The 2004 R1200 GS weighs in at 199kg dry; it's still a big, rangy motorcycle but it's notably easier to balance at low speeds than its predecessor, more flickable on tar roads and easier to control on gravel.
The new bike is reassuringly sure-footed on dirt, especially for an amateur and I was more relaxed on unpaved roads than with any previous GS.
On the road, with 18% more power it's a big, gruff, somewhat raw-edged hooligan tool. The motor has been upgraded with 101mm pistons to 1170cc and gets twin-spark heads as well as new ignition mapping.
The result is crisp response, gutsy acceleration and heavy jerking at small throttle openings, accompanied by intimidating clonking from the drive train.
The test bike topped out at 204km/h and seemed happy to cruise all day at 160+ with the motor spinning sweetly near its torque peak.
The balance shaft (the first on a boxer) smoothes out all engine vibes except for some power-thudding under 3000rpm, encouraging use of the upper end of the rev-counter where the extra voomah makes itself felt.
The new six-speed gearbox boasts 18kg less weight and helical gears for quieter running; its ratios are better spaced and closer than those of the R1150, other than a big jump from first to second. This allows bottom gear to be a cautious, pick-your-way method of progress.
The change is quick and slick but healthily vocal, while the final drive has the smallest crown wheel and pinion I've seen, on a 50mm hollow axle.
Tubular chassis
The new frame, fabricated from short straight pieces of steel tube, still uses the motor as its centre section; it's both lighter and stiffer than the alloy components it replaces. The exposed rear sub-frame looks a little rough-and-ready at first glance but emphasizes the bike's no-nonsense persona.
The telelever front suspension (adjustable for preload only) is retained, its 190mm travel allowing extravagant nose-dive under hard braking. It's comfortable and always predictable, however, while the rear paralever benefits from reduced unsprung weight, making it less harsh and bouncy.
One effect of having the torque strut on top of the swing-arm is that opening and closing the throttle causes the front end to go up and down instead of jacking the rear suspension. The only effect is to quicken the steering just as you turn into a corner, enabling the new GS to dive inside smaller, nimbler machines.
The bike's other great strength is its phenomenal Brembo power-assisted brakes, the only ones on two wheels; together with the standard ABS they haul the big flat twin down like a grand prix bike. In traffic the little electric pumps that boost hydraulic pressure can be heard but their action is so nearly instantaneous you can't feel them work.
All you get is rather wooden feel with amazing bite – without the ABS they would be lethal, especially in the wet, although it can be switched off for dirt riding. The brakes are linked; the front lever operates all three callipers while the foot pedal operates the rear brake.
All-day comfort
The seating position is standard Big Trailie – upright with elbows bent and hands well apart. The wide, tapered 'bars give plenty of leverage for throwing the Beem around and the height-adjustable saddle is close to the mythical ideal of all-day comfort, although the fabricated steel footpegs felt a little small.
The windscreen is bigger than before and adjustable to five positions using captive-screw knobs; surprisingly, I found that the lowest position gave the least buffeting.
The wiring runs on a can bus – meaning that there are just two wires running fore and aft instead of the usual handful, which provides for diagnostic facilities as well as an integral immobiliser.
The switchgear is unchanged but the new instrument panel, protected by a tubular steel nerf bar, is superb with oval dials for speed and revs and a big LCD screen giving odometer, gear, trip, fuel gauge, remaining range and the time, operated by a button on the left-side switchgear.
Despite the effort put into it, the R1200 GS isn't much different from its predecessor. Fans of the dual-purpose boxers will love it because it's the same, only much better.
Test bike from Auto Atlantic.
