BMW GS 1250 motorcycle test daily

Menus

• Flat Twin ShiftCam of 1,254 cm3, 136 hp and 143 Nm, 249 kg full made, from 17,599 euros
• Daily test for 15 days
• Discovery
• In the saddle
• Contact
• In the city
• On the highway
• On departmental
• All Terrain
• Cycle part
• Braking
• Tires
• Comfort
• Consumption
• Convenient
• Revisions
• Video test
• Conclusion

Flat Twin ShiftCam of 1,254 cm3, 136 hp and 143 Nm, 249 kg full made, from 17,599 euros

Daily test for 15 days

Already more than 800,000 "big" GS sold in the world since the first R 80 GS of 1980 out of the 1.2 million GS sold in total (all displacements) ! It must be said that at present, the GS represents nearly a third of annual sales of BMW motorcycles with 50,000 models per year on average out of the 160,000 motorcycles sold annually. Suddenly, the GS is a story, stories even, from Ewan Mcgregor to the adventurers of the lost lands who have crisscrossed the world on its handlebars. Suffice to say that the GS has become a myth, a motorcycle that makes you become a modern day adventurer, just by driving it. And a myth, of course, creates envy, especially in the competition, which has tried for years to dethrone the queen of adventure, without ever succeeding. Neither the Super Tenere, nor the Multistrada, nor the Tiger, nor the 1290 Super Adventure have succeeded in even damaging the varnish of the GS, to such an extent that many manufacturers have abandoned the fight on the terrain to reposition their model on sport touring or any other more differentiating segment. But why ? What makes a GS so unlike any other to arouse so much envy from all sides? Daily test and then a little off-piste too…

Air / liquid-cooled, 4-stroke, flat-twin boxer engine, center balance shaft and ShiftCam and cardan shaft

Discovery

As we have said, the GS is a myth. Suddenly, we almost forget his physique, which for the occasion has barely changed during the last 20 years and even less since the 1200 GS. In short, we know from afar that you have a GS. It is declared, you are an adventurer. Moreover, we buy a GS even before buying a BMW, which is quite rare for buyers of the brand, who also buy – especially? – a mark when they take the keys to their motorbike. Besides, there is no longer a key. Or to be precise, we now only have a transponder (optional), which allows you to start the key in your pocket (but also to lock the direction of the simple press of the thumb).

249 kg in running order

However, we cannot classify the GS among the 7 wonders of the motorcycle world. The pencil stroke is abrupt, without finesse, whatever the angle. It is perhaps this also which gives her this look of a solid and indestructible machine, which is why she has dragged her pacifiers around the globe. It is then the universal joint that stands out, massive at the rear, guaranteeing less maintenance. And on the front, we still have this duckbill, with asymmetrical eyes, a circle and a square, as if she wasn’t looking straight.

Asymmetrical LED optics and daytime signature

With an air of identical appearance over the years, the big trail has however undergone many changes from air / oil to liquid cooling, by almost multiplying its power by 3 (136 horses today, benefiting since 2018 of the Shiftcam), adopting LED lighting (standard, except optional daytime running light) and a full color TFT instrument panel not to mention the electronic cladding (ESA, Pro piloting modes with additional piloting modes , dynamic traction control DTC, ABS Pro, Hill Start Control Pro without forgetting the DBC dynamic braking assistance system …), basic (4 modes: rain, road, dynamic, enduro) not to mention the options, many and … dear.

1.254 cm3

And if you want to know more about all the technical part and the latest developments, I invite you to read the test of handling carried out when it was released..

LED headlight and lights

Apart from aesthetics and personal tastes, the finish is there.

And our model is the basic version with the stick wheels and the blue color. It is this model that starts at 17,400 euros, well, it was before, now the basic model is at 17,599.99 €. In this case, we still have a few options – comfort pack (€ 620), dynamic pack (€ 1,050), touring pack (€ 1,695) – which leads the model to titillate € 21,294.99. Yes still. We will retain the essential in these options: heated grips, the pro shifter, the pro piloting mode, the dynamic ESA, the keyless, the GPS preparation, the cruise control and the suitcase holders … which in itself does not is not exceptional either. And again, we have there the rims sticks and the basic color. The spoked rims (435 euros to add) and the other colors (the HP color for example is at 1,050 euros more) still add to the addition. Suddenly, we switch to the HP Sport exhaust at 675 euros. In fact, with all the options, we can exceed 24,000 euros, even if we can get by around 22,000 euros for the essential.

2,207mm long, 952.5mm wide

In the saddle

High, the saddle is high, even if it can be adjusted in two positions, via a trick under the saddle that allows you to go from 870 mm to 850 mm, or even optionally from 890 to 910 mm! Obviously, the 1.70 m rider will never put both feet on the ground, but just one end of one of the feet on the ground and again with the saddle low. For smaller riders, there is a lowered frame that allows you to go down to 800mm, but I do not recommend it because you have the impression of being seated at the back of the motorcycle. It is better to pay for an enduro course to learn how to better control the beast than to leave automatically defeated with a saddle too low for the model. You must then become aware of the 249 kilos in running order. And I’m not talking about the even heavier adventure version with its 30-liter tank against 20 on the base model. There, the small guy reads these lines and immediately stops reading, telling himself that this bike is not for him. Stop! I am 1.70m, I said. So wait what I say and keep reading !

Lowered saddle (we can see the 2 cm gained)

Already, the pilot climbs on the footrest on a GS and does not try to step over the machine. It’s much simpler and you break your back less. Then, the side stand is rather straight, which means that it is not too difficult to raise the bike (as long as you are not tilted beforehand, otherwise you will suffer).

There, we discover the 6 "5 TFT screen shared by a large part of the BMW range, often basic (it was an option at the beginning) including the 400GT scooter! The BMW specific stems do not change with this wheel on the left used to move through the different menus and submenus. It is very clear and readable on a daily basis, even under the sun and it can be handled with ease even when driving, to know its consumption, the number of kilometers remaining before the pump, the tire pressure and lots of other information from the on-board computer up to the average speed, the driving time and all this by trip, which can be reset to 0 globally or info per info with big blows of one or two quick pulses like the click or double-click of a mouse (from your PC, not the one behind you, but we will come back to that) .And the whole thing can also be connected to your phone portable via the BMW mobile app.

6 "5 TFT screen
Readable on-board computer

Contact

The flat-twin snorts in a serious and deep way, rewarding. And despite all the balancing, we feel the passage from left to right, even if it is tiny compared to a Guzzi.

Invitation to travel

In the city

First and we start on a trickle of gas, without violence. It is at the same time immediate, but one feels a deep power which accompanies you but without destabilizing you. And we forget the weight from the first turns of the wheel. You just have to avoid the sloping sidewalk with the obligation to stop because a car is coming … so you anticipate and take a good look at your surroundings when starting to see if everything is clear. And after, it’s happiness. I even come to make U-turns almost tighter than with my old Bandit 600, that is to say! The particularly low weight compared to other models makes maneuvering at very low speed easy. A GS is thus easier for a small rider than an Africa Twin in particular (partly because of a difference in saddle height).

But the first is looooooong! In fact, we are at 50 km / h in first at 5,000 rpm! You can thus almost stay in first in town and be immediately at speeds that automatically remove your license, especially since the engine is just waiting to take its turns. It is also even more pleasant and responsive above 5,000 rpm. And in the end, you are always too fast in the city. The proof ? The first pulls briskly up to 90 km / h without complaining. Suddenly to curb your ardor, you switch to the last report to wind at 40 km / h without it knocking. The flat is incredibly permissive at this level, allowing you to drive as you wish, even if in the end, the city is more on 3rd gear, the ideal gear to avoid the few vibrations between 5,000 and 6,000 rpm. But it’s really up to the driver. With only 136 horsepower, it’s not the most powerful, nor the one with the most pep, but the engine is just incredibly smooth and pleasant, with all the torque (143 Nm) available from the lowest revs, even if its maximum is reached at 6,250 rpm and efficient. Again, you end up too fast without realizing it, compared to other models that make you feel like you’re accelerating. Here, you are very fast, without having the impression of having pulled in. On the other hand, not sure that the constabulary accepts the excuse "sorry sir agent, I am at 100 km / h in town but I did not look at the speedometer and I had not seen" … what can really happen though.

136 hp at 7,750 rpm

The GS is manoeuvrable as has been said and incredibly well balanced, capable of making a U-turn in an ordinary street (but still not an alley). On the other hand, it is wide with 980mm, or almost a meter! It’s almost 20 centimeters apart with a Tracer 700 and it’s wider than a Honda Goldwing! And we can say to ourselves that it is just a question of the width of the handlebars, but it is also the width of the twin and even more when it has crankcases like on our model; the whole is very large, even without the suitcases. Suddenly, we pass in interfile on the major arteries, but elsewhere, even with a good eye, we measure and we calculate while we know that it passes without thinking about it with other models … But for all that, we manages to get by in the majority of cases, which makes the GS adapt very well to the city. In fact, it’s much more the meter that you have to watch than its width, again to keep your license..

On the highway

The GS stabilizes nicely at 4.5000 rpm at the legal motorway and gets bored. Even at 160 km / h, it is only 6,000 rpm. The engine says it, even scolds it, to go have fun. It only asks to take its turns to climb to double the tachometer at 9,000 rpm and go tease the 220 km / h (on German motorway only) … useless … except for a motorway connection , even if the protection of the bubble proves to be effective. She prefers small roads.

143 Nm at 6,250 rpm

On departmental

It is on the national and even more the departmental that the GS reveals all its approval, starting with its comfort. The ESA suspension does the job extraordinarily well, both solo and duo, making the trip pleasant and comfortable. The same cannot be said of all the models in the category with their often spartan comfort. There, we can really investigate the kilometers, especially with its autonomy. We had already appreciated the ease of maneuvering and focusing on the angle in town and this is confirmed on the small roads where there is no effort to enter it in bends and accelerate the pace and even more with this engine which picks up again. under 2,000 rpm without complaining (or even 1,500 rpm) and only asks to take its turns to propel you to the next turn. It must be said that the torque curve already shows 110 Nm at 2,000 rpm, values ​​strong enough to make you appreciate the flat. We are more like the flying carpet than anything else. And in this game, the gearbox is precise and easy, as long as you don’t mistreat it … with a 3rd which already brings you to 160 km / h! Imagine the following 3 reports! Then again, the GS takes you faster than you think. Because its secret is there, a real ability to take you quickly without realizing it, in all circumstances. The bike is really efficient, with its sensations but with an apparent smoothness inversely proportional to reality. And when the virolos arrive, it is really easy to put on the angle, without any effort, to then perfectly hold its trajectory..

Comfort on the road for solo and duo

And I have a personal preference for the "road" mode. The rain mode is a little soft, the enduro mode to be reserved for all-terrain and the "dynamic" mode (optional) funny from time to time but more tiring on a daily basis. There is also a pro enduro mode (not available on the model tested). After that, it remains a matter of personal taste.

All Terrain

Everyone has a priori on the GS to go off-road, because of its weight and size. But she does it very well. I won’t go for jumps with it and it is admittedly more placid than others, but it accompanies you smoothly, easily in gravel and mud. Enduro mode softens the gas a little and allows you to go smoothly.

Off-piste capabilities

Cycle part

Difficult to take the faulty cycle part. In fact, it is the rider’s limits that will be reached, before that of the motorcycle. The GS goes with the finger and the eye, simply going where the eye goes, no more and no less, including in tight turns, even if it prefers a little anticipation because noticeably reluctant to quickly correct a badly anticipated trajectory..

Cast aluminum single swingarm with Paralever and ESA

Braking

The rear brake is just great and fully sufficient in town! Efficient, powerful but not too much, it sits the bike effortlessly and with good sensations under the pedal. And yet, it’s just a 276mm single disc. So, when we switch to the front brake with the 305 mm double disc, we move up a gear, with powerful braking, dosable with a good feeling..

As an option, there is also a pro ABS and a dynamic brake assist system DBC (Dynamic Brake Control) which helps prevent unintentional acceleration. The system acts on both the engine management (with a reduction in torque during braking) and the braking power on the rear wheel to stabilize the motorcycle and shorten the braking distance (which the ABS does not do otherwise).

Double floating disc brake, Ш 305 mm, four piston brake calipers

Tires

We took advantage of this test to change the original tires – Bridgestone A41 – with the latest Dunlop Mutants. The behavior of the bike is changed, with a surplus of handling and setting on the angle with precision with the Mutants … to the detriment of the off-road capabilities and grip on rocky terrain for the A41s..

Dunlop Mutant tire vs original Bridgestone A41 tire

Comfort

The GS is comfortable, both solo and duo, making long road trips easy and enjoyable. This is undoubtedly one of the great strengths of the model.

Saddle а 850/870 mm – adjustment possible between 2 heights under the saddle

Consumption

The on-board computer displayed, depending on the driving and the refueling achieved, between 5.3 and 5.4 liters per hundred, which theoretically allows 370 kilometers of autonomy. But the reserve gauge comes on from 320 km and when full at the pump and 1 km of autonomy remaining by the on-board computer, I only put 18.2 liters. So, there are indeed a few kilometers of possible still to do and an effective range of 370 km..

Convenient

There is a cigarette lighter socket on the dashboard, very practical, even if we would have preferred a USB socket, now more common for the majority of smartphones and various mobile devices..

The bubble – non-electric despite the price of the trail (serious?) – is easily adjusted with a dial and precisely.

Putting on a central stand is quite easy, even for a small size.

A big toy despite its size, weight and saddle height

Revisions

The R 1250 GS requires a service every 10,000 km, with the first only an oil change (+ oil filter) and checking and cleaning of the air filter (allow 160 euros every 10,000 and 300 euros every 20,000 per service in medium).

Video test

Conclusion

You have to take the BMW GS 1250 on a daily basis to understand its success, beyond a statutory reason to play the adventurer. It turns out to be pleasant after a few hundred kilometers, once you have mastered its weight, especially its weight, made easier thanks to its general balance. The engine is just sensational, for those who want flexibility, stretch and smoothness, but also power when it’s needed. It’s not really sporty in the violent sense, but she always responds in a terribly efficient and fast way and all with enormous versatility. Finally, its comfort makes it pleasant to think about riding far with it. And for those who still had doubts with the 1200, the 1250 takes those doubts away because the engine has really gained what it might lack before..

It remains, as always with BMW, a price with the options particularly high, especially as some options could – or should – be part of the standard equipment. The proof is that the majority of GS are sold with many options and never stock, if only if we want to resell them easily, generally well, the GSs regularly overcost for resale. And in view of sales, BMW would have no reason to do without.

Strong points

• motor
• versatility
• efficiency
• comfort

Weak points

• prices and options

The technical sheet of the BMW 1250 GS

Test conditions

• Itinerary: small varied roads + motorways + daily city
• Motorcycle mileage: 1,000 km

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