Test drive BMWR 1150 GS, BMWR 1200 GS

BMW R1150GS BMW R1150GS Adventure

The BMW R1150GS
and
R1150GS Adventure
are motorcycles that were produced by BMW Motorrad from 1999 to 2004. The 2006 model year R1150GSA models were also limited. The R1150GS models are part of the BMW GS family of dual sport or adventure motorcycles that have been produced from 1981 to the present. The bikes have 1,130 cc. See horizontally. flat twin motor and drive shaft.

Production history

The 1130 cc R1150GS featured a new six-speed gearbox. It replaced the R1100GS, which had a 1085 cc engine. cm and a five-speed gearbox.

The standard R1150GS model was produced from 1999 to 2004, when it was replaced by the more powerful and lighter R1200GS. The R1150GS Adventure, produced from 2001 to 2005, was replaced by the R1200GS Adventure in 2006.

At the end of 2002, the optional ABS system was replaced with electric power steering. combined braking system. In addition, the engines were equipped with dual spark plugs on each cylinder; This was intended to reduce emissions and eliminate the persistent surge problem that affected many BMW Boxer models.

A total of 58,023 standard R1150GS models and 17,828 Adventure models were produced.[2]

The R1150GS is a popular dirt bike.

Model differences

The R1150GS Adventure featured a number of differences from the standard bike, making it more suitable for overland and adventure touring.[3] These include an optional 30 liter fuel tank (6.6 imp gal; 7.9 US gal), larger screen, one-piece seat, 20 millimeters (0.8 in) higher front and rear suspension, lower first gear and conventional sixth gear instead of overdrive on the standard model. Changing the knock sensor adjustment allowed the Adventure version to run on lower quality gasoline. Common options on both models were heated grips and ABS brakes.

Awards and long distance riding

See also: Long-distance motorcycle riding

In 2000 Cycle World Magazine

awarded the R1150GS "Best Touring Sports Bike" award.[4]In 2005, the R1150GS Adventure was awarded the "Best Trailer" award by the UK publication.
RiDE magazine
, and the standard model was ranked third.[5]The R1150GS Adventure was ridden in 2004 by Ewan McGregor and Charlie Boorman for an 18,887 mile (30,396 km) ride from London to New York, depicted in the book and TV series The
Long Haul
. [6] The successor to the R1150GS, the R1200GS Adventure model was used in the subsequent
Long Way Down
journey. It was also ridden by Guinness World Record motorcycle endurance holder Simon Newbound.[7] Kevin Sanders and his wife Julia rode the R1150GS to set the Guinness World Record for the fastest circumnavigation of the world on a motorcycle in 2002. They also rode the R1150GS Adventure to break all records. Pan-American Highway in 2003[8]

Trips

I’m trying to use Goose for its intended purpose, so in early September I went towards the Caucasus Mountains.

There are many photos under the cut. Anaki 3 tires were replaced with Wild, the tent and a minimum of things were loaded onto the motorcycle and now only the road lay ahead. According to the tradition this year, I will start in the rain. On the first day I reach Kropotkin (1200 km), and the next morning I begin a leisurely journey closer to the mountains. No plans, just improvisation. First I got to Psebay and drove a little towards the mountains - I got a little further than Nikitino.

I didn’t bother getting into the mud, I walked a little, took a few photos and went back. On the way back I saw how the traffic police was sanding down quad cyclists, and not on an asphalt road. Along the road, P256 drove to Pregradnoye, after which it turned to Mednogorsk, where it met a car from its native region (though the owner is local, but the car is from Orel). Then I drove towards Arkhyz, but didn’t get there - I stopped at the BTA. this is not him))) this is a radio telescope, a sign to which there is a sign on the way to a large telescope and many turn there (that’s where I got caught) At the checkpoint the gate was closed, but there was room for a motorcycle to pass. I didn’t become impudent - I asked the guards if it was possible to pass through. I was pleased with the answer: excursions are until 16:00, but motorcyclists are allowed! The road is an excellent serpentine, only the crushed stones at the turns and the checkered tires prevented the motorcycle from tilting too much. On the way up I met some locals on the left. View from there We got to the telescope together. I decided to try the tires in action and go higher, so I went back down

Since the guys said that there was nothing special to see in Arkhyz, we moved towards Karachaevsk, on the way to which we spent the night in such a beautiful place. All night this animal rustled under the tent. Morning views

While still at home, while studying the maps, I saw that there is a road from Elbrus to the Bermamyt plateau. I began to move in this direction. The small number of cars didn’t bother me at all, but the local population’s ignorance of the desired road should have alerted me. Elbrus is not that far away. I missed a bit, got to Uchkulan, where they told me that I had passed the right turn and I needed to return to the abandoned gold mining village and further move along the Kuban River. Which is what was done. And here is the road itself

Fork. I need to go left. The road looked very good, but around the bend a surprise awaited me - a good slope with large stones and the absence of a stopping area. After a little jumping, a flat area was found. To play it safe, I went up on foot to assess the road ahead. I walked three flights with the hope of seeing a normal road, but I concluded that I couldn’t get there (if only I knew what roads I would be driving on next, this one would seem quite suitable to me) I went back. The descent in the video doesn't look that steep, but in reality the slope was good. A little upset, I reached Karachaevsk and headed towards the Gumbashi pass. I passed the pass and saw a well-rolled dirt road heading towards Elbrus. Well, I think I’ll drive a little and come back. And the views are getting more and more beautiful. And I am drawn to go further and further. I asked the shepherds several times about the road ahead. They said it was good. So I got to an abandoned cheese factory. I decided to go through Bermamyt to Kislovodsk. Having secured the approval of the shepherd, who said that there was only one steep climb on my way, but I would pass it, I headed towards Bermamyt. And then the cruelty began.

At first it was even fun. And jumping from rock to rock on the descents, I was glad that I wouldn’t have to climb here (how wrong I was). The next climb was followed by a sharp descent, and I thought that the front wheel would remain in the rut and I would fly further, but the fall occurred when the rear wheel skidded when leaving the rut. I picked up the motorcycle surprisingly quickly. I'm standing. Think. I'm thirsty. The water bottle was safely lost on the bumps. I'm hungry and generally have little strength left. But there is beauty all around. I decided to walk further along the road to see what awaits me. After the next ascent, a source of water was very conveniently discovered. The motorcycle was immediately moved there. I got drunk and moved on. I’m walking, and suddenly the road ends. Apparently in the spring there was a small mudflow and the road was washed away. Ahead I see a rise to which a fresh track approaches from somewhere below. I reach the ascent with the thought that I will find an exit to a new road. But the slope of the climb is such that standing on it I can almost freely reach the road in front of me. Of course, I understand that I won’t be able to go up such a climb, but I don’t want to believe it - the way back didn’t seem possible to me. I trudge towards the motorcycle. There are no other roads. No strength. There is no connection. There is only one way left - back. But it’s full of F... I sat down in the shadow of a stone, listened to the murmur of water, looked at my hippopotamus - peace... You can sit for a long time, but this is clearly not a solution to the problem. Driving in the opposite direction. On some climbs you have to first scatter stones and estimate the approximate trajectory. And now ahead is one of the two most difficult climbs, which were scary to go down. Having jumped to the middle of the climb, I fall onto the right side. Having placed stones under the rear wheel and a kickstand, I raise the motorcycle, start it up and, throwing stones with the rear wheel, I still fly up. On the next climb I fall on my right side again, breaking the turn signal in the process. I myself noticeably hit my foot in the area of ​​the hip joint and my hand just in the area where the protective elements are located. I'm trying to lift the motorcycle, but it doesn't work. The front wheel rests on the rocks. I put stones under the rear wheel again, free the front wheel, try to lift it, but nothing works. I look around, and what do I see... A shepherd rides up to me on a horse. I did not refuse the offer of help. Together, with great difficulty, we managed to put the motorcycle in an upright position. The shepherd holds on, and I throw my carcass onto the motorcycle and skid off up the hill. I look around and see that the shepherd is getting on a horse and riding not in my direction. And there are still difficult sections ahead. And I don’t care... More gas and now I’m already near the camp where they told me that I would pass this road. The shepherd who told me this is not there, but the other says that yes, the road there is not the same and there is another one, but there is generally a scribe there. While I was fiddling with the turn signal (I couldn’t find a plantain, so I had to use tape), my savior arrived. I thanked him and moved along the already familiar road towards the asphalt. Already after dark I was in Pyatigorsk. In the morning I headed towards Georgia. I passed the border quickly. Had lunch in Stepantsminda. I wanted to get to the Trinity Church, but I had enough off-road yesterday. I got to Tbilisi, drove around the city looking for the exit to Ninotsminda and ran into a brick waiting for a car from there. The driver said that there was a mudslide and there was no road. I got to the builders, they said that we could try to drive through the lower villages and get onto the road beyond the landslide. I returned a little back and drove in the direction of the indicated villages. I asked the bus driver for directions. He checked with a local grandfather, who pointed in the right direction. I didn’t like the indicated direction because of the steepness of the climb, but they assured me that I would pass. I start, the asphalt ends around the first turn, the slope increases, and I’m trying to avoid falling into the gulley running along the road through the dry loam, looking for a place where I can stop. I brake at a fork where the slope is not particularly large. I'm going to look at the road. To the left there is a dead end - the entrance to the house, straight ahead - an ascent with a slope of 35 degrees and the turn is not even visible. It's getting dark. I'm going back. I find a place for a tent. In the morning the sky is overcast. I estimate how long the route through Khulo, Mesia and Ushguli will take me and understand that I won’t have time before the end of my vacation. And in that direction they promised two days of rain. I decide to go back, but along a different road. I went through Tianeti. I try to use all the checkers. I went to the Georgian military road at the Zhinvali reservoir. Several photos in the area of ​​​​the cross pass. The road. In the afternoon I was again in Stepantsminda. I checked into a guesthouse and walked to the Trinity Church. In the morning I crossed the border and, in anticipation of “good” weather, put on a raincoat. I went through Stavropol. Due to the strong wind, only M4 was able to pitch a tent at night behind some gas station. I slept to the sound of cars. I was tired of driving on the M4, so I turned beyond Boguchar towards Rossosh and took regional roads through Stary Oskol, Tim, and Kolpna to Orel.

The mileage was about 4500 km. The rubber has fully justified itself, although it wears out a lot. The BMW R1150GS is an excellent universal motorcycle that allows you to ride not only on asphalt.

Recommendations

1. "BMW R1150GS (1999–2005) Review." Motorcycle News. Retrieved 2008-01-05.
2. “The 100,000th BMW R1200GS.” webBikeWorld (from BMW press release)
   . August 3, 2007. Retrieved 2008-01-05.
3. Ash, Kevin (30 March 2002). "Spirit of Adventure" Daily Telegraph. Archived from the original on January 9, 2008. Retrieved 2008-01-05.
4. "Best sport touring motorcycle: BMW R1150GS." Bicycle world. 2000. Archived from the original on August 12, 2009. Retrieved July 7, 2009.
5. "BMW Motorrad wins top honors at prestigious awards." BMW Group. September 9, 2005. Retrieved July 7, 2009.
6. Ash, Kevin (15 January 2005). "For a long time." Daily Telegraph. Retrieved 2008-01-05.
7. "A British couple taking on one of the greatest challenges of modern times have received official confirmation that they have successfully broken the world's most demanding world record." PRweb. November 2, 2005. Retrieved July 7, 2009.
8. Tim Walker (29 September 2005), How to experience a real adventure: Take a train or ride a bike to experience the thrill of travel as it used to be
   , The Independent (UK), retrieved 30 March 2010

Test drive BMWR 1150 GS, BMWR 1200 GS

Fans of large touring enduro bikes now have plenty to choose from: on the world market, almost all leading manufacturing companies offer this class of motorcycles in their lineup. The Japanese and Italians, releasing the next off-road “tramp”, are not further ado: the engine from a sportbike is first derated, reshaping its torque characteristic, then they put it in a steel frame, almost always (with rare exceptions) retaining a chain final drive, then they select long-stroke ones pendants and an attractive plastic body kit. That's it, the enduro tourist is ready!

But the founder of this class of motorcycles, the BMW company, does not like to rush, preferring to follow the path of evolutionary improvement of its good old “rogue” for almost 30 years. After all, the world's first production heavy enduro was the R80GS, introduced in 1980 and later winning the Dakar four times.

Who said that the boxer is bad for off-roading? BMW proved the opposite a long time ago. Its “all-climbers” are popular in all countries, and many, despite their venerable age, are still in service. The gradual modernization of the motorcycle, proven over millions of kilometers, led to the appearance of an injector, integral ABS, an ignition system with 2 spark plugs per cylinder, and a 6-speed gearbox. The “last of the Mohicans,” the R1150GS, has it all. But then, in 2004, the Bavarians released a radically updated R1200GS. There is nothing left in him from the fatness and impressiveness of his predecessor! Look at them: they both seem to be equally “long-legged” and are not afraid of bumps, but the “1200th” looks dry, lean, angrier and swifter (I would compare it to a trot). “1150th” in comparison is a real lump, reminiscent of a clumsy bear who will not make sudden unnecessary movements, although, if necessary, he will still jump over a windfall effortlessly. It would seem that “the young are dear to us everywhere,” but for some reason in their homeland, Germany, the “old man” often costs the same, or even more, than his young successor, despite the age difference of two years! So, there was something in the “old man” that still attracts buyers? So we’ll try to figure this out by “riding” both of them.

The designers, working on the new model, set themselves the task of creating a completely different motorcycle (at the same time lightening it by 30 kg), and they achieved their goal. Not a single detail was taken from the “old man”; everything was created from scratch. They decided not to change the layout of the power elements of the motor frame. The engine itself also remained opposed, but got rid of the vibrations that had become familiar to it - two balancer shafts do an excellent job. The new ignition and injection controller from BOSCH significantly reduced its appetite, facilitated cold starts and improved the running culture. A completely redesigned gearbox (all gears were replaced with spur ones, new synchronizers were installed and the forks' backlash was reduced) began to work several times more clearly and faster, reminiscent of the best Japanese models. Heavy wiring harnesses have been replaced by the CAN bus, now all consumers are powered through the processor and it is impossible to check for an open circuit with a tester; the system itself will notify you about this.

The instrument panel has changed (shrinked) and received the “digital” prefix. But... spoked wheels are now available only as an option, because statistics are an inexorable thing, and according to them, dear, 90% of such motorcycles never “sniff” real off-road conditions, so the Germans installed alloy wheels. All these and many other changes, so to speak, “modernized” the bike, and the efforts of the Bavarians can be understood, because competition does not sleep. But enough theory, it’s time to start practical exercises, that is, rides.

The difference in the operation of the engines is immediately audible, even when the starter is turned on. The “old man” clearly resists starting, and the starter has to squeak to make it work. “Young” picks up, as they say, with half a turn, even despite his “dead” battery. Further more. The R1200GS runs smooth right out of the box, automatically reducing revs as it warms up. On the R1150GS, before starting, you need to pull the choke lever, and after warming up, do not forget to lower it - there is no automation here. From time to time, until the engine reaches operating thermal mode, it shakes, and the motorcycle itself sways slightly to the beat of the engine. Well, the engines are warmed up (and the “youth” are ahead again here) and it’s time to “get on the horses.” I sit in the saddle of the 1150. A high steering wheel with a crossbar, a wide seat and well-placed footpegs provide a straight and very comfortable seating position, which clearly allows you to “swallow” hundreds of kilometers of far from perfect Ukrainian (and not only) roads without fatal signs of fatigue. The “tidy”, painfully familiar from the “tourist” R1150RT, includes, in addition to a large block of warning lamps, an analogue speedometer and tachometer, digital (but very convenient) indicators for oil temperature and fuel level, as well as a gear indicator. The readability and information content of the entire complex is at the highest level, both in daylight and in the dark (thanks to bright lamps and soft, adjustable backlighting).

Shifting into first gear can happen either quite softly or quite hard, with a loud and juicy “clack!” — it all depends on the speed of movement of the foot and the position of the clutch lever at the moment the gear is engaged. You can get underway at almost idle speed - there is enough engine thrust, and the “contact patch” of a dry single-plate automobile-type clutch is easily controlled through the hydraulic clutch handle. This is followed by good acceleration (though with a slight lag in the engine response in the first quarter of the throttle stroke). But, if you do not work coherently enough with your left foot and right hand, catching the second gear with the gearbox foot at the beginning of the drop in speed, then be prepared for the fact that you will not be able to engage it smoothly without squeezing the clutch lever (or even the green eye will light up under the roar of the engine neutral lamps!). At one time, a similar “feint” of a similar gearbox on my R1150RT puzzled me, but quite quickly I “caught” the desired movement algorithm and made mistakes extremely rarely. The fact is that the helical gears in this gearbox require more careful closure and do not tolerate “sporty” shifts, unlike the spur gears in the successor.

But you get used to everything, and literally after an hour of driving around the city you already forget about the “kicks” of the box, enjoying the freedom that an enduro (even such a big one) can give in a city clogged with cars. A high steering wheel, optionally installed full engine protection, spoked wheels, decent suspension travel make you forget about cracks in the asphalt, underfilled transverse grooves, dimples, pits and potholes, small (and not so small) potholes and even speed bumps. You can simply ignore all these annoying and dangerous road “surprises” for a motorcycle of a different class on the BMW R1150GS! The suspensions work so harmoniously that it is enough to relax your hands and stand up a little on the pegs in order to literally fly over a seemingly serious bump. Working off uneven surfaces is so comfortable that over time, even clear passage of “humpbacked” asphalt in a turn does not cause surprise. But you experience the deepest feeling of satisfaction when you need to leave a tightly clogged roadway. I will say without exaggeration: this “old man” can easily storm city curbs of any height, allowing you to bypass traffic jams not where possible, but where necessary. Viva R1150GS!

What's outside the city? And then the “old horse” showed his best side. The knees are hidden behind the ledges of the tank, and the sufficiently large glass provides good wind protection at speeds of up to 150 km/h. If this is not enough for someone, you can order glass 3 cm wider and 12 cm higher than standard and enjoy an almost tourist level of wind protection. Driving in economical 6th gear is possible already from a speed of 100 km/h (on the tachometer - 3000 rpm). The ease with which this bumpkin takes turns is amazing, although it is not easy to shift him in bundles. But the brakes are a complete compliment to the designers of BOSCH and BREMBO: they work easily, clearly, and are as informative as possible. You can brake even in the rain when turning!

The motorcycle is well suited for traveling together: the passenger's seating position is tight, its stepped profiled seat is comfortable, and the legs rest on ergonomically located footpegs. Are there really no shortcomings? Why did they update the successful model? There are, there are shortcomings. First: maneuvering at very low speed is difficult, the “excess weight” takes its toll. Second: the old motor is quite power hungry. Consumption of 95 gasoline in the city is about 8 liters per “hundred”, on the highway – about 6.5 (with moderate driving). Third: vibrations in certain crankshaft speed ranges. Low-frequency around idle and mid-frequency after 5.5 thousand rpm. Not fatal, but can be annoying.

What about the young R1200GS? The ride on it reminded me of a streetfighter. No, of course, it is not as radical, but still not as imposing as on its predecessor. But... a higher seat, slightly set back footrests, a straighter steering wheel, a small windshield with conditional (at least for me) wind protection still evoke such an association. This impression of the seating position is fully confirmed by the driving experience. The completely redesigned engine does not even give the impression of being a boxer engine, so much so that all the shortcomings of its predecessor are leveled out in it! And in combination with a clearly working gearbox, the conviction that these are two different motorcycles only grows stronger.

The added horsepower and torque do their job: you don’t want to drive the 1200 quietly, it provokes an active drive with sharp accelerations. But not only the engine and gearbox contributed to this “street-enduro” image. The operation of the suspensions has become different, also changing the character of the motorcycle. It seems that nothing has changed structurally: the same Telelever with a lever and a ball joint in the wing at the front and Paralever with a cardan inside at the rear. But, if the R1150GS playfully “swallowed” almost all the bumps, smoothly entered turns and slowly straightened the trajectory (and the overturning moment of the longitudinally rotating shafts was somehow felt on it), then all the reactions to the R1200GS seemed to manifest themselves sharply, becoming aggravated, but the presence of the driveshaft, on the contrary, became completely invisible. Now you won’t get a false impression about the quality of Ukrainian asphalt; you will “screw” into turns, brake a little later, and open the gas at the exit a little earlier. You can forget about the comfort and impressiveness inherent in the “old man”, but you can enjoy the sharpness of reactions and dynamics.

In comparison, its successor is almost a full-fledged streetfighter, only with a suspension adapted to bad roads. Taking pity on his alloy wheels, the owner will no longer be so bold in crossing potholes, curbs and flying over speed bumps at a speed of over 100 km/h. But on the other hand, it will be much easier for him to maneuver in a dense stream of almost stationary cars (after all, the difference in weight is felt), and you can also “shoot” through the lanes into dynamic pockets (or overtake) just as effortlessly.

What about off-road? Considering that both subjects were wearing tires with a universal (almost asphalt) tread pattern, there was no point in driving them into any serious abysses, but, nevertheless, we decided to drive them on soil, gravel, grass and sand, for Why did they move to Trukhanov Ostrov?

On gravel, hard ground and grass, both the new and old Ge-Esys walk confidently and without any special differences, but on sand the R1200GS, being lighter, feels more confident, although both the first and second are rarely used to conquer quicksand sand and only with “toothy” tires on the wheels.

But, as they say, to each his own. Some people are not in a particular hurry; they value the comfort and touring characteristics of a motorcycle (especially when riding with a passenger) more important than dynamics. And for some, the BMW boxer motorcycles lacked exactly this: clear operation of all controls, lightness, sharpness and dynamics. Personally, I preferred the “old man”, and you make your choice.

Opinion:

Valery Garbaruk

Driving experience: 8 years

Height: 173 cm. Weight: 75 kg.

The proposal to compare two touring enduros from BMW aroused my keen interest. The fact is that motorcycles of this brand stand so apart from other manufacturers that there is no direct competition (in my understanding) between BMW and the “Japanese”. Such technical solutions in the suspension, plus the opposed two-cylinder engine, are not found on modern motorcycles from other companies. Plus, the price of BMW equipment elevates it above other brands. Therefore, it is not surprising that if someone loves this brand and, in order to save money, is thinking about buying a slightly used heavy enduro, then the answer to the question will be relevant for him: what is the difference between the new motorcycle model and the previous one, especially since they are priced are not radically different.

At first glance, I thought that the difference in driving sensations would be very small. But I was wrong: these are two different motorcycles, raised in the same school, with similar manners and sounds, but strikingly different! BMW motorcycles have never been easy. This can be both a plus, which many people like, and a minus. But the general race for power and the struggle to “lose weight” has reached BMW. The R1200GS is noticeably lighter. I switched to it from the 1150GS and when I took it off the side stand I was pleased with the weight difference. Just like the engine. The setup of his “brains” is such that he “follows the handle”, and, best of all, he does this already from 2000 rpm. When driving around the city on the 1150GS, I involuntarily kept the speed in the gap of 4-4.5 thousand, otherwise the dynamics were not pleasing. But on the 1200GS, you can roll relaxed at 2.5-3 thousand and, when adding gas, get the proper acceleration. The acceleration is so pleasant that it provokes dynamic driving. The old engine is not at all perky and puts you in a calm mood. For me, it’s even unacceptably boring.

The seating position on the “newbie” is higher. I sit down and realize that I’m on an enduro. I confidently reach the ground only with my toes, without touching my heels. Just a little higher and... at a traffic light you would have to stand on one leg! It’s hard to say where the steering wheel and footpegs have moved, but in general, the seating position is more collected, mobilizing and encourages active driving. The suspension settings correspond to this: they are not excessively soft, typical of other enduros. At the same time, bumps in the city do not even give a hint of the need to slow down. You can keep it at 80 km/h, or 140 km/h, without paying much attention to the surface. I overclocked it to 200, but it's uninteresting and unpleasant. When you transfer to 1150, you find yourself in an old armchair at home. Comfortable and relaxed. The wide seat is located lower, it rides very smoothly, as if the asphalt had been repaired, but you don’t want to check the maximum speed on it.

When riding on dirt roads on both motorcycles, no problems arise as long as the surface is more or less hard. As soon as the sand begins, driving becomes difficult. These motorcycles are still heavy for off-road use, and the tires are frankly road-grade. I remember during the XT 660 test last year I wanted to have fun, jump, drive along the beach and the lake, but in a BMW I just want to calmly drive through a difficult section. The cross-country ability of both motorcycles is approximately the same, but the new one is still easier to ride off-road (mainly due to lower weight). In general, I would characterize the new bike as a kind of street touring enduro, and the old one as a full-fledged touring enduro.

Text: Valera DRIVE (height 186 cm, weight 120 kg)

Photo: Dmitry Yurchenko