OTL has all the specs and visuals on the all-new R1200GS. Analysis will follow in the Feb-March OTL but here is a preview of the highlights:

The salient improvements are in key areas:

• As predicted, there is a reduction in weight by 30 kg (66 lb) by the use of high-strength light materials.
• As hinted, the new 1,200-cc flat-twin power will offer supreme smoothness. This has been attained by use of a balancing shaft and lightening of the innards. The former was anticipated by some moles, the latter by all.
• Torque and output (100 hp) are up by almost 18 per cent BUT fuel consumption down by 8 per cent.
• There is an all-new six-speed helical-cut gearbox.
• There is an upside down lightweight Paralever with weight-optimized driveshaft and a rear-end failure fix (we hope).
• New electronics are used to ensure sensible function with fewer cables and lower weight, and an electronic immobilizer is fitted as standard.

With regard to the big items:

New engine
The new 100 hp power unit is a new departure, with fully revised and improved components. Optimization of engine geometry and application of the most advanced calculation and simulation methods serve to reduce the weight of the engine by 3 kg or 8 per cent despite its larger capacity and wider range of functions. Engine width, in turn, is the same as before. (Click picture for larger image).

The structure of the pistons has been only slightly modified versus the previous engine, the new power unit featuring lightweight box-type pistons with three rings which, weighing just 410 grams, are once again a bit lighter still than the former pistons (420 grams).

Crankdrive and engine block, with balance shaft to eliminate all vibrations.
(Click picture for larger image).

BMW observes that "despite their superior design principle with the cylinders opposing each other to provide a perfect balance of free mass forces (connecting rods and pistons moving to and fro) in their overall effect, conventional flat-twin engines cannot run entirely without vibrations. The inevitable displacement of the cylinders always generates "circulating" mass forces (that is forces not acting on one and the same level) causing unpleasant vibration the rider will feel on the handlebar, footrests and seat. The severity of such mass forces and the vibrations caused in this way increases as a function of engine size and, in particular, engine speed."

Obviously R&D decided that a 100hp, 1200cc Boxer vibrated to much. This is why the engine of the R 1200 GS is the first power unit in the history of the Boxer engine to feature a balance shaft: Running in the opposite direction, the shaft carries two balance weights 180° apart from one another and exactly spaced out in size to provide a counter-force which, superimposed on the mass forces in the crankshaft, reduces vibrations to an absolute minimum. BMW claims vibrations even being dampened in particular at low engine speeds without the flat-twin losing its "bullish character."

The crankshaft is also a new design from the ground up - it is now more compact in the interest of extra stiffness and the cranks themselves are closer together (a modification made possible by the narrower counterweights). Despite the increase in lift from 70.5 mm or 2.78'' to 73 mm or 2.87'', this change in design helps to reduce weight by 1 kg or approximately 9 per cent. And to give the crankdrive the balance effect required, some of the counter-masses have been moved to the flywheel and the drive gear on the balance shaft.

The crankcase is a lot lighter than before, use of the most advanced computer methods together with innovative casting technology serving to optimize wall thickness as well as the stiffness and strength of the crankcase, weight being reduced in the process by 1.4 kg.

Modified cylinder heads and lighter valve drive.
Valve diameter is up by 2 mm or 0.79'' (intake 36.35 mm/1.43'' versus the former 34 mm/1.34'', outlet 31 mm/1.22'' versus 29 mm/1.14''). To ensure better and more efficient dissipation of heat, the outlet valves are filled with sodium. Valve duct design has been modified to match the larger valve diameters and the duct contours have been improved in their dynamic flow conditions. In conjunction with the increase in engine capacity, these modifications contribute to the 18 per cent increase in engine output (74 kW/101 bhp) and torque (115 Nm/85 lb-ft). As the final result of this design improvement using the most advanced, computer-aided methods, weight of the cylinder heads has been reduced by 15 per cent.

Someone very smart needs to explain this to us.

New engine management now featuring two oxygen sensors, modified dual ignition and knock control.

The Digital Motor Electronics code-named BMS-K (BMW Engine Management System) is an in-house development tailored specifically to the requirements of a motorcycle. Fully sequential fuel injection, integrated knock control, faster processing of complex sensor signals by means of the most advanced microelectronics, compact layout and low weight are the most important features..

The principle of indirect air volume monitoring and control by means of the throttle butterfly angle and engine speed (alpha-n control) carried over from BMW's existing motorcycles has been further enhanced on the R 1200 GS, creating a concept referred to as torque-based engine management.

The BMW R 1200 GS introduces a new system of knock control never seen before with these features in a motorcycle engine.

Light Exhaust system - with a throaty chortle.

We though we;d seen the end of "chortling" with the 760Li's "melodic chortle" but the GS now has a "throaty chortle"--whatever the hell that means. We'll see. Most modern Boxers have sounded like sewing machines. Now they are reputed to sound like wacky characters in ALICE IN WONDERLAND.

New six-speed manual gearbox with helical gears.

The R 1200 GS retains the proven principle of separating the gearbox from the engine - and at the same time the six-speed manual gearbox is an all-new development significantly improved over the previous version. Weight has been reduced to approximately 13 kg or 28.7 lb and for the first time BMW is using high-strength helical gears with smoother and more gentle gear mesh ensuring low noise and a high standard of shifting smoothness. (Click picture for larger image).

Lightweight driveshaft and Paralever swinging arm

(Click picture for larger image).

The entire drivetrain of the new R 1200 GS has been redesigned all the way to the rear wheel, resulting in a much stiffer Paralever swinging arm, reduces weight by approximately 10 per cent. Unsprung masses are down accordingly, ensuring a more sensitive response than before on the rear wheel suspension. The geometric configuration of the entire swinging arm has likewise been modified, dive compensation is now almost 100 per cent. With forces acting on the final drive housing now being supported above the swinging arm, ground clearance at this point is greater than before, efficiently protecting the swinging arm even on very rough terrain against damage caused by rocks or similar objects.

Of great interest to disgruntled owners of the current GS (and LT), the pivot point of the axle drive unit resting in the swinging arm has been moved down to provide "a more favorable geometric arrangement" with greater stiffness. The bearing point, in turn, has been reinforced to match the higher load and forces from the more powerful engine. With its improved kinematics, the driveshaft no longer changes in length as a result of geometric conditions.

The strange see-through hollow axle sleeve helps to dissipate heat from the final drive through its large surface and efficient flow effects. Signals for the ABS brake system and the speedometer are read by a sensor directly in front of segment pieces on the crown wheel, making the outer emitter wheel used on the former model superfluous on the new machine.

New running gear - stiff, high-strength steel tube frame.

The engine/gearbox unit is bolted on to the rear frame at five and on to the front frame at four points. Together, this composite structure incorporating the drive unit forms the motorcycle's load-bearing framework.

The two frame elements of the R 1200 GS are lightweight structures in truss design: The front frame is a triangular structure made up of high-strength steel tubes welded to one another. It offers the great advantage of highly robust support on offroad terrain plus package benefits over the former cast aluminum front frame as well as greater stiffness with weight remaining unchanged.

Innovations in the on-board network - the BMW Motorcycle Single-Wire System (SWS).

(Click picture for larger image).

Yet another special feature of the R 1200 GS is the all-new on-board electric system. The term Single-Wire System describes a highly innovative on-board network using electronics and CAN-bus technology (Controller Area Network) to offer functions and features never seen before: Reducing the number and length of cables required, this network offers a much wider range of functions than a conventional on-board network, information being transmitted along just one single path (hence "single-wire") as opposed to the double-wire system otherwise required.

Electronic immobiliser for optimum security.

To ensure optimum security at all times, the R 1200 GS comes with an electronic immobilizer fitted as standard. Controlled by a transponder in the key, the immobilizer offers the very best in anti-theft security, maintaining the same high level to be found on Bimmers.

New instrument cluster in digital technology.

The new on-board electronic system featured on the R 1200 GS allows the introduction of a high-tech, extra-light instrument cluster based completely on digital technology. Incorporating the speedometer, rev counter and the Info Flatscreen Display, the instrument cluster replaces the former Rider Information Display, providing permanent information on the oil temperature, fuel level, remaining range on the fuel in the tank, the time of day, and the gear currently in mesh.

Electric switches.

Both the switches and controls are new, but we regret to report that the basic arrangement of the switches and BMW's logic for operating the direction indicators have both been retained. BMW says "the switches are now even easier to use and reach, and come in even clearer, more distinctive design." Yeah, right! Tell that to the press and would-be conquest buyers.

Ergos

In determining the ideal seat height and contour on the R 1200 GS, BMW's engineers and designers have applied a new dimensional criterion for the first time: the rider's step length. Forming the entire distance between two resting points of the rider's feet (measured across the inner length of his legs), this criterion considers not only the absolute, geometric height of the rider's seat, but also its shape and width throughout the relevant area at the front. Even where geometric seat height is the same as on the former model (840 mm/33.1'' and, respectively 860 mm/33.8''), this new seat design is said to"significantly improve the rider's ground contact while keeping his knee bending angle when riding within comfortable limits."

Luggage rack etc.

Made of stable but light plastic, the luggage rack on the R 1200 GS is all-new in design and offers adequate storage space for additional luggage easy to fasten and transport safely thanks to the lashing points. A further option is to fit a topcase, and the plastic cover beneath the removable passenger seat serving as a flat loading area at the same level as the top edges of the case is both functional and practical all in one. Fitting the cases available as special equipment here, the rider has lots of space for additional baggage, once again with integrated lashing points for optimum security.

That is it for now. The nitty-gritty details will be in OTL later. Suffice it to say that the new GS looks to be lighter and smoother than before, making a great bike even greater.

By OTL Moles and Voles.