R1200GS

Initial random comments start at bottom

11-11-04: These pictures show our cold weather set up. The factory windscreen is mounted on the handlebars. A Lexan sheet is mounted below to close off airflow underneath. The forward screen protects the instruments and headlight. Helmet turbulence is minimal with the factory screen 13 inches back and 8 inches up. At 6'4" I still can see over the top.

9-3-04: With 2000 miles on the clock, engine vibration is no longer an issue. The counter balancer works. With the engine loosened up this minimal amount (of mileage) it is pleasingly smooth. It is not electric motor smooth, thank you. There is still the subtle hint of two cylinders working below you, but the mild pulsations are entertaining and not in the least annoying or distracting. It is as sweet a sound and feel as one could ask for. Also the components of the counter balancer system add to off idle torque. Compared to earlier oilheads, this engine requires very little throttle and clutch slip to get started from a stop.

7-19-04: According to a press report on superbikeplanet.com, Motorcyclist magazine has named the R1200GS as bike of the year. For those of you tall enough, the GS is, in my opinion, the best design currently available. The handling is perfect and the power level is just right. For those who can never get enough, the new K12S will fill the bill, but the 100HP of the GS is all I care to have.
7-12-04: Mileage, 1250. Engine is already running smoother than when new. This bike is a delight to ride. We are currently experimenting with alternate (homemade) windscreens in search of best possible wind control.
6-20-04: Sunday Ride , 130Miles. Tested the cushy RT peg against the thinner GS rubber insert peg.
Conclusion: No significant difference in vibration levels which are so low that the RT peg can't filter them out.

6-21-04: Solution: The easiest way to lower the pegs is to install those from an R1100S / R1150R / K1200RS or GT.
A simple kit pictured below does the trick. New pegs are approximately .75" lower and forward .25". The kit consists of two machined aluminum plates and two new springs. The shifter is adjusted down one notch on the spline. Kits will be available in a few days. Order the pegs from your local BMW dealer.

06-08-04: Custom stainless steel bar end weights installed along with factory hand guards. Grip width is 30 inches. Width overall is 33 inches.

6-02-04:After removing the bar end weights we found that the handlebar tube is only 30" wide. We were able to move both handgrip assemblies in 1.25". The right side electrical switchgear housing has a clamp bolt inside that holds the throttle twist grip and electrical switches in place. The brake lever / mirror mount are held by two Torx bolts and easily moved. The left side was a little more complicated. The switchgear and rubber hand grip are held in place by two Torx bolts that are threaded into the handlebar tube. Two 4mm tapped holes were added to position the grip in the new location.
For riding on-road, this narrower grip position still provides light and responsive handling. For serious off-road use the wider factory grip placement is probably a better choice . A kit including a drill and tap fixture and replacement bar end weights is planned.

5-27-04: We've made some changes to the bike over the last two weeks. Machined aluminum spacers allow fitting of RT pegs The RT pegs are down and forward about 3/4" . Installed with custom made springs pictured center and right below.

5-28-04: Surprise!!  This morning we tried the windshield in the middle position (#3 of 6) and it worked well. Helmut buffeting and noise was acceptably low below 50mph. Above 50 buffeting start to build with speed.
5-26-04: Did a night ride to check out the headlight. Low beam needs to be adjusted up, but the book tells nothing about how to make the adjustment, "go to your BMW dealer" is their advise. On high, the right beam seems to be lighted better than straight ahead. Overall the headlight is O.K. but many owners will still add accessory lighting. The problem is, there is no convenient place to mount anything up front. The windshield tilt adjusting bolts are the only obvious heavy duty mounting point. More and more the new GS feels like a big dirt bike. The exhaust note is a mild version of a Dakar race bike. At 3000 RPM there is a pleasing rush of acceleration. The gear ratios are closer than I would choose. Most of the time I use a 1 to 2 to 4 to 6 sequence, skipping 3 and 5. The bike really only needs 4 speeds with an optional 5th as an over drive.
5-17-04: Sunday morning ride, 50 miles, two up. Passenger saddle is reasonably comfortable. 2/3 rear preload required. Handling is fine with extra weight. Passenger has good view of road with driver saddle in low position.
5-12-04: On first tank, fuel ran out at 217 miles. Motor runs better with each ride. Saddle is better than any previous beemer. Engine: Starts on first turn over. This motor is substantially more responsive than my previous R1100S. It revs very quickly, more like an in-line four. The flywheel must be substantially lighter.
There are no Allen bolts on this bike. All the bolts are Torx. Five Torx wrenches are included in the tool kit. The handlebars are clamped using bolts that require a Torx socket so that you won't mess with them. Torx wrenches and sockets are available at Sears.
As usual, this BMW is quiet. Unlike some previous models, the exhaust note is more engine like. No more choked and wheezing sewing machine. On the road the major source of noise is from the wind rushing around my helmet.
Handling: With the suspension set correctly, this bike is a delight to ride. Steering response is light and precise. The 32" wide bars provide plenty of leverage. If the rear shock preload is set too low, steering response becomes slow. If the front shock is set too soft, the front end will dive under braking. Adjusting the front shock is quite simple with the supplied wrench. Position #3 is set at the factory and should be considered a minimum if you are 200 lbs or more.
5-11-04: Brakes: The power assist system is greatly improved. Response time is close to zero. The rear brake is not overly sensitive. It takes a good push to get the rear brake to work. The fronts are powerful but not jerky. This system is the partially integrated version which I prefer.
5-05-04:With saddle in low position the toolkit pouch must be positioned carefully or the saddle won't latch into position. Windshield: Factory has not put aftermarket windshield makers out of business with this bike. There is still some helmet buffeting in up or down position, but not nearly as bad as my 96' R1100GS.