This must have given BMW’s marketing guys a headache
May 16 2008 12:34:57:253AM  - (SA)  
Jaco Kirsten

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Poor fellas in the marketing department of BMW motorcycles. How long must it have taken them to come up with a defining characteristic of the new R 1200 GS that clearly sets it apart from the new F 800 GS and the new R 1200 Adventure? Is there anything the plain 1200 GS can do better than its siblings? The short answer is no. But therein lies the secret: though it’s an inferior off-roader compared to the 800 GS and doesn’t quite have the long-distance range of the Adventure, it could arguably do a better job in real life – at a lower price.

“Real life” being the guy who wants to do 1 000 km-a-day rides and who enjoys dirt roads. Because the 800 GS has its limitations, mainly because of a lack of wind protection and its smallish engine. And the Adventure, well, unless you’re doing a very long, epic trip, it’s probably overkill. In fact, most owners of a 1200 Adventure have parted with their money for the same reason that people buy Prados and Land Cruiser station wagons. That is, to draw attention as much to their wealth as to their faux outdoor lifestyle. The new 1200 GS has undergone what would best be described in the automotive world as a “facelift”.

The same engine layout, same frame, same profile, but with some extra goodies to keep people interested and to stay firmly in pole position in the market.

According to Rob Barnes, marketing manager of BMW Motorrad SA, they have sold 1 300 units of GSs/Adventures over the past year, compared to roughly 130 sold by their closest competitor. Looking at the bike, the cosmetic differences are obvious and the accompanying photos speak for themselves. But it’s when you start looking at the fine print that the important changes become apparent. BMW claims that the 1200 engine now develops 5% more power, mainly because of its ability to achieve higher engine speeds – it now revs to 8 000 r/min. Coupled with revised gear ratios, it increases driveability.

BMW riders have, through the years, become used to the rather idiosyncratic gear shifts of Boxer engines, but tweaks to the transmission meant I did not miss a gear shift or get a false neutral during two whole days of riding, which included flat-out top-end runs, dirt high?ways, twisties and slowish dirt roads. But these changes are insignificant when compared to two new features:

Enduro ESA, or electronic suspension adjustment and ride height; and ASC, or traction control. Enduro ESA basically allows you to adjust the damping to one of three levels, preload to suit solo or two-up riding, with or without luggage, as well as making it possible to raise the suspension by up to 2 cm.

During the launch we did a rather corrugated stretch of road and I had the opportunity really to let the dogs out on both a bike with Enduro ESA and one without.

Owners of the “old” 1200 GS will know that the front end has a slightly light feeling. Nothing serious, but very different to that of the 1150 GS.
,li>A longer version of this article appears in the May edition of TopBike.

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