tft display update for 2017 r1200 gs pricelist

2017 BMW Motorcycle PricesBMW Motorrad, which broke its yearly sales record for the sixth-straight year, announced pricing and equipment updates for select 2017 models, including two fan favorites: the BMW R nineT Racer and R nineT Pure.Following is the official info from BMW Motorrad:

2017 BMW R nineT RacerRacing-oriented boxer appeal (riding position, clip-ons, half-fairing)Price: $ 13,295 MSRPIn showrooms March 2017.Standard Features vs. R nineTSingle seat with motorsport painted tail hump vs. double passenger seat

2017 BMW R nineT PureFor those looking for proven technology and authentic styling at a very attractive price, this classic naked roadster is an ideal blank canvas for customization.Price: $11,995 MSRPIn showrooms March 2017.Standard Features vs. R nineTPainted single-color steel tank, traditional forks, cast wheels, single tailpipe, singlespeedometerFactory OptionsSpoked Wheels: $500 MSRP

2017 BMW R nineT Model UpdatesFor those who want the ultimate in a quintessential, classic roadster, BMW’s flagship heritage model delivers.Price: $15,395 MSRPIn showrooms March 2017.Base price (MSRP) increase of $300 (from $15,095 to $15,395 MSRP) to account for additional features.New/Enhanced Standard FeaturesNew instrument cluster: updated electronics w/ additional OBC (on board computer) content

Blue Planet Metallic /Aluminum, with hand-brushed, clear-lacquered tank and tail hump: $950 MSRPThe MSRP for the 2017 BMW R nineT Scrambler is $13,000, while pricing for the BMW R nineT Urban G/S has not yet been announced.

2017 BMW R 1200 GS Model UpdatesIn showrooms March 2017.Standard FeaturesUpdated design/front panelsNew/Enhanced PackagesKeyless Ride has been added to the Touring Package, which is also included in thePremium Package. Both packages increase by $250, with the price of the Touring Package increasing from $1,445 to $1,695 MSRP and the Premium Package increasing from $2,950 to $3,200 MSRP.Dynamic Traction Control, Hill Start Control, and Dynamic Pro Mode (a configurable ‘user’ mode) have been added to Ride Modes Pro, which is included in The Technology Package and The Premium Package. There are no package price increases associated with these enhancements.

Style 1 (Rally) package ($600 MSRP) is now available with new color Lupin Blue Metallic. This off-road oriented package comes with a Cordoba Blue frame, gold calipers, Cross Spoke Wheels, Black Powertrain, Sport Windshield, bi- color rally seat and removes the center stand. To keep the center stand, standard windshield, and standard seat (for more passenger comfort) there is a passenger kit available.

(Exclusive) package ($350 MSRP) is now available with new color Espresso Metallic. This package comes with an Achat Grey frame, gold calipers, and Black Powertrain.New/Enhanced Factory OptionsHigh Comfort Seat ($50 MSRP)

Dynamic Electronic Suspension Adjustment (ESA) ($950 MSRP) has been enhanced with the latest generation technology including an automatic ride-height adjustment and automatic damper settings. The price remains the same.

Passenger Kit ($225 MSRP). Adds center stand, standard windshield, and standard seat (for more passenger comfort) when Style 1 (Rally) package is ordered.

2017 BMW S 1000 R Model Update ChangesBase price (MSRP) increase of $300 (from $13,495 to $13,795 MSRP) to account for additional features.In showrooms February 2017.New/Enhanced Standard FeaturesNew Akrapovic HP titanium muffler

Updated instrument displayNew/Enhanced PackagesEquipment enhancements result in a $100 price increase to Sport Package, which is included in the Standard Package (both increase from $850 to $950 MSRP) and the Premium Package (increases from $1,800 to $1,900 MSRP). Within these packages, Gear Shift Assist Pro replaces Gear Shift Assist, and Ride Modes Pro now includes additional features:   ABS Pro, Launch Control, Pit Lane Speed Limiter, and Dynamic Pro mode is now a configurable ‘user’ mode.New/Revised Factory OptionsGear Shift Assist Pro replaces the Gear Shift Assist option for clutchless up/down shifts ($475 MSRP)

2017 BMW S 1000 RR Model Update ChangesNo change to base price (MSRP)In showrooms March 2017.New/ Revised Standard FeaturesRedesigned graphics: larger ‘RR’ logo

Standard single seat with passenger seat cover (no passenger foot pegs)Recommended: optional $0 passenger kit (adds passenger seat & foot pegs)Package changesAs DTC is now standard, it is no longer included in Ride Modes Pro, which is included in Race Package, Standard Package and Premium Package (no price impact)New/Revised Factory OptionsAs DTC is now standard it is no longer included in Ride Modes Pro

Design Option Wheels are no longer available as a single option, but are included at no cost with paint colors Racing Red / Light White and Light White/Lupin BlueMetallic/Racing RedPassenger Kit ($0) adds passenger seat with passenger foot pegs (recommended)

HP Lithium Ion Battery: 3.3 lb. weight savings (planned for 5/17 start of production)ColorsAll existing colors have been replaced by the following colors:

BMW has announced a number of updates for their popular flagship model. As of model year 2018, the R1200GS Adventure’s range of optional equipment is extended to include a full-color TFT dashboard, the new generation of electronic suspension adjustment Dynamic ESA, Pro Riding modes and several specialized packages.

Among the new offerings for the R1200GSA will be a Rallye package which includes an off-road focused one-piece bench seat, radiator and frame protection and an enduro short windshield. The Rallye scheme is further emphasized with gold brake calipers and Light White/Cordoba blue paintwork.

With a focus on riding safety and riding comfort, BMW is also expanding the R1200GSA options with features such as an “Enduro Pro” mode that utilizes lean angle data to determine the proper braking force to apply. Another new option is a Dynamic ESA with a self-leveling suspension function that automatically adjusts the suspension height depending on the bike’s load.

Providing fast and clear information for the rider, the R1200GSA will also be available with a new Connectivity option featuring a high-quality 6.5 inch full-color TFT display. The TFT dashboard allows quick access to motorcycle functions through a convenient handlebar controller and can also be paired to a smartphone, further giving the dashboard access to phone functions such as calling capabilities and media playblack.

The new Connectivity option features a high-quality 6.5 inch full-color TFT display operated through a handlebar multi-controller and can also be paired to a smartphone giving access to phone functions.

A new passenger package, extra high seat, Keyless Ride as a new component of the Touring optional equipment package as well as the Shift Assistant Pro as a new feature of the Dynamic optional equipment Package round off the expanded range of options for the R1200GS Adventure.

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In 2012, Cycle Gear praised the 1200GS as the most successful motorcycle of the past 25 years and some say it single-handedly created the Adventure Touring moto-market

One of the most dangerous and common issues with the BMW R1200 GS is the fork cap’s tendency to split off from the fork tube, most commonly on models subjected to off-road stress.

BMW’s official recall notice claimed that all R1200 GS models manufactured between November 2013 and June 2017 were to be recalled, revealing just how severe and widespread the issue was.

This information is especially relevant to owners who bought their 2013-2017 year model R1200 GS on the used market and are unsure of whether or not it’s been inspected and fitted with the appropriate upgrades.

More than a few BMW R1200 GS owners have claimed that their kill switch stopped working, and numerous owners have taken to the forums to complain about the overall quality of the bike’s kill switch, saying that it feels like it might break at the next flick of the switch.

BMW dealerships refer to them as “Engine Cut Off Switches,” a noteworthy piece of info for owners of a bike model that uses a small and fragile red tab versus the rugged red switches used on less expensive motorcycles.

In other cases, particularly on the early year models, the engine cut-off switches on R1200s were known to develop corrosion on the inner contacts, causing the switch to fail altogether – a problem that couldn’t be blamed on rider input.

While slight weeping isn’t considered a major issue, we suggest taking it in for an ungraded water pump if the weeping gets severe enough to leave drops of coolant on the floor.

This is a controversial topic, as some riders have come to accept the clunky shifting and gearbox performance of the R1200 GS as typical. In contrast, one online source claims they’ve worked to upgrade the design of the components they deem responsible for gearbox problems.

“From Day 1, I experienced difficulty finding neutral on the bike. When the bike is at complete rest, it typically takes cycling between gears 1 and 2 several times before settling on neutral. I would often have to blip the throttle a little while applying slight pressure on the gear lever to get it to slip into Neutral.”

“Poor clutch disengagement and clunky gear changes in GS models up to engine No. 122EN36130280 may be caused by a clutch component that has since been upgraded – refer to your BMW dealer for details. Similar symptoms in all models may be caused by too much oil, incorrect oil, or oil additives. “

It turns out that the upgraded part mentioned is a clutch push rod, as a batch of clutch pushrods were discovered to be shorter than the spec required for the clutch to disengage completely, as designed.

Not what I expected on this engine at 4000 miles… A small amount of corrosion on the main stand after just 4000 miles..not good for a bike costing this much. As another reviewer has said, the switchgear seems very cheap.”

“Comfortable and easy to ride but vibration through bars that should have been sorted years ago. I quite like the boxer engine, [but] corrosion shouldn’t happen on a bike that costs this much…Service costs are extortionate, and dealership [support is] poor.”

When I first laid eyes on our 2021 BMW R 1250 GS 40 Years of GS Edition test bike, I thought of my Uncle Clive. He had worked for the doomed British Leyland for years before accepting a role with BMW. His garage, once the perpetual home to a gleaming Rover, was now occupied by a stunning 5 Series sedan, but it was the new motorcycle, waiting in the shadows, which drew my attention. It was unlike any I had seen before.

It was 1984. What I didn’t know back then was how bold the path was that BMW had blazed a few years earlier with the R 80 G/S, the first motorcycle that delivered on-road comfort and performance and genuine off-road capability in equal measure. Between 1981 and 1985, the rugged G/S proved its mettle with four wins in the grueling Paris-Dakar Rally and three wins in the Baja 1000. And that single-sided swingarm – then called the Monolever – was lighter, stronger, and less expensive to manufacture than a two-sided swingarm with shaft drive, and it simplified repairs and maintenance.

What I also didn’t know back then was that those two letters – G for Gelande (“terrain” in German) and S for StraBe (“street”), the slash between them soon dropped – would evolve into an abbreviation for adventure long before ADV stickers found their way onto aluminum panniers. Or that, years later, I would watch Ewan McGregor and Charlie Boorman ride R 1150 GS Adventures – descendants of that original R 80 G/S – around the world and be inspired to embark on my own adventures.

I rode an R 1100 GS with the Dakar-style tank through the soggy mountains of Wales. My wife and I did two-up tours on R 1200 GSs through the canyons of Arizona and Utah, across Canada, and through the wilds of Chile and Argentina. I rode the first liquid-cooled 1200 down California’s fog-shrouded Highway 1 and around the Rockies of Colorado. I’ve ridden them in snow, rain, rubble, and the dreaded sand. Once, I somersaulted a GS down a hill at BMW’s off-road Rider Academy in South Carolina, picked it up, and rode it back to base.

There’s an obvious through-line from Uncle Clive’s R 80 G/S to the 2021 R 1250 GS tested here, but BMW’s flagship adventure bike has come a long way over the past four decades. Over multiple generations, engine displacement grew from 798cc to 1,254cc and output increased from 50 horsepower to 136, measured at the crank. (On Jett Tuning’s dyno, our test bike grunted out 119 horsepower at 7,900 rpm and 91 lb-ft of torque at 6,500 rpm at the rear wheel.) Air cooling evolved into air/oil cooling and then air/liquid cooling. Cylinders had two valves, then four, and overhead valves evolved into dual overhead cams with variable valve timing. It had five speeds, then six, and a single-plate dry clutch evolved into a multi-plate wet clutch.

As the engine and drivetrain evolved, so did the chassis. The Monolever was replaced by the Paralever, solving the problem of shaft jacking. The telescopic fork was replaced by the Telelever, which moved suspension action from the fork tubes to a single shock attached to the front of the frame and an A-arm, reducing front-end dive under braking. A single-disc front brake and rear drum were replaced by dual discs up front and a single disc out back.

We recently tested the new Kawasaki KLR650, a dual-sport that was introduced in 1984 (as a 600), just a few years after the R 80 G/S. Resistance to change and dedication to simplicity (and affordability) have been points of pride for the KLR, so much so that adding electronic fuel injection and optional ABS on the 2022 model was a Big Deal.

BMW, on the other hand, has taken an early-adopter approach to technology. Fuel injection and ABS were offered on the GS in the early ’90s. Traction control (known as ASC) and Enduro ESA (Electronic Suspension Adjustment) were offered in 2008. Five years later, the GS got throttle-by-wire, riding modes, a Multi-Controller wheel for navigating settings and menus, multiple ABS modes, and Dynamic ESA that adapted the suspension to riding conditions. In 2019, the GS got the ShiftCam variable-valve timing system, a 5.7-inch TFT color display, and infotainment via Bluetooth connectivity to a smartphone. And the latest GS has a 6-axis IMU, which provides input for cornering ABS, lean-angle-sensitive traction control, and semi-active suspension, all of which have different settings for each riding mode. A new option on the 2024 model will supposedly do your taxes, but don’t quote me on that.

The GS’s enduring and broad appeal stems from its excellent handling, versatile performance, comfortable ride, comprehensive features, and renowned durability and reliability. It’s a capable canyon carver as well as a comfortable highway cruiser, great for loading up with a passenger and gear, and is surprisingly capable off-road. Nearly every GS owner – and motojournalist – has, at one time or another, described the bike as the Swiss Army knife of motorcycles.

Riding through Chile and Argentina with my wife on an R 1200 GS is one of the highlights of my motorcycling experience. Patagonia’s vast mountain ranges are a delight, but finding fuel was sometimes a challenge, and on one desolate backroad, I gladly accepted a sheep farmer’s offer of some fuel he kept in an old watering can. It’s at times like these you will be grateful for the knock sensors, which allow the GS to run on low-octane gas.

Riding the R 1250 GS, I recalled that first trip through the Welsh mountains on the ’90s-era 1100. The performance improvements are night and day, with a huge increase in power but only a few pounds of additional weight. While the difference in acceleration is notable, the most pleasing aspect of the 1250’s engine is the abundant torque across the rev range. It allows for lazy short-shifting when relaxed riding is called for, or rewarding grunt when you feel like pushing the envelope.

The most telling improvement is the difference in handling and suspension. While older GS models responded begrudgingly to spirited inputs, our 1250 test bike, which was equipped with the optional Premium Package ($3,925) that includes Dynamic ESA, Ride Modes Pro, and a whole lot more, rolls out the red carpet. The latest version of BMW’s semi-active suspension setup now takes input from the IMU and automatically adjusts for various loads. The Telelever front end has always dulled meaningful feedback, but you can push the GS close to its limits with relaxed confidence. Chassis pitch is minimal and suspension compliance is phenomenal. It’s like riding on air.

BMW made a few updates for 2021, starting with standard Integral ABS Pro. As before, the system is linked front to rear, so the hand lever actuates both front and rear brakes, but the brake pedal only actuates the rear brake. The ABS software has been updated to improve braking stability, and it works in conjunction with the IMU for better control on inclines. ABS Pro adapts to different on-and off-road conditions based on riding mode, with special settings in Enduro Pro and Dynamic Pro modes, and a more compact ABS unit is one pound lighter. Overall braking performance was excellent, whether riding solo or with the GS fully loaded and my wife riding pillion.

A new Eco riding mode takes advantage of the ShiftCam system to maximize range from the 5.3-gallon tank. All-around LED lights are standard, and a new adaptive headlight is available as an option, adjusting the sideward angle of the beam up to 35 degrees relative to lean angle to light up curves. Hill Start Control also comes as standard and was a useful addition in the traffic of hilly San Francisco. Just apply sharp pressure to either the brake lever or pedal at a stop, and the rear brake stays locked until you pull away. With optional HSC Pro (part of the Premium Package), the function can be customized to automatically activate when coming to a standstill on a gradient, and there are special settings for use in Enduro and Enduro Pro off-road modes.

Our test bike featured the 40 Years of GS Edition Package ($1,750), which is inspired by the “bumblebee” black-and-yellow paint scheme of the R 100 GS. In addition to yellow accents and special graphics, it has a gold handlebar with yellow handguards, yellow cylinder head covers, gold anodized cross-spoke wheels, and a stainless-steel luggage rack. Our test bike was further equipped with BMW’s side case carriers and Atacama soft side cases and luggage roll ($2,352).

There certainly is a lot of newness to this latest GS, with all its sensors and settings, with its customizability and high-tech sophistication. But for someone like me, who has put more miles on more GSs in more places than I have on any other motorcycle, there’s a lot of familiarity too. Like the distinctive sound of the boxer Twin when it fires up. Or the feel of the engine when hard on the gas. Or the sensation of leaning into a turn, aided by those horizontal cylinders keeping the weight down low.

Experience can’t help but color our opinions, as unbiased as we may try to be. So, if I’m honest, I’m more than a little partial to the big GS. Uncle Clive certainly started the fire all those years ago, but the embers were stoked over the course of thousands of miles in all sorts of conditions on three different continents. The GS has proven itself to me time and again, and this latest model is the most impressive yet.

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Both bikes are good in their own forte, BMW S 1000 RR is a great sports bike that offers a great look, It also gets a twin-LED headlamp setup while the tail lamp has been integrated into the rear turn indicators. Additionally, it features am 1000 RR-inspired winglets. Aside from this, the bike comes equipped with a Bluetooth-enabled 6.5-inch colour TFT instrument console, a new twin-spar aluminum frame, a subframe, and a WSBK-inspired swingarm. The new bike also gets a new Slide Control Function and Brake Slide Assist. The 999cc inline-four motor makes 209.3PS, which is 2.72PS more than the previous model. The peak torque of 113Nm remains the same. On the other hand, The Panigale V4 gets tons of riding aids like traction control, wheelie control, cornering ABS, slide control, launch control, and a bi-directional quick-shifter as standard. All of these riding aids are linked to a six-axis IMU to give the rider a better grip on the rocket ship. All of these can be controlled via the switch cube located on the left clip-on bar and the colour 5-inch TFT screen.

Like it or not, we are a nation of GS lovers and with 180,000 R1200GS’ sold over the last nine years, worldwide. That’s excluding the similar, but bigger Adventure.

The good news is that despite a new engine, which BMW are describing as air and oil cooled, a new chassis, semi-active suspension, new styling which takes the beak look to a whole new aggressive air, electronically adjustable semi-active suspension, and in fact, new everything, it still feels like a GS.

It’s just faster, sharper, lighter, looks more crafted and stops better than any GS before it. It is the best BMW GS yet made and incredible what it’s capable of. It covers ground quickly, it’s comfortable, fast enough to get you in trouble, yet more than capable enough to extend the limits of what you thought a GS would be capable of.

Strangely, as a man who’s run four GS’s over the past ten years, it took me more than the usual thirty miles to get used to it. The handling felt a little alien, it felt too quick steering compared to the old bike at first. But after fifty miles that all went and I really started to get to grips with it, and what a bike it is.

The motor feels like a GS motor but it’s got more everywhere. There’s more top-end power, making 125bhp at 7700rpm, but it hasn’t sacrificed much of the old air-cooled bike’s torque. Hit 70mph in top gear and it’s right on song at 4000rpm with enough to overtake without changing down, something you had to do on the old bike to make proper progress.

In town the GS has never been easier to ride. The old dry clutch, which ate itself faster than a starved Labrador with its face in a bag of doughnuts, has been swapped for an anti-hop wet clutch. It’s smooth, combined with a gearbox that’s still not Suzuki slick, it’s a massive step on, but it’s way better than the previous generation.

It’s also an incredibly quick-steering adventure bike, and the handling is all the better for it. You can tour gently and it sings through bends, using low revs to make the most of the flat-twin burble, or you can hustle.

In full hustle mode I occasionally turned the settings to Dyna for increased throttle response, and hard suspension for a bit firmer feel. But in truth it never really needed it, although you can feel the settings making a difference.