2008 BMW R1200GS Adventure First Ride

The 2008 BMW R1200GS and GS Adventure are called "face-lift" models, but the miniscule changes serve to make the most popular BMW machines just that much better.

Motorcycling epiphanies are rare and beautiful things, and when they occur upon two wheels the results can be euphoric. I was fortunate enough to have one of these eye-opening experiences at the press launch for the 2008 BMW R1200GS and R1200GS Adventure. It came about not by twisting the throttle or pounding the dry Arizona terrain any harder, but was a simple case of less is more.

BMW is especially proud of its R1200GS line, and deservedly so considering that it's the Germans' most popular selling machine. Last year the Bavarian marque rolled its 100,000th model off the assembly line earning it recognition as "the most successful BMW motorcycle of all times." That was over eight months ago, and there isn't any indication from the engineers that the company has plans to rest on its laurels. To prove it, the motorcycling media was invited to Fountain Hills, Arizona for two days of desert exploration on the two popular and mildly updated models.

We would need to ride a fresh 2007 model back-to-back or strap them to the MotoUSA dyno to ascertain the difference, but BMW claims a 5% boost in horsepower to a new maximum of 105. For comparison sake, we dynoed the HP2 in 2006, which was also claimed to produce 105 HP, and got 92 at the rear wheel. Basically we didn't feel a noticeable increase in power from memory alone, but the 1170cc air/oil-cooled Boxer Twin still produces its ponies with a load of smooth, usable grunt, and the motor remains an excellent AT platform. A new rev limit of 8000 rpm means the power spread is almost as wide as the cylinders.

Transmission ratios are different this year to aid mid- and upper-rpm performance. We must say, every time we thought we might have felt some extra pep it was higher in the revs. We tested the high rpm limits as we left on Day 1 aboard the standard GS. It took us over 75 miles before our first photo stop which gave plenty of time to assimilate our right wrist action to the power delivery. Headed through Tonto Basin "Where the West still lives" we passed into the Superstition Wilderness for a lunch break on the Dolly Steamboat. The ride continued and our group of standard GS bikes passed the 150-mile trip without an exorbitant amount of dirt exposure. We did stop and play at an OHV area where the knobby-less GS demonstrated a willingness to explore, but a need for more aggressive tires. The Adventure-mounted riders had a much better time on their Metzler Karoo meats, but the extra size and weight were their disadvantage.

Calling either machine small is tough to make believable, but the GS is considerably less bulky than the massive Adventure.

Day 2 dawned with an even larger bike awaiting my input. The GS Adventure is visually striking compared to the standard GS model. The more masculine appearance comes via an 8.7-gallon fuel tank (5.3 on the GS), spoke wheels vs. cast (all our bikes were equipped with spoked rims which can be purchased as an accessory for GS owners), crash bars and knobby tires. Both bikes get magnesium-colored cylinder heads but the Adventure's fork is black while the GS sticks with the Mag theme on the faux sticks. Not only will you need more physical muscle to manhandle the claimed 564 pounds wet (vs. 504), but a more pronounced pocketbook as well for the standard $16,600 MSRP ($14,600 GS).

Though we spent the majority of the 206-mile day in the dirt, there was little in the way of tight, technical riding. Everything was traversable by a four-wheel-drive auto, but single-track isn't exactly the target for any machine weighing over 600 pounds with fuel. It was these variations of dirt and gravel roads that allowed us to experiment with one of the most notable changes for 2008.

Though the list of actual upgrades for this year is relatively small, the development of supplemental features is a point of pride for the German engineers, especially the ESA (electric suspension adjustment). This feature has been used on previous BMW street models, but 2008 marks the first time it is available for an enduro machine with specific off-road settings. At the touch of a left-thumb button, the rider can choose appropriate preload and damping stages. The theory behind the system is to adjust for both terrain conditions and motorcycle load such as passengers or luggage.

With both street and off-road settings, there are plenty of selections to toggle through. Street spring preload accommodates the load options and allows for three levels of adjustment: Solo rider, Rider with luggage and Rider with passenger. After the proper setting is selected, which must be done with the bike in neutral, the rider can switch between Comfort, Normal and Sport damping levels while on the road.

Arranging to tackle off-road sections is just as easy. There are only two spring preload settings, Medium Reserves and Maximum Reserves, but the damping adjustments are of the same variety being Soft, Normal and Hard. Switching through the options is easy to keep track of with iconic displays on the digital instrument panel. We found the best setting for all-around off-road settings to be Maximum Reserves preload and Normal damping. Even with greater speeds or rougher terrain, the suspension action on the Telelever front and Paralever rear became a tad harsh when set at Hard.

Add-on features like ABS and ESA are worth the money in our opinion. Both models offer a wide spread of amenities.

As Adventure Touring machines, the word that holds the most importance is "touring." In all reality, "adventure" can be had on- or off-road, but the GS models are touring bikes first and foremost which meant that to fully appreciate what they have to offer required long distances in the saddle. Fortunately, that's exactly what the big Beemers are good at, rider accommodations. Living with a bulbous Boxer between your legs can be daunting at times, but the accoutrements of our loaded versions gave us plenty of things to fiddle with. As you would expect when buying a BMW, the list of options is ridiculously long. In addition to the ESA, some of the more notable add-ons featured at the press launch were ABS, heated grips, tire pressure monitor (which proved its worth when I picked up a nail in the rear) and additional headlights. Visit the BMW website for a complete list of accessories and package options.

Are these bikes incredibly heavy and overwhelming at times? Yes, but that's part of what makes them so good as touring machines. We're not talking about a Honda Civic here, this is the deluxe, old-school Cadillac. The comfort and style necessitate an oversized build. I spent the better part of our two days in AZ trying to race the bikes from point to point on our guided expedition. I suppose that's just the Off-Road Editor in me, but after standing on the pegs, hoisted over the tank, smashing the suspension and overcooking corners I finally realized how ridiculous it all was. Standing bowlegged atop the wide Adventure for 100+ miles put enough unnatural pressure on my knees that I eventually backed off the throttle and sat on the comfy height-adjustable saddle in painful defeat. It was then that I had my moment of clarity.

Allowing the dust of the lead riders to fade in the distance, I found myself virtually alone for miles of travel. Riding the rock-infested jeep road at a leisurely 30-40 mph instead of a frightening and abusive 50-60 mph switched my hard-charging brain into a more serene state of mind. Could the bike go faster over that terrain? Yes. Did I have the desire to make it do so? Absolutely not.

New styling cues are some of the most noticeable things about the 2008 GS line, but overall we couldn't find anything about the updates to complain about.

It took nearly 300 miles of riding in Arizona before it clicked for me, but all alone on that unimproved gravel road I found the essence of BMW's R1200GS Adventure. During those last 50+ miles from Bloody Basin and through the Aqua Fria National Monument I was more in-tune than ever with the thrumming pair of opposing cylinders. The greens, yellows and browns of the desert were suddenly crisper and the landscape more stunning as my attention focused on the exploration of my Southwestern playground. All the hard work and pain of muscling that beast through the terrain had somehow morphed by simply changing my mindset. It had become a perfect ride.

Any manufacturer can build a canyon-carving sportbike or race-winning motocrosser, but when versatility is the name of the game it's much more difficult to strike the nail on the head. That's exactly what BMW has done with its GS models. There will always be those who want more or less of certain things, but considering what these machines were designed to do, which is practically everything, they are incredibly well-suited. It took this tester several run-ins with the beast over the past couple years to really understand what BMW's GS provides. But the more I get my head around it, the easier it is to see why it's the company's most sought-after cycle.

It's been called the best adventure bike, best open-class streetbike, bike of the year and even best bike in the world. You may buy into those claims depending on individual interpretation, but pretend for a moment that such a bike does exist to fill all those categories, and that you have to name it. What other options do you really have?

BMW K1

When I hit my twenties, the BMW K1 was impossibly glamorous. It was the poster bike for motorcycling. As a casual observer, I didn’t realise it was BMW’s attempt to appeal to younger riders, seduced by Japanese sportsbikes such as the Suzuki GSX-R1100. And I didn’t know that BMW’s engineering and quality control—for once—was deeply flawed. To me, the K1 was the kind of motorcycle Luke Skywalker would ride if he existed in real life: a blend of warp speed power and futuristic styling. It was a machine straight from the pages of JG Ballard’s Vermillion Sands: glossy, lurid and bizarre, a vehicle for the wealthy and disaffected. (For what little it’s worth, it was also the world’s first production motorcycle with a three-way catalytic converter.) The 987 cc, 100 bhp K1 sold less than 7,000 units between 1988 and 1993, and its dynamics were trumped by machines such as the Honda CBR600F. But it’s still beautiful two decades later. And it broke the mould in the realms of styling and marketing, catching the eye of people who would never have otherwise looked at a motorcycle. I’d still choose one today over any 1990s Japanese or American bike—and not just because it’s the only motorcycle you can ride while wearing a scarlet leather one-piece.

BMW R69S custom

I’d be a very happy man if this was the sight that greeted me when I opened my garage door on a Saturday morning. Unfortunately, this is not my workshop; it’s that of Ritmo Sereno in Tokyo, a treasure-trove of exquisite vintage machinery. Right now they’re working on this R69S, which is being customized to a client’s specification. The Munich-built R69S had a long production run—throughout most of the 1960s—and was powered by a 594 cc boxer twin putting out 42 bhp. It was not the fastest machine you could buy, but the engineering was state-of-the-art. The motorcycle magazines were enamoured: in 1962, Cycle World said, “Whatever the BMW’s merits in a contest of speed, it is still the smoothest, best finished, quietest and cleanest motorcycle it has ever been our pleasure to ride. To be honest, we think that anyone who would worry much over its performance-potential is a bit of a booby. The R69S is fast enough to handle any encounter, and it has attributes that are, in touring, infinitely more valuable than mere speed.” Ritmo hasn’t revealed the mechanical modifications yet, but the suspension, bars and exhaust system are new. The bike has also been fitted with revised bodywork including a new fairing, fenders, seat and rear cowl. For more pictures of the original—including some with a sidecar fitted, as was common—check out BMBike’s R69S page.

BMW R100/7

Most of the machines we feature on Bike EXIF are one-offs, or limited editions, or customized in some way. But if I was planning a long, leisurely trip cross-country, I’d be looking for a classy, relaxed tourer. And with a pair of authentic Krauser panniers installed, this immaculately preserved BMW airhead would fit the bill perfectly. As Big Bike said in its 1977 review, “No slouch in the tight stuff, the R100/7 still loves to soar across the roadways of the world like a high wind over the sea. Still the ne-plus-ultra of touring bikes.” During its four-year production run—from 1976 to 1980—the BMW R100/7 was probably the most desirable bike in the world. Just 12,000 rolled off the production line, and they were regarded as the Rolls Royce of motorcycling. This pristine example is owned by Neil Rote, a vintage guitar and amplifier dealer who lives in a small town in rural Australia, some 250km from Melbourne. Neil has great taste in bikes as well as Gibsons and Fenders: his garage also includes a 1970 Norton 750 Commando Fastback (with Dunstall upgrades), a 1973 Laverda 750 SF1, a 1983 Moto Guzzi 1000SP and a 1960 BMW R60 sidecar rig.

BMW R100/7 scrambler

Even the stateliest grand tourer can be turned into a scrambler. This example is a 1977 BMW R100/7 owned by Frank, from Kandel in Germany. He bought the bike in 1983, with just 5,000km on the clock; the BMW is now up to 196,000 km, without any issues apart from a gearbox defect last year. Frank lowered the forks 6 cm, and made a new sub-frame, seat and license plate bracket. He also fitted Tomaselli bars, Koso digital instruments, Dunlop Trailmax tires, a Ducati rear fender, and a fuel-tank from a BMW /5. The muffler is a Supertrapp and it sounds unbelievable: check out this YouTube video to hear it for yourself (at 1:02 in).

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BMW R100RS

BMW R100RS

In 1977, BMW’s erstwhile R90S became the R100S. The boxer twin motor gained a useful 100 cc or so, 40 mm Bing carburetors were bolted on for smoother starting and running, and the cosmetics and paintwork were upgraded. The flagship was the radical-looking RS variant, which gained a full fairing and went gunning for the Japanese heavyweights of the time, such as Honda’s Gold Wing. With 70 hp, a 24-liter fuel tank and a 200 kph (124 mph) top speed, the R100RS became the ultimative Motorrad for the long-distance motorcyclists of the day. Cycle magazine somewhat enigmatically said, “The RS is its own bike, and expression, emblematic of course of BMW’s willingness to thrash with the Japanese but not necessarily a signpost pointing into the future. It is BMW’s Corvette; whether it succeeds or fails, there will always be Biscaynes enough for all.” Nowadays, the BMW R-series bikes are increasingly becoming candidates for customization, and more than a few café racer conversions are appearing. This lovely 1982 machine was modified by Australian Paul Cail, who has a background in television and advertising. Cail’s aesthetic tweaks have worked wonders for BMW’s tourer—that stubby bikini fairing and elegant seat unit make this RS as desirable today as the original must have been thirty years ago. [For an extensive list of R100RS links and information, check out webBikeWorld.]

30 years of the BMW GS

30 years of the BMW GS

I don’t know what possessed BMW to give the R80 G/S a red saddle back in 1980. But it’s become one of the most enduring motorcycle liveries of all time. The G/S was designed to combine on-road and off-road qualities, just like a traditional scrambler—but unlike most scramblers, it was also an accomplished long-distance tourer. Then Hubert Auriol won the 1981 Paris—Dakar Rally, and the G/S reputation for reliability was born. The “G/S” designation (Gelände/Straße, or off-road/on-road) soon became the GS (Gelände Sport) we know today, and the Germans have dominated the adventure touring market ever since. Next month, BMW celebrates 30 years of the GS with new bikes harking back to the original livery—including that iconic red saddle, white bodywork, white indicators and a tinted windshield. There’s a great overview of the GS bikes on webBikeworld, and if that’s whetted your appetite, a terrific new book you can order called BMW GS: Adventure Motorcycle: A 30 Year Catalog, by Hans-Jugen Schneider. [Available on Amazon.]

BMW K100 custom

BMW K100 custom

Californian Larry Romestant is a man with a unique vision for custom motorcycles. In the BMW world he’s known for his ‘Special Ks’—restored and modified water-cooled K-series bikes. The bike shown above is ‘The Beast’, and it’s an apt moniker. Larry’s taken the frame from a 1986 K100 and fitted a motor from the mighty K1200RS. The internals are stock, but aspiration is through 45mm velocity stacks and the exhaust is 4-into-2, a reproduction of the exquisite sounding Contis fitted to Ducati Desmo twins. To extract the very last ounce of power, a K1100 Motronic module is enhanced by a Dynojet K1200RS Power Commander. According to Larry, “The engine fires easily and throttle response is immediate and crisp. The air/fuel ratio is tightly controlled throughout the rpm range, and remains closed loop for combustion efficiency and optimal performance at all speeds. The sound is unlike any made by a flying brick. When on the pipe, it’s reminiscent of the howl of a Honda CB750 Four—but more menacing and deeper.” Other mods include lowered suspension and later-model 305mm floating discs—which is probably a good move, given the 130hp output of a standard K1200RS straight four. So what’s with that headlight, Larry? 
“It’s my interpretation of the famous (and rare) Rauch item built in the 50’s in Der VaterLand. I call it the ‘Romestant 3 Hole Bucket’. It houses three digital gauges: speedo, tach and fuel level. Mounted under the seat are two additional gauges, oil pressure and engine temperature.” It’s a striking look and if you fancy one of those buckets for your own BMW, Larry can make one for you. See more of his bikes here, or head over to the BMW MOA website for details of Larry’s other creations. [Images by Thomas Bloch.]

Nikon D700 | 1/10s | f/10 | ISO 200 | Focal length 70mm

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BMW R80 custom

BMW R80 custom

There are some bikes that are all show and no go, but this BMW reflects a different kind of ‘show’. It’s positively theatrical. Secreted amongst the mechanicals are an antique glass doorknob, a brass bicycle bell and a tiny cameo portrait—see images below—added by the owner, Vancouver-based artist and actor Justin Wright. His Beemer started life in 1987 as an R80/RT, and was customized by an engineer/machinist called Kurt Lang. “Kurt decided to use the bike as a custom platform,” says Justin, “and in his words, ‘To see what I could do with metal for a motorcycle’.” Kurt spent a winter building this BMW, and after a couple of months of riding, sold the bike to Justin. I don’t know how much money changed hands, but there are a lot of man-hours here. The tank, seat and engine top case are all polished, hand-made aluminum. The headlight, brake light and footpegs are also aluminum, and were hand turned on a lathe. The straight bars, controls and the entire exhaust are hand-crafted in stainless steel. And if you’re wondering why the engine looks a little unusual for an R80, it’s because the cylinder heads were replaced with those from a much earlier model BMW—for the rounded look—with the remaining fins rounded off. Despite the elegant little accessories, this BMW is intrinsically functional: “Everything not necessary has been removed,” says Justin. “The bike is basic and detailed with purpose in mind. I think of it as a futuristic motorcycle built by someone in the 1930s.” [Images by Jason Lang.]

UPDATE 25 July 2010 We’ve added two new images at the bottom of the photo gallery below to show the seat and exhaust more clearly. There’s also a basic YouTube video that reveals what the R80 sounds like when started up.

New BMW Baja 1000 Racer

BMW Baja 1000 Racer

If you need to fettle your BMW enduro for hardcore long-distance racing, the company to speak to is HPN. The German outfit has an illustrious history, largely built on preparing the motorcycles that took BMW to four Dakar Rally victories in the 1980s. HPN built this particular bike for the Baja 1000 in 1985, trimming the wet weight down to a mere 155kg (340lbs) with fuel. The suspension travel is a plush 300mm (12 inches) front and rear, plenty enough to soak up the big hits. And of course, it’s got that brilliant retro Teutonic styling, but this time, in the slightly unfamiliar colors of red. This machine is superficially similar to BMW’s ‘Africa’ enduro bike, the R80G/S Paris-Dakar, but the race version is known as the BMW GS980R. HPN bored out the air-cooled boxer motor from 797 to 980cc—bumping up the power up from around 50 to 69hp—and just about every other component is either heavily modified or custom made—down to that white shield on the front wheel, which hides a 260mm Brembo disk. BMW riders Gaston Rahier and Eddy Hau won the large-capacity class in the 1985 Baja 1000: if you want to emulate their successes, take your pick from HPN’s range of hardcore modified BMW enduros.

BMW R100 race replica

BMW R100 race replica

Three years ago, Ritmo Sereno of Tokyo produced a stunning orange BMW R80 track bike—the highly successful ‘Nakajima’ racer. Now a Ritmo customer has commissioned a road-going version—and this is it. It’s based on a 1991 R100 RS, but many of the other details are close to the track machine. The suspension is Öhlins front and back, the brake system is from Brembo and carburetion is Keihin FCR. Ritmo has paid a lot of attention to weight, so the 230kg-or-so of the stock machine has been reduced to a gossamer 175kg. (The battery holder, oil catch tank and the frame from the engine backwards are handmade in lightweight aluminium alloy.) Power is now around 80bhp at the back wheel, helped by a custom-made 2-into-1 exhaust system routed through a modified center stand. Ritmo has documented the entire build on its website—the link is here (via Google Translate). The level of craftsmanship is extraordinary, but if the authentic orange paint job is a little too garish for you, check out the original and (equally illustrious) Nakajima racer, a lovely blue R90/6. Is there a better custom BMW builder in the world today?

BMW R60/5 cafe racer

BMW R60/5 cafe racer

Most images that we receive fall into one of two categories: average photographs of a very interesting motorcycle, or beautiful photographs of a fairly common motorcycle. So when you happen across a photographer who is also a vintage bike nut, it’s a marriage made in heaven. This exquisite customized R60/5 is owned by commercial photographer Josh Withers, and he’s shown off the bike to perfection. It helps to live near a Californian beach, I guess, but this machine would look equally gorgeous in the grungiest Atlantic City alleyway. The Berlin-built R60/5 was in the middle of BMW’s ‘slash 5’ range—the others being the R50/5 and the R75/5—and had a 600cc air-cooled motor in the traditional boxer configuration. Josh’s machine is a 1973 ‘toaster‘-tank model from the last year of production, and he paid just $500 for it. As with many bargain bikes, the problems soon started to mount up, and Josh ended up doing a bare-frame restoration. But the result was worth it, don’t you think?

Canon EOS 1Ds Mark III | 1/125 sec | f/18 | ISO 100 | EF24-70 f/2.8L USM

BMW R100T custom

BMW R100T custom

When I first saw this BMW, I struggled to put a date to it. Was it an older bike freshened up, or a relatively new bike that had taken a trip back in time? It turned out to be an R100T resto-mod, customized to make it look older than its 1979 model year. It’s owned by Oakland-based Jean-David Gerber: “My goal was to have it overhauled in such a way that it would look more like a bike from the 1960s—a ‘naked’ bike, with fork gaiters and spoked wheels and so on. As you know, BMW used to have a very conservative approach to the design of their ‘airheads’: most parts are interchangeable throughout the 25 years of their production, from 1970 to 1995. Greg Hutchinson, one of the airhead experts of the San Francisco Bay Area, kindly agreed to teach me the basics of mechanics.”

Jean-David replaced the wheels, tank, turn signals, valve covers and handlebars with parts from older BMW models. The seat is a modified police seat from a R90/6. The objective was to have a later-model 1000 cc airhead that “looks old, but still fresh.” The ‘Sienna Ivory’ color comes from a modern Vespa GTV250 and none of the metal parts were polished (to retain the patina) but some were bead-blasted. The engine was overhauled and kept stock—except for fitting dual plugs, electronic ignition and a deeper oil pan—so as not to compromise reliability. The result is understated and low-key, but to my eyes, creamily delicious. See the full restoration, beautifully photographed, on Jean-David’s Airhead Reborn blog.

Nikon D300 | 1/2000s | f/2.8 | ISO 320 | Focal length 120mm

Blitz BMW R60/2

Blitz BMW R60/2

In the car world, you often see “murdered out” vehicles, painted completely black for a sleek and sinister look. You occasionally see it in the motorcycling world—Steve Jones’ Ducati being an example—but I don’t think I’ve ever seen a fifty-year-old classic motorcycle given the “murder” look. This traffic-stopping machine, called “Great Escape“, is a 1963 BMW R60/2 customized by Blitz Motorcycles of France. Hugo, Léo and Fred have restored this 594 cc (36 ci), shaft-driven Boxer twin, powdercoated the frame, fork and handlebar in matt black, and then used high-temperature black for the engine. The bike was completely rewired, stripped of its fenders and fitted with 18” Mitas Enduro tires. It’s a look that seems to suit the bike, especially with that oddball swing-arm suspension at the front as well as the back. Ein schönes Motorrad, ja? [Blitz are building quite a portfolio of rough-hewn customs—there are Kawasaki, Triumph and Yamaha creations on the Blitz website. Photos: Fabrice Berry.]

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BMW custom: R1232

BMW custom: R1232

Most motorcycle marques can point to a single early model that set the tone for those that followed and established the brand. In BMW’s case it’s the R32. It was unveiled at the Berlin motor show in 1923, and it was a good fifty years later before BMW Motorrad shook off the R32′s iconic black-paint-and-pinstripes look. This ‘R1232’ is a very unusual custom built by a team led by Jean-Luc Dupont of the French BMW dealer Panda Moto 89. Jean-Luc is based in Villeneuve-Sur-Yonne, south east of Paris, and he’s known for creating BMW customs based on current production models.

According to the BMW Motorcycle Owners of America website, ‘Jean-Luc had the idea of creating a modern interpretation of the R32 using current technology. This would be a complete motorcycle design and production exercise, and would require everything to be fabricated … “Harley-Davidson has built its reputation on having their motorcycles as a modern interpretation of the past. I wanted to do the same for BMW, and where better to start than BMW’s first motorcycle, the R32?” said Jean-Luc.’

It’s interesting to compare the specifications of the original R32 with Jean-Luc’s creation. The 1923 bike had 8.5hp and weighed 122kg. The R1232 has 107 horses and weighs 235kg (520 lbs), which is reasonable by today’s standards. So the power-to-weight ratio has increased by more than six-fold. (The six-speed gearbox will ease progress even further.) If there’s a question mark, it’ll be over the braking system and the 2.5” wide tires, which roll on 21” rims at the front and 19” at the back. But then again, you can’t have everything. The R1232 took US$95,000, 16 months and over 600 hours of work to create, and you’ll find the full specification (in French) and more photos on the Panda Moto website. [Images by David Ducastel.]

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