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BMW R 1200 GS (2008) - Review - Test By, Trevor Hedge |
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BMW R 1200 GS (2008) - Review - Test By, Trevor Hedge |
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| BMW R 1200 GS Page / 1 - Intro / By, Trevor Hedge  The
other new option for the R 1200 GS is off-road electronic suspension
adjustment (ESA).BMW has used ESA on a few select road models before but 2008 is the first time a dirt oriented system has been available as an option on the GS. And it is in GS form where it proves even more useful than on the road bikes. Six damping settings are selectable on the fly from a button on the left handlebar. ‘Normal’ mode predictably treads the middle ground, ‘Comfort’ softens things up for the long highway haul or wet conditions, and ‘Sport’ mode poises the suspension ready for tarmac attack. In off-road mode there is a ‘Soft’ mode for when the terrain is very rough, ‘Hard’ for smooth surfaces and tarmac transit stages and ‘Normal’ which unsurprisingly offers a balance between the two. The difference between each mode is clearly felt. On the tarmac I favoured ‘Normal’ for most riding with a switch on the fly to ‘Sport’ when the corners arrived and I felt like getting aggressive. In the dirt I found ‘Hard’ to be just that, and preferred the ‘Normal’ mode with an occasional switch to ‘Soft’ when things really turned nasty or traction was very hard to find. While the on the fly adjustable damping settings are certainly nice to have they are not the best feature of the system. It is the five stage electronically adjustable preload for both ends of the machine that prove the biggest asset to the system. Unlike the damping settings, preload changes must be made while the machine is stationary at idle. For dirt work two settings are available and are indicated on the display by mountain icons. For mostly smooth terrain where all of the available ground clearance is unlikely to be used two small mountains indicate the suitable preload setting. When you want more suspension travel made available through the reduction of the static sag, select the uneven terrain icon which is represented by two larger mountains of uneven size. Fairly self-explanatory really. The on road preload modes are a huge asset to the rider that regularly carries varying amounts of luggage or a pillion. One single helmet icon indicates a preload level set up for an average sized rider, a helmet and luggage icon indicates the preload setting for a rider with luggage while two helmets wind up the preload to accommodate a pillion passenger and luggage. When reducing preload for example, you will feel the machine sink a little on its haunches through a couple of small steps as the weight of the machine gradually overcomes the inherent stiction in the shocks and sinks to its new level. The upping of the preload is not so easily felt at standstill but the change is clearly evident when you hit the road. Is all this ESA trickery really needed? Not really. Does it help to provide a more capable and more pleasing to live with machine? Yes, it does. ESA costs from $900 depending on what other factory fit options you select when ordering. ESA can prove quite an aid to those that find themselves a little short for the GS. The standard seat on the GS is adjustable through a 855mm to 875mm range, the optional high seat is 880mm to 900mm and the no cost optional low seat a fixed 820mm. ESA can help with the mundane task of getting on and off by using the push button adjustable preload to lower the machine a little further when at a standstill before raising ready for action when preparing to move off. An even lower fixed 790mm seat combines with a low suspension package but that option is not available with the ESA system. The Adventure seat is adjustable through a tall 890mm to 910mm. Continue to Page 5... |
BMW R 1200 GS (2008) - Review - Test
By, Trevor Hedge
Page / 1 - Intro /