Of these, 84,373 units were assigned to the classic GS and 15,627 units were assigned to the model Adventure.
No other BMW motorcycle has been built so often in such a short period of time.Thus, the BMW R 1200 GS is the most successful BMW motorcycle of all time.
The predecessor has been number one in registration statistics for many years; the 1200 GS has successfully achieved this goal from the start.
It continues to extend its lead to this day.In 2006, 31,138 units were delivered to customers worldwide.
From 1999 to 2003, the predecessor model R 1150 GS was built a total of 58,023 times.In addition to this, 17,828 models of the model variant Adventure (until 2005) were produced.
A total of 219,468 GS model boxer engines, four valves per cylinder, have been produced since 1994.A figure who proves the popularity, supremacy and unique universality of the GS concept.
BMW R1200GS named Motorcycle of the Year!The BMW R1200 GS also won the IDSA 2004 Industrial Design Excellence Competition on June 25, 2004 in Los Angeles, California.
“The BMW Group has once again surpassed the competition, winning the 2004 IDEA (International Design Excellence Award) Gold Award from the Industrial Design Institute of America for the R1200 GS BMW motorcycle.
Last year, the BMW Group received several awards from the Industrial Design Society of America (IDSA), including Gold for MINI, Gold and Bronze for DesignworksUSA, and Bronze for BMW Motorcycles.”
“The orders received exceeded all our expectations and we want to shorten the delivery time for our customers as soon as possible. The goal is for customers who order now to receive their motorcycles in the summer”, says Peter Müller, Head of Sales and Marketing at BMW Motorrad.
Employees at the Berlin Motorcycle Factory have arranged for additional shifts for a short period of time.All suppliers are also working together.
“It shows,” said Dieter Schliek, director of the Berlin plant, “how flexible our workforce is and how committed they are to satisfying our global customers.
Many employees are even willing to postpone their annual leave so that the R 1200 GS can be assembled during factory holidays.”
The new BMW R 1200 GS fulfills the old dream of an ideal touring enduro: advantages in every respect, outstanding performance and outstanding comfort, even on the longest tours.
Plus, the same great handling and agility provide maximum riding pleasure on winding country roads and mountain passes, giving the rider what he wants.
Combined with a low weight of just 225kg or 496lbs, which is unique in this class, and excellent chassis and spring mass, you’re guaranteed to enjoy the toughest trips even over the roughest terrain.
The BMW R 1200 GS offers an unparalleled harmonious synthesis in the combination of off-road and on-road riding qualities.
Its predecessor, the R 1150 GS, has enjoyed unique success over the years.It has consistently set the standard for its segment throughout its life cycle.
Now the R 1200 GS takes you into a new dimension, taking the excellent features of its predecessor to a higher level in all important respects.
At the same time, it goes without saying that the R 1200 GS inherits all the traditional features and advantages of all BMW motorcycles.
Equipped with the unique BMW Telelever on the front wheel and the newly designed Paralever with optimized weight and geometry, the more stable running gear ensures a first-class and ultra-safe riding condition.
High-performance brakes of the highest specification combined with BMW’s unique motorcycle integrated ABS ensure maximum safety even in critical situations.
In turn, a fully controlled three-way catalytic converter with state-of-the-art emissions management ensures excellent environmental compatibility – a technology that, by the way, has been a natural feature of all BMW motorcycles for many years.
It comes with dual ignition and new digital motor electronics with integrated knock control.
The R 1200 GS raises BMW Motorrad’s leadership in high-capacity touring enduro racing to a higher standard than ever before.
Another unforgettable feature is the maintenance-free driveshaft, which avoids unpleasant and time-consuming service, especially on long journeys.
A sophisticated new luggage system and a wide range of accessories, supplied directly from the factory and tailor-made for the R 1200 GS, also help to clearly demonstrate that this new machine is a strong continuation of BMW’s tradition of high-capacity touring endurance racing.
This tradition dates back almost 25 years to the R 80 G/S launched in 1980: this is undoubtedly the original work of the inventor of this type of motorcycle, which once again became the benchmark for this type of motorcycle
In its design principle and basic structure, the newly developed flat twin power unit of the R 1200 GS follows the same standards as BMW’s previously proven engines.
But at the same time the new power unit is a comprehensive new development, with components completely revised and improved.
The optimization of the engine geometry and the application of state-of-the-art computational and simulation methods have resulted in an 8% reduction in the engine’s weight, despite its larger engine capacity and wider range of functions.
This is the largest engine ever seen in an enduro race, with capacity increased to 1,200 cc, setting the stage for an exceptional 100 bhp of output and muscular torque across a wider speed range than ever before.
The result is superior power in all conditions and in all situations – clearly the most important advantage on difficult off-road terrain, where power and torque are sustained regardless of engine speed, meshing gears and conditions faced by the rider supply.
The most important innovation on the base engine block is that the balance shaft eliminates any unpleasant vibrations.
Despite their excellent design principle, with the cylinders opposed to each other to provide a perfect balance of the main forces (the connecting rod and piston moving back and forth) in the overall effect, traditional flat-twin engines cannot operate completely without vibration.
The unavoidable displacement of the cylinder always creates “cyclic” or secondary forces (i.e. forces that do not act on the same level), causing the rider to experience unpleasant vibrations on the handlebars, pedals and seat.
The severity of this mass force and the vibrations induced in this way increases with engine size and, in particular, engine speed.
Because of this, the engine of the R 1200 GS is the first power unit in the history of Boxer engines to be equipped with a balance shaft.
Running in opposite directions, the bearing carries two precisely sized counterweights 180 degrees from each other to provide a reaction force that is superimposed on the mass force in the crankshaft, reducing vibration to an absolute minimum.
This keeps running conditions smooth and comfortable throughout the speed range, especially at low engine speeds, and even dampens vibrations without losing the bullish character of the flat-twin.
The balance shaft itself is precisely positioned where it should be, saving space through its smart and elegant concept.
The balance shaft runs in anti-friction bearings, is located in the countershaft, and is driven by the crankshaft’s spur gear (direct 1:1 gear ratio).
The rear counterweight is located outside the oil chamber and is bolted to the axle, which extends fully from one end to the other.In turn, the front counterweight is integrated into the drive sprocket.
As with the previous engine, the countershaft is again used to drive the oil pump and carry the sprocket that drives the camshaft.
Therefore, the transmission ratio of the intermediate shaft to the crankshaft is 2:1, and the intermediate shaft itself is driven by the roller chain.
The crankshaft is also an all-new design – it’s now more compact for added stiffness, and the crankpin itself is tighter (modifications can be made via narrower counterweights).
This design change contributes to a weight savings of 1kg, or about 9%, despite an increase in travel from 70.5mm or 2.78 inches to 73mm or 2.87 inches.
To give the rotating assembly the desired balance, some of the counterweight mass has been moved to the drive gear on the flywheel and balance shaft.
As before, the flywheel supports a single-disc dry clutch that has expanded in diameter from 165mm to 180mm (6.50–7.09 inches).
The clutch linings are free of asbestos and heavy metals, and the pressure plate, diaphragm spring and gear plate are individually balanced, making assembly of these components simple and convenient without any negative impact on running smoothness.
Post time: Feb-11-2022
