2019 BMW R1250GS & RT18th September 2018 ShiftCam | Flat twin | Variable valve timing ◄PREVIOUS STORY NEXT STORY► 
The next logical move up? Or complexity for complexity's sake? We haven't quite made up our minds over this question. But there's plenty here to mull over with regard to this new 2019 Beemer R1250GS flat twin Boxer adventurer and its stablemate, the R1250RT for those with a touring bent. The preceding 1170cc model is already top of the class and has been for years, but BMW feels it's made the motorcycle even classier by (a) upgrading the engine tech with 84 extra cubic centimetres (up from 1,170cc to 1,250cc), (b) by hammering a new electronically actuated camshaft into each cylinder head, (c) by fitting a new HY-VO® toothed chain (as opposed to the 1170's roller chain), and (d) by other less radical and less obvious motor tweaks designed to keep this pencil sharper than the others in the box. 
The aforementioned camshaft is the most significant talking point. BMW call it a ShiftCam, and it works by having a single camshaft with two extra lobes; i.e. four lobes in total. Those ShiftCams, note, are fitted only to the induction (or inlet) side. Under normal/light use, the two inlet valves on each cylinder are prodded open by one pair of lower-lift/lower duration lobes optimised for general all-round use. But wind open the throttle and the entire camshaft shifts to one side thereby bringing into play a different pair of cam lobes. 
Variable valve timing tech isn't new. But as far as we know, BMW is the first motorcycle manufacturer to employ this specific system. That's the company claim. Rival manufacturers, meanwhile, have engineered different (partial) solutions, usually by adjusting the inlet cam lobe position (with regard to the exhaust cams), but without adjusting the lift. Suzuki, for example, mechanically adjusts the position of the inlet cam (relative to the exhaust cam, remember) by changing the amount of overlap when riding slow and easy, or when riding hard and fast. Ducati's system aims at the same target, but employs a different mechanism. But neither arrangement, as we've suggested, alters the valve lift. That's because in both cases, the cam profiles haven't changed. The cams have simply been given revised "instructions" on when to open/close the valves. Consequently, these cam-phasing systems solve only part of the problem. 
BMW, meanwhile, has hit both targets (lift and duration) with secondary cam profiles and has also included asymmetric valve opening—meaning that each pair of valves opens (and closes) with one being slightly ahead of the other. The idea is to enhance the induction mixture swirl in the top end for a cleaner, more thorough burn. However, it remains to be seen how well the system works in practice and how long it lasts. Certainly, the set-up introduces more complexity that, with age and general wear and tear, will add to maintenance, repair and restoration costs. Regardless, it's clever tech and, like similar systems, it works seamlessly on the move. 
On the road, the firm claims a relatively modest power increase of 9% (up from 125hp to 136hp @ 7,750rpm), and a torque increase of 14% from 91lb-ft (125Nm) to 105.5lb-ft (143Nm) at 6,250rpm. The engine dimensions of the new R1250GS and R1250RT (actually 1,254cc) are 102.5mm x 76mm. That compares to 101mm x 73mm for the R1170GS. 
Additionally, the new engine is said to be cleaner (naturally), slightly more responsive in the mid-range (naturally), smoother (naturally) and more economical (naturally). Other features include a slipper clutch, improved semi-active electronic suspension, knock sensors, revised oil supply & metering, a new stainless steel exhaust system, revised rocker covers, Hill Start Control/Assist, two riding modes (rain and road), ABS Pro (cornering ABS), and ASC (stability control). Rider mode options include Dynamic Pro, Enduro and Enduro Pro, plus Dynamic Brake Control (DBC—which interrupts accidental acceleration during braking), and Dynamic Traction Control.
We haven't seen prices. But that seems like a moot point. If you want a new GS or RT, you'll probably want this GS or RT. Expect a couple of colour options for each model, plus special livery variants.
No prices yet. But the GS is likely to come in at somewhere between £14k and £15k. ◄PREVIOUS STORY NEXT STORY► | 
