pared to the 1250 (106.5 x 73mm
vs the 1250's 102.5 x 76mm).
Handily, 95 lb-ft of torque is
available from 3600 to 7800
rpm. As expected, the GS runs
the ShiftCam unit that varies the
valve timing and valve stroke
on the intake side. The system
runs a single-section intake shift
camshaft, which has a partial-
load and a full-load cam for each
valve to be actuated, each with a
different cam geometry.
The intake cams for the left-
and right-hand intake valves of
the partial-load cam differ in
stroke and position. This phase
shift means the two intake valves
are opened to different degrees
on a time-staggered (rpm) basis.
The power increase is also the
result of a reworked intake sys-
tem and larger intake and exhaust
valves in the cylinder heads, mea-
suring 44mm instead of 40mm on
the inlet side and 35.6mm instead
of 34mm on the outlet side.
Moving onto the electronics—at
least the ones that actually mean
something to the riders—BMW
has fitted four riding modes: Rain,
Road, Enduro and Eco, the last of
which allows maximum fuel range
to be attained at the (vastly) re
-
duced torque output of the motor.
Should you (and likely you will)
go for the additional Ride Modes
Pro at the dealership, you'll get
access to Dynamic, Dynamic
Pro and Enduro Pro modes that
allow for varying levels of throttle
response as well as let you lock
the back-end and drift into cor-
ners on dirt.
Another electronic factor rid-
ers should take note of is BMW's
ubiquitous Motor Slip Regula-
tion (MSR)/Drag Torque Control
that works by slightly opening
the throttle bodies to reduce
the chances of the rear wheel
locking up under quick decelera-
tion—think of it as a partner to
the slipper clutch.
A SHOCKING
CASE OF EVENTS
Although there are many notable
improvements to the GS plat-
form, the one the designers are
arguably more pleased about
VOLUME ISSUE NOVEMBER , P61
Head of BMW Motorrad Development Christoph Lischka (left)
and R 1300 GS Project Manager Reiner Fings (right) are largely
responsible for the 1300 GS's creation.
