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- Is the Adventure the better GS?
- Like a super tanker next to the Queen Mary
- The better is the good enemy
- The Adventure’s torsional damper is superior
- Huge dimensions, terrific weight
- Data and measured values
- Scoring
- Test results
- Database
- Price comparison for used BMW R 1200 GS / Adventure
Markus Jahn
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With a 950 grams heavier crankshaft, the adventure engine runs smoother.
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Would you like a little more? With a 950 gram heavier crankshaft, the Adventure engine is smoother and more powerful than the lively boxer of the standard GS.
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Because it’s a bit more: the Adventure’s 20 millimeter longer spring travel increases the articulation angle in the cardan drive compared to the standard GS.
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The torsional damper improves the concentricity of the drive train in the Adventure.
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BMW R 1200 GS and BMW R 1200 GS Adventure in a comparison test
Is the Adventure the better GS?
With a one year delay, the BMW R 1200 GS Adventure also received the water-cooled boxer engine. More flywheel mass on the crankshaft and a torsional damper in the cardan drive should make it more off-road. Is the BMW R 1200 GS Adventure even the better GS?
Would you have guessed it? Around half of all BMW R 1200 GS models are currently rolling off the assembly line in the Adventure version. In the past few years, the share of BMW had increased R. 1200 GS Adventure leveled off at around 30 percent. Anyone who derives a new trend towards more off-road enthusiasm among GS clientele from this development may still be wrong. Because while the basic version of the GS was completely overhauled last year, the Adventure edition had to wait until this season for the vertical, water-cooled engine.
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BMW R 1200 GS and BMW R 1200 GS Adventure in comparison test
Is the Adventure the better GS?
R 1200 GS Adventure, which has been mandatory for years, such as wire wheels, a larger tank and longer spring travel, it differs from the standard GS in two additional details: the crankshaft received 950 grams more flywheel mass and the cardan shaft a torsion damper.
Like a super tanker next to the Queen Mary
Not particularly spectacular at first. Because the BMW R 1200 GS Adventure owes both features to its extended range of off-road applications. The additional flywheel mass is supposed to tame the power input in low-traction terrain, the torsion damper smoothes the uneven running of the drive train, which is created by the 20 millimeter longer spring travel and therefore narrower articulation angle of the cardan joints. Measures that still make many owners of a 2013 GS prick up their ears. Because it is undisputed that with the new development the BMW technicians have succeeded in creating a travel enduro that is formidable in the sum of its properties. But quite a few GS drivers find the emphatically lively engine to be too aggressive and the resonance vibrations of the drive train, which are perceptible as a dull roar and which occasionally occur during overrun, as annoying and unworthy of a high-priced bestseller.
Which begs the question: is the BMW R 1200 GS Adventure perhaps the better GS? First of all, it is the more expensive one. A surcharge of EUR 1500 applies for the adventure edition. With the predominantly ordered equipment (Dynamic ESA, luggage system), it skips the 21,000 euro hurdle, and with this tariff puts all travel enduros and most of the tourers in the shade. And it is the heavier one. The Adventure weighs 272 kilograms. A remarkable 22 kilos more than its 250 kilo basic version – even if almost eight of them are due to the additional fuel supply in the 30-liter tank (standard GS: 20 liters). Which is why it is also the larger R 1200 GS. Because with the imposing fuel barrel, its three centimeters wider knee joint (390 instead of 360 millimeters), the crash bars, the 42 millimeter higher seat and the high standard windscreen, the Adventure looks like a super tanker compared to the already anything but slim basic GS the Queen Mary. Pilots under 1.80 meters tall will take a good breath before the first ascent.
Enduro
BMW R 1200 GS Adventure in the driving report
Dynamism that leaves you spit away
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The better is the good enemy
To breathe a sigh of relief already after the first few meters. Because while driving, the duo behave as if they had left a hundredweight of ballast in the garage. The BMW R 1200 GS Adventure and BMW R 1200 GS leave their tracks spotlessly and inspire with significantly improved feedback from the Telelever front end compared to the earlier GS models. There is, of course, a reason why the colleagues feel almost identical in terms of handling, despite the considerable weight difference. With a steering angle that is one degree steeper and seven millimeters less caster – thanks to a modified trailing arm – the BMW R 1200 GS Adventure skillfully compensates for the effects of its extra pounds. She only has to show her colors in alternating curves, and demands stronger thigh pressure than her sister when swiveling.
Anyone who now fears that the fat man will have to buy their polished handling with nervousness on the highway is wrong. It remains to be seen whether the steering damper would actually have been used or not, but the fact is: the BMW R 1200 GS Adventure is like the proverbial board even when loaded at top speed. According to BMW, the fact that the standard GS – the only significant modification to the 2014 model – was also given a steering damper is due to the simplified production process of both models. That sounds plausible, since the 2013 model, which is equipped with no steering damper as standard, behaved uncritically in this regard.
Enduro
Endurance test interim report BMW R 1200 GS (2014)
How does it look after 35,000 kilometers?
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Enduro
BMW R 1200 GS in the top test
Model 2013 and 2012 in a comparison test
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Buy the BMW R 1200 GS on markt.motorradonline.de
The Adventure’s torsional damper is superior
In contrast to its drive train. The muck especially in the two-person vote of the ESA, in which the spring base is raised by 20 millimeters. The cardan joints grind loudly in the sprung state or in solo operation. A phenomenon which, for whatever reason, did not appear to this extent on the 2014 test GS – and not at all on the BMW R 1200 GS Adventure. Regardless of the setting, the torsional damper smooths the technically unavoidable run of the cardan shaft effectively, and the standard GS is clearly superior, not only in this respect. Because the aforementioned drone in the drive train is also significantly reduced. Maybe also because the larger flywheel mass of the motor provides additional support. Especially in the lower speed range between 2000 and 3500 rpm, the adventure engine runs noticeably more evenly, turns more smoothly and cultivated on turns, without appearing sluggish. With this character, he hits the golden mean between the good-natured air-cooled boxer and the lively current version.
The adventure engine hardly knows the constant jerking in the low speed range, which some of the BMW R 1200 GS customers complained about. To save the honor of the standard GS: Compared to the 2013 endurance test machine from MOTORRAD, the 2014 GS behaves better in this regard. The technical background remains in the dark here as well. The improvement suggests a mapping that has been optimized in the meantime or other non-communicated model maintenance measures.
Enduro
Travel enduros in comparison test part 1
Travel enduros with 19-inch front wheels tested
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Enduro
Comparison test of travel enduro bikes, part 2 – Sporty 17-inch fun bikes
Ducati Multistrada 1200 S Touring, Kawasaki Versys 1000, Triumph Tiger 1050 Sport
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Enduro
Travel enduro comparison – grand finale
BMW R 1200 GS in comparison test
read more
Huge dimensions, terrific weight
Be that as it may, the BMW R 1200 GS Adventure definitely plays a league higher than the GS when it comes to wind protection and suspension comfort. The combination of the huge window and the side wind deflectors offers weather protection at touring level. Which also applies to the chassis of the Adventure. As if the spring elements of the GS weren’t already brilliant, the two centimeters longer spring travel and the fluffy bench of the Adventure completely pulverize every pothole. It couldn’t be much more comfortable. The fact that the mighty Adventure achieves only marginally poorer performance and a minimally higher consumption (0.2 liters / 100 km) ennobles its impressive appearance all the more. Because with its successfully modified engine and the damped cardan shaft, the BMW R 1200 GS Adventure has two strong arguments. Whether it is therefore the better R 1200 GS is still an individual decision in view of the enormous dimensions and the horrific weight. However, anyone who hopes that the standard GS for model year 2015 will also be equipped with the engine and drive train of the BMW R 1200 GS Adventure is wrong. BMW has not made this step – at least not so far.
Data and measured values
engine
| BMW R 1200 GS Adventure | BMW R 1200 GS | |
| design type | Two-cylinder four-stroke- Boxer engine |
Two-cylinder four-stroke- Boxer engine |
| Displacement | 1170 cc | 1170 cc |
| power | 92.0 kW (125 PS) at 7750 rpm |
92.0 kW (125 PS) at 7700 rpm |
| Torque | 125 Nm at 6500 rpm | 125 Nm at 6500 rpm |
Dimensions + weight
| BMW R 1200 GS Adventure | BMW R 1200 GS | |
| wheelbase | 1510 mm | 1507 mm |
| Steering head angle | 65.5 degrees | 64.5 degrees |
| trailing | 93.0 mm | 100.0 mm |
| Front / rear suspension travel | 210/220 mm | 190/200 mm |
| Seat height¹ | 890-910 mm | 850-870 mm |
| Weight with a full tank¹ | 272 kg | 250 kg |
| Payload¹ | 208 kg | 200 kg |
| Tank capacity / reserve | 30.0 / 4.0 liters | 20.0 / 4.0 liters |
| price | 15,900 euros | 14,400 euros |
| Price test motorcycle | 20,675 euros² | 18,590 euros³ |
| Additional costs | 390 euros | 390 euros |
M.OTORRAD readings
| BMW R 1200 GS Adventure | BMW R 1200 GS | |
| Top speed * | 213 km / h | 219 km / h |
| acceleration | ||
| 0-100 km / h | 3.7 sec | 3.6 sec |
| 0-140 km / h | 6.0 sec | 5.8 sec |
| 0-200 km / h | 14.5 sec | 14.4 sec |
| Draft | ||
| 60-100 km / h | 3.7 sec | 3.4 sec |
| 100-140 km / h | 3.9 sec | 3.8 sec |
| 140-180 km / h | 5.6 sec | 5.2 sec |
| Consumption country road / 100 km | 5.0 liters | 4.8 liters |
| Reach country road | 600 km | 417 km |
* Manufacturer information; 1 MOTORCYCLE measurements; ²incl. Touring package (1740 euros), Comfort package (440 euros), Dynamic package (1020 euros), aluminum case (900 euros) and navigation system (675 euros); ³incl. Touring package (1340 euros), Comfort package (510 euros), Dynamic package (1020 euros), Vario case (645 euros), navigation system (675 euros).
Scoring
engine
| maximum number of points | BMW R 1200 GS Adventure | BMW R 1200 GS | |
| Draft | 40 | 31 | 32 |
| acceleration | 40 | 25th | 25th |
| Top speed | 30th | 15th | 16 |
| Engine characteristics | 30th | 25th | 25th |
| Responsiveness | 20th | 15th | 15th |
| Load change | 20th | 13 | 13 |
| Smoothness | 20th | 11 | 10 |
| coupling | 10 | 7th | 7th |
| circuit | 20th | 12th | 12th |
| Gear ratio | 10 | 8th | 8th |
| Start | 10 | 9 | 9 |
| total | 250 | 171 | 172 |
landing gear
| maximum number of points | BMW R 1200 GS Adventure | BMW R 1200 GS | |
| Handiness | 40 | 27 | 29 |
| Stability in turns | 40 | 31 | 31 |
| Steering behavior | 40 | 27 | 27 |
| feedback | 10 | 6th | 6th |
| Inclined position | 20th | 17th | 16 |
| Straight-line stability | 20th | 17th | 17th |
| Suspension tuning in front | 20th | 16 | 15th |
| Chassis set-up at the rear | 20th | 16 | 15th |
| Adjustment options undercarriage | 10 | 9 | 9 |
| Suspension comfort | 10 | 6th | 8th |
| Driving behavior with a passenger | 20th | 16 | 16 |
| total | 250 | 191 | 189 |
everyday life
| maximum number of points | BMW R 1200 GS Adventure | BMW R 1200 GS | |
| Ergonomics driver | 40 | 35 | 34 |
| Ergonomics pillion | 20th | 16 | 16 |
| Windbreak | 20th | 15th | 13 |
| view | 20th | 10 | 11 |
| light | 20th | 18th | 17th |
| Furnishing | 30th | 29 | 29 |
| Handling / maintenance | 30th | 20th | 23 |
| Luggage storage | 10 | 6th | 5 |
| Payload | 10 | 8th | 7th |
| Range | 30th | 30th | 27 |
| processing | 20th | 15th | 15th |
| total | 250 | 202 | 197 |
security
| maximum number of points | BMW R 1200 GS Adventure | BMW R 1200 GS | |
| Braking effect | 40 | 30th | 30th |
| Brake metering | 30th | 22nd | 22nd |
| Braking with a passenger / fading |
20th | 16 | 16 |
| Righting moment when braking | 10 | 8th | 8th |
| ABS function | 20th | 16 | 16 |
| Handlebar slapping | 20th | 18th | 18th |
| Ground clearance | 10 | 9 | 9 |
| total | 150 | 119 | 119 |
costs
| maximum number of points | BMW R 1200 GS Adventure | BMW R 1200 GS | |
| guarantee | 30th | 17th | 17th |
| Consumption (country road) | 30th | 19th | 20th |
| Inspection costs | 20th | 17th | 17th |
| Maintenance costs | 20th | 8th | 8th |
| total | 100 | 61 | 62 |
| maximum number of points | BMW R 1200 GS Adventure | BMW R 1200 GS | |
| Overall rating | 1000 | 744 | 739 |
| placement | 1. | 2. | |
| Price-performance note | 1.0 | 2.7 | 2.3 |
Test results
1. BMW R 1200 GS Adventure: The modified engine and drive train make the Adventure a better GS – but only for those who can come to terms with the imposing dimensions of the adventurer.
2. BMW R 1200 GS: As the saying goes: the better is the enemy of the good. Because the Adventure systematically eliminates the few weak points in the GS, even the long-term test winner has to give in. At least the price-performance victory remains for her.
Database
Price comparison for used BMW R 1200 GS / Adventure
1000PS marketplace app
In Germany, the selection of used BMWs is very large.
Finding the right BMW should be quite easy, because the selection of used R 1200 GS on the motorcycle market is enormous. The R1200GS Adventure is rarer here, but the range is also sufficient. Here is a current market overview: used BMW R1200GS and R1200GS Adventure in Germany.
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