The Elephant in the Room
In my article about turning a GS into a real off-roader, I opened it with this little rant: “GS riders cop a lot of flack from the rest of us, but it’s only fair.
If I showed up to a cross-country horse event on an elephant while shouting “I’m a horse rider too”, you’d look at me like I was a cyclist in lycra, holding up traffic and pretending I’m a legitimate road user.”
But like a lot of people, I have had a bit of fascination with them ever since Ewan McGregor and Charley Boorman put out “Long Way Round”. That series is still a big inspiration to me as an adventure rider and try-hard film maker.
So I bought one.
I wanted to see what all the fuss was about.
Could the features and powerful engine overcome the bulky, cumbersome nature of the bike?
After a few years and many kilometres off-road, I’ve got some answers. And they’re not what the BMW marketing department would want you to hear.
History & Evolution of the GS Series
The BMW R1200GS evolved from BMW’s long heritage of boxer engines and their Paris-Dakar racing success. The GS (Gelände/Straße – German for terrain/street) line started back in 1980 with the R80G/S, but the modern water-cooled R1200GS that everyone thinks of launched in 2004.
The bike went through several iterations:
- 2004-2007: The original hexhead with 100hp
- 2008-2012: Updated with more power (105hp) and improved suspension
- 2013-2018: The water-cooled revolution – 125hp and semi-active suspension
- 2019-present: Renamed R1250GS with variable valve timing
You can spend a lot of time thinking about the differences between each generation. I don’t really know if it’s that significant from one generation to the next. They all seem to be of a comparable quality and spec relative to their manufacturing year.”
Translation: Don’t stress too much about which year you buy. They’re all big, heavy, and complicated in their own special way.
Complete Specs & What Actually Matters
Let’s cut through the spec sheet wank and talk about what actually impacts your riding:
The Engine
- 1170cc boxer twin (1254cc in the R1250GS)
- 100-125hp depending on year
- Torque for days (125Nm/92 lb-ft)
The engine design and mechanicals are all really sturdy. That boxer engine is basically bulletproof. It’s everything else bolted to it that causes problems.
The Weight Problem
- Wet weight: 260kg (573 lbs) fully fuelled
- That’s before you add crash bars, panniers, and all the other kit
This is why I have more than once called it “a 300kg boat on wheels” once it’s adventure-ready.
That weight creates massive inertia problems off-road that most riders simply can’t overcome.
The Electronics Package This is where things get complicated:
- Traction control
- ABS (non-switchable on many models)
- Electronic suspension adjustment
- Ride modes
- TPMS (Tyre Pressure Monitoring System)
- Heated grips standard
It’s the over-complicated electrics and fancy features that create a lot of potential issues. More on that in the reliability section.
The Reality of GS Reliability
Let’s be honest about what breaks and what doesn’t.
The Good: The engine and gearbox are rock solid. Service intervals are reasonable (10,000km/6,000 miles). The shaft drive means no chain maintenance.
These bikes can rack up massive mileages if you can afford the servicing.
The Bad: It’s not the mechanicals you need to worry about – it’s all the bloody electronics:
- ABS sensors – Common failure point, especially if you actually take it off-road
- Fuel pumps – Known issue on several model years
- Immobilizer gremlins – Can leave you stranded for no apparent reason
- Final drive issues – Earlier models had problems here
The engine design and mechanicals are all really sturdy. It’s the over-complicated electrics and fancy features that create a lot of potential issues.
If you want simple and reliable, this isn’t it.
If you want powerful and comfortable with occasional electronic headaches, welcome to GS ownership.
I have gone into detail about reliability and adventure modifications for the GS here.
Off-Road Capability: Marketing vs Reality
This is where we need to have a serious talk.
They’re marketed as dual sport but they’re honestly so big and heavy that they’re capable for a gravel road but not real off-road. At least in the hands of most people that would ride them.
Yes, guys like Adam Riemann and Chris Birch make these bikes look like dirt bikes. I’ve taken mine to some very gnarly places too. But there’s a massive caveat: There’s no way most people can do it on that bike.
The Weight Problem Off-Road
Unless you know how to steer it with the rear wheel while standing, don’t expect it to go where you point it if you’re off road. It’s an inertia problem.
Think about that for a second.
You need to be power-sliding this 300kg beast to make it turn properly off-road. How many GS owners at your local café can do that?
The ABS Situation
Here’s something BMW doesn’t advertise: Off-road, ABS is an accident waiting to happen, particularly as it resets whenever you turn off the bike.
Some models let you switch it off. Some don’t. Many reset to on every time you start the bike.
I actually removed mine entirely, but I should warn: People should really consider the legal and safety implications before ever doing it.
Reality Check:
- Gravel roads? Perfect.
- Fire trails? Getting challenging.
- Single track? You’d better be Chris Birch.
- Sand? Good luck.
Should You Buy One? (Honest Pros & Cons)
Let’s cut through the BS and give you the straight story.
Who Should Buy a GS1200:
- Riders doing primarily road touring with occasional gravel
- Those who value comfort and features over simplicity
- People with the budget for BMW servicing and parts
- Riders who’ve accepted they’re touring, not “adventure riding”
- Those who want to be “part of the crowd” (yes, that’s a real factor)
Who Should NOT Buy a GS1200: Someone that really wants to go off the beaten path and isn’t simply just looking for doing a long trip mainly on road.
If you’re dreaming of crossing the Simpson Desert or tackling the Trans-America Trail, buy a DR650 or KLR650 instead.
The Uncomfortable Question
Here’s something to ponder. When I think about the GS vs DR650 comparison: The GS will outperform it on the road, with much more comfort. But, so will a car, so where do you draw the line?
If road comfort is your priority, why not just drive?
GS1200 vs The Competition
How does the old girl stack up against the modern competition?
GS1200 vs KTM 1290 Adventure The KTM’s got more power, weighs less, and has better off-road geometry. But it’s also more highly strung and thirstier. The modern competitors are starting to creep up in terms of power and features, but not necessarily with the weight. That’s something to keep in mind.
A lot of people think of Germany and Austria in similar terms. But, I do believe that Germans make a much more reliable bike.
GS1200 vs Yamaha Tenere 700 The T7 is 70kg lighter and infinitely more capable off-road. But it’s also less comfortable on the highway and has fewer electronic aids.
Different tools for different jobs. But again, if it’s all about comfort, drive a car.
GS1200 vs Tiger 1200 Similar weight and power. Lacks the GS’s prestige (and resale value).
The Real BMW Advantage People buy the BMW to be part of the crowd.
There it is. The GS has something the others don’t – a massive community, proven resale value, and dealers everywhere. You’re not just buying a bike; you’re buying into a lifestyle. Whether that’s worth the premium is up to you.
And it’s worth asking the question about whether you are the kind of person that likes fashion and buys things because other people have it. Or, if you’re a person with substance and actual character?
What to Look for When Buying Used
If you’re going to buy one (and let’s face it, you probably are if you’re here), here’s what to check:
Red Flags:
- ABS warning lights (sensor issues)
- Evidence of big drops (check cylinder head covers)
- Non-functioning electronics
- Service history gaps (these are expensive to catch up)
Don’t Stress About:
- Higher mileage – these engines are solid
- Minor cosmetic damage – they all get dropped eventually
- Aftermarket accessories – they typically don’t add or detract too much value
- Model year differences – they’re all comparable
After You Buy: First Steps
So you’ve ignored all the warnings and bought one anyway. Fair enough. Here’s what to do first:
Essential First Mods:
- Crash bars – Not if, but when you drop it
- Better tyres – Ditch the 90/10 road tyres if you’re going off-road at all
Consider These Upgrades:
- Ditch the tubeless for tubes – see more in our modification article
- Compile a better tool kit
- Piss off the tyre pressure monitors before they break off-road – see more in our modification article
- Suspension setup – Get it professionally adjusted for your weight and riding style/terrain
Link to Detailed Mods: Want to actually take it off-road? Check out our guide: Turning a GS1200 Into a Real Off-Roader – Parts 1 & 2
The Bottom Line
The BMW GS1200/R1200GS is a beautiful thing in terms of engine reliability and service intervals. The feel and handling of the engine is also beautiful. It’s all the accessories and weight that are the problem.
It’s the best bike in the world for eating up highway kilometres and the occasional gravel road. It’s also completely inappropriate for actual adventure riding unless you’re exceptionally skilled or exceptionally optimistic.
I’ve owned one for years and still have mixed feelings. It does some things brilliantly and other things terribly. The question isn’t whether it’s a good bike – it clearly is. The question is whether it’s the right bike for what you actually want to do.
If you’re honest about mainly touring with brief gravel interludes, buy one and enjoy it. If you’re not lying to yourself about your off-road ambitions, save yourself twenty grand and get a DR650.
Just don’t show up to the nearest cafe calling yourself an adventure rider. Save the word “adventure” for those who are earning it.