BMW R 1200 GS Triple Black Tested
by Trevor Hedge
BMW has released a spec’d up version of their uber adventure tourer, the R 1200 GS – and it comes in black, well triple black to be precise. Rather than useless fluff it is actually spec’d up with the very options I would choose to add to a GS if taking one home.
A traction package inclusive of ABS, traction control (ASC) and tyre pressure monitoring (RDC) is standard fit on the Triple Black, as is the truly wonderful, electronically adjustable suspension (ESA). Spoked rims are a good idea for serious off-roading; these are also part of the Triple Black package and funnily enough, they come in black.
The ABS/ASC/RDC package normally costs $2235, ESA $1000 and the spoked rim option a $580 ask. Added to the base $22,190 price of a GS, this tallies to a not insignificant $26,005. On hearing about this Triple Black special package I was hoping that BMW had actually made this ideally spec’d up special edition more affordable for the customer in these post credit crunch times. Silly me! As it is a special edition BMW instead ask for a small price premium of $245 to bring the Triple Black to its $26,250 plus on roads sticker price.
Despite the skyrocketing Aussie dollar, don’t expect to get a more affordable ticket to GS goodness. It is a bit galling, and makes you wonder just how they get away with it. Then of course you head out on the roads and trails on one and discover why; the R 1200 GS is just so bloody good!
If you are new to the world of boxer engines and shaft drive, things will certainly feel a bit strange, at first, as your senses attune to the quirky characteristics of the layout. But once you gel with the latest iteration of the R 1200 GS, – as you inevitably will – then you will want one.
It is the full package.
Wonderfully comfortable on the road, solo or with a pillion, with decent wind and weather protection and a comprehensive range of factory or aftermarket luggage systems, the GS makes a great long-distance mount.
When the blacktop turns ribbon-wraith like, switch the suspension from comfort to sport mode and the traction control into sport mode, (both achievable on the fly), and the GS changes its attitude from comfy floating highway armchair to backroads brawler par excellence.
A well ridden GS will keep any sportsbike honest in the tight stuff and if the pilot is on the ball the BMW can ride away from most narrow focused sportsbikes, almost with ease.
The latest twin-cam version of the GS mill has extended the rpm range and given the prodigiously well-endowed lower and mid-range Boxer engine a new lease on life when spinning the tacho hard. This has added that little bit of extra fun factor on the road that clinches the package deal for me.
When the road runs out and track and trail adventures beckon, simply pull over and select one of the off-road suspension modes. While still seated on the bike, servo motors raise the ride height and lengthen the suspension travel ready for off-road touring, or if you are up for it, off-road attack.
If you are a little tentative and unaccustomed to off-road riding, put the traction control in sport mode and leave the ABS on.
If, however, you are well versed with slippery surfaces and want to let it all hang out, then both ABS and traction control can be switched off so you can enjoy your fun unfettered by electronic interference.
You certainly don’t need to turn the electronics off to have fun though; in sport mode the traction control allows a reasonable amount of slideways motion for a flowing rider and the ABS only becomes problematic on loose, shaly descents. Even gun riders leave it on the majority of the time.
Spend some time with a GS and it is easy to see that BMW has been doing this a long time. The model has been so successful that it has recently spawned many competitors from other brands. Those competitors are all excellent motorcycles in their own right; KTM’s 990 Adventure raises the bar on the dirt but its relative lack of comfort on the road and its somewhat over-eager engine means it misses the mark as an overall package. Yamaha’s Super Tenere is appreciably more affordable than the GS and is also a great mount that will get you everywhere the GS will, and in as much comfort, but can’t cut the pace on the tarmac like the GS can, and like the KTM also misses out on the sheer brilliance of push-button adjustable suspension settings. Ducati can boast such a feature on its higher spec MTS1200 models and is a true tarmac terror, but the Italian is hardly a credible option for any serious off-roading.
BMW has been doing this GS lark for thirty years – and it shows. Even though those aforementioned bikes are also wonderful mounts that will still bring an owner great pleasure, when it comes to the ultimate do everything package the R 1200 GS is still numero uno. Bloody Germans.
Specs – BMW R 1200 GS
Engine – 1170cc, oil-cooled, DOHC, boxer twin
Bore x Stroke – 101 x 73mm
Transmission – Six speed, shaft final drive
Seat Height – 850-870mm (890-910 on Adventure) {Optional lower seat and lowered suspension can reduce seat height to 790mm}
Wet Weight – 229kg (256kg for Adventure)
Fuel Capacity – 20 Litres (33 litres for Adventure)
Average Consumption on test – 6 litres per 100km
Range – 340km (550km for GS Adventure)
Warranty – Two years
Price – Expect to pay around $26,250 plus applicable stamp duties and registration charges for the Triple Black special edition.
NB: The test mounted pictured was also fitted with GPS navigation ($1595), LED spotlights ($535), Top Case ($1020), Tankbag ($430) and tinted screen ($382) bringing the price as tested to a whopping $30,212 plus on road costs.
NB: BMW have a promotion on at the moment with GS purchasers given $1500 towards BMW Genuine Rider Equipment until September 30, 2011
Verdict – ****½
Positives
+ Bloody good
Negatives
– Bloody expensive
—Â Pictorial – Images from our time with the R 1200 GS Triple Black
—Â For a more thorough introduction to ESA and ASC read our BMW R 1200 GS review from 2008
—Â For more detail on the change to twin-cam heads for the 2010 model read our review from that year
