tft display update for 2017 r1200 gs quotation

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I intentionally bought my 17.5 GS for the analog. While I love the TFT screen I did not want the hassle of the way it navigates. I am not a person who lives with a cell phone on my hip at all times.

If your set on a 1250 go for it as the TFT is getting straitened out a bit. However any bike after a 2017 has a updated drive shaft and bearings and shudder dampener. That is the only reason I wanted out of my 15 RT for the new drive shaft updates. Mt 15 RT was ok shifting but I needed to think about shifting. On the 17.5 GS it is smooth as butter except into first at a stop from neutral. I never stop in neutral I shift into first when coming to a stop. All other gears are fine with only a snick going in.

I would tell you the old adage of "buy the newest bike with the least miles you can find". However anything past a 17 has the DS updates so if your looking just for the update it opens a big field of bikes.

As I say I love my 17.5 GS and could have bought TFT or waited on a 1250. I bought my 17.5 as a leftover in 18 and with the deal I got I could not say no. I am content and happy and do not miss TFT because I never had one. However after reading all the stuff and updates and pairing issues and overheated phones in the cubby, I am pretty sure I would have blown a gasket going through BMW"s Beta program on the TFT. I don"t have the mental attitude for hours of updates and fussing with it. As I say I think a few updates has it working well enough for those who like it.

I have got my USED TFT KOMBI in my hands last Saturday and my first goal was to check if really used TFT cannot be properly coded. Definitely this is NOT a problem: for my test I used an F850GS factory equipped with 6AB connectivity.

I swapped the original TFT on F850 with the used part (it was from a crashed 2018 R1200GS Rallye), and it showed the data of the donor motorcycle (mileage, settings, vehicle image and next service date), the kilometers are less than the GS850 and displayed in red due to anti tamper settings.

At this point I tried doing KOMBI mileage alignment, but ISTA+ refused the service plan because the TFT was exchanged without following the ISTA procedure.

So I choose Vehicle Management - Control Unit Replacement - After Replacement procedure for KOMBI3 and followed all the steps, finally the new VIN and data of F850GS were perfectly stored into the used TFT, and it has become an exact clone of the original one (I was able to exchange the two TFT without any errors in ISTA). Also the ABS error was solved after the procedure.

This was only an experiment, my goal will be to install TFT in 2017 R1200GS following the same procedure used above, but first need the connector to do the cable conversion as wrote before, the part is not more available from BMW and the China one from the above link has not the correct shape.

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Like it or not, we are a nation of GS lovers and with 180,000 R1200GS’ sold over the last nine years, worldwide. That’s excluding the similar, but bigger Adventure.

The good news is that despite a new engine, which BMW are describing as air and oil cooled, a new chassis, semi-active suspension, new styling which takes the beak look to a whole new aggressive air, electronically adjustable semi-active suspension, and in fact, new everything, it still feels like a GS.

It’s just faster, sharper, lighter, looks more crafted and stops better than any GS before it. It is the best BMW GS yet made and incredible what it’s capable of. It covers ground quickly, it’s comfortable, fast enough to get you in trouble, yet more than capable enough to extend the limits of what you thought a GS would be capable of.

Strangely, as a man who’s run four GS’s over the past ten years, it took me more than the usual thirty miles to get used to it. The handling felt a little alien, it felt too quick steering compared to the old bike at first. But after fifty miles that all went and I really started to get to grips with it, and what a bike it is.

The motor feels like a GS motor but it’s got more everywhere. There’s more top-end power, making 125bhp at 7700rpm, but it hasn’t sacrificed much of the old air-cooled bike’s torque. Hit 70mph in top gear and it’s right on song at 4000rpm with enough to overtake without changing down, something you had to do on the old bike to make proper progress.

In town the GS has never been easier to ride. The old dry clutch, which ate itself faster than a starved Labrador with its face in a bag of doughnuts, has been swapped for an anti-hop wet clutch. It’s smooth, combined with a gearbox that’s still not Suzuki slick, it’s a massive step on, but it’s way better than the previous generation.

It’s also an incredibly quick-steering adventure bike, and the handling is all the better for it. You can tour gently and it sings through bends, using low revs to make the most of the flat-twin burble, or you can hustle.

In full hustle mode I occasionally turned the settings to Dyna for increased throttle response, and hard suspension for a bit firmer feel. But in truth it never really needed it, although you can feel the settings making a difference.

When I first laid eyes on our 2021 BMW R 1250 GS 40 Years of GS Edition test bike, I thought of my Uncle Clive. He had worked for the doomed British Leyland for years before accepting a role with BMW. His garage, once the perpetual home to a gleaming Rover, was now occupied by a stunning 5 Series sedan, but it was the new motorcycle, waiting in the shadows, which drew my attention. It was unlike any I had seen before.

It was 1984. What I didn’t know back then was how bold the path was that BMW had blazed a few years earlier with the R 80 G/S, the first motorcycle that delivered on-road comfort and performance and genuine off-road capability in equal measure. Between 1981 and 1985, the rugged G/S proved its mettle with four wins in the grueling Paris-Dakar Rally and three wins in the Baja 1000. And that single-sided swingarm – then called the Monolever – was lighter, stronger, and less expensive to manufacture than a two-sided swingarm with shaft drive, and it simplified repairs and maintenance.

What I also didn’t know back then was that those two letters – G for Gelande (“terrain” in German) and S for StraBe (“street”), the slash between them soon dropped – would evolve into an abbreviation for adventure long before ADV stickers found their way onto aluminum panniers. Or that, years later, I would watch Ewan McGregor and Charlie Boorman ride R 1150 GS Adventures – descendants of that original R 80 G/S – around the world and be inspired to embark on my own adventures.

I rode an R 1100 GS with the Dakar-style tank through the soggy mountains of Wales. My wife and I did two-up tours on R 1200 GSs through the canyons of Arizona and Utah, across Canada, and through the wilds of Chile and Argentina. I rode the first liquid-cooled 1200 down California’s fog-shrouded Highway 1 and around the Rockies of Colorado. I’ve ridden them in snow, rain, rubble, and the dreaded sand. Once, I somersaulted a GS down a hill at BMW’s off-road Rider Academy in South Carolina, picked it up, and rode it back to base.

There’s an obvious through-line from Uncle Clive’s R 80 G/S to the 2021 R 1250 GS tested here, but BMW’s flagship adventure bike has come a long way over the past four decades. Over multiple generations, engine displacement grew from 798cc to 1,254cc and output increased from 50 horsepower to 136, measured at the crank. (On Jett Tuning’s dyno, our test bike grunted out 119 horsepower at 7,900 rpm and 91 lb-ft of torque at 6,500 rpm at the rear wheel.) Air cooling evolved into air/oil cooling and then air/liquid cooling. Cylinders had two valves, then four, and overhead valves evolved into dual overhead cams with variable valve timing. It had five speeds, then six, and a single-plate dry clutch evolved into a multi-plate wet clutch.

As the engine and drivetrain evolved, so did the chassis. The Monolever was replaced by the Paralever, solving the problem of shaft jacking. The telescopic fork was replaced by the Telelever, which moved suspension action from the fork tubes to a single shock attached to the front of the frame and an A-arm, reducing front-end dive under braking. A single-disc front brake and rear drum were replaced by dual discs up front and a single disc out back.

We recently tested the new Kawasaki KLR650, a dual-sport that was introduced in 1984 (as a 600), just a few years after the R 80 G/S. Resistance to change and dedication to simplicity (and affordability) have been points of pride for the KLR, so much so that adding electronic fuel injection and optional ABS on the 2022 model was a Big Deal.

BMW, on the other hand, has taken an early-adopter approach to technology. Fuel injection and ABS were offered on the GS in the early ’90s. Traction control (known as ASC) and Enduro ESA (Electronic Suspension Adjustment) were offered in 2008. Five years later, the GS got throttle-by-wire, riding modes, a Multi-Controller wheel for navigating settings and menus, multiple ABS modes, and Dynamic ESA that adapted the suspension to riding conditions. In 2019, the GS got the ShiftCam variable-valve timing system, a 5.7-inch TFT color display, and infotainment via Bluetooth connectivity to a smartphone. And the latest GS has a 6-axis IMU, which provides input for cornering ABS, lean-angle-sensitive traction control, and semi-active suspension, all of which have different settings for each riding mode. A new option on the 2024 model will supposedly do your taxes, but don’t quote me on that.

The GS’s enduring and broad appeal stems from its excellent handling, versatile performance, comfortable ride, comprehensive features, and renowned durability and reliability. It’s a capable canyon carver as well as a comfortable highway cruiser, great for loading up with a passenger and gear, and is surprisingly capable off-road. Nearly every GS owner – and motojournalist – has, at one time or another, described the bike as the Swiss Army knife of motorcycles.

Riding through Chile and Argentina with my wife on an R 1200 GS is one of the highlights of my motorcycling experience. Patagonia’s vast mountain ranges are a delight, but finding fuel was sometimes a challenge, and on one desolate backroad, I gladly accepted a sheep farmer’s offer of some fuel he kept in an old watering can. It’s at times like these you will be grateful for the knock sensors, which allow the GS to run on low-octane gas.

Riding the R 1250 GS, I recalled that first trip through the Welsh mountains on the ’90s-era 1100. The performance improvements are night and day, with a huge increase in power but only a few pounds of additional weight. While the difference in acceleration is notable, the most pleasing aspect of the 1250’s engine is the abundant torque across the rev range. It allows for lazy short-shifting when relaxed riding is called for, or rewarding grunt when you feel like pushing the envelope.

The most telling improvement is the difference in handling and suspension. While older GS models responded begrudgingly to spirited inputs, our 1250 test bike, which was equipped with the optional Premium Package ($3,925) that includes Dynamic ESA, Ride Modes Pro, and a whole lot more, rolls out the red carpet. The latest version of BMW’s semi-active suspension setup now takes input from the IMU and automatically adjusts for various loads. The Telelever front end has always dulled meaningful feedback, but you can push the GS close to its limits with relaxed confidence. Chassis pitch is minimal and suspension compliance is phenomenal. It’s like riding on air.

BMW made a few updates for 2021, starting with standard Integral ABS Pro. As before, the system is linked front to rear, so the hand lever actuates both front and rear brakes, but the brake pedal only actuates the rear brake. The ABS software has been updated to improve braking stability, and it works in conjunction with the IMU for better control on inclines. ABS Pro adapts to different on-and off-road conditions based on riding mode, with special settings in Enduro Pro and Dynamic Pro modes, and a more compact ABS unit is one pound lighter. Overall braking performance was excellent, whether riding solo or with the GS fully loaded and my wife riding pillion.

A new Eco riding mode takes advantage of the ShiftCam system to maximize range from the 5.3-gallon tank. All-around LED lights are standard, and a new adaptive headlight is available as an option, adjusting the sideward angle of the beam up to 35 degrees relative to lean angle to light up curves. Hill Start Control also comes as standard and was a useful addition in the traffic of hilly San Francisco. Just apply sharp pressure to either the brake lever or pedal at a stop, and the rear brake stays locked until you pull away. With optional HSC Pro (part of the Premium Package), the function can be customized to automatically activate when coming to a standstill on a gradient, and there are special settings for use in Enduro and Enduro Pro off-road modes.

Our test bike featured the 40 Years of GS Edition Package ($1,750), which is inspired by the “bumblebee” black-and-yellow paint scheme of the R 100 GS. In addition to yellow accents and special graphics, it has a gold handlebar with yellow handguards, yellow cylinder head covers, gold anodized cross-spoke wheels, and a stainless-steel luggage rack. Our test bike was further equipped with BMW’s side case carriers and Atacama soft side cases and luggage roll ($2,352).

There certainly is a lot of newness to this latest GS, with all its sensors and settings, with its customizability and high-tech sophistication. But for someone like me, who has put more miles on more GSs in more places than I have on any other motorcycle, there’s a lot of familiarity too. Like the distinctive sound of the boxer Twin when it fires up. Or the feel of the engine when hard on the gas. Or the sensation of leaning into a turn, aided by those horizontal cylinders keeping the weight down low.

Experience can’t help but color our opinions, as unbiased as we may try to be. So, if I’m honest, I’m more than a little partial to the big GS. Uncle Clive certainly started the fire all those years ago, but the embers were stoked over the course of thousands of miles in all sorts of conditions on three different continents. The GS has proven itself to me time and again, and this latest model is the most impressive yet.

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To calculate the overall star rating and percentage breakdown by star, we don’t use a simple average. Instead, our system considers things like how recent a review is and if the reviewer bought the item on Amazon. It also analyzed reviews to verify trustworthiness.

Buying a used motorcycle is a strategic choice that can result in you saving a whole lot of cash. Use depreciation in your favor to knock hundreds or thousands of dollars off the asking price. However, knowing you want to get a used bike is one thing, but knowing how to find the right model is an entirely different beast. To find out some tips and tricks for getting the best value for your money, keep reading our buying guide to pre-owned bikes. Then visit BMW Motorcycles of Burbank in Burbank, California, to explore our pre-owned motorcycles for sale.

Before you look at any used motorcycles for sale, you will want to craft a budget. This allows you to eliminate options that are beyond your price point right from the start, which helps narrow your search. It also helps you avoid unnecessarily passing on features or capabilities that you can afford. Use budget building to get the highest quality used bike that you can afford.

A new rider is going to seek out different pre-owned motorcycles than an expert rider. It"s important to account for your experience and skill level as you shop.

Newer riders should focus on lighter pre-owned bikes since they will be easier to handle. Experienced riders can get heavier models that will offer better stability. You don"t want to end up getting a model that is too powerful or heavy for you to safely handle, so honestly evaluate your experience level. You can always upgrade in a few years when you"ve further developed your skills.

Once you find a pre-owned bike that you are interested in, you will want to give it a thorough inspection. Here you are looking for any issues that might cost you in repairs down the road. You may want to hire a professional since they can catch issues that the average buyer would miss.

You will also want to get as much information about the model that you can. Ask for copies of maintenance reports and other records. The more you know about its past, the better you can predict its future performance.

Ready to explore used motorcycles for sale? Check out the selection at BMW Motorcycles of Burbank. Our staff can answer questions, provide advice, and help you find the right pre-owned bike for your lifestyle. We proudly serve those in Pasadena and Glendale, CA. Stop by and visit today!

The BMW R1200GS and R1200GS Adventure are motorcycles manufactured in Berlin, Germany by BMW Motorrad, part of the BMW group. It is one of the BMW GS family of dual sport motorcycles. Both motorcycles have a 1,170 cc (71 cu in), two-cylinder boxer engine with four valves per cylinder. The Adventure has a large-capacity fuel tank and long travel suspension. As of 2012, BMW"s R1200GS bikes are their top-selling models.

Upgrades for model year 2007 included increased power to 78 kW (105 bhp), a new Integral ABS II antilock braking system was released without servo assistance. In 2008 new options were added including electronic suspension adjustment and the Automatic Stability Control traction control system.

Although the 2013 model has since proved itself, it had a somewhat shaky start. In the UK, the R1200GS has been subject to various Driver and Vehicle Standards Agency vehicle recalls covering the front brakes, antilock braking system, throttle cable, fuel pump, clutch, final drive assembly, brake pipes, and gearbox;speed wobble,

For the 2014 through 2016 model years, incremental annual updates were made, including adjustments to road handling, and adding options such as LED headlights, keyless ignition, a quickshifter, an antitheft system, and another lower seat option. A new ABS mode available as a software update allows safer braking while cornering.

For the 2017 model year, the bike was given a facelift, with technical changes to meet European EU4 regulations. Side reflectors and an on-board diagnostic indicator light in the cockpit to indicate a malfunction were added. Like the R1200GS Adventure, all liquid-cooled boxer models were given a damper on the transmission output shaft. The selector drum actuator, transmission shafts, and transmission shaft bearing were revised. The GS was also given a new crash bar option, allowing cylinder protection covers to be mounted, as had been standard on the Adventure.

In 2012, Cycle World called the R1200GS "the most successful motorcycle in the last two-and-a-half decades" and credited it for creating the adventure touring category.

For the sixth year in a row, BMW Motorrad increased sales in 2016 with a nearly 6% growth in sales compared with 2015, according to sales figures released by the company. As of December 2016, 145,032 motorcycles and maxiscooters sold. Sales of BMW Motorrad vehicle has grown by about 50% compared with the 98,047 vehicles sold in 2010. The R series represented 53.6% of all BMW motorcycles sold in 2016. About 17% of the bikes it sold in 2016 were the BMW R1200GS, with a growth of 7% over 2015. The R1200GS Adventure sold 21,391 units (a sales increase of 18.8%) and the R1200RT sold 9,648 units.

In 2004, the R1150GS Adventure model of the previous series of BMW boxer-twin engined bikes was used by Ewan McGregor and Charley Boorman for an epic motorcycle road trip from London to New York City via Europe, Asia, and Alaska, and the adventure was in the book and TV series, John o" Groats in Scotland to Cape Agulhas in South Africa,

Noted motorcycle journalist Kevin Ash died from injuries sustained in a crash while test riding the R1200GS at its 2013 press launch. An inquest gave a finding of accidental death, but the UK coroner could not give full reasons "due to insufficient evidence".

The R1200GS is heavily featured in Neil Peart"s book Roadshow: Landscape with Drums – A Concert Tour by Motorcycle, which documents his travels through America, Canada, and Europe on his R1200GS during his band Rush"s 30th anniversary tour.

Steve Anderson (May 2012), "Triumph Tiger Explorer - A British bike with a German accent", Cycle World, [T]he BMW R1200GS ... the most successful motorcycle in the last two-and-a-half decades, sells so well it represents a very substantial chunk of BMW"s production and has been the machine that both created and continues to define the adventure-touring category.