BMW R 1250 GS Adventure in the driving report
Adventure GS with a new boxer
The BMW R 1250 GS Adventure celebrated its premiere at the EICMA. It also gets the new boxer with 84 cc more displacement and 136 hp. MOTORRAD was already able to ride the Adventure GS.
D.he BMW R 1250 GS Adventure is rolling out with the larger and more powerful boxer engine, which, in addition to improved exhaust emissions, is also intended to ensure smoother running, with the biggest change being in the cylinder heads: the technology named by BMW ShiftCam varies the valve timing and timing on the intake side Valve stroke dependent on load and speed through an axial shift in two stages. This takes place via a shift gate and an electromechanical actuator. In addition, the intake camshafts are designed in such a way that the two intake valves open asynchronously, which should lead to an increased swirl of the incoming fresh gas and thus to more effective combustion.
Driving report BMW R 1250 GS (2019)
More displacement and significantly more flavor
Revised gearbox and slipper clutch
In addition, the camshaft drive was converted from a roller chain to a toothed chain. With three millimeters more stroke and 1.5 millimeters more bore, the displacement has increased by 84 cm³ to now 1,254 cm³. All in all, the measures result in a boxer with 136 hp output at 7,750 rpm and 143 Nm maximum torque at 6,250 rpm. In addition, it should now provide more power in the lower speed range: 110 Nm from 2,000 rpm, 120 Nm from 3,500 rpm. The new boxer is combined with a revised six-speed gearbox and an anti-hopping clutch.
The BMW R 1250 GS Adventure now has a black storage compartment lid – grained and embossed with the GS logo, with a new cover for the intake snorkel as well as new radiator grills, tank and engine protection bars. The new engine can be recognized by the cylinder head covers with the “ShiftCam” logo and the pipe routing of the new exhaust manifold.
The basic adventure in Icegrey uni.
The basic color for the BMW R 1250 GS Adventure is called "Ice gray uni". It rolls on as standard on black spoked wheels – 19 inches at the front, 17 inches at the rear – with black brake calipers and an equally black rear frame and drive train. In the series version, the silver main frame creates a contrast.
The exclusive version comes with a darker main frame, golden brake calipers and the body color "Kalamata metallic matt". The BMW R 1250 GS Adventure HP, on the other hand, rolls off the production line in white-blue-red (light white uni / Racing blue metallic / Racing red uni), with the frame white, the wire-spoke wheels gold and the brake callipers gold.
Seat height between 890 and 910 mm
There are few upper limits to the range of accessories and surcharges – from the milled parts package to sports silencers to various benches, the BMW range has a lot to offer.
The seat height of the BMW R 1250 GS Adventure is adjustable between 890 and 910 millimeters, 30 liters fit in the tank, the permissible total weight is 485 kilograms, whereby the large Adventure GS should weigh 268 kilos ready to drive.
The base price for the new BMW R 1250 GS Adventure is 17,700 euros.
Driving report BMW R 1250 GS Adventure
The new boxer creates a confident driving experience.
These 17,700 euros, however, are easily blown with the test machines configured by BMW, which once again carry everything that is good and expensive. Equipped, as most customers do, with a comfort, dynamic and touring package, the price is 21,650 euros – no sticking out of paper. And yet the R 1250 GS Adventure somehow manages to justify this price, as we learned during the driving presentation – this time from Granada overland to Malaga.
First of all, the Shift Cam switch snocker looks great on the “fat guys”, as they affectionately say at BMW. On the road as well as off-road. On asphalt, the Adventure can use the more power and torque, even the already good, but now old 1200 water boxer had to work noticeably on the almost 270 kilos with a load, especially with a pillion passenger and luggage. The 1250 engine pushes the colossus forward even more confidently and again more powerfully – a sublime driving experience. In tricky off-road sections, on the other hand, the torque, which has also increased below, is also borne, but above all the fact that the switch cam can be driven with even less speed, thanks to the good flywheel mass, is even more unstoppable than the predecessor machine. Even walking pace goes with this engine in second gear.
ESA chassis is completely convincing
The ESA chassis can meet all requirements.
Otherwise not much has happened. The ESA is always a force, especially when changing: Out of the terrain and zap the driving mode to “Road” or “Dynamic”, whoops, the electronic brain tightens the damping characteristics appropriately, you can let it fly further. The control electronics of the large GS are also convincing every time: On Apshalt, the traction control does a lot without slowing down the fun, but is always there when things get tough. Just like on loose ground, where the degree of slip can be adjusted in the "Enduro Pro" driving mode. The off-road ABS is particularly good in conjunction with the combination braking system. The thickness can be easily and safely decelerated with one finger on the handbrake lever, because the system first builds up brake pressure at the rear, so even on nasty boulders berab safely reduces speed. With a little getting used to, this heavy machine is really relatively easy to drive off-road, also because the balance is right and the center of gravity is quite low. Unless you fill up the full 30 liters – which you can then feel. A larger front wheel would certainly be helpful here, but the 19-inch wheel has clear advantages on the road in terms of grip and steering behavior (because it has wider tires).
So in the end it is as always: The GS is and remains a force, especially as an adventure. A very expensive, but overall extremely capable motorcycle.
Technical data R 1250 GS Adventure
- Displacement: 1,254 cm³ at 7,750 rpm
- Power: 136 HP (100 kW)
- Torque: 143 at 6,250 rpm
- Bore x stroke: 102.5 x 76 mm
- Compression: 12.5: 1
- Frame made up of main frame and screwed-on rear frame, supporting the engine
- Telelever: 37 mm Ø
- Suspension strut: Hydraulic spring preload continuously adjustable, rebound damping adjustable
- Trail: 95.4 mm
- Wheelbase: 1.504 mm
- Steering head angle: 65.1 degrees
- Suspension travel front / rear: 210/220 mm
- floating double disc brakes at the front: 305 mm
- Single disc rear brake: 276 mm
- switchable ABS for off-road driving
- Spoked wheels: 19 inches at the front, 17 inches at the back
- Tires: 120/70 R 19 at the front and 170/60 R 17 at the rear
- Tank: 30 liters
- Seat height: 880 – 910 mm
- Length: 2,270 mm
- Width with mirrors: 952 mm
Driving report BMW HP2 Easy to digest The HP2 is different from the usual BMW models: more radical, tougher, more sporty. MOTORRAD was able to try out…
Aprilia Shiver 900 in the driving report More displacement, same nominal power The Aprilia Shiver 900 is the successor to the 750 series. MOTORRAD…
Driving report BMW F 800 GS The GS’s little sister The Bavarians surprise with consistency: Instead of soft compromises, crisp , sporty bikes have…
Driving report BMW R 1250 GS (2019) More displacement and significantly more flavor The new BMW R 1250 GS will be launched on the market this October….
BMW R 1200 R in the HP driving report Sexy as an attribute for the BMW boxer? Content of Real sports fans may not think of sexy as an attribute when it…
Honda CB 650 F in the driving report (2014) Delicacies for four-cylinder fans Lord! When did that happen before? Four elbows so beautiful that they…
Ducati 899 Panigale in the driving report When reason is fun 898 cubic meters, 195 kg, 148 hp – according to today’s standards, which have been shot far…
First driving report of the Kawasaki GPZ 900 R (MOTORRAD 1/1984) Use of force Kawasaki discovered a new trend. Less displacement, but even more…
Kawasaki Z 650 in the driving report Low entry motorcycle The Kawasaki Z 650 takes on the role of the entry-level motorcycle, the ER-6 is allowed to…
Moto Guzzi V7 in the driving report A bike for the heart In 2008 Moto Guzzi launched the successor to the legendary V7. The bestseller has now been…
BMW R 1250 R at EICMA Roadster with a new power boxer BMW presented the new BMW R 1250 R at the EICMA in Milan, which will be launched in the 2019 model…
BMW R 1250 RS versus Kawasaki Z 1000 SX Sports tourers in the comparison test Two strong sports tourers in the test. BMW R 1250 RS and Kawasaki Z 1000 SX…
BMW R 1250 GS in the top test High-end all-rounder In the new BMW R 1250 GS, variable valve control via switching cam ensures more torque, power and…
BMW R 1200 R in the top test The currently strongest BMW boxer Smart, the stylish two-tone paintwork makes the new BMW R 1200 R look downright sexy. What…
BMW R 1250 GS in the long-term test Extension from 50,000 to 100,000 kilometers The BMW R 1250 GS with the new ShiftCam-Boxer has been running MOTORRAD’s…
BMW R 1250 GS facelift for 2021 Success boxer in the Hummel look BMW has revised its bestseller R 1250 GS for model year 2021 in the basic version and as…
BMW R 1250 RT (2021) New face and lots of updates BMW has given the R 1250 RT a new face, a comprehensively increased standard equipment and numerous…
BMW R 1250 RS at EICMA Sports tourer with switch cam boxer The new ShiftCam gearshift cam boxer motor finds its way into all Bavarian boxer models. The…
BMW R 1250 GS with hybrid drive Patent application fuels rumor mill Is BMW planning a new R 1250 GS with hybrid drive? In any case, a recently filed…
Comparison test: naked bikes BMW R 1200 R Classic versus Ducati Monster 1100 Evo Content of The last representatives of large, air-cooled engines look as…