German Renaissance
GERMAN REN AISSANCE
Road to track to Baboon’s Gorge, BMW busts out big in South Africa
MARK HOYER
ARCING GENTLY DOWNHILL on a mountain pass that leads to George, South Africa, I did not expect to be passed on the outside by anybody. I was carrying a swift, safe pace, passing cars as necessary and making efficient, fun use of this sweeping multilane mountain road, a job made easy by BMW’s new, smokin’-fast K1200GT sport-tourer. And yet here was a knobby-shod R1200GS at full lean on my right, piloted with precision and grace by Dr. Herbert Diess, whose business card reads Leiter BMW Motorrad, which translates to Leader and... well, the rest you can probably figure out.
His swiftness, composure and agility are representative of BMW’s new bikes and its corporate philosophy, all of which have changed quite dramatically in the four years the good doctor of engineering has been in charge.
These changes were initially signified by the very GS he was riding, a bike introduced here in the Western Cape two years ago (see “African Adventure,” May, 2004). It was the first of the “lighter, faster, sportier and more exciting” machines that BMW has committed to building.
Which is exactly what the company is doing. In fact, if BMW had no other models than the five it introduced at the southern tip of the Dark Continent this past April, it wouldn’t be a bad lineup. There is a grand sport-tourer in the K1200GT, a great pair of sporty and practical middleweights (F800S and ST), while upholding the BMW flat-Twin tradition are two machines: the most powerful Boxer bike ever in the R1200S sportbike and the latest version of the quintessential go-anywhere twowheeler, the R1200GS Adventure.
The variety of bikes and types of riding at the press launch did present a luggage-packing challenge. We needed off-road gear for our Adventure trek through the Baviaanskloof (translation: Baboon’s Gorge), touring gear for the F800s and GT, as well as full leathers for the racetrack day on the R1200S.
It is an excellent problem to have, for these were going to be good times, as was made evident by the fleet of R1200S Twins lined up outside the hotel for our foggy morning ride to the Killarney racetrack outside of Cape Town. It was largely a freeway drone to get to this 2.0-mile circuit, but once we were there the fun began.
“This is not meant to be a Ducati,” said one engineer on hand. “We call the S ‘character sport.’”
So, no, you will not threaten 999-mounted fancy boys at track days, but you will have a good time riding at the track and also be more comfortable on the street. The riding position is pleasantly sporty and the optional Öhlins suspension ($690) fitted to our testbikes was compliant and controlled.
Hustling around Killarney was also a lot of fun. Power from the hot-rodded 1170cc, counterbalanced engine comes on strong at 6800 rpm and pulls hard to the claimed 122horsepower peak at 8250. Redline is 8800 rpm, the highest ever for a production Boxer. While the brakes (with braidedsteel lines) don’t have quite the precision, feel and low effort of the latest radial-mount, top-line sportbike stuff, action is nonetheless consistent and function at a very high level. Nice thing is, these are regular, non-servo-assisted binders, and the ABS can be turned off for track use. Very sporty, and a great move on a bike such as this. Claimed weight without fuel is 430 pounds, some 29 down on the previous RI 100S. Rake is steeper at 24 degrees, while trail is shortened by a half-inch to 3.4. Wheelbase is 58.5 inches. It was certainly a surprise on a BMW to have instances of nascent headshake while accelerating hard out of corners on this bumpy track, but these were quickly quelled by the standard steering damper. While the fancy shocks are optional (as is a $190, 6-inch-wide rear wheel for 190mm rubber), the stiffened Telelever front and EVO Paralever rear suspension incorporating a lightweight driveshaft are standard. Overall handling on the track was sure-footed enough that it wasn’t long before the valve covers were kissing the tarmac at full lean in corners. Not a threat to a ZX-10R, no, but fast and fun nonetheless.
As for road manners, there was never a hint of head twitch on the street, where the R1200S was a stable, easy-to-ride partner from big, fast sweepers to some of the first-gear corners we encountered in the mountains while motoring back to the hotel. The 2006 R1200S is in dealerships now, MSRP set at $14,700.
A sporting Twin from BMW is a natural. At least a flatTwin. But what about a new parallel-Twin? It was quite a surprise when spy photos surfaced last year of these bikes testing in southern Spain. Any time a company invests in an all-new engine platform, it is a big risk and a major undertaking. Imagine having one of your first big decisions as the new “leader” be whether to give the go-ahead to such a project. That’s just what Dr. Diess had to do as the BMW boss-sign the large-dollar development contract with Bombardier/Rotax to begin work on an all-new Twin that would form the basis of a new model line. Yikes!
"When I first took over at BMW Motorrad, the initial plans for the 800cc Twin were already in place," said Diess. "They showed me the engine layout, what it would look like, drawings and so forth. It was a big decision to make whether to go ahead. If you look at the list of successful par allel-Twins, there are almost none in recent years. The list of unsuccessful ones, however, is quite long." 1I,~11 4i.~ VQC~I 1~-. .~ +l~
Well, here’s hoping the F800 line is a hit, because this initial pair of sporty middleweights is eminently approachable fun. Overall size is just about perfect-big enough to be taken seriously, compact enough to be very easy to handle. BMW used the words “beginner” and “re-entry” to describe some of the riders it hopes the bikes will attract. But these bikes are fundamentally good enough and “serious” enough to attract even the most seasoned veterans.
Basic engine and chassis tune on both the 401 -pound S and 412-pound ST are identical. The main differences are in riding position and wind protection. The sporty S model has a smaller fairing and lower bars than the ST’s more comfortoriented pieces, as well as different wheels. Although the fork felt more compliant on the ST, BMW says damping and spring rates are identical. Suspension adjustments are limited to spring preload and rebound damping on the shock.
The fuel-injected 798cc Twin is rated at 85 hp, with 63 footpounds of torque at a 5800-rpm peak. Power is very linear, and the engine pulls cleanly from very low rpm. In fact, chugging down to 2000 rpm in sixth gear is no problem. Overall shift quality was pretty good, although aggressive upshifts at full power resulted in a couple of false neutrals in the upper gears. Otherwise, ratio spread is nice and high-speed cruise pretty relaxed, with 4000 rpm showing at just under 90 mph.
The S isn’t exactly a sportbike, but it is a sporty bike in the same vein as the Suzuki SV650, while having a more substantial feel. As the sport model, the S doesn’t get the ST’s available saddlebags and centerstand. Seat height for both models is 32.3 inches, while a 1.2-inch-lower saddle is available as an option.
Both F800s are equipped with a 43mm conventional telescopic fork. The single-sided swingarm and belt final drive are spiritual carryovers from the F650CS, naturally beefed up for use with this larger motorcycle. As on the Singles, fuel is carried under the seat, with the filler on the right rear flank. While ABS is an option, there is no servo assist or linked function to the braking system.
As the 800s are meant to split the difference between the F650 Singles and the big bikes, it would seem natural that they would come stateside, but BMW folks at the launch seemed a little non-commital. Later, however, we got word that the Twins are due in the U.S. by spring of 2007. So if the idea of a full-featured middleweight appeals to you, and if you really think you’re going to buy one, call ’em up tell them to get with it!
Just about the time I got finished praising the F800ST for its lightness, simplicity and balance, BMW stuffed the new K1200GT under me. Well, here’s to complexity, largeness and an imbalance of horsepower!
From the moment you release the clutch, this big GT exudes an overriding feeling of stability, confidence, comfort and power. This is the perfect application for the 1157cc inline-Four powertrain, the Hossack-style Duolever front suspension and optional Electronic Suspension Adjustment ($775). After we punched our way out of Cape Town proper and headed for some fast two-lane roads, the GT came into its element. Acceleration is stunning from the 152-horsepower engine, and its 96 ft.-lbs. of torque is epic.
The cruise control (a $310 option) can be set at up to 112 mph-above that, you really should be paying enough attention to be operating the throttle. We laid contrails across the Western Cape Province, cruising easily and comfortably at 125 mph, with blasts up to an indicated 160.
Our bikes were equipped with the optional heated grips ($200), “fundament”-warming rider and passenger seats ($270), as well as the above-mentioned cruise control and ESA. Seat height is adjustable, as is bar height. The saddlebags are excellent. Wind protection is great, and the screen adjusts over a useful range. There is wind roar at the shield’s lowest setting (for my 6-foot-1-inch frame) but no buffeting, while if the screen is fully deployed, it is high enough to divert the wind from your helmet without causing pressure on the rider’s back.
While shifting is a little clunky, clutch pull heavy and driveline lash definitely noticeable, none of these negatives is a deal-breaker. For the experienced sporting rider, the servo-assisted brakes and their somewhat artificial feel are what take the most getting used to. Despite the wooden, slightly disconnected lever feel, this bike does stop with major authority and absolutely no drama, whether straight up and down with the ABS invoked or while trailbraking into corners, where steering remains perfectly neutral and this 550-pound road missile stays right on your cornering line. Think of the brakes as highly effective with a slightly odd personality that you ultimately get used to.
Of the two fuel mileage figures gathered, the mellow first day’s ride turned in a respectable 42 mpg, while the second day (full of 100-mph-plus running, occasional wheelies and lots of hard acceleration) also returned a respectable 31.3 mpg. With fuel capacity at 6.3 gallons, range is easily between 200 and 250 miles. Excellent!
You definitely won’t want to stop riding. The seat is narrow at the front, wide at the rear and gives the pilot plenty of movement options. Engine vibration is present, particularly in off-throttle situations, but you really have to be looking for it to notice it. Besides, you won’t ever want to roll off the throttle. Power is profound at the bottom end and profounder at the top. And while you could spend the better part of a day just running it through the gears and eating up huge stretches of straight road at very high speed (which we did), the real fun begins when the comers arrive in rapid succession. Of the three suspension modes, Comfort, Normal and Sport, the lattermost tightens up the ride nicely and gives you a supremely stable platform for very aggressive riding. Cornering clearance is excellent, with much more available lean angle than from the Yamaha FJR1300, for example. This is a truly excellent motorcycle suspension system. The sport-touring game has definitely been elevated by this $18,800 machine.
A fter experiencing the GT’s rock-solid platform for / \ two days, getting on the big, rangy-feeling R1200GS Adventure was quite a change, particularly because at the start of our ride, tire pressures were dropped fairly low as we immediately headed for the dirt. Things felt pretty squirmy on the few miles of tarmac before our first dirt section.
Once on fire roads, though, it was like coming home. While this bike isn’t meant for powerslides and jumps (see the HP2 for such duty), there is a lot you can get away with on this big, plush off-roader, such as powerslides and (small) jumps...
He was right. For miles, the roads would run straight and essentially flat. But just to keep it interesting, every once in a while there would be a quick rise that sent all 700-pluspounds of man and machine airborne, only to land heavily upon the skidplate. So we dropped speeds to a slightly more conservative pace. After this high-speed stuff, we got into the Baviaanskloof, “The holy grail of off-road riding in South Africa,” said Lachlan Harris, general manager of BMW South Africa. Scenery there was gorgeous, with steep walls to the gorge, numerous watercrossings and lots of elevation change.
The $16,600 Adventure feels bulkier and larger than the standard $14,700 GS as a result of its extra equipment and giant fuel tank, but the extra range provided by the 8.7 gallons is awesome. The bike doesn’t feel that much wider between the rider’s knees. And consider the benefit of all that fuel. Our last R1200GS testbike got 48 mpg, which pencils out to a range of-brace yourself-417 miles! That is just a sick, wonderful figure that signifies what the GS-A is all about: self-sufficiency and a go-anywhere, stop-for-nothing mentality. Of course, when the tank is full, you feel the 55 pounds of fuel up there, so it is best not to fill up completely unless you need to.
Other Adventure features are a 720-watt alternator (120 more than on the standard GS), stainless-steel crash bars, spoked wheels, handguards and a bigger windscreen, as well as wide-platform footpegs and longer travel (.8-inch more) suspension front and rear. Our bikes were equipped with Continental TKC 80 street-legal knobbies and auxiliary lights, both factory options.
The optional aluminum saddlebags are huge and useful. Waterproof inner liners are available and make it convenient to remove your stuff without having to lug around those big metal boxes. There is also a matching top case.
We overnighted in a quiet spot mid-gorge, in a tent village set up with a fire pit in the middle. The sandy road to our campsite proved the most challenging segment of the trail for some, but the struggle helped improve their appetite for the braai (BBQ) laid on that evening. It was one of many really excellent meals we had-BMW ensured that we would avoid starvation by supplying what seemed like a near-constant supply of nutrition.
But while the food was great, the bikes were better and almost as abundant on this trip. BMW has powerfully redefined itself while still ably linking the brand with its past. Even the F800 Twins, which are a big departure for the company, speak “BMW” in their sound and function.
A final sentiment from Dr. Diess? He said there is more to come.
