With Dakar DNA and serious off-road chops, BMW’s latest GS is more than just a styling exercise
A quick history lesson to impress your know-it-all mates down the pub. The first production GS, the R 80 G/S, rolled out of Berlin back in 1980 and, despite multiple victories at the Dakar in 1981, 1983, 1984 and 1985 with a highly modified, monster-version of the road-going enduro, was a slow-burner in sales terms. In fact, it wasn’t until 1994 when the G/S morphed into the R 1100 GS that it became anything more than a niche ride and, even then, it wasn’t until 2004/2005 with the arrival of the R 1200 GSA that sales finally rocketed.
But before any of that, the very first BMW GS, a prototype from 1978, was little more than a crazy idea to put a boxer engine in an off-road chassis and see what happened. What would go on to become the most successful adventure bike ever wasn’t an intensely marketed or aspirational machine designed for and targeted to a specific demographic. It started life as some bloke’s weird idea.
The ‘new’ 12 R G/S pays homage to those early R 80 machines and the spirit of the pioneering road-legal enduros. Suitably, it adopts the older air-cooled 1200 engine you’ll also find in other heritage BMWs, such as the R 12 NineT and R12. The visual and architectural similarities between the modern Euro 5-plus air-cooled machine and the original R 80 G/S are startling. BMW designers have nailed it.
But this bike is far more than just a design exercise showing what BMW is capable of when the creative juices are allowed to flow. This is an everyday and thoroughly usable boxer with multiple riding modes and rider aids. It also has plenty of optional creature comforts we could only have dreamt about in the 1980s, including BMW’s Shift Assist, heated grips, hill start control and cruise control. Like the Dakar racer of old, the new G/S should be capable off road too, given its fully adjustable enduro suspension with 240mm of ground clearance and optional Enduro package that swaps the standard 17-in rear wheel for an 18-incher and adds another 20mm of clearance.
We headed to Germany to see if the new G/S could live up to the reputation of the original, both on and off the road.
RETRO COOL DONE RIGHT
Before we get into power, torque, rider aids and chassis attributes, I would urge readers just to sit back and look at it. In the flesh it’s even better, to the point that I think BMW designers have absolutely smashed it. Like many of us of a certain age I’m probably a little biased, and I’m also a huge fan of BMW’s R12 Rnine T – but there’s no denying the new G/S is a head turner, especially in the white, red and blue (or Light White colour as BMW calls it).
I guess the looks and appeal depend on your age and biking history and whether you like the retro feel. But I don’t think you have to be a 1980s Paris-Dakar Rally fan to love this G/S, and you certainly don’t have to be a hipster to appreciate the cool vibe from the air-cooled 1200 G/S boxer engine.
The 1170cc flat-twin engine is shared with the R 12NineT and R12. It churns out 80kW (109hp) at 7000rpm and 115Nm of torque at 6500rpm. Its three riding modes are Rain, Road and Enduro, with an optional Enduro Pro as part of the Enduro Pro Package. MSR (engine drag control) and Dynamic Traction Control (DTC) both come as standard, along with ABS Pro (all are lean sensitive) – techno-gizmos we could have only dreamed about when David Hasselhoff shockingly switched from Knight Rider to Baywatch.
Its chassis is the familiar tubular backbone design, with a bolt-on subframe, and the suspension is fully adjustable at both ends: a conventional 45mm fork and Paralever rear. Then it starts to come down to which spec you’ve opted for. The front wheel is 21-inch in diameter, but the rear can be either 17 or 18 inches with the Enduro Package Pro, which increases ground clearance (and seat height) for more off-road capability.
The LED headlight with the familiar X design hints towards its big brother, the new R 1300 GS. A single-dial retro dash and keyless ride are standard but beyond that it’s down to budget and taste. Would you like the more informative TFT display stolen from the Rnine T? Which seat would you require: standard at 860mm high (or 875mm with 18-inch rear wheel) or the rally bench seat, which adds another 20mm? The ‘bars can be raised 20mm for off-road standing. Metzeler Karoo 4 off-road tyres can be selected along with the Shift Assist Pro quickshifter, heated grips, hill start, cruise control along with enough crash protection for those who want some serious off-road fun. The base bike is priced from $26,540 but our test bike in Light White with the Enduro Package Pro, Comfort Package, Headlight Pro and Connected Ride Control is around $5000 more, which is a bit steep.
But let’s ignore the price for a second and instead step back to a time when big perms on male rock stars were acceptable; let’s go ride.
TALL IN THE SADDLE, EASY IN THE HANDS
As regular readers will know, at 173cm I’m a little on the short side, meaning that with the Enduro Package Pro installed, pushing ground clearance to 255mm from 240mm and seat height to 875mm, I looked set for a difficult day. But while the G/S is tall it’s also relatively narrow, with its slim seat designed more for adventurous riding than comfort. I didn’t feel intimidated or overwhelmed.
The air-cooled G/S tops the scales at 229kg with fuel, only 8kg less than the BMW’s own R 1300 GS, but like other boxer models, that weight is carried low in the chassis so there is a sweet, natural balance to the bike. Yes, it’s tall but in reality not as big as the specs suggest.
Once onboard, I was greeted by the familiar BMW set-up: navigation wheel on the left ‘bar, mode button on the right side. However, the dash is a little unusual, with a single round analogue speedo with digital information below, or the optional and rather small digital set-up from the Rnine T. Both are minimalist and neat but the TFT display doesn’t have a fuel gauge, just a fuel light, which I found to be a pain on the Rnine T. If you intend to explore the wilderness, then reset the trip and remember when you last fuelled up, just like the old days. And yes, there is still a key for the steering lock below the dashboard, despite the ignition being keyless.
Okay, now to the good stuff. And that is pretty much everything. The air-cooled boxer engine may not be as refined as the latest 1300cc unit – you can trace its roots way back – but I like the fact it’s a little rough around the edges, has a charismatic rock to it when you fire it up, and looks great. Fuelling and throttle response have been improved over the years to the point where it’s ridiculously user-friendly and delivers rich torque from virtually no rpm. Max torque is at just 6500rpm and, to be honest, you don’t really need to rev it any more for a rapid ride. Yes, down the pub (again) less than 110hp from a 1200 might not sound impressive, but you can use all the horsepower, which is always a great feeling, and with the TC removed there’s more than enough grunt to pop the front in the air, despite the G/S’s weight and relatively long wheelbase.
Thankfully, BMW allowed us to test the G/S off-road at their purpose-built park near Nuremberg. We covered everything from gentle green lanes to more challenging off-road, complete with deep water, sand and even a few jumps thrown in for good measure. The G/S never once faltered and was surprisingly easy and fun.
As noted, the Enduro Package Pro kit includes the larger rear wheel, 20mm risers to lift the ‘bars and enduro footrests. When standing up on the grippy off-road pegs, it feels natural, like the G/S was designed to be ridden on dirt. The ‘bars are high enough, it’s easy to grip the tank with your legs and move your body weight around, sliding up and down the narrow seat on steep ascents and descents. Again, despite its on-paper size, there’s an intrinsic, confidence-boosting low-speed balance to the G/S. In tight sections, just tickling the throttle and balancing the clutch is very easy.
For true off-road afficionados who want to do something radical, then yes, first gear is a little long, and the bike is heavy. But for a road bike that also goes off-road, it is more than capable.
Aside from its obliging dirt manners, power delivery and balance, it’s the off-road rider aids that make the G/S especially accessible to everyday riders when hitting harder terrain. In the Enduro mode, which is designed to work with standard rubber, power is soft, the TC is maxed, the wheelie control minimal and engine drag is reduced. Braking is also set to off-road. You can feel the TC working when you get a little carried away, which is ideal for novice riders. But I preferred the optional Enduro Pro, designed to work with off-road specialist rubber. Now the power delivery was direct, there was no wheelie control or engine drag and the TC was minimal. ABS is front wheel only, which allows you to play with the rear, locking up at will. You can’t remove the ABS completely, but most owners will be thankful for the impressive off-road biased ABS, which rescued me on more than one occasion.
SMILES ALL ROUND
How much fun you have off-road will depend on your level of skill and what you are expecting from the G/S. Most will simply be happy to ride in the standard Enduro mode, with its expansive off-road safety net, and not try anything too demanding. More experienced dirt hounds will fancy Enduro Pro to try something a little more demanding and get some air time, which the G/S can do. There will only be a fraction of potential owners who’ll crave more power or want to be able to turn off the ABS fully. But those riders are probably coming from a racing background and I don’t think the retro G/S will appeal to those who want to smash fast desert tracks all weekend.
On the road, the excellent qualities discovered on dirt and sand translate to the road. In town and congestion, it’s incredibly easy to ride slowly, while a commandingly tall riding position gives the bike (and rider) real presence.
I can see many owners using the G/S as a fashionable city commuter. All that mid-range boxer torque also makes it a blast in the twisties. It’s not in the same league as the seriously real-world-quick new R 1300 GS, but there’s enough power and torque to carve up any mountain road I can think of. I guess when chasing big adventure bikes with far more performance it may feel a little under-clubbed, but the essence of this Beemer is its relative simplicity and sense of fun.
The combination of the Shift Assist Pro and the old-school BMW gearbox is okay but not particularly slick. But if you are after a race-like shifter and bags of power, then you’re looking at the wrong bike. I love the ease of use and torque of the air-cooled boxer – it fits the style of the G/S perfectly and even sounds half decent.
Handling is down to which specification you have opted for. For example, the off-road biased Karoo 4 rubber works well on the road, but I know from experience it can overheat if pushed hard. That said, the fully adjustable suspension transmits what’s happening, with those excellent rider aids working in the background should you get a little too carried away. So there’s plenty of fun to be had.
You certainly know you have a 21-inch front wheel up the sharp end. The steering is not pinpoint sharp but the G/S does handle. There’s stability, agility and a natural rhythm to the way it processes a road. Suspension is fully adjustable, meaning that if you fit more road-focused rubber you can tweak the suspension to match.
I rode relatively hard, carried corner speed, used the torque on the exit and had great fun.
The long-travel suspension is controlled and gives great feedback. The stoppers are worth a mention too, as they are strong on the road with excellent ABS. You can also switch off the rear ABS should you want some supermoto sideways fun – and why not?
We didn’t hit out any serious kays on the G/S – frankly, I didn’t want to leave BMW’s superb off-road park – which was probably a good thing as the seat is a tad harsh and thin, and there’s no real wind protection. However, you can fit optional heated grips, cruise control and potentially do a distance. A long weekend touring with some optional luggage? Why not? A two-week road trip? Maybe not.
VERDICT
It’s hard not to fall in love with the R 12 G/S. I love the styling, the retro looks are spot on and, as with every BMW, there’s a very high level of finish and feel. It’s not just a styling exercise, either. It’s easy to ride both on and off-road due to that torquey air-cooled engine and natural balance.
There’s enough power for the real world and excellent rider aids can be easily tailored to how and where you ride. Tick the appropriate boxes and you can have a G/S that’s more than capable off-road, or a G/S that’s more suited for the road or commuting in the city while looking stylish.
There isn’t a fuel gauge on the TFT dash, you still need a key for the steering lock, and under 110hp might not be enough power for some, especially when you’re shelling out over $30k for the top spec model. If you want a cheaper retro scrambler style bike, there is competition from Triumph and Ducati. Ducati’s retro DesertX is arguably the closest competition.
But I don’t think we should measure the G/S on power figures or price, but how it makes you feel.
I couldn’t stop smiling all day, I loved riding it and, yes, I want one in my perfect garage. I think it’s the type of bike that will make you smile every time you open the garage door.
✅ PROS – It looks hot! The styling is backed up with a torquey engine, balanced chassis and excellent rider aids.
❌ CONS – Only has a fuel level warning light while thin seat and lack of wind protection stops it being a practical interstate tourer.
Competition
Ducati Desert X from $29,800
Triumph Scrambler 1200 XE from $24,900
Moto Guzzi V85TT from $24,890
SPECIFICATIONS
ENGINE
Capacity 1170cc
Type Air-cooled, 4v per cylinder four-stroke, boxer twin
Bore & stroke 101mmx73mm
Compression ratio 12:1
Fuelling EFI with Ride-by-Wire
Transmission Six-speed
Clutch Hydraulically operated dry clutch
PERFORMANCE
Power 80kW (109hp) @ at 7000rpm (claimed)
Torque 115Nm @ 6500 rpm (claimed)
Top speed 217km/h (est)
Fuel consumption 4.8L/100km (claimed)
ELECTRONICS
Rider aids Three rider modes are standard, with Enduro Pro optional. Lean-sensitive TC, Engine Drag Control (MSR), and cornering ABS standard.
Rider modes Rain, Road, Enduro
CHASSIS
Frame Tubular steel space frame
Rake 26.9° (std)
Trail 120.8mm (std)
Wheelbase 1580mm (std)
SUSPENSION
Type Marzocchi
Front: 45mm, USD, fully adjustable,
210mm travel
Rear: Single rear shock, fully adjustable 200mm travel
WHEELS & BRAKES
Wheels Aluminium cross-spoke wheels
Front: 2.15 x 21in
Rear: 4.0 x 17in (4.0 x 18in optional)
Tyres Metzler Karoo Street/Karoo 4
Front: 90/90 X 21in
Rear: 150/70 x17in (150/70 x 18in optional)
Brakes Front: Twin 310mm discs with Brembo twin-piston calipers, cornering ABS
Rear: Single 265mm disc with two-piston floating caliper
DIMENSIONS
Weight 229kg (wet)
Seat height 860-875mm
Width 830mm
Length 2200mm
Ground clearance 240mm/255mm
Fuel capacity 15.5L
BUSINESS END
Colour options Light White, Night Black Matt, Optional 719
Price From $26,540 ride away
Contact bmw-motoarrad.com.au
