central part of the front wheel hub cap has been updated, while the new small deflectors (so-called winglets), to improve aerodynamics. The air intake duct mask and the tank side covers were then redesigned. While waiting to also try the two new Rallye and Exclusive versions, we can tell you that they are characterized, for example, by cooling air ducts and radiator covers with a stainless steel surface (rather than galvanized).

The Rallye variant accentuates the off-road character, with the black powertrain, the Lupine Blue metallic colour, the decorations in the BMW Motorsport colors painted on the tank sides and the Cordoba Blue frame. The R 1200 GS Exclusive on the other hand differs with the covers of the tank sides in Monolith metallic, with decorations protected by a clear varnish, with the front wheel splash guard and the central tank cover in Iced Chocolate metallic, as well as the frame painted in matt Achatgrau metallic. The black powertrain and the gold-painted brake calipers form a refined contrast. Returning to the "standard GS", the option remains to characterize it with optional extras, as well as with the color choice.

“Our GS”, for example, was equipped with beautiful spoked rims, capable of giving a different look to the bike on their own. We would also like to remind you that any rigid side bags have hooks integrated into the sides (part of the Touring package), but a comfortable top case can also be fitted (if you also want a tank bag), to reach a total load capacity of over 100 litres. , thanks also to the "Vario" system which allows you to modify its size and internal capacity (both the lateral ones and the top case).

Engine and performance:

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Euro 4 and new electronic management, but not only that

2017 closes transition to Euro 4 regulations for those who haven't already done so. This year's restyling was awaited for the R 1200 GS, also to bring further refinements to the table, such as the anti-tear device on the gearbox output shaft and a new control of the actuation cylinders and gearbox shafts. The air/liquid-cooled Boxer debuted in 2013 and remains identical in the numbers we know, with a displacement of 1170 cm³, power of 92 kW (125 HP) at 7750 rpm and maximum torque of 125 Nm at 6500 rpm. What changes are the modified catalyst and new engine management. As standard we find two driving modes (“Rain” and “Road”) and an ASC traction control, but as an option the “Driving mode Pro" offers the additional modes “Dynamic” and “Dynamic Pro”, “Enduro” and “Enduro Pro”, As well as the Dynamic Traction Control DTC (Dynamic Traction Control).

“Dynamic Pro” and “Enduro Pro” can be activated by inserting the coding socket and offer customization possibilities, useful for adapting the character of the motorbike to your needs, thus increasing riding pleasure. Together with the new suspension management, which we will talk about later, these additional modes allow you to push in the direction of on-road or off-road driving, making the "GS" increasingly with a double soul, depending on the settings chosen. The new assistant makes its debut, again with the “Pro driving mode” option Hill Start Control, which prevents the motorcycle from sliding backwards when uphill, saving the driver from having to use the brake. It is activated simply by pressing the rear control pedal and automatically disengages when restarting.

On the sample under test, in addition to the new features and improvements of the MY 2017, we also found the Pro electro-assisted gearbox, which works both when climbing and when climbing. It's not an absolute first, but for the first time we find it on a "GS". Our feelings about its usefulness remain, which only becomes interesting when driving in a sporty manner, exploiting the engine and braking hard, otherwise its action is never fluid enough to suggest doing without the clutch lever. The "double" in climbing is very tasty and makes the Boxer sing. An engine that remains one of the keys to the success of the "GS", for its incredible sound, but above all for its unique delivery. Already beyond the threshold of 2.000 rpm the engine is full, it rises progressively and without any uncertainty up to 6.500 rpm (speed where maximum torque is reached), with a further extension up to the peak of maximum power, which reaches 7.750 rpm . From 3-4 thousand rpm, especially in the more aggressive modes, the exuberance of this engine is great, with a very different character compared to the old air units, which we find today only on the nineT family, appropriately revised and updated, but if you drive more calmly you can still have a "sly" soul, perfect for walking and enjoying the scenery, or for when driving in heavy city traffic.

Ride and handling:

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An absolute reference, 244 kg that can be driven with the ease of handling of a bicycle

The other feature that makes the R1200GS one of the best motorbikes you can choose (those who have never ridden it are in fact surprised from the very first meters on the saddle) is its easy handling, with a disarming ease in letting oneself be led without any hesitation even at the most sporty paces. Before telling you about the new features and refinements, we cannot help but let you share our feelings, which over the years have led us from being skeptical about the enormous sales success of this model to loving it more than almost all the others. its competitors. It may not be the most aggressive, perhaps not even the most comfortable, but it has a mix of characteristics that makes it unique.

Even if we are talking about two bikes theoretically not in direct competition, its only real opponent, from our point of view, is its sister R1200R, which since it gave up the Telelever, switching to a traditional fork, brings riding pleasure to the table even higher than the “GS”. “GS” which for its part prevails in terms of practicality, with superior aerodynamic protection and an enduro configuration which makes it suitable for any type of route, for those who also want to use it off road (although in reality from this point of view we would like to know how many actually do it). It always makes a certain impression to get on the saddle and find yourself riding it aggressively, as if it were a naked sports car, driven by a disarming lightness, especially when compared to the declared figure, which speaks of 244 kg.

Despite the scale, it can be ridden like a bicycle, to the point that, in some situations, the front seems too light, but here a system comes into play, the Telelever, which has many advantages, but lacks the feedback that only a classic fork can provide. For this reason, the "GS" is driven partly "on trust", because feedback is partly missing, but the front is "granite" and never betrays. We'll make a note at Michelin Anakee 3 that we found on this specimen. In the past we found them slightly subdued compared to the limits of this bike, a feeling that we confirm when riding on dry asphalt. For most of our test, however, we drove in the wet and we were able to see that, if they sacrifice something in terms of grip on the dry (at least compared to their sportier competitors), these Anakee 3s convey a sensation of safety that is priceless in the most severe conditions, with little grip and low temperatures. Moving on to new features of the R1200GS MY 2017, the two most important are called ABS Pro and Dynamic ESA “Next Generation”. The first, part of the optional “Pro Riding Mode”, adds to the Cornering Abs, capable of optimally managing braking with the bike at an angle, the dynamic brake light. It is an active safety system, which warns those following us in the event of sudden or emergency braking, first with a flash at a frequency of 5 times per second, then with the automatic switching on of the 4 indicators below 14 km/h .

The real gem, however, is the new and intelligent suspension management system. This is an optional extra (one you shouldn't give up on), which ensures optimal chassis setup in all situations. With the latest generation Dynamic ESA (Electronic Suspension Adjustment), the damping is automatically modified based on the conditions and based on the state and driving maneuvers. This goes as far as the compensation of the set-up, in order to further reduce the sinking of the front during braking and of the rear during acceleration. From a technical point of view, the signals from the inertial platform and the two front and rear travel sensors are collected and reprocessed to manage the suspensions, which can also be calibrated based on the selected setting.

The range of possible uses therefore widens, with a bike that can be increasingly stable on fast speeds, but at the same time also more comfortable, characteristics that were once difficult to reconcile with each other. Thanks to the "Enduro" and "Enduro Pro" driving modes, the shock absorber adjustment can then be calibrated for off-road driving and dirt roads with the "Enduro" suspension setting. There remains the option to manage the spring preload manually, with the "Max" and "Min" settings in addition to the "Auto". For those who opt for the Rallye the set-up gains 20 mm, precisely to raise the bar for off-road use.

Price and consumption:

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It starts from just under 17 thousand euros, rising to over 20 for a well-equipped "GS"

At 16.840 euros the starting price of the BMW R1200GS, "turnkey" price including pre-delivery costs, registration and 1st service, 350 euros must be added if you choose the Exlusive version, 650 for the Rallye. These two versions are available in dedicated colors, respectively Iced Chocolate metallic with Achat Gray frame and Lupine Blue metallic with Cordoba Blue frame (in this case with a two-tone black/white saddle), while the R1200GS can be had in Light White like this example , or Black Storm metallic (with 100 euros more). Those who buy a GS 1200 are unlikely to sign the contract at the "base" price, because the options are many and some are indispensable. The one in our test was a "full optional", fitting the Comfort (600 euro), Touring (1.750 euro) and Dynamic (1.650 euro) packages. The price "rises" up to 20.840, but we find everything from ABS Pro, from Dynamic ESA to DCT with Hill Start Control and Pro engine mapping, through to LED games, Keyless system, Pro electro-assisted gearbox (both uphill and downhill), heated grips, Cruise control and much more. Our example, in addition to the packages present, was also equipped with the anti-theft device (240 euros) and the beautiful spoked rims (400 euros).

Moving on to consumption, it varies from a figure of around 15-16 km/l with sporty driving, passing to around 18-19 with less exasperated speeds (same value measured at 130 km/h on the motorway). We are not far from the fuel consumption figure on a WMTC basis, which is 4,96 l/100 km.

PROS AND CONS
We like it:
Drive and engine, ESA “Next Generation” management, unparalleled versatility
We do not like it:
Much of what we tried is optional extras

BMW R1200GS MY 2017: the Motorionline Report Card

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Test clothing:
Jacket: Dainese Carve Master Gore-Tex
Trousers: Dainese New Galvestone Gore-Tex
Gloves: Dainese Ergotour Gore-tex X-trafit
Boots: Dainese TRQ-Tour Gore-tex
Helmet: AGV AX-8 Dual Evo