Motorcycle Review And Specs

Monday, August 31, 2009

list of HARLEY DAVIDSON motorcycle Models

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List of HARLEY DAVIDSON Models

Harley Davidson 2011:

Harley Davidson 2010:

Harley Davidson 2009:

Harley Davidson 2007:

- FXDC Dyna Super Glide Custom - FLSTC Heritage Softail Classic - FLSTF Softail Fat Boy - FLSTN Softail Deluxe - FXSTC Softail Custom - XL1200 C Sportster Custom - XL1200N Nightster - XL 883 Sportster 883 - XL 1200 L Sportster Low - XL 1200 R Sportster Roadster - FLHR Road King - FLHRC Road King Classic | VRSCAW V-Rod - VRSCDX Night Rod Special - VRSCR Street Rod | VRSCX| FXSTSSE Screamin’ Eagle Softail Springer | FLHRSE3 Screamin Eagle Road King | FLHTCUSE3 Screamin Eagle Ultra Classic Electra Glide | FXDSE Screamin’ Eagle Dyna |

Harley Davidson 2006:

Harley Davidson 2005:

Harley Davidson 2003:

- FLSTCI Heritage Softail Classic - FLSTFI Softail Fat Boy - FLSTS Heritage Springer - FXST Softail Standard - FXSTB Night Train - FXSTDI Softail Deuce - FXSTS Springer Softail - XL 53 C Sportster Custom 53 - XL 883R Sportster - XL 883 Sportster 883 - XL 1200 C Sportster Custom - XL 1200 S Sportster 1200 Sport - XLH 883 Sportster 883 Hugger - VRSCA V-Rod -

Harley Davidson 2002:

Harley Davidson 1957:
- 1957 XL Sportster -

Harley Davidson Sportster History (195x)

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Tuesday, August 25, 2009

HARLEYDAVIDSON FXDB Dyna Street Bob

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Harley Davidson FXDB Dyna Street Bob (2009)

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Harley-Davidson FXDB Dyna Street Bob (2009) Review and Specifications.

Refreshed FXDB Dyna Street Bob: A modern distillation of classic post-war Bobber design, the Dyna Street Bob is stripped down to the edge of street-legal trim. That look gets refined for 2009, with a new rear fender chopped even higher and topped with a curved, retro LED tail light. The solo seat gets redesigned, and new laced wheels feature gloss black rims. Internally wired mini-ape-hanger bars, the authentic Fat Bob fuel tank and wrinkle-black trim complete the minimalist Street Bob profile.

The restyled Street Bob leads a 2009 Harley-Davidson Dyna line that blends bold, custom styling with exhilarating, raw-boned street performance. A chopped rear fender and a retro tail light give the Street Bob a new look representing the best in old school “garage engineering.”

The Harley-Davidson Dyna family has its roots in the factory-custom revolution of the 1970s. These five motorcycles pair Big Twin performance with an extended FX front end. Dyna has always had a reputation for great handling, with loads of attitude that appeals to riders with a strong inclination for independent thinking.

All Dyna models feature a new silver-face speedometer with fuel range read-out, a new low-profile front fender and a new fuel sender. A 1584 cc Twin Cam 96 powertrain with Electronic Sequential Port Fuel Injection (ESPFI) mated to the 6-Speed Cruise Drive transmission cranks out 92 ft.-lbs. of torque at 3000 rpm. Common Dyna characteristics include the under-seat battery box, exposed rear shock absorbers, and a classic Fat Bob fuel tank with console.

General information

Model: Harley-Davidson FXDB Dyna Street Bob
Year: 2009
Category: Custom / cruiser
Rating: 72.1 out of 100.

Engine and transmission
Displacement: 1584.00 ccm (96.66 cubic inches)
Engine type: V2
Stroke: 4
Torque: 123.00 Nm (12.5 kgf-m or 90.7 ft.lbs) @ 3125 RPM
Compression: 9.2:1
Bore x stroke: 95.3 x 111.1 mm (3.8 x 4.4 inches)
Fuel system: Injection. Electronic Sequential Port Fuel Injection (ESPFI)
Starter: Electric
Cooling system: Air
Gearbox: 6-speed

Transmission type
final drive: Belt
Clutch: 9-plate, wet

Physical measures
Dry weight: 290.0 kg (639.3 pounds)
Weight incl. oil, gas, etc: 205.0 kg (451.9 pounds)
Seat height: 655 mm (25.8 inches) If adjustable, lowest setting.
Overall length: 2,355 mm (92.7 inches)
Ground clearance: 142 mm (5.6 inches)

Chassis and dimensions
Frame type: Mild steel, tubular frame; rectangular section backbone; stamped,
Rake (fork angle): 29.0°
Trail: 119 mm (4.7 inches)
Front suspension: 49mm fork
Rear suspension: Coil-over shock
Front tyre dimensions: 100/90-19
Rear tyre dimensions: 160/70-17
Front brakes: Single disc. 4-piston
Rear brakes: Single disc. 2-piston
Exhaust system: Chrome, staggered shorty exhaust with dual mufflers

Other specifications
Fuel capacity: 18.20 litres (4.81 gallons)
Fuel consumption pr. 10 km (6.2 miles): 5.50 litres (1.45 gallons)
Color options: Vivid Black; Black Denim; Pewter Denim; Red Hot Denim; Dark Blue Denim

HARLEY DAVIDSON FXDF Dyna Fat Bob

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Harley Davidson FXDF Dyna Fat Bob (2009)

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Harley-Davidson FXDF Dyna Fat Bob (2009) Review and Specifications.

The massive stature of the Dyna Fat Bob, led by twin headlights braced between polished triple clamps, has an unmistakable street presence. Riding on big tires with an aggressive tread pattern mounted on 16-inch Slotted Cast Aluminum wheels, the Fat Bob is a cool and confident ride. New features include high performance chrome-covered coil-over rear shocks, and silver-faced speedometer with range countdown. The chrome Tommy Gun 2-1-2 exhaust accents the black-and-polished Twin Cam 96 engine. Forward foot controls and flat drag bars create a cool and comfortable ride.

The Harley-Davidson Dyna family has its roots in the factory-custom revolution of the 1970s. These five motorcycles pair Big Twin performance with an extended FX front end. Dyna has always had a reputation for great handling, with loads of attitude that appeals to riders with a strong inclination for independent thinking.

All Dyna models feature a new silver-face speedometer with fuel range read-out, a new low-profile front fender and a new fuel sender. A 1584 cc Twin Cam 96 powertrain with Electronic Sequential Port Fuel Injection (ESPFI) mated to the 6-Speed Cruise Drive transmission cranks out 92 ft.-lbs. of torque at 3000 rpm. Common Dyna characteristics include the under-seat battery box, exposed rear shock absorbers, and a classic Fat Bob fuel tank with console.

General information

Model: Harley-Davidson FXDF Dyna Fat Bob
Year: 2009
Category: Custom / cruiser
Rating: 76.2 out of 100. Show full rating and compare with other bikes
Safety: See our safety campaign with the high safety rated bikes in this category.

Engine and transmission
Displacement: 1584.00 ccm (96.66 cubic inches)
Engine type: V2
Stroke: 4
Torque: 127.00 Nm (12.9 kgf-m or 93.7 ft.lbs) @ 3500 RPM
Compression: 9.2:1
Bore x stroke: 95.3 x 111.1 mm (3.8 x 4.4 inches)
Fuel system: Injection. ESPFI
Starter: Electric
Cooling system: Air
Gearbox: 6-speed

Transmission type
final drive: Belt
Clutch: 9-plate, wet

Physical measures
Dry weight: 305.0 kg (672.4 pounds)
Seat height: 663 mm (26.1 inches) If adjustable, lowest setting.
Overall length: 2,330 mm (91.7 inches)
Ground clearance: 125 mm (4.9 inches)
Wheelbase: 1,620 mm (63.8 inches)

Chassis and dimensions
Frame type: Mild steel, tubular frame; rectangular section backbone;
Rake (fork angle): 29.0°
Trail: 1,000 mm (39.4 inches)
Front suspension: 49mm with polished aluminium fork triple clamp
Front suspension travel: 127 mm (5.0 inches)
Rear suspension: Fully Covered, Coil-over shock
Rear suspension travel: 79 mm (3.1 inches)
Rear tyre dimensions: 427/180-70
Front brakes: Double disc. 4-piston
Front brakes diameter: 300 mm (11.8 inches)
Rear brakes: Single disc. Single piston
Rear brakes diameter: 292 mm (11.5 inches)
Exhaust system: Chrome, “Tommy Gun” 2-1-2 collector exhaust

Other specifications
Fuel capacity: 19.30 litres (5.10 gallons)
Color options: Vivid Black, Black Pearl, Black Denim, Pewter Denim, Red Hot Sunglo
Modifications compared to previous model: New silver-face speedometer with range countdown; New rear shocks for improved handling.

Comments:
Black powder-coated engine with polished treatment covers; New low-profile front fender; Bobtail rear fender with chrome supports; Chrome, low-profile fuel tank console; Forward-mounted rider footpegs; Standard passenger footpegs; Stainless steel, internally-wired drag handlebar; “Teardrop” air cleaner assembly; One-piece, two-up Dyna® classic seat; Black mirrors; Dual headlight; Tank medallions; Black powder-coated engine with polished treatment covers; New low-profile front fender; Bobtail rear fender with chrome supports; Chrome, low-profile fuel tank console; Forward-mounted rider footpegs; Standard passenger footpegs; Stainless steel, internally-wired drag handlebar; “Teardrop” air cleaner assembly; One-piece, two-up Dyna® classic seat; Black mirrors; Dual headlight; Tank medallions; Chrome covered low rear shocks with hand-adjustable preload;

HARLEY DAVIDSON FXDB Dyna Fat Bob

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Harley Davidson FXDB Dyna Fat Bob (2009)

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Harley-Davidson FXDB Dyna Fat Bob (2009) Review and Specifications.

.............................

General information

Model: Harley-Davidson FXDB Dyna Street Bob
Year: 2008
Category: Custom / cruiser
Rating: 67.8 out of 100.

Engine and transmission
Displacement: 1573.25 ccm (96.00 cubic inches)
Engine type: V2
Stroke: 4
Torque: 123.39 Nm (12.6 kgf-m or 91.0 ft.lbs) @ 3125 RPM
Compression: 9.2:1
Bore x stroke: 95.3 x 111.3 mm (3.8 x 4.4 inches)
Fuel system: Injection. Electronic Sequential Port Fuel Injection
Starter: Electric
Cooling system: Air
Gearbox: 6-speed

Transmission type
final drive: Belt
Clutch: Multi-plate with diaphragm spring in oil bath

Physical measures
Dry weight: 287.6 kg (634.0 pounds)
Weight incl. oil, gas, etc: 302.5 kg (667.0 pounds)
Seat height: 681 mm (26.8 inches) If adjustable, lowest setting.
Overall length: 2,357 mm (92.8 inches)
Ground clearance: 124 mm (4.9 inches)
Wheelbase: 1,631 mm (64.2 inches)

Chassis and dimensions
Rake (fork angle): 29.0°
Trail: 114 mm (4.5 inches)
Front tyre dimensions: 100/90-H19
Rear tyre dimensions: 160/70-B17
Front brakes: Single disc. 4-piston calipers
Rear brakes: Single disc. 2-piston calipers
Exhaust system: Chrome, staggered shorty exhaust w/ dual mufflers

Other specifications
Fuel capacity: 18.16 litres (4.80 gallons)
Fuel consumption pr. 10 km (6.2 miles): 4.35 litres (1.15 gallons)
Color options: Vivid Black, Black Denim, Pewter Denim, Crimson Red Denim (New), Dark Blue Denim (New), Two-Tone Olive Pearl Denim/Black Denim (New)
Comments: Mini ´ape-hanger´ handlebar; Fat Bob® fuel tank; black and polished powertrain; low seat height-25.8´; ribbed solo seat; single, tank-mounted speedometer; wrinkle black fuel tank console with indicator lights

HARLEY DAVIDSON FXDB Dyna Street Bob

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Harley Davidson FXDB Dyna Street (2008)

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Harley-Davidson FXDB Dyna Street (2008) Review and Specifications.

FXDB Dyna Street Bob again proves less can be more, taking minimalist styling from the post-World War II “bobber” movement to the custom choppers of the 1970s to a modern motorcycle. The Street Bob shuns components like a passenger seat and pegs. A solo seat at 25.8 inches high clearly states that this is a motorcycle for the individualist. Features like a mini ape-hanger handlebar, the classic Fat Bob fuel tank, a wrap-around rear fender and Chrome, Laced Steel wheels combine with the Twin Cam 96 engine for a stylish and powerful ride. A Wrinkle-Black finish applied to the battery box, console and belt guard completes the street-ready look.

HARLEY DAVIDSON FXDC Dyna Super Gilde Custom

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Harley Davidson FXDC Dyna Super Glide Custom (2008)

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Harley-Davidson FXDC Dyna Super Glide Custom (2008) Review and Specifications.

People say that you’re either a Harley person or you’re not, and if I must fall on one side or the other of the divide then it’s simple—I’m not. An Electra Glide from a fall tour four years ago was my first Harley ride, and compared to the BMW and Honda on the trip it felt antiquated. The chassis flexed unacceptably cornering at just a moderate pace, and what the engine lacked in power it compensated for by squirming excitedly about on its mounts.

Next came a Heritage Softail that looked so close to a 1950s Panhead that it made your eyes water. But the brakes were poor and the fork bobbed freely and made loud clanking noises. We wondered if the fork lacked oil, but when it was returned and examined, they told us that it was working as designed. But you can’t dismiss a company that sells 300,000 motorcycles annually, because what they’re making appeals to a lot of people, even if it’s not you. Was I missing something, is there a quality that only a Harley-Davidson possesses?

Occasionally I’d see a Harley on the road and my head would whip around, but it was never the Heritage models or the bombastic Fat Bobs or the slammed V-Rods that caught my eye. What I’d notice were models that looked, to my sensibilities, like regular motorcycles. No ape hanger handlebar, no exaggerated footpeg placement that shoved feet toward the front wheel and no tires so fat that they looked plucked from a half-ton. So I did what anybody would do. I went to the Harley website and spent an afternoon looking at pictures and jotting down specifications, and what I came up with was the FXDC Dyna Super Glide Custom. The rear tire is 160 mm wide, skinny by current cruiser standards; the footpegs are mid-mounted, according to Harley nomenclature, and the handlebar sits below the shoulders. Unfortunately there was no Super Glide in the press fleet, but with the help of Deeley’s Alex Carroni, who liberated one from the staff pool, I set out on my trip down Highway 7

Motorcycle magazine people, and I include myself among them, test cruisers by seeing how much metal they can grind off the pipes or the footboards by riding too aggressively. But no one who buys them rides like that, so taking my cue from the Glide in Super Glide, I left the city and rode at speeds between 80 km/h and 120 km/h. Mechanically, the Super Glide impressed. The rubber-mounted engine was smooth, quiet and powerful. The six-speed transmission shifted positively and quietly with short lever throw and the clutch action was light. The single disc brake looked like it would be overwhelmed by 307 kg (677 lb) of Milwaukee beef, but with a four-fingered squeeze at the lever and full use of the rear brake stopping didn’t cause concern.

Once, I cut off the fairly straight Highway 7 down a favourite twisty road and reverted to my old ways. Even with the pipes dragging around a sweeping bend at 140 km/h the bike was composed, and didn’t show any of the wobbles of the earlier Harley I’d ridden. But when I flew over a set of train tracks I slowed and behaved for the rest of the trip; the reality of limited suspension travel and a deeply dished seat means that there is little mediation between the bump on the ground and the whack to the spine.

What was most peculiar about the Super Glide was that the riding position, that looks so neutral in photographs, was odd to acclimatize to. The footpeg location neither bent the knees too much nor stretched the leg too straight, but something in the seat to peg -relationship caused an uncomfortable ache in my hips that I’d never experienced on a motorcycle before. Perhaps it’s that to clear the exhaust pipes and the primary chain case the footpegs are widely spaced, or maybe it’s just my body travelling past another signpost of decay, but regardless of the reason, I had to limit riding to no longer than an hour at a time.

I did something on this trip that I’ve rarely been able to do before; enjoy going slow. And the Super Glide had everything to do with it. At speeds over 110 km/h the cruiser riding position uses the body as a sail and exhausts arms and jams the tailbone into the lip at the rear of the seat. But slowed to 100 km/h or below and burbling along in top gear the bike exuded heaviness, like Led Zeppelin playing Muddy Waters, and ridden like this, the Super Glide was as rewarding, in its own way, as thrashing a superbike at speed. The Super Glide isn’t exactly the motorcycle for me, at least not right now, but it’s much closer to a machine I’d be happy to own than I ever would have expected.
(By Neil Graham, May 4, 2009)

General information

Model: Harley-Davidson FXDC Dyna Super Glide Custom
Year: 2008
Category: Custom / cruiser
Rating: 73.2 out of 100.

Engine and transmission
Displacement: 1573.25 ccm (96.00 cubic inches)
Engine type: V2
Stroke: 4
Torque: 123.39 Nm (12.6 kgf-m or 91.0 ft.lbs) @ 3125 RPM
Compression: 9.2:1
Bore x stroke: 95.3 x 111.3 mm (3.8 x 4.4 inches)
Fuel system: Injection. Electronic Sequential Port Fuel Injection (ESPFI)
Cooling system: Air
Gearbox: 6-speed

Transmission type
final drive: Belt
Clutch: Multiplate with diaphragm spring in oil bath

Physical measures
Dry weight: 292.6 kg (645.0 pounds)
Weight incl. oil, gas, etc: 306.6 kg (676.0 pounds)
Seat height: 706 mm (27.8 inches) If adjustable, lowest setting.
Overall length: 2,360 mm (92.9 inches)
Ground clearance: 135 mm (5.3 inches)
Wheelbase: 1,631 mm (64.2 inches)

Chassis and dimensions
Rake (fork angle): 29.0°
Trail: 114 mm (4.5 inches)
Front tyre dimensions: 100/90-H19
Rear tyre dimensions: 160/70-B17
Front brakes: Single disc. 4-piston calipers
Rear brakes: Single disc. 2-piston calipers
Exhaust system: Chrome, staggered shorty exhaust w/ dual mufflers

Other specifications
Fuel capacity: 19.30 litres (5.10 gallons)
Fuel consumption pr. 10 km (6.2 miles): 4.43 litres (1.17 gallons)
Color options: Vivid Black, Black Pearl, Pewter Pearl, Dark Blue Pearl (New), Sunset Yellow Pearl (New), Candy Red Sunglo (New), Two-Tone Pacific Blue Pearl/Vivid Black (New), 105th Anniversary Copper Pearl/Vivid Black
Comments: Fat Bob® fuel tank; silver powder-coated engine with chrome cover; chrome FXDWG-style fuel tank console with speedometer and ignition; mini pull-back handlebar; two-up ribbed seat; unique Super Glide battery cover trim strip.

Saturday, August 15, 2009

BMW R 1200 GS motorcycle wallpapers

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Bmw R 1200 GS (2008)

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Bmw R 1200 GS (2008) Review and Specifications.

With the new BMW R 1200 GS, BMW is writing another chapter in the success story that started in 1980 with the BMW R 80 G/S. More than ever before, the new, comprehensively reworked R 1200 GS meets the requirements that the ideal adventure-tourer should meet. It offers superb performance, maximum comfort and a wide range of uses on the longest trips and, with its even better acceleration and agility, guarantees maximum enjoyment on twisting country and mountain roads. The optimized chassis and suspension properties guarantee the best possible handling both on and off road.

The predecessor model – the R 1200 GS presented in 2004, of which over 75,000 were produced – already embodied an incredibly harmonious synthesis of offroad and onroad characteristics. And yet the new version outstrips its predecessor, still acknowledged as outstanding, in every major respect.

A torsion-proof chassis, the front wheel suspension with the unique BMW Telelever and rear wheel suspension with the BMW Paralever still offer first-class, handling. Extremely efficient brakes combined with the BMW Motorrad Integral ABS ensure maximum safety even in critical riding situations, and excellent environmental compatibility is achieved through cutting-edge exhaust purification with a regulated three-way catalytic converter.

And let’s not forget the maintenance-free shaft drive, which means that there is no need for maintenance work, which can be both unpleasant and time consuming on extended trips and long-distance tours in particular. As is traditional, BMW is once again also offering a reliable, ingenious luggage system for the new R 1200 GS, plus further made-to-measure accessories and special equipment.

Features:

The new engine – more powerful, higher revving and more dynamic.

In terms of its design principle, basic structure, power transmission and mixture preparation, the engine in the new R 1200 GS is based on that of the R 1200 R. However, improvements have been made in the area of engine management for use in the R 1200 GS as regards the special requirements that a large-volume adventure-tourer has to meet.

While the 1170 cm3 boxer engine in the predecessor model offered superb power development in all conditions and situations, the new R 1200 GS can give a fair amount more in this respect. With an output of 105 HP, a maximum engine speed increased to 8000 rpm, giving an even wider engine speed range, plus completely revised transmission ratios, it is even more dynamic than before, with more acceleration in the upper half of the speed range, and thus even better traction over the whole range. In combination with the reworked six-speed transmission, the new R 1200 GS thus offers the most dynamic performance of all the adventurer-tourers.

Like the models to date, the new, 12:1 compressed R 1200 GS can still be operated with 95-octane fuel. Normally designed for lead-free Super petrol (RON 95), the engine can also be operated with normal petrol (RON 91) without manual intervention, thanks to its knock control.

Redesigned transmission and new shift kinematics for even more dynamic riding and more precise gear shifting.

The redesigned six-speed transmission with increased bearing diameters and modified shaft distance take account of the increased engine power, expanded engine speed range and sometimes extreme conditions of use of the R 1200 GS on long-distance trips in particular.

A modification of the transmission ratios to the more dynamic engine characteristics and a shortening of the secondary transmission from 2.82:1 to 2.91:1 are reflected in the clearly increased propulsion in the upper half of the engine speed range and increased traction at low and medium engine speeds.

Following the redesign of the transmission, the R 1200 GS was also provided with an optimized shift mechanism with improved force-displacement for even more precise gear shifting and transparent feedback.

Chassis modification through the optional enduro ESA – further increasing agility, suitability for touring and offroad use.

Around three years after the totally successful launch of ESA (electronic suspension adjustment) as a special equipment item for the K 1200 S in 2004, this technology is now moving into the enduro segment for the first time with the new R 1200 GS. With its incredibly broad range of uses and the resultant widely varied demands made on it, the R 1200 GS is almost destined to use this unique chassis technology. Designed to meet the special needs of an adventure-tourer, the enduro ESA, which can be provided as special equipment ex factory, allows the chassis to be simply modified to various operating conditions and load situations simply by pressing a button.

The ESA used in the K 1200 S provided both for the electronically controlled suspension modification of the two spring struts of the Telelever at the front and the Paralever at the rear and for the adjustment of the rear spring base; however, the enduro ESA, with the additional electrohydraulic adjustment of the spring base at the front spring strut, takes account of the specific requirements of an adventure-tourer. This gives much better impact resistance in offroad use without any of the associated disadvantages in on-road use, such as reduced negative spring travel or increased seat height. In this way, the successful concept of the R 1200 GS has been improved still further in terms of agility, suitability for touring and offroad quality.

Enduro ESA with onroad and offroad settings – ideally suited to the purpose.

The electronic suspension adjustment Enduro ESA distinguishes between onroad and offroad modes, within which, the rider can make further adjustments to the specific requirements by selecting particular modes for the spring basis and suspension.

Extended pressing of the ESA button changes from one springing mode to other, and pressing the button for a short time makes changes within the suspension modes.

Onroad modes: By pressing a button, shown in the display by corresponding symbols, the rider can choose between three different load states: “rider only”, “rider with luggage”, and “pillion use”, which produces a corresponding lifting of the spring base of the rear spring strut. Each of the three load states can also be combined with three different suspension modes: “Sport”, “Normal” and “Comfort”. In all onroad modes, the spring base adjustment of the spring strut at the Telelever at the front is in the “Minimum” setting.

Offroad modes: For offroad use, the enduro ESA offers two modes for springing, which can each be combined with one of three suspension modes. The spring base mode “Medium reserves”, shown by the “round hill” display symbol, increases the spring base of the suspension strut at the Telelever at the front to 50%, and the rear spring strut is adjusted to the same value.

This setting is suitable for both slow and fast offroad travelling where large shelves, holes and impacts are likely. “Maximum reserves”, shown by the “pointed hills” display symbol, increases the spring base at both the front and rear spring strut to 100 % and is suitable when maximum impact safety is required. In this setting, the ground clearance is also increased by 2 cm in comparison with the onroad setting.

The two modes for the spring base can be combined with the three suspension modes “Soft”, “Norm” or “Hard”. While “Soft” is suitable, for example, for trial sections to be driven slowly, “Norm” is a practical suspension setting for most offroad use. The suspension mode “Hard” is particularly suitable for level surfaces which can be traversed quickly, and also for deep sand.

Ergonomic optimization of handlebars, hand protectors and seat.

Because of the two clamping elements, which can be rotated through 180 degrees and are mounted asymmetrically as in the HP2 sports model, the high-quality double-butted aluminium tubing handlebars can be mounted in two ergonomically different positions. While the rear handlebar position offers the best ergonomic conditions for riding on roads and on moderate offroad surfaces, the front handlebar position is particularly advantageous for riding in a standing position offroad. The newly developed hand protectors, which are available as special accessories for the R 1200 GS and which are already fitted ex factory as standard for the R 1200 GS Adventure, are now fixed directly to the handlebars. The thickness of the seat foam has been increased in the front area.

Fuel display with new sensor system.

A newly developed sensor system with an expanded measurement range and improved resolution is used for the fuel display. This allows a differentiated fuel level display starting from maximum.

Optimized battery charging with higher generator output.

The AC generator output has been increased from 600 to 720 W and the battery charging has been optimized.

Dynamic design with the emphasis on enduro attributes.

In line with its more dynamic performance, the new R 1200 GS also reflects the enduro aspect visually. Following the extensive model revision of the R 1200 GS, new stainless steel deflectors are used in the front fuel tank area, and the upper part of the front fender has also been redesigned to embody the masculine design language that is typical of the enduro. The new appearance of the R 1200 GS is rounded off by the two-colored optional hand protectors and a newly designed fin for optimized transport of cool air. The newly designed LED rear light and white indicators also reflect the R 1200 GS’s dynamic image.

Surfaces and colors.

The new R 1200 GS also shows its increased sportiness through its new colors and the way they are combined. Technical surfaces, as in the silver fin, the magnesium-colored anodised slide tubes or, following the lead of the sporty HP2, the magnesium-colored coated cylinder head covers and wheels, create a dynamic visual interplay with the traditional painted surfaces of the tank and fenders.

In combination with Titanium Silver Metallic, a deliberately technical version of the R 1200 GS through the changing colors of the metals.

Dark Slate Metallic Matt, on the other hand, is in the tradition of the particularly sporty BMW models, and gives the new R 1200 GS a very masculine character.

The sporty offroad character of the new R 1200 GS is underscored
by the two non-metallic paintwork colors: strong Tanzanite Blue and glowing Namibia Orange.

Special equipment and made-to-measure special accessories.

As a traditional system supplier, BMW Motorrad has also developed a wide range of special equipment for the new R 1200 GS and an extensive selection of made-to-measure special accessories. There is thus plenty of opportunity for personalization. Special equipment is supplied directly ex factory, and forms an integral part of the manufacturing process in the Berlin plant. Special accessories are fitted by BMW motorcycle dealers.

General information

Model: BMW R 1200 GS
Year: 2008
Category: Enduro / offroad
Rating: 76.5 out of 100.

Engine and transmission
Displacement: 1170.00 ccm (71.39 cubic inches)
Engine type: Two cylinder boxer
Stroke: 2
Power: 103.25 HP (75.4 kW)) @ 7500 RPM
Torque: 115.00 Nm (11.7 kgf-m or 84.8 ft.lbs) @ 5750 RPM
Compression: 12.0:1
Bore x stroke: 101.0 x 73.0 mm (4.0 x 2.9 inches)
Fuel system: Injection. Electronic intake pipe injection/BMS-K digital engine management with overrun fuel cut-off, twin spark ignition
Valves per cylinder: 4
Fuel control: SOHC
Starter: Electric
Cooling system: Oil & air
Gearbox: 6-speed

Transmission type
final drive: Shaft drive (cardan)
Clutch: Single dry plate clutch, hydraulically operated

Physical measures
Dry weight: 203.0 kg (447.5 pounds)
Weight incl. oil, gas, etc: 229.0 kg (504.9 pounds)
Overall length: 2,210 mm (87.0 inches)
Overall width: 23,749 mm (935.0 inches)
Wheelbase: 1,507 mm (59.3 inches)

Chassis and dimensions
Frame type: Two-section frame consisting of front and rear sections, load- bearing engine-gearbox unit
Rake (fork angle): 25.7°
Trail: 101 mm (4.0 inches)
Front suspension: BMW Motorrad Telelever
Front suspension travel: 190 mm (7.5 inches)
Rear suspension: Cast aluminium single-sided swing arm with BMW Motorrad Paralever
Rear suspension travel: 200 mm (7.9 inches)
Front tyre dimensions: 110/80-19
Rear tyre dimensions: 150/70-17
Front brakes: Double disc. Optional ABS, can be switched off
Front brakes diameter: 305 mm (12.0 inches)
Rear brakes: Single disc. Optional ABS, can be switched off
Rear brakes diameter: 265 mm (10.4 inches)

Speed and acceleration
Power/weight ratio: 0.5086 HP/kg

Other specifications
Fuel capacity: 20.00 litres (5.28 gallons)
Fuel consumption pr. 10 km (6.2 miles): 4.30 litres (1.14 gallons)

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Bmw R 1200 GS Adventure (2008)

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Bmw R 1200 GS Adventure (2008) Review and Specifications.

(By Pete Brissette, Apr. 30, 2008).

Getting your older brother's or sister's hand-me-downs is never as fun as getting your own stuff – like a spankin' new pair of canvas Chuck Taylors! But if you look up to your siblings you feel honored to finally get what they had because they're so cool in your eyes.

BMW motorcycles have a similar pass-along pattern when some new electronic wizardry is introduced on a particular model, but it's more like trickle-down than hand-me-down. In the case of the 2008 R1200GS and GS Adventure, finally getting what all your mates had is good; getting an even better version is great. Along with a myriad of refinements – some minor, some substantial – the bike(s) that many consider to be top dog in adventure-touring now have, for the first time, an enhanced version of BMW's ESA (Electronic Suspension Adjustment) as available equipment. It's called Enduro ESA, and it's ready for the ruggedness of the world. Also, this would be our first opportunity to sample BMW's ASC (Automatic Stability Control) on an R1200GS.

In case you're not familiar with the GS and GS Adventure, think of them as the Humvee of the motorcycle world. They've developed a reputation of being the bike to have for taking the "long way 'round" on two-wheeled trips that span continents, if not the entire globe. Both bikes have the same basic platform of an air-oil-cooled 1,170cc OHV four-valve Boxer Twin as a stressed member in a tubular-steel trellis frame riding on a 19-inch front and 17-inch rear wheel. Suspension is the German bike maker's unique Telelever up front and Paralever out back.

Key to differentiating between the two models is the Adventure's cavernous 8.7-gallon fuel tank –a full 3.4 gallons more than the GS – 0.8 inch more suspension travel, 1.7-inch taller adjustable seat height (35.2"-low; 36"-high), spoked wheels, hand guards (two-tone color for '08), larger windscreen, off-road style wide-platform footpegs and crash guards for the fuel tank and cylinder heads. Clearly, then, the Adventure is ready for what its name implies. Maybe that's why Ewan McGregor and Charley Boorman opted for a pair of them on their transcontinental Long Way Down jaunt.

Though the GSA is more ready than the GS for the long-haul over the rough stuff, both bikes received a revised mill good for a 5-percent boost in power with a claimed 105 hp at 7,500 rpm, an unchanged 85 ft-lbs at 5,750 rpm (up 250 rpm), and a new 8,000-rpm redline, up from 7750 rpm. Despite BMW staff referring to it as an "all-new" engine, they weren't talking specifics, either in person or in press materials, but at least were willing to generalize, saying that pistons, cams, airbox, exhaust and engine management, to name a few items, were new or updated.

What they were touting, however, was a stiffer 6-speed gearbox borrowed from the HP2 Sport. The GS has slightly shorter transmission ratios to capitalize on increased engine output as well as a slightly shortened secondary gear ratio. The Adventure also received shorter gear ratios and has as an "enduro" gearing option; first gear is 10-percent shorter to better enable slow-speed crawling, allowing you to modulate the throttle without having to constantly feather the clutch to pick your way around and through technical terrain. Additional tranny improvements include enlarged bearing diameters and changed shaft distance. The standard GS also has a new shift shaft for smoother, more precise action.

The look of the bikes changed a wee bit as well. I'd call them refinements rather than big changes. The fender was tarted up a bit, the material on the leading edge, or guard, of the GS' fuel tank is now aluminum, and the cylinder heads and Paralever tubes have a magnesium color (black on the GSA) for greater contrast with the colors of painted surfaces. Grrr! It's supposed to look tougher. Other changes include a new aluminum conical handlebar with new adjustable clamps; the more forward of the two positions aids aggressive stand-up off-road riding. More foam has been added to the front portion of the GS' saddle, and it now enjoys the same 720-watt alternator as on the GSA. Finally, both bikes have LED tail lamps and indicators. That's the gist of the technical updates to the GS and GSA for '08. Now for the goodies.

BMW motorcycles are known for durability, reliability and, in the past several years, for a multitude of electronic gadgetry. From heated seats and grips to electronic tire pressure monitoring, Beemers can be loaded with optional tech-ie treats. These two inspirational motorcycles now enjoy the same trick ESA as an available option for many street-only models, but it's even more robust in this version. Called Enduro ESA, the push-button suspension has settings for pavement, and are displayed in the same manner as the street-oriented ESA. Load options are solo rider, rider with luggage, and passenger with three damper modes (Sport, Normal, and Comfort). Note that in all its street settings the front spring preload is always at the minimum. And like on the street bikes, there are little helmets and suitcases on the LCD portion of the dash to indicate your selections. Where the Enduro ESA takes one step further is with settings specifically for rugged terrain.

The Enduro portion of ESA has what are called Medium Reserves and Maximum Reserves - a small "mountain range" symbol in the LCD indicates the former, a larger symbol for the later. After choosing between Reserves, your next job is to select from Soft, Norm and Hard. In the Medium setting, front and rear preload will be increased to 50% of its adjustment. In the Maximum setting front and rear preload is 100%. Ground clearance in Maximum mode is approximately 20mm higher than in the solo rider on-road mode. When it's all said and done, a total of 15 suspension settings are possible with Enduro ESA.

I found my best experience with the Enduro ESA in the Medium Reserves setting with either a Norm or Hard selection depending on how gnarly the terrain. Conversely, the same selections in Maximum reserves often resulted in damping too harsh for my tastes and limited dirt experience.

Should you choose optional ABS when purchasing a GS, and we imagine most everyone would, you can also add BMW's ASC (Automatic Stability Control). ASC is what you're guessing it probably is. You can read in more detail about the system in our Three Naked Euros comparison, but in essence the ECU monitors wheel speed sensors and cuts power if the rear wheel starts spinning faster than the front. Take note that ASC is only available with ABS, and both can be disabled with something slightly more complicated than a single push of a button with the bike stopped and in neutral. The disable process isn't frustratingly complex, but you'll want to make a few practice runs to ensure you're proficient before you set off to unpaved territories. You dirt veterans already knew that a rider needs to spin and slide in the gravel, sand and loose stuff, didn't you? No ASC or ABS here if you know what's good for you.

With ASC enabled only during on-pavement sessions, and nothing but dry roads around, it was difficult to judge the ASC. The only times I felt it intervene were during hard acceleration and wheelie attempts. Getting on the gas and fanning the clutch would only result in the bike lurching

forward with a stumble and sputter from the electronics cutting in and spoiling the wheelie. It was quite evident that the bike's brain wasn't having any of it. With the ASC switched off, playing adventure-riding hooligan had the front skyward in no time.

What they're made for

The deserts of Arizona can be both stunningly beautiful and treacherously rugged. Maybe that's why BMW NA regularly chooses such an environment for letting the media sample from the company's rapidly expanding Enduro line.

Fountain Hills, AZ, is a pleasant community situated approximately 30 minutes northeast of the Phoenix and Scottsdale areas. Snugged up against a hillside, the Inn at Eagle Mountain, with its tranquil, picturesque desert scenery encompassing the grounds, served as both starting and finishing points for two days of riding. Towering saguaro cactus - the kind that typify what most people think of when they imagine the Old West - sit right next to some of the Inn's suites. A variety of smaller cactus, as well as various desert plants that were blooming in all their springtime glory, dot the rest of the facility. Mix in the dry reddish rock that makes up much of the soil in this part of the country, and there's no question you're in the desert.

Ride routes consisted of a sufficient mix of both pavement and harsh dirt roads that most certainly require a skillful operator at the helm of a four-wheel-drive vehicle, if any vehicle other than capable motorcycles or ATVs were to use the road. With plenty of dry washes and shallow streams, rocky uphill sections flanked on either side by sandy troughs and just enough hard-pack sections to occasionally relax tired muscles, the first day's GS Adventure route was challenging. We worked our way up SR-87 with 4 Peaks in the Tonto Basin as a pivot point. Connecting to SR-188 and passing by Theodore Roosevelt Lake we got a short, but much-needed pavement respite before picking up SR-88 that eventually brought us by the sweeping vistas of Pinyon Mountain, Horse Mesa Dam and eventually to and through serene Canyon Lake. Apache Junction and Stewart Mountain were the last notable areas before returning to the now-more-pleasant-than-ever Inn for a sorely-needed, icy-cold adult beverage.

Through all the trials and tribulations whilst tackling this sometimes-unforgiving route, with its jagged rocks and painful prickly pear cactus taunting me from the road's edge, one basic thought underpinned everything else I contemplated: The height and weight of this mechanical animal could prove to be, at times, its most valuable asset or the ultimate demise of an otherwise successful journey. So long as I could keep it moving, no matter how slowly – thanks to the new lower first gear and smooth fueling that allowed access to the plentiful torque – I could surmount any obstacle or situation that I chose (stress chose here).

The unhelpful heft up high of the extra fuel carried by the Adventure's larger tank, and the poor balance that it can create given a precarious enough situation, only fed into the threatening image the ominous petrol holder presents when looking down on it from above as you struggle feverishly to keep the bike top-side up. Combine the 60-pound claimed wet-weight penalty (564 vs. 504 lbs.) with the extra ride height from the additional suspension travel and taller saddle, and the GSA's size demands the respect that a skillful, seasoned dirt rider – or anyone over 6-feet tall – can give it. As I said, however, these very same traits can serve the rider well. A deft throttle hand and judiciously applied brake can take the big bike through, around or over virtually any terrain. But we know this already because the GSs are iconic to charting regions untouched, both in reality and in the soul.

Time spent on the pavement-loving GS on day two had me admiring its qualities as well as missing the amenities of the Adventure. The Adventure's taller and wider screen offers more protection from wind (and rocks!) without much turbulence, and its wide off-road-style pegs were sorely missed during long stand-up sessions. But I gladly embraced the lower ride and seat height of the standard GS.

Though sounding clunky upon shifting, the revised tranny was trouble-free and smooth. Clutch action at the lever in the first quarter pull or so of engagement is firm, with a light effort past that point.

In terms of handling, the standard GS is fully competent in accepting the task of packed gravel or properly maintained fire roads. Yet there is a stark contrast in the way the two bikes reward the challenge of twisty tarmac. The Adventure's knobby Metzeler Karoo tires (Coo coo ca choo, I am the GS!) are the business in the rough and tumble but make it an unwilling participant in tight canyon carving. A very direct and constant pressure is needed on the inside bar to keep the thing turning in a smooth arc. By all accounts the off-road tires and extra weight of the bike seemed to be the likely culprits. Contrast that with the lighter GS and its street-oriented tires, and they feel like two very different bikes. Steering on the standard GS is light and the front feels secure; much more familiar feelings for the pavement.

As for the purported 5% poke in power, I wish my seat-o-the-pants dyno could pick up on the increase, but it couldn't. Did I note a slightly revv-ier engine? Yes.

I over heard a grumpy comment or two from a couple of the curmudgeons hopelessly devoted to dirt riding as they lamented the weight and overall size of both bikes as major drawbacks to off-road performance. They further murmured that the KTM Adventure is a better handler. What I didn't respond with – and thereby avoided getting into a peeing contest – was that we have to remember that the GSs aren't off-road motorcycles but are motorcycles that can go off-road. Once you're willing to reconcile any pure dirt experience you have – and the presumptions made from it – with that paradigm shift, then you can accept that these machines are capable of far more than what most are willing to admit, let alone attempt.

General information

Model: BMW R 1200 GS Adventure
Year: 2008
Category: Enduro / offroad
Rating: 71.7 out of 100.

Engine and transmission
Displacement: 1170.00 ccm (71.39 cubic inches)
Engine type: Two cylinder boxer
Stroke: 4
Power: 103.25 HP (75.4 kW)) @ 7500 RPM
Torque: 115.00 Nm (11.7 kgf-m or 84.8 ft.lbs) @ 5750 RPM
Bore x stroke: 101.0 x 73.0 mm (4.0 x 2.9 inches)
Fuel system: Injection. Electronic intake pipe injection/BMS-K digital engine management with overrun fuel cut-off, twin spark ignition
Valves per cylinder: 4
Fuel control: SOHC
Starter: Electric
Cooling system: Oil & air
Gearbox: 6-speed

Transmission type
final drive: Shaft drive (cardan)
Clutch: Single dry plate clutch, hydraulically operated

Physical measures
Dry weight: 223.0 kg (491.6 pounds)
Seat height: 910 mm (35.8 inches) If adjustable, lowest setting.
Overall length: 2,240 mm (88.2 inches)
Wheelbase: 1,510 mm (59.4 inches)

Chassis and dimensions
Frame type: Two-section frame consisting of front and rear sections, load- bearing engine-gearbox unit
Rake (fork angle): 24.8°
Trail: 89 mm (3.5 inches)
Front suspension: BMW Motorrad Telelever
Front suspension travel: 210 mm (8.3 inches)
Rear suspension: Cast aluminium single-sided swing arm with BMW Motorrad Paralever
Rear suspension travel: 220 mm (8.7 inches)
Front tyre dimensions: 110/80-19
Rear tyre dimensions: 150/70-17
Front brakes: Double disc. Optional ABS, can be switched off
Front brakes diameter: 305 mm (12.0 inches)
Rear brakes: Single disc. Optional ABS, can be switched off
Rear brakes diameter: 265 mm (10.4 inches)

Speed and acceleration
Power/weight ratio: 0.4630 HP/kg

Other specifications
Fuel capacity: 33.00 litres (8.72 gallons)
Reserve fuel capacity: 4.00 litres (1.06 gallons)
Fuel consumption pr. 10 km (6.2 miles): 4.60 litres (1.22 gallons)

Motorcycle Review And Specs

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