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3 reviews
ADVENTURE: UNBOUNDED No matter where you travel, no matter what the terrain – with the F 800 GS you can master any adventure. This travel adventure bike has been created for true globetrotters for whom no destination is too remote and who want to conquer the world off the beaten track. The F 800 GS Adventure: the reliable and robust companion for unbounded adventure. POWER: UNCOMPROMISING Powered by the potent 85 hp parallel twin engine, the F 800 GS Adventure helps you leave civilization behind with ease. And with a torque of 61 lb/ft, this adventure bike has enough power reserve to overcome even the toughest off-road challenge with supreme confidence. Thanks to a 6.3-gallon tank and fuel economy of 55 mpg at 55 mph, it can cover distances where others have already run dry. CONTROL: UNCONDITIONAL Be it sand dunes, mountain passes or river crossings, the F 800 GS Adventure can master any task it may be faced with in faraway places. Its core is the torsion-resistant tubular steel frame with spring travel of 9.1 inches at the front and 8.5 inches at the rear. The rider is supported with the optional “Enduro mode” which optimizes ASC traction control and ABS on loose surfaces. ABS is of course a standard feature. CHARACTER: UNEQUALLED The F 800 GS Adventure is a true globetrotter from the high windshield to its combined fuel tank protector and saddle bag mountings. In spite of its striking side panels and the larger fuel tank, the distinctive flyline makes the F 800 GS adventure a clear member of the GS family. This motorcycle strives to conquer the world, whether in Sandrover Matte or dynamic Racing Red. Engine: 798cc Inline-twin Bore x Stroke: 82 x 75.6mm Compression: 12.0:1 Valvetrain: DOHC, 4-valve Frame: Tubular Steel Trellis Front Suspension: 43mm USD Fork with 9.1 in travel Rear Suspension: Dual-sided Aluminum Swingarm, Adjustable Pre-load, Adjustable Rebound, travel Related Compression Damping with 8.5 in. travel Front Brakes: Twin 300mm floating discs, 2-piston Brembo calipers, switchable ABS Rear Brakes: Single 265mm disc, Brembo single piston caliper, switchable ABS Wheelbase: 62.1" Rake/Trail: 64.0/4.6" Seat Height: 35.0" Fuel Capacity: 6.3 gal Weight Total: 505 lbs. (claimed) -
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Its actually a 2015, but there isn't a option for this year yet. Amazing machine with so much capability. -
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I love this bike... great handling a pure pleasure to ride, I have had no issues to speak of concerning this bike and hopefully will continue on in this manner. Enjoy the challenge of riding it offered and Conrad in the twists fully loaded -
Hi, I am interested in getting back into BMW ownership. I found a nice looking, clean R1150GS with about 55k miles on it locally. It has handguards, heated grips and panniers (nothing fancy, black plastic) and looks to be in good shape. The price is right, but I haven't owned a Beemer in over 20 years and that was an early 80's model. What are some the primary concerns or things I should look at? I plan to ride it a lot, and would like some insight into the longevity of the beast. I will hit some minor trails, but I prefer the standard style riding position to the cruiser style. I do ride off road on dedicated machines, so this won't be my only ride.
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I love my BMW GS Adv. 'Nuff said. Best fun on two wheels since I had a sport bike. If anything my first thought when I bought it, as I rode away from the dealer, was "So THIS is what I'm missing out on."... Life is just different. And now my ZX10r sits in the garage, a proper race queen, having served me reliably for 27,000 miles... My GSA is not only my daily commute but my escape as well. -
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The greatest Bike I've owned to date, Opened a world of back road fun !! -
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XOXOXOXOX -
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Great bike. Suspension needs some work. I also plan to add larger tanks for travel. -
Anyone else see this oxidation of their paralever arm? I saw this on Rich's bike and they said at the dealer it's a known issue. I just thought it was a copper color on purpose.
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3 reviews
You like extreme and long tours? On rough roads, over stony tracks out in the wild, too? Tarmac, offroad, stones and sand: These are the challenges the new BMW R 1200 GS Adventure is longing to master with its easy and agile handling. A machine for those who want to test their limits and go beyond them. Or to put it briefly: A motorcycle for riders who are seeking real adventure and don't want to miss out on a great deal of riding pleasure in the process. Conquer any type of terrain on an adventure bike that meets all your practical needs. Two standard-fitted ride modes – "Rain" and "Road" – are available at the press of a button and offer two completely different, finely tuned riding experiences. It's like having two motorcycles in one. Further riding modes are also available as an option. 7.9 gallons in the fuel tank combined with the engine's optimized fuel efficiency really make you "unstoppable" on and off the road making unwanted stops a thing of the past. In addition the standard level of equipment was improved, e.g. to include an on-board computer. This enables perfect navigation and provides the rider with useful data such as fuel level, average speed and fuel consumption. This travel adventure machine is rounded off by a newly integrated compartment above the tank which allows you to keep small items within reach at all times. The R 1200 GS Adventure responds dynamically in any situation thanks to the legendary 92 lb-ft of flat-twin torque and 125 bhp delivered by the new, air/liquid-cooled 2-cylinder 4-stroke engine. The R 1200 GS is also characterized by its unmistakable design, further improved seating comfort, wind and weather protection and by its muscular presence. It is available in three color versions: Olive Matte, Racing Blue Metallic Matte and Alpine White. The R 1200 GS Adventure. Make an impression. Everywhere. FEATURES Displacement cc: 1170 Bore/stroke mm: 101/73 Output kW/hp: 92/125 at rpm 7750 Torque lb-ft 92 at rpm 6500 Engine Type: air/water-cooled twin-cylinder boxer engine No. of cylinders: 2 Compression/fuel: 12.5:1, premium unleaded: (95 RON) Valve actuation: DOHC Valves per cylinder 4 Carburetion: BMS-X Emission control: closed-loop 3-way catalytic converter Electrical system: Alternator Battery V/Ah: 12/12 maintenance-free Power transmission: gearbox Clutch anti-hopping: wet clutch Gearbox constant: mesh 6-speed gearbox Primary ratio: 1.65 Rear wheel drive: cardan shaft Frame construction: type tubular steel bridge frame, engine self-supporting Suspension, front: BMW Telelever Suspension, rear: BMW EVO Paralever Spring travel, front/rear In (mm) 8.3 / 8.7 inches (210 / 220 mm) Wheel castor In (mm): 3.6 inches (92.7 mm) Wheelbase In (mm): 59.4 inches (1510 mm) Brakes front: hydraulically actuated twin-disc brake, Ø 305 mm Brakes rear: single-disc brake Ø 276 mm ABS BMW Motorrad Integral ABS (standard, part integral, disengageable) Wheels: cross-spoke wheels front wheels 3.0 x 19" rear wheels 4.5 x 17" Tires front: 120/70 R19 Tires rear: 170/60 R17 Total length Inches (mm ): 88.8 inches (2255 mm) Total width with mirrors Inches (mm): 38.6 inches (980 mm) Seat height Inches (mm): 35.0 / 35.8 inches (890/910 mm) DIN unladen weight, road ready lbs (kg): 573 lbs (260 kg) Permitted total weight lbs (kg) 1,058 lbs (480 kg) Fuel tank capacity gal (l): 7.9 gal (30 l) Fuel consumption 55 mph 54.7 mpg 75 mph 39.9 mpg Acceleration: 0‒100 km/h (62 mph) Maximum speed >125 mph -
1 review
GENERAL INFORMATION The BMW F800GS comes with a dry weight of just 392 lbs, six-speed gear box, switchable ABS, wide foot rests and a 4.2 gallon tank located under the seat for a low center of gravity, and you get a enduro light enough for amazing handling no matter where you're headed. If you want all the capabilities of the GS in a lighter, tighter, totally aggressive package, the destined-to-be-a-classic F 800 GS is your ride. ENGINE AND TRANSMISSION Displacement: 798.00 ccm (48.69 cubic inches) Engine type: Twin, four-stroke Power: 84.48 HP (61.7 kW)) @ 7500 RPM Torque: 83.00 Nm (8.5 kgf-m or 61.2 ft.lbs) @ 5750 RPM Compression: 12.0:1 Bore x stroke: 82.0 x 75.6 mm (3.2 x 3.0 inches) Valves per cylinder: 4 Fuel system: Injection. Electronic intake pipe injection / digital engine management (BMS-K) Fuel control: DOHC Cooling system: Liquid Gearbox: 6-speed Transmission type, final drive: Chain Clutch: Multiple-disc clutch in oil bath, mechanically operated Fuel consumption: 3.80 litres/100 km (26.3 km/l or 61.90 mpg) Greenhouse gases: 88.2 CO2 g/km. (CO2 - Carbon dioxide emission) Exhaust system: Closed-loop 3-way catalytic converter, emission standard EU-3 CHASSIS, SUSPENSION, BRAKES AND WHEELS Frame type: Tubular steel space frame, load-bearing engine Rake (fork angle): 26.0° Trail: 117 mm (4.6 inches) Front suspension: Upside-down front fork, Ø 45 mm Front suspension travel: 230 mm (9.1 inches) Rear suspension: Cast aluminium dual swing arm, WAD strut (travel related damping), spring pre-load hydraulically adjustable (continuously variable) at handwheel, rebound damping adjustable Rear suspension travel: 215 mm (8.5 inches) Front tyre dimensions: 90/90-V21 Rear tyre dimensions: 150/70-V17 Front brakes: Double disc Front brakes diameter: 300 mm (11.8 inches) Rear brakes: Single disc Rear brakes diameter: 265 mm (10.4 inches) PHYSICAL MEASURES AND CAPACITIES Dry weight: 185.0 kg (407.9 pounds) Weight incl. oil, gas, etc: 207.0 kg (456.4 pounds) Power/weight ratio: 0.4566 HP/kg Seat height: 880 mm (34.6 inches) If adjustable, lowest setting. Overall height: 1,350 mm (53.1 inches) Overall length: 2,320 mm (91.3 inches) Overall width: 945 mm (37.2 inches) Wheelbase: 1,578 mm (62.1 inches) Fuel capacity: 16.00 litres (4.23 gallons) Reserve fuel capacity: 4.00 litres (1.06 gallons) OTHER SPECIFICATIONS Starter: Electric Color options: White, orange/black -
This should apply to the GS as well and to all the oilhead models. No pics (yet) but I am happy to report no bloody knuckles. I got one minor scratch on my right middle finger. For anyone looking to change their front shock (rear is pretty easy), here's how to do it... First you want to remove your lower engine guards. This can be a challenge for some because the top fasteners tend to be hard to get to and loosen without stripping. Then you wan to remove the alternator belt cover. Why? Because it gets in the way of pulling out the shock and putting the new one in later. Next you want to remove a screw holding the front brake line on the right side of the bike. If you don't do this then you won't have slack to droop the front suspension low enough to get the shock out. It's tight in there and I found an L-shaped torx from my tool kit was the best solution. You have to somehow jack the bike up from the skid plate but with the rear still on the ground. I was able to lift it (with a friend) on top of my pannier, but a floor jack is probably ideal and safer. I also secured the bike with a strap from the middle of the handlebars to a hook firmly screwed into a beam in the roof of my garage. Then remove the top tank panel, as well as the two side panels and gas cap (four black screws). I put a rag in the tank opening so those screws holding the gas cap on don't accidentally fall in. Leave the front screws on the side plastic pieces secure; just take off the other two. These are just metal panels; it's really not that hard. Remember the longer screws go in that middle hole of the side plastic pieces. The rest should be roughly the same length. At this point you should be able to put a socket on the top bolt of the shock and take that top nut off. If you have a nifty ratcheting box-end wrench then you may be able to get away with not removing the top tank panel. It might be 15mm or 17 mm or in my case 11/16ths". Not a lot of room to work with. Keep the top bushing/spacer and remember to put it back on top of the new shock later. Remove the lower shock bolt from the right side. At this point, the shock should fall out of the top bracket and come loose from the lower mount. If it doesn't come loose from the lower mount, you can knock it back with a rubber mallet or something until it comes free. Also be sure to keep the rubber bushings and/or spacer that goes on top of the shock but below the top bracket. Then simply put the new shock in but make sure you put the top rubber washer below the bracket back on the new shock. Put the top end in first, then you can slide it forward and down into the lower shock mount. Tighten down the lower shock bolt to 30 ft/lbs/40 Nm and some blue loctite. At this point you can lower your bike back to the floor and on its center stand. Make sure the top of the shock is properly seated through the hole in the bracket. Place that other rubber washer you removed from your other shock on top and then secure with the top nut. I put a bit of blue loctite on it. Tighten down to 25 ft/lbs/34 Nm. Ah, but the shock turns when you try to tighten it! At first I tried a strap wrench but it wasn't really gripping. I finally found the crescent wrench from my tool bag (or 19mm open end wrench) would fit on the very top nut below the top bracket and prevent the shock from turning when you're tightening it. Yes, you will need the assistance of a buddy (two man job). Then you can put the alternator cover back on (not a bad time to consider changing your belt if it's been on there for more than 24K miles), as well as re-secure the front brake line on the right side. Then put your lower engine bars back on. That also can be a challenge and take two sets of hands and maybe some straps to pull the upper bars into alignment so you can attach them to the lower bars.
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1 review
The HP2 Enduro is the most consistent serial production off-road flat twin ever. Highly robust and perfectly prepared for its purpose. Powerful, stable and fascinatingly rideable. ENGINE AND TRANSMISSION Displacement: 1170.00 ccm (71.39 cubic inches) Engine type: Twin, four-stroke Power: 103.25 HP (75.4 kW)) @ 7000 RPM Torque: 115.00 Nm (11.7 kgf-m or 84.8 ft.lbs) @ 5500 RPM Compression: 11.0:1 Bore x stroke: 101.0 x 73.0 mm (4.0 x 2.9 inches) Valves per cylinder: 4 Fuel system: Injection. Electronic intake pipe injection/digital engine management: BMS-K with overrun fuel cut-off, dual ignition Fuel control: SOHC Cooling system: Oil & air Gearbox: 6-speed Transmission type, final drive: Shaft drive (cardan) Clutch: Single-disc dry clutch, hydraulically operated Fuel consumption: 4.10 litres/100 km (24.4 km/l or 57.37 mpg) Greenhouse gases: 95.1 CO2 g/km. (CO2 - Carbon dioxide emission) CHASSIS, SUSPENSION, BRAKES AND WHEELS Frame type: Tubular steel space frame Rake (fork angle): 29.5° Trail: 127 mm (5.0 inches) Front suspension: WAD upside-down front fork, Ø 45 mm , compression damping adjustable in two ranges, rebound damping adjustable Front suspension travel: 270 mm (10.6 inches) Rear suspension: Forged aluminium single-sided swinging arm with BMW Motorrad Paralever Rear suspension travel: 250 mm (9.8 inches) Front tyre: 90/90-21 Rear tyre: 140/80-17 Front brakes: Double disc Rear brakes: Double disc PHYSICAL MEASURES AND CAPACITIES Dry weight: 175.0 kg (385.8 pounds) Weight incl. oil, gas, etc: 195.0 kg (429.9 pounds) Power/weight ratio: 0.5900 HP/kg Seat height: 920 mm (36.2 inches) If adjustable, lowest setting. Overall height: 1,266 mm (49.8 inches) Overall length: 2,350 mm (92.5 inches) Overall width: 880 mm (34.6 inches) Wheelbase: 1,610 mm (63.4 inches) Fuel capacity: 13.00 litres (3.43 gallons) OTHER SPECIFICATIONS Color options: Indigo Blue Metallized / Alaska Grey -
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I have had my 2013 BMW F800GS since September of 2012, and have since put 25k miles on it (and counting). It has proved to be a true all-rounder that excels at every task you put it to. Whether it is commuting, canyon carving, eating up freeway miles, packed to the brim for camping, single track, or fire roads, it seems to always be in its element. The only real complaint I have is the stock suspension, and it could use a little more POWER. For most people it is probably adequate. The specs can be deceiving, because it is an extremely versatile little Rotax with power and torque in every nook and cranny of the rev range. However, when you load it up with gear and try to do freeway speeds up steep inclines you can definitely feel the limitation. Other than that, my bike has been absolutely trouble free! http://youtu.be/0mtq5-dkAXg -
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Currently I have two ponies I keep in my stable " garage" 2008: F650GS Dakar & 2013 F800 GS. I traveled most of the South East Coast all last year totaling a good 28,000mls mostly solo on the F650.I wanted a larger engine and have recently (Mid December) purchased the F800gs For a RTW/West coast exploration. I'm still getting comfortable with the 800's weight (especially packed with camping gear). I have had the honor of training and riding with some of XLADV riders. I believe we are headed to Lake Berryessa this weekend. I feel this is a great start to another awesome big bike community! -
Today I'm going to take my old and busted shocks off and replace with new ones! Joy! Seriously, this will take me probably more than a day and probably a six pack of beer for a friend to come help The rear shock is super easy but the front is tricky. You have to take the lower crashbars off and then raise the bike either with like a bucket under the skid plate or by lifting it from a cable/pulley from your garage ceiling. The trick is to get the telelever to fall far enough down to get the front shock out. Then reinstalling the crashbars is always fun I promise to post pics, bloody knuckles and all.
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2 reviews
SPECIFICATIONS Year: 2013 Manufacturer: BMW Model: R1200GS Adventure Engine Type: Flat twin 'Boxer' 4-stroke engine, two camshafts, four radially aligned valves Engine Displacement: 1170cc Bore & Stroke: 101 mm x 73 mm Compression Ratio: 12.0:1 Cooling: Air/Liquid Cooled Fuel System: Digital engine management with overrun fuel cut-off, twin spark ignition Ignition: Electronic Starting System: Electric Transmission: Constant mesh 6-speed gearbox with helical gear teeth Final Drive: Shaft Rake and Trail: N/A Wheel Base: 59.4 in. Seat Height: 35.0/35.8 inches (890/910 mm) Front Suspension: Central spring strut, spring pre-load with 5-position mechanical adjustment Rear Suspension: Spring pre-load hydraulically adjustable (continuously variable) at handwheel Front Brake: Dual disc brake, floating brake discs, diameter 305 mm, 4-piston fixed calipers Rear Brake: Single disc brake, diameter 265 mm, double-piston floating caliper Front Tire: 110/80R-19 Rear Tire: 150/70R-17 Fuel Capacity: 8.7 gal. with approximately 1.0 gal. in reserve Dry Weight: 564 lbs. (Wet) -
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It's name is "El Burro." Less than two years old and It has gotten me everywhere! The '13 the last year of the Oil/Air cooled 1200 boxer Adv Models. -
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I have done almost everything with that bike. Long distance Trip? Done. Short weekend trip? Done. OffRoad? Done. Extreme Offroad? Done. RaceTrack? Done. City run? Done. And it shines on all and every aspect of motorcycling. Low fuel consumption (given it's weight and power), awesome torque, handling on pavement is just awesome, offroad handling is not that great, but once you get used to the telelever shit... it will bring you anywhere no matter what. So far, If I had to buy another motorcycle today.... i would buy exactly the same bike. :) -
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Bought used in 2010 and haven't regretted it for a minute. Took it on White Rim Trail (not sure what I was thinking) as my first off road experience since being a kid. This is my go-to, long mileage bike. Aftermarket Corbin allows me to easily do 700-900 mile days. -
It all started in June of ’14. I found out I had a few days of vacation to use or lose at work, and at the last minute (3 days before departure) I decided to take a few days off and do a ride from Salt Lake City up through Yellowstone National park to Montana, and then back down through Idaho and back to Salt Lake. I called one of my riding buddies, he jumped on his Harley, and off we went. A motley pair - Me on my Tenere, and him on his Harley. There was no plan. It was ride, find a place to camp, ride, repeat. On day 1 we rode from Salt Lake up past Jackson Hole Wyoming with plans to camp in an ‘un-reserveable’ campground right outside the South entrance of Yellowstone. Well, as things sometimes go we found the un-reserveable campground not only full but half reserved. We rode around the loop of the campground once, and then started to ride the loop again just in case we’d missed something. As we rounded a corner on the second circuit of the campground this crazy German guy in a Touratech riding suit came bounding out of the bushes holding up his hand for us to stop. We did, and he began to inform us that the campground was full, but we we’re welcome to share his campspot with him and his wife! What luck! We quickly agreed, and thus a long-standing friendship was born with Claudia and Mirko of http://www.2ar.eu. 2 Adventure riders on the ride of their lives through the Americas on a charity Mission. We ended up spending the next few days with them as we explored Yellowstone, but I won’t get into that in this account. It was decided in those days that we would meet again in the Fall as they made their way back South from Canada to central America - we’d meet back up in Salt Lake City and do a tour of Southern Utah! Throughout the rest of the Summer I planned the Southern Utah Tour, figured out the routes we would take, and in early October Claudia and Mirko showed up with John Colyer of https://www.facebook.com/anomalyadv in tow. We spent a week in Salt Lake getting everybody ready, and then off we went - South for a planned 9 day tour of 6 National Parks - Zion, Bryce, Escalante, Capital Reef, Arches, And Canyonlands (Moab). It turned into 10 days however, as it got really windy on the day we we’re supposed to ride back to Salt Lake from Moab, and we all felt that was a good enough excuse to extend the trip another day! Hahaha. I won’t bore you with a long-winded account of the trip. That’s what video is for! Here’s a rather long, 15 minute account of the trip. Obviously you can’t fit 10 days of fun and adventure into a 15 minute video, but this was the best I could do! Enjoy! Oh, and if anyone wants to enjoy this route themselves HIT ME UP!!!! I’d be more than happy to do it again with a group, and I won’t even charge a tour-guide fee! Or, if you're interested, I can provide some links/coordinates of camping and trails along the route.- 12 replies
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If they could find a way to shave 50 pounds, it would be PERFECT! -
1 review
Sporty. Exciting. Uncompromising. For this BMW Motorrad single cylinder bike, asphalt is virtually an insult: 270 mm spring travel, a fully-fledged 53 bhp, a gorgeous frame, richly promising geometry and nothing to get in the way of a ride through the dirt. ENGINE & TRANSMISSION Displacement: 652.00 ccm (39.79 cubic inches) Engine type: Single cylinder, four-stroke Power: 53.00 HP (38.7 kW)) @ 7000 RPM Torque: 60.00 Nm (6.1 kgf-m or 44.3 ft.lbs) @ 5250 RPM Bore x stroke: 100.0 x 83.0 mm (3.9 x 3.3 inches) Fuel system: Injection. Electronic fuel injection Cooling system: Liquid Gearbox: 5-speed Transmission type, final drive: Chain Clutch: Wet, multi-disk Fuel consumption: 5.10 litres/100 km (19.6 km/l or 46.12 mpg) Greenhouse gases: 118.3 CO2 g/km. (CO2 - Carbon dioxide emission) CHASSIS, SUSPENSION, BRAKES AND WHEELS Front suspension: 45 mm UPSD fork Rear suspension: Swing arm Front tyre dimensions: 90/90-S21 Rear tyre dimensions: 140/80-S18 Front brakes: Single disc Front brakes diameter: 300 mm (11.8 inches) Rear brakes: Single disc Rear brakes diameter: 240 mm (9.4 inches) PHYSICAL MEASURES AND CAPACITIES Dry weight: 144.0 kg (317.5 pounds) Power/weight ratio: 0.3681 HP/kg Seat height: 930 mm (36.6 inches) If adjustable, lowest setting. Overall length: 2,205 mm (86.8 inches) Wheelbase: 1,500 mm (59.1 inches) Fuel capacity: 9.50 litres (2.51 gallons) OTHER SPEIFICATIONS Starter: Electric Color options: Aura White -
1 comment
This is a great bike. Fun to ride on and off road.
