2008 BMW R 1200 GS

by Anton Largiader

With the launch of the 2008 R1200GS and Adventure models, the "Adventure Touring" class has a new standard. Riders of other brands and GS owners alike will find a lot to like in these new models, much of which simply isn't available elsewhere.

The R1200GS, in standard and Adventure form, have had improvements over the years but for 2008 both are considered facelifted models. We got a revised centerstand in 2006, 2nd-generation IABS in 2007 and a few minor changes elsewhere but for 2008 the changes go a bit deeper. A more powerful engine is nice, but it's possibly the least significant change. In a market with more and more competitors every year, in an age where new motorcycles are increasingly viewed the same way one evaluates a car, a lot of the appeal comes down to features. What bike has the stuff I want? These Beemers do, and one good adventure ride will convince you.

Enduro ESA

The biggest news for 2008 is Enduro ESA. Electronic Suspension Adjustment (ESA) normally provides additional rear preload to compensate for loading, as well as on-the-fly damping adjustment for changes in conditions. ESA came out with the K1200S and is popular on the RT and GT, but was not implemented for the GS until now. Enduro ESA adds preload to the front shock as well as to the rear, providing for an overall ride height adjustment for offroad conditions.

The regular ESA functionality is there, unchanged. With the bike stopped, a 1-second push on the ESA button cycles through three different rear spring preload settings (known by their dashboard icons as helmet, helmet & bags, and two helmets). The icons flash as the suspension adjusts, and you can feel the rear of the bike rise.

Enduro ESA adds two more settings, which use the same rear preload as the 2nd and 3rd settings in standard ESA, but add preload at the front as well. "Medium Reserves" (in BMW language) adds about 6mm to the rear shock and 8m to the front shock, while Maximum Reserves adds 10mm to the rear and 12mm to the front. According to BMW, the latter corresponds to a 20mm increase in overall ride height.

As before, a tap on the ESA button cycles through three damping levels in any of the five modes. Both

compression and rebound are altered.

If ESA is not installed, the front shock has a five position mechanical spring adjustment, while the rear has a hydraulic preload knob and screw-type adjuster for damping.

Traction Control

This isn't new, but it's worth mentioning. Traction control on the GS has two operational modes (as well as 'off'). Standard mode is very noticeable on loose surfaces, and while climbing a hill you won't want it, its effect on flat gravel roads is pretty interesting. Once you're used to the bike sliding, you can basically pin the throttle on corners and the engine will keep anything too bad from happening. It's a pretty jerky affair, sort of like the original ABS, but it's very effective at keeping the rear end from sliding too much. The second setting, Offroad mode, drastically curtails the control to the point that it only kicks in when you're really pushing it.

With the power and weight of these bikes, traction control is definitely worth considering. One thing to keep in mind is that the system operates almost entirely in software, so traction control functionality could possibly be improved in future BMS-K updates. If BMW developed this to the point that average riders could smoothly tailslide through corners, they'd sell like hotcakes.

The rider can cycle through the three settings while riding, with a short push on the ASC/ABS button.

ABS

Integral ABS 2, which debuted in 2007, is available individually or as part of the Safety Package (with ASC and RDC). It can be turned on and off with a long push on the ASC/ABS button when the bike is stopped (no need to turn the engine off).

Enduro gearbox

Finally BMW has introduced a transmission for the Adventure, with the customary low first gear. Unlike the previous one, and likely in response to customer feedback, this one doesn't have the short 6th gear, so highway cruising is unaffected. It's a no-cost option on the Adventure, but we wouldn't be shocked to see it offered in the future on the standard GS and possibly other models. Some riders claim that the tall first gear on the R1200 series doesn't bother them too much, or that 'you can get used to it' but having ridden the enduro transmission I just can't see why anyone would honestly prefer the taller first gear on the standard transmission.

The Bike

The basic chassis is the same as before, which means if you haven't ridden one you still need to. In stock form, the R1200GS is simply a wonderfully light and responsive motorcycle. And with stock form, I want to stress that I've found the wonderful qualities of the basic bike to diminish greatly with the addition of a lot of aftermarket ergonomic add-ons. If your brief ride on your friend's R1200GS with peg-lowering kit, extra-tall windshield, extra-wide seat and 15 pounds of electronics mounted on the handlebar left you unconvinced of this bike's merit, you should simply ride a stock one for a more accurate impression.

For 2008, the handlebar has been revised and the mounting clamps can be rotated to move the handlebar forward about 15mm. If you plan to make any adjustment, find a thin-wall Torx E10xE12 wrench (SK makes a nice short one for $25) as this is one adjustment for which the limited toolkit does not provide.

The standard R1200GS is available with a single-position low seat and a two-position standard seat, which has been reshaped to address the forward-sloping feeling many riders had before. It's no longer necessary to raise the front adjuster to level the seat, as we (and many others) have done before.

The Adventure has a thicker rider seat and a flatter passenger seat, so that they are level when the rider seat is in the tall position. It's noticeably taller, and with the suspension cranked up the rider has a pretty good view over the surrounding traffic as well as excellent legroom.

In addition to the seat, the Adventure gets crash bars, driving lights, wider footpegs, adjustable foot levers, aluminum valve cover guards, standard handguards and spoked wheels, a larger windshield (with side winglets), the no-cost option of the enduro transmission and of course over three gallons of extra fuel capacity. The suspension gives 20mm extra travel and 55mm taller ride height. Dark rims and fork tubes remain as Adventure-only styling cues, while the GS gets titanium colored valve covers (like on the HPS and R1200ST) and fork sliders.

Pricing

BMW is now using package pricing rather than the ala carte system. For instance, in order to get Enduro ESA you need Equipment Package 2, which includes a chrome exhaust pipe, heated grips, trip computer, hand guards (GS) or driving lights (Adv) and bag mounts. Package 1 loses the chome exhaust but also drops the ESA. The Safety Package bundles TPM, ABS and ASC. ABS is also available by itself, while cross-spoked wheels and the alarm are only available separately. The low seat (GS) and the enduro transmission (Adv) are standalone no-cost options. Some of the components of these option packages can be purchased separately, but the bikes can't be ordered with them.

Fully loaded, as we rode them, the costs were $19,130 and $21,035 not including the luggage itself ($1050).

Impressions

Adventure Touring is hard to describe, and in that elusive description lies the draw of this bike. Some say it's simply the ease of going beyond the end of the pavement, some never leave the pavement but enjoy the 'do-it-all' nature of the bike in their own way. To me, there are moments on a trip when I want to get the bike somewhere, and moments when it's all about the bike getting me somewhere. In these latter times especially, the true abilities of the GS shine. It might be riding up a footpath in Alaska because it was the only way I'd have time to see the abandoned Bonanza mine before nightfall, or it might be getting over Taylor Pass in Colorado because the paved alternative would add hours to the trip and get me to dinner well after midnight. It might be as simple as being able to ride the bike out of sight on the roadside so you can sleep without being seen by passers by. It's not about always riding like you're in the Paris-Dakar, it's about being able to do what you need to do and not having the bike hold you back.

Even if you don't need to ride down stairs or cross the desert, the neutral handling and riding position of the bike simply make it easy to ride, and on real roads in the real world this makes for a lot of good riding. Let the sportbikers hang their knee out; you can just pass them on the inside when the corner tightens unexpectedly. And when the road straightens out, you have a relaxed position and a commanding view. In the eastern US (where most OTL readers are) at least, the GS platform is the best all-around choice for the mountains, the hills, and the flats.