BMW R1200GS: Genre-defining twin updated

Story by Joey Funtjar
Photos by Kevin Wing

Adventure touring may be all the rage these days, but the factory adventure tourer was arguably born back in the 1980s, when BMW introduced the R80GS, a dirt/street hybrid that mated big-bore street comfort to gravel-road prowess.

In the years since, BMW has upgraded, improved and otherwise tweaked the GS line. And after sampling the newest flagship GS—along with its more dirt-worthy cousin, the GS Adventure—at the bike’s U.S. launch in the mountains of Arizona, I came away convinced that BMW is committed to staying at the front of the adventure-touring pack.

As a former owner of a GS, the first thing I noticed on seeing the new machine was the overall updated appearance. High-quality stainless steel replaces plastic in some places, cylinder heads are magnesium, and an updated fairing offers more of an enduro image. Additional updates include a new aluminum conical handlebar with trick handlebar mounts that allow two different positions for normal riding or prolonged periods of standing on the pegs.

Firing up the motor and taking to the road, I could instantly feel one hard-to-miss aspect of the 1,170cc boxer motor: power. For 2008, BMW increased horsepower five percent—to 105 ponies—while redline is up to 8,000 rpm. Transmission ratios have been revised to focus better acceleration in the top half of the gears, while giving low-traction speed in the low end a nod as well.

The bike is a big beast, but it handles surprisingly well in the sweepers, thanks to some high-tech suspenders. Enduro ESA (Electronic Suspension Adjustment) is now an optional feature on the R1200GS—offering on-the-fly switching between "sport," "normal" or "comfort" settings. Additional settings for riding solo, with a passenger or heavy luggage, round out the options.

My ride included a good 40 miles of hard-packed Arizona dirt, riding over the Pinyon Mountain toward Tortilla Flat (not in California, as my favorite Steinbeck novel would imply, but close enough in feel). After switching the ABS and electronic traction control from its always-on standard setting to "off," I was powering out of corners sideways on the gas in no time. The big GS is a surprisingly predictable and fun package.

Day two offered up the tallest GS model BMW produces: the R1200GS Adventure. It’s hard to describe the feeling you get seeing this bike in person; images of army tanks rolling over ravines come to mind.

The Adventure gets the same engine and drivetrain upgrades as the standard GS, but ups the ante with more on-the-fly options for the transmission and other visual changes like two-tone handguards.

Initial riding impressions are of the taller seat, adjustable at 35.2 or 36 inches, and of the lower first gear that aids low-speed maneuvers, rocky turns and descents. By the time our 200-mile route delivered me to Bloody Basin Road, I was feeling right at home. Among the suspension’s two spring settings and three damping modes, I could find something for every situation. It’s a truly awe-inspiring motorcycle.

Prices for the R1200GS start at $14,600, with the Adventure starting at $16,600. Optional accessories like heated grips, seats and hard bags abound. Info: www.bmwmotorcycles.com.