The All New 2013 LIQUID COOLED R1200GS threadfest

[dixonk]

Originally Posted by Emoto

I missed references to this. Can you (or anyone) expand on this a little, please?

This was detailed in the press release.

On another note I bought my K1600 as a new year model and it was fantastic. I have no reservations on being an early adopter. Now anyone in Sacramento I will say buy the 12 so that I can scoot up on the preorder list ;)

[Moronic]

Hmm, maybe I was wrong about that.




I'm sure others will chime in.

Wow, lots of helical gears in those cases.

[JimVonBaden]

Originally Posted by Moronic

Hmm, maybe I was wrong about that.




I'm sure others will chime in.

Wow, lots of helical gears in those cases.

The "spline lube" typically refers to the clutch splines. On this bike the clutch is oil bath, so no need.

You will still need to lube the driveshaft splines occasionally though.

Jim

[6USMC6]

Jim -
Just looking at the above print, do you think it would be possible to pull the driveshaft out through the swingarm, grease the spline and then push it back in?

Or would you have to drop the swingarm?

[EJ_92606]

Don't forget dynamic suspension on the new bike. Not sure about thousands less in price for a camhead. Everything I'm hearing is price should be the same. There are plenty of people stil interested in the camhead and I haven't heard about any big discounting at all. See the survey in another thread where 2/3rds say they would get the camhead vs. Wasser Boxer.

A few more items:

E-gas throttle control/settings rain mode, endure mode, etc
new more rigid chassis
Fresh look
lighter wheels
radial mounted brakes
Multi controller for NAV
Improved windshield design/adjustment/looks
New stouter final drive
No more throttle sync issues
Single spark plug per cylinder
Improved efficiency of vertical flow through
Slipper clutch
Improved gearbox
no alternator belt
longer swing arm for improved traction

Oops, I guess you had some of these listed already.....

Originally Posted by Moronic

Difficult question for anybody but you to answer.

Money not a factor? No-one has ridden the 13, but the theoretical advantages have been canvassed thoroughly on this thread. A quick (and not exhaustive) summary:

- More power and torque.

- Engine design suggests smoother running.

- Wet multiplate clutch that should be more useful in slow going and will be much easier to replace.

- Electronic cruise control.

- Longer swingarm by 50mm.

- Redesigned final drive, with no spline to lube immediately behind hard-to-reach clutch.

- More sophisticated ABS and traction control.

- More room behind the cylinders for lower limbs/footing.

- LED running lamp and low beam (and optional high beam)

- Grippier tyre sizes for street carving.

- Revised weight distribution for same.

- Narrower waist around seat-tank junction.

- Better instrument panel.


For the 12:

- no water cooling circuit to worry about.

- no 'all-new' issues to worry about.

- $thousands less.

- Ready now.


Your call.

[markjenn]

Originally Posted by Moronic

No-one has ridden the 13, but the theoretical advantages have been canvassed thoroughly on this thread. A quick (and not exhaustive) summary:....

Maybe not exhaustive, but comprehensive. Nice job.

- Mark

[Emoto]

No more throttle sync issues

WHAT?

[EJ_92606]

Originally Posted by Emoto

WHAT?

Electro-motive throttle actuator syncs the throttles on the fly...put your twinmax on ebay and get on the wait list

[dmac57]

There was mention of something along the lines of "automated decompressors" during startup. Can anyone point me to that? Going to have to float a valve for that to happen, and I hadn't seen that anywhere.

[EJ_92606]

Originally Posted by dmac57

There was mention of something along the lines of "automated decompressors" during startup. Can anyone point me to that? Going to have to float a valve for that to happen, and I hadn't seen that anywhere.

I found this in the BMW press release. No sure if it answers your question or not. You can read more on page 177 of this thread

As before, the two respective camshafts are driven by a chain running in the shaft behind the cylinders (on the right-hand side of the engine from the counterbalance shaft and on the left from the crankshaft). The timing chain drives an intermediate shaft between the intake and exhaust camshaft and it is from here that power is transmitted to the camshafts via spur gear pairs. At each exhaust camshaft there is an centrifugal-force-driven decompression facility which facilitates the start-up process. This makes it possible to save weight in the starter motor and battery.

[taran1900]

Originally Posted by Moronic

Hmm, maybe I was wrong about that.




I'm sure others will chime in.

Wow, lots of helical gears in those cases.

[twray]

Seems unusual for one cylinder cam chain to run off the crankshaft and the other running off the counterbalance shaft. Seems some valve timing issues could result in gear wear from the counterbalance shaft and crankshaft relationship....

[markjenn]

Originally Posted by EJ_92606

Electro-motive throttle actuator syncs the throttles on the fly...put your twinmax on ebay and get on the wait list

There's no TB sync maintenance on the S1000RR and it's an inline-four. Perhaps the same technology.

- Mark

[EJ_92606]

Originally Posted by markjenn

There's no TB sync maintenance on the S1000RR and it's an inline-four. Perhaps the same technology.

- Mark

I think most engine architectures share a common throttle body so there is nothing to sync...the nature of a boxer engine makes sharing a throttle body problematical. Although a beast like the S1000RR probably has individual throttle bodies for each cylinder.

[markjenn]

Originally Posted by EJ_92606

I think most engine architectures share a common throttle body so there is nothing to sync...the nature of a boxer engine makes sharing a throttle body problematical. Although a beast like the S1000RR probably has individual throttle bodies for each cylinder.

A few of the newer non-single bikes with an emphasis on efficiency do use a single TB (the NC700X comes immediately to mind) but I think it is uncommon.

The S1000RR definitely has individual TB's, but I've never seen anything definitive about why they don't require any synchronization. It is definitely drive-by-wire, so each TB is controlled by a servo but I would still think there would need to be some calibration to make sure all the servos and position sensors are properly synchronized. It may be one of those things where BMW feels that once set at the factory, it should never go out of synchronization. I certainly know of many bikes that have servo TB's and still have conventional air bleed screws and require periodic synchronization by balancing manifold vacuum with the bleed screws. Short of having a MP sensor that measures vacuum in each inlet tract, I don't know of any way for the system to adjust itself based on running conditions.

- Mark