Readers’ opinion on the new, lightweight BMW R 95 G-S boxer

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Readers' opinion on the new, lightweight BMW R 95 G-S boxer
Drawing: Kraft design


technology & future

Readers’ opinion on the new, lightweight BMW R 95 G / S boxer

Readers’ opinion on the new, lightweight BMW R 95 G / S boxer
A concept that works

If the readers have their way, the new G / S, designed by MOTORRAD based on the model of the former R 80 G / S, but with today’s technical means, would have to roll off the production line at the Spandau plant with immediate effect.


In issue 7/2012, MOTORRAD published numerous reader opinions on the concept of a new, lightweight BMW R 95 G / S boxer. Here you can read all the letters that did not make it into the magazine due to lack of space, but which we cannot possibly withhold from you:

That would finally be a motorcycle that many desert riders and globetrotters have been waiting for a long time. Instead, BMW had to invest a lot of money in the revision of an old R 100 GS. A motorcycle of this class is simply missing on the market. The modern boxers have become far too heavy for dirt roads. The 800 and 650 models are simply not a substitute for the boxer.

Michael Grethe

Ladies and gentlemen,
Both one of my friends (R 1150 GS Adv.) and my brother (R 1150 GS Adv.) and I (R 1200 GS) belong to the over 50 generation. For us, BMW was and is synonymous with boxers. This may be because we stood in front of the R 90 S as youngsters with big eyes. After experimenting with Japanese, Italian and English motorcycles, we all ended up at the GS. This motorcycle is actually the egg-laying woolly milk pig and actually only has one problem for us. We are not using the current performance at all. Should the 1250 GS come onto the market with 120 hp and more, it would not be an alternative to our current motorcycles. What should we do with 120 hp and more if we don’t even use 84 hp or 105 hp? In addition, we only move our motorcycles around 4,000 km a year. Buying a new 1250 GS for this, which will probably be sold as a new motorcycle with a few extras in the range of EUR 17,000, would not be justifiable to our families. However, would BMW decide to use a G / S “small” Bringing boxers and around 90 hp onto the market, the 3 of us would probably be among the first customers to order such a motorcycle. Telescopic fork or USD fork would be ok. A 24-liter tank would be nice, but 20 liters would be enough, since even the 1200 GS with 20 liters has no range problem. The small Bosch ABS including ASC, a height-adjustable bench and a simple FID should be standard. The same applies to cross-spoke wheels. A higher pane, an additional socket for the navigation system and a case holder should be offered as extras from the factory. Nothing more is needed. TT and Wunderlich could contribute additional accessories. We would accept a price range of up to EUR 12,000 including a few extras. Just please no production in China or 3rd world countries. A boxer has to come from Berlin! For none of us, the F 800 GS is an alternative. Who, at over 50 years of age, wants to lie under a motorcycle to keep getting rid of grease splatters from the rear wheel and rear end? So it would be nice if you could convince BMW to seriously consider producing the R 95 G / S.

Kind regards
Jochen Niemann

Ladies and gentlemen,
what your gentlemen Koch und Kraft have created is simply awesome! Or ingeniously simple? I (62) still drive my R1100R. The R1200R would appeal to me, but it’s too boring for me in terms of looks, too high in terms of weight and it doesn’t necessarily have to be 110PS (well and then the price). I might like the F800R, but as Mini Koch really writes: it has no boxer and no cardan (and also no beautiful frame).
Your masters only have cook and strength “the error”, that they work for MOTORRAD and not in a managerial position at BMW. Your compact 90 PS Boxer in one “Naked bike” With a beautiful, visible frame a`la Ducati or KTM, styled and designed (smart and with pep) by Stefan Kraft, “simple” Cardan, without Paralever and Duolever, but with standard ABS and fully fueled max.200kg and “payable”. Where please do I have to sign?
And Koch / Kraft send a boxer athlete afterwards.
Thank you MOTORRAD, you gave me pleasure and I would like to have a new BMW again. You are the best.

Wolfgang Hof

Hello Mr. Koch,

I find the concept very appealing. As a woman, I will always prefer a manageable motorcycle with little weight and a low center of gravity over everything else. With the impressive power-to-weight ratio, there is no need to worry about underpowering. The hunt for the last horsepower is unnecessary and should be left to the supermotos and athletes.
I don’t want to decide whether a 1200 GS will exist alongside the 1250 GS LC. I would give your concept more opportunities. There may be competition to the F 800 GS, but so far BMW has always been able to define the individual segments by means of the price ;-).

Best regards,
Anne Kleineruschkamp

Dear editors,
interesting idea, the R 95 G / S. But why not a R 70 G / S, with 160 kg, 780 mm seat height and 60 hp? No one needs more who “as little as possible and as much as necessary” seeks – with optimized consumption.
For years I have been waiting, 1.75 cm and 60 kg, for a contemporary all-terrain iron horse that doesn’t lug around a quarter of a ton of weight in order to be suitable for long-distance travel and that doesn’t kill me right away if it tips over. Because if I lie under the currently common models including luggage, it’s funny. Then the vultures will eat me. As little as possible, as much as necessary; well thought out, and at the technical and quality level of our time – such a motorcycle could follow in the footsteps of the legendary XT 500.

Dan Mueller

Ladies and gentlemen,
A 95 G / S would be a step in the right direction. The presented concept is convincing. The trend should be towards lighter-weight motorcycles again.
Performance is one thing, but mass also needs to be slowed down and maneuvered.
And hand on your heart, every kilo costs fuel, what does not need to be moved does not cost any. The BMW twins with upright cylinders meet these requirements, but are not for everyone. Some people like the boxer – but not the riding elephant that has evolved from it. Ducati and KTM also show where the journey can go – lighter, more compact and last but not least (as far as KTM is concerned) cheaper!

With best regards from Mainz
Joachim A. Dorr

Hello gentlemen Koch and Kraft,
this article was the stuff of BMW dreams! I literally devoured the lines and design drafts and found that my BMW is being described here exactly: 185 KG, 90 PS, 24-liter tank and then the icing on the cake, a two-stage countershaft for two different gear ratios! Not to forget, robust, clear technology, back to the roots, but that is exactly the trend of the future! You don’t need to be a prophet to predict this machine’s cult status today! Now BMW just has to increase the pleading of its fans and deliver us exactly this R 95 G / S! I am already curious how BMW will comment on the response to this article!

Biker greeting from a BMW 1200 GS driver
Rainer Dorsam

Hello MOTORRAD team,
When asked if someone needs such an air pump, I can only answer:
Bring it on! Japan has been sleeping an incomprehensible deep sleep since the Honda XRV 750 and Yamaha XTZ 750, the 1200 Super Tenere is a start, but for off-road? Italy has been trying its hand at enduro travel for years and is bringing fuel-eating supermotos to the streets, okay but for the rough? England is throwing something useful with the Tiegers, but with the little one it is like the 800 BMW. Alright, but no enduro with distinctive edges. (Boxer engine or the rally image of an XRV or XTZ. Austria? The LC8 doesn’t quite get its foot in the door. Personally, a bit too expensive for me and after a week in the Maritime Alps, the rather high fuel consumption bothered me. I was when Off-road rider, never a big fan of the boxer engines until I was allowed to drive the Dakar BMW 900 RR through a gravel pit for half a day in autumn 2001. A real dream! .. 180000 DM.
Unaffordable, but it was marketed in a similar way as the HP2 and to this day, from my point of view, is the only boxer for the rough. If BMW should put such a R 95 G / S on its feet, I definitely pay a lot of respect. In my opinion, the success of such a boxer GS in a light dress would be guaranteed.
And besides, BMW is, apparently, the only motorcycle manufacturer who has a functioning development department and is on the go. (As a rice cooker driver, it’s not easy for me to write something like that) So again, bring it on and the rest should either go to sleep or go with you. Competition stimulates the market!

Sunny greetings from Ochsenhausen.
Jurgen Stutz

I’ve been squinting at an HP2 Enduro for a long time, but as a 6-year-old used machine it is overpriced compared to the new price – I would order your R 95 G / S as a new machine and give my Honda XRV650 and KTM EXC350 for it.

Kind regards
Ulf Schroter

Hello to the MOTORRAD editorial team!
In your magazine, topics are repeatedly taken up that cannot be found in other motorcycle magazines. Current example: “Maximum minimization” – the idea of ​​the light and agile Boxer GS. I would buy a bike like this straight away and enjoy it. I drive an Africa Twin (RD07) and an R 1150 GS. The idea you presented could combine everything I want. A wiry, light enduro with appropriate roadworthiness and also suitable for occasional detours into unpaved terrain. With 95 hp that only have to carry the most necessary extras and thus pounds. As a counterpart to the performance and weight escalation of the current travel “enduros”, which are now equipped with suitcases and reinforced crash bars, almost all of which scratch the 300 kg mark. And with performances that are moving in the direction of 150 hp, where, as I keep seeing, not all of the owners are able to fully use or exhaust their performance potential.
However, I fear that the interesting option of an R 95 G / S will not become a reality, as the motorcycle manufacturers produce what they, and not the customer, consider necessary.
But hope dies last and a 95 G / S would be a poem.

Many greetings
Horst Kreuschitz

Hello motorcycle,
Your study R95G / S hits the nail on the head. Such a light off-road boxer is missing from the BMW range. Last autumn I treated myself to a new R1200GS and I don’t want to miss it either, but the cow is a bit too much of a good thing for the terrain.
For me, an R1250 GS LC would be ideal as a lost Enduro and as a supplement such an R95G / S. And maybe an air-cooled BMW for the heart. Your R95G / S makes your mouth water, it turns on. And that’s exactly where the crux of the matter lies – it wouldn’t be boring enough for BMW. And they will be careful not to develop a boxer that could compete with the R1250 GS LC. Then I prefer the 12 DOHC in the form of a funny paint job  “Rally GS” Selling.

Many greetings,
Andreas Wiederspahn

Exactly! There is no need for any new suggestions or drawings. The motorcycle for 60+, light, stable, good and simple, no frills. What Stefan Kraft drew there doesn’t have to be redesigned. Everything is known and available, it just has to be “composed” correctly. With ABS, ASR, without electronically adjustable chassis. The whole thing for 10,000 euros. That’s it! Why don’t the BMW makers in Berlin come up with it.

Kind regards,
Dieter Schmidt

I hope the article is a test balloon with greater chances of success than the “Low rider” from BMW is. A boxer with the performance and weight data described, as well as without the electronic overkill (apart from the ABS) of current BMW models, would be another reason for me to visit the brand’s sterile sales facilities.
Since BMW only offers the 800-ter in my comfort area around 200 kg and only with an in-line engine and water cooling, I then chose the Triumph Tiger 800. I can only subscribe to the experiences made in your long-term test so far, just great.

Hagen Hennig

Good day,
I read the article about the BMW R 95 G / S with great interest. When it comes – and I hope it will be difficult – you can order one for me right away. Preferably with road tires. This is optically a total delicacy. Regardless of whether the exhaust pipes are led through under the engine or above the cylinder heads. Both variants are great. The advantage of the variant with the exhaust manifold under the engine is probably that a larger tank is possible in this way. The tank shape on the model with the Enduropneus is also very nice. I hope that as many readers as possible will get in touch with you and then forward them to BMW. As soon as the R95 G / S is available, I’ll have to have one of these. Incidentally, I really enjoy reading your magazine. Please keep it up.

Kind regards,
Stephan Burgin

Your “view in the future” brought me shining eyes. I would buy a motorcycle like that! Instead of increasing displacement, power and weight, this machine goes my way, it’s air-cooled on top of that. The technical data sound excellent! You can argue about the details in the design, of course, but overall this bike really turns you on.

Jaco van Dipten

Dear MOTORRAD editorial team,
Now it has to be, after 30 years of active motorcycling and just as many years as a MOTORRAD reader, the first letter to the editor of my life or better “reader substitute” (see below).
One more thing in advance: I would like to thank and praise Werner Koch and Stefan Kraft for the consistent analysis and the sometimes ingenious proposed solutions! In addition, the study also looks very pleasing. You can literally feel how both actors have brought their extensive expertise and enthusiasm into this design. It is to be hoped that BMW will really dare to implement the concept. I share your opinion that the concept would have very good sales prospects – even with enduro riders who were previously unbranded. But now the one “Letter to the editor”: “Steep template for BMW! BMW: please, please build!”

Best regards to Stuttgart,
Lutz Muller

Back to the roots. That would be my motorcycle. Little weight and an attractive appearance – without what is not necessary. Preferably with 2 different tank sizes. One of them should hold at least 30 liters.
Greetings from the Netherlands,

August Ponsteen

Hello dear MOTORRAD team,
Werner Koch and Stefan Kraft’s extremely positive view of the future is really great! If BMW really brings such a GS onto the market, it will be in my garage for sure; but not that “Cross” Variant but rather the travel enduro, because a large tank and road tires are important to me for my tours. It would also be great if BMW had a 17″ Would also offer front wheel! The idea for electronic gear reduction is also good, because when you are driving passports you can change the translation briefly without opening up: just one push of a button! Simply great !! I hope that BMW has read the motorcycle newspaper too!!

Foitl Ludwig

Hello MOTORRAD editorial team,
thanks for the successful one “view in the future” on the R 95 GS. At some point BMW should realize that there is a need for a small, lightweight and economical boxer. Only growth in performance and size in the internal combustion engine is a mistake. The automotive industry recognized downsizing a long time ago. But the customers don’t make it easy for BMW either and choose the R 1200 GS as the market leader – despite its sweeping dimensions, relatively high weight and superfluous high performance.

Many greetings
Werner Stenke

“The F 800 GS is a BMW – but not a boxer.” write and I would like to add: and that’s a good thing! Except for the complicated mass balancing according to the BMW motto: why then simply … you can hardly blame the machine. Does anyone seriously believe that they can save 35 kg with an air-cooled boxer with roughly the same performance? With simultaneous approval according to today’s emission standards? Moto Guzzi V7 and Triumph Bonneville – both good motorcycles – make the state of the art clear. Those who shy away from BMW’s planned water boxer monster will find alternatives. But there will also be enough people who always need the thickest and strongest that the market has to offer. They might find this 2-wheel Hummer look awesome. If you don’t want one or the other, you should drive a veteran without thinking that you can turn back time. Mr. Koch is a gifted hobbyist, you have shown that several times. But to present him and your draftsman as designers now seems a bit presumptuous to me. Transmission input shaft with integrated generator / starter: is it still possible? And then the elimination of the erection torque through the swing arm pivot point above the cardan shaft. Did the two of them reinvent physics? Or did I fall for it and this is supposed to be the first single-track car for the Cologne Rose Monday procession? But then please with suitcases for the camels!

Helau and Alaaf!
Mathias Nitz

Hello everyone,
Short and sweet: “I would buy you right now”!!! Better today then tomorrow.

Kind regards from Mannheim
Claus Kuhn

Hello MOTORRAD editorial team,
herewith immediate construction approval and commissioning to build this wonderful study. Please, please, please build the same way!

Wolfgang Hartenbach

My opinion: Please build as soon as possible as drawn. I also drive a BMW, but weight is becoming an increasing problem for me (I am 61 years old). But for such a great thing, I would keep myself fit longer. Please, please put it into practice quickly.

Frank Schroeder

Hello everyone,
the 1100 GS was still one “normal” Motorcycle, unfortunately I missed the BMW HP2, my current BMW 1200 GS Adventure is simply too high, too heavy and too loud.
The Ducati Multistrada 1200 is becoming more and more interesting for me. With the R 95 G / S drawn, I would hit it immediately this time. A brilliant idea, please build exactly like this!!!
Robert Gnida

Dear editors,
interesting idea, the R 95 G / S. But why not a R 70 G / S, with 160 kg, 780 mm seat height and 60 hp? No one needs more who “as little as possible and as much as necessary” seeks – with optimized consumption. For years I have been waiting, 1.75 cm and 60 kg, for a contemporary all-terrain iron horse that doesn’t lug around a quarter of a ton of weight in order to be suitable for long-distance travel and that doesn’t kill me right away if it tips over. Because if I lie under the currently common models including luggage, it’s funny. Then the vultures will eat me. As little as possible, as much as necessary; well thought out, and at the technical and quality level of our time – such a motorcycle could follow in the footsteps of the legendary XT 500.

Hello motorcycle editorial team,
I devoured your article about the R 95 G / S design with enthusiasm. Great idea! I don’t need 110 HP, 1200ccm and all the electronic helpers. Boxer, cardan and ABS are enough for me. I would buy this BWM as a G / S or R variant immediately.

Kind regards,
Torsten Wenck

Hello MOTORCYCLE makers,
I have the article “view in the future” read and was blown away. For years I have been looking for a travel-ready enduro that is reduced to the essentials – at an affordable price! I am absolutely thrilled with the idea and the look of the design of the BMW R95 G / S. This motorcycle corresponds exactly to my ideas. That would be the first BMW I would buy. I sincerely hope that BMW will take up your brilliant idea as soon as possible and build this motorcycle. Until then I will probably continue to drive my old Honda.

Kind regards
Volker Holfert

Congratulations, you spoke to me from the bottom of my heart. For a long time I have wanted a newer replacement for the R80GS, which was last built in 1994 in a standard series. Because an F800GS without a cardan is not a replacement and the large GS is too high for people with shorter legs. The engine concept is ingenious, it works without camshaft chain (s), that the wet clutch can be accessed from the front in a maintenance-friendly manner, and this countershaft reduction / ratio – class! I would like to point out that the dry sump lubrication with the oil tank at the top under the tank ensures stronger heat radiation. In my old R80GS, despite the (wet sump) oil pan, there is still so much ground clearance that I never had to worry about the highest curbs. A seat height of 80 cm is also very important to me, and that nobody would think of raising the passenger seat bench with an extra step, as with the R1200GS, over which the short-legged driver would also have to swing his leg. The passenger footrests seem to me to be a bit high on your study.
Furthermore, it seems to have done the draftsman the duckbill, because once again from the photo archive only the GS pictures with the raised fender can be seen, the front overhang of which almost resembles the duckbill look. A sensible fender concept for the front and rear facing the inside of the motorcycle is more important to me than these design alibis. Finally, the only thing missing is that a reasonable luggage rack and suitable case holders are included in the equipment for the travel version. And please don’t forget the main stand.

Stephan Lennartz, Munich

Hi, everyone,

I bought a new R1100GS in 1995 and changed something over the years. For me there has been no real improvement on my motorcycle because I am completely satisfied. I think your study is great, a light boxer like this is the ideal motorcycle in my eyes. When will it be built? I’ll order it right away.
Best Regards
Peter Weiler

Ladies and gentlemen

I am an enthusiastic and convinced R 1200 GS rider myself. The notion of this “idea” a small boxer GS, which is above all lighter and lower, completely convinced me. I’m only 170 cm tall myself and so I had to modify my GS with a corresponding chassis conversion. A light machine, a tank with a capacity of approx. 24 liters and, if necessary, the option of converting the part with a 17 inch front wheel, would be a reason for me to buy this part immediately.
I would immediately support them in turning this vision into reality.
I can only say: keep it up…
Kind regards

Jurgen Bacon

Hello motorcycle editorial team,

When reading Motorrad 05/2012, the report on page 10 caught my eye immediately. I read it right away. I can only endorse such a motorcycle concept and would buy such a motorcycle immediately. Finally a motorcycle that not only counts bigger, heavier, faster, but also focuses on the essentials. Only the most necessary and sensible technology, including the seat height and weight, are convincing and 90 hp are always enough for a travel enduro, which all in all may have a positive effect on the price. Because there are also smaller motorcyclists like me with 1.72 m who can only maneuver a 1200 G / S on tiptoe. In addition, the 1200 is simply too expensive for me.
So I would be very happy if it was actually built. That would encourage me to continue to drive BMW – as I have for almost 20 years.
Kind regards,

Fritz Woehrle


I’ve been riding a motorcycle since 1993. And I think the report is going in exactly the right direction.
In my opinion, it would be much better to design smaller displacements again. More needs to be done, especially in terms of fuel consumption. A modern motorcycle still uses way too much fuel. Consumption of less than three liters would be desirable. And nobody should say that it wouldn’t work.
Of course, that also depends on how everyone drives.
I’m slowly getting bored with the horsepower madness. Almost everyone complains about expensive gasoline and the expensive euro in general.
But the sales figures speak a different language.
How is a trainee or father of a family supposed to pay for his hobby or justify it to the family when it comes to gasoline prices? So no new offspring comes.
I can have fun riding a motorcycle with 50 hp and 200 kg.
With the sentence – back to the roots – hopefully an engineer will soon reflect on sensible horsepower figures, not even larger cubic capacities, not even more horsepower, not even bigger, not even heavier, not even faster.
Take a look at the average speed on the ultra-modern speedometer. Something between 60 and 80 km / h is written on the highway for me.
And 85 hp would be enough for the R 95 G / S. Otherwise keep it up.
Holger Staben

Hi, everyone,

I was totally euphoric when I read the BMW article Maximum Minimization R95G / S in the last motorcycle.
This is exactly what a maximally minimized GS should look like, the technical data is ingenious.
Away with the hanging Karl Dahl view, long overdue a beautiful underseat exhaust system. The ugly and strangely protruding stovepipes of the last models were painted.
The only thing missing is slim, symmetrical cases with inconspicuous fastening.
And please, please no unnecessary electrical undercarriage gimmicks and the like.
Simple, reliable and, above all, affordable technology is desired, not an egg-laying pig.
Folks, I sign a sales contract right away and a lot of my GS friends immediately afterwards.
But until then I’ll still ride my old (150,000km) customized 1100 GS.
Almost a bit in the direction of the heavy part, right??
Hopefully the new BMW motorcycle design leader will take this as an example.
Kind regards,

Waldemar Winter

Hello motorcycle,

I’m blown away after reading your post. Just last autumn I bought an F800GS – next to a K1200GT. The R1200GS was too heavy for me. After the first 1400km it is already clear to me that I will only move the K to a limited extent. Weight matters more than a few horsepower. I prefer to drive in the Alps than on the autobahn…
I would order a motorbike with 185 kg and 90 hp right away.
Suggestion: Construct a clever system for aluminum panniers so that you don’t have to drive around with an ugly pannier rack if the panniers are not installed.
I am curious whether the R95G / S project will actually soon become a reality!

Hans Niederhauser


A GS with a full tank of less than 200kg with an acceptable seat height would be a dream. 1200ccm with 110PS does not need a travel boxer, the important thing is the pressure from the low revs, paired with a certain maneuverability. The 90PS you are considering are not necessary from my point of view, rather a little more torque.
My preferred candidate would of course have a 21 in addition to the 24 liter tank”-Front wheel, as usual a reasonable case system, of course ABS and heated grips, but please do not use this GPS-supported position determination – with something like that you open a barn door for “Big brother” and a future, electronically billable toll.
Many greetings,

Uwe Neumann

Hello motorcycle editorial team,

The R95G / S would be just right for me. No dry clutch, air cooling, easy to maintain. I would take the bike, provided it has no can-bus electrics, but a main stand. Performance is of secondary importance to me, stability is more important. The motorcycle has to be able to travel 140 km / h all day, but it doesn’t have to be able to do it at 200 km / h. I think the idea with the two-stage gearbox is quite funny, but I doubt whether you really need it in everyday life. I never missed something like that, at most I was annoyed about a first gear that was too long: in stop-and-go traffic.
I would also welcome a variant with cast wheels.
Mini Koch has already come up with a lot of interesting motorcycles or even built prototypes. It is time for a model to go into series production:
This is it. It could also be called Zundapp or Horex. Put some pressure on, get things going, bring the right people together (there are enough people who have money), the time is ripe.
Kind regards

Frank Patte


how does the Lord Power know what’s in my head? He hit the nail on the head.
I have been driving an F800 GS for 3 years for the well-known reasons (1200s too big, too heavy, too much power, etc.) and I am very satisfied with it.
Since I switched from a 100 GS, the boxer appeals to me and your variant would be the next.
Keep it up.

Christian Mundt

Hello motorcycle,

the report speaks to my soul. The 1200 GS is too big, too bulky and far too expensive. Your little sister, the 800 GS, was a step in the right direction. Light, handy, suitable for travel and affordable. However, it has no boxer engine and cardan drive. And now this representation of the R 95 G / S is just a dream. That makes boxers hearts beat faster. No one needs more boxers. The hope remains that BMW will also realize it.
Kind regards

Stefan Schepp

Dear MOTORRAD editorial staff,

I’m not a BMW fan, but such an R95 G / S would make it easy for me to become one.
Like many other motorcycle touring riders, I’m already waiting for a worthy successor to the legendary AfricaTwin or a better R100GS.
900-1000 ccm, distributed over maintenance-friendly 2-3 cylinders, 90-100 HP and a corresponding torque with a weight of around 200-210 kg are completely sufficient.
In addition, a low-maintenance cardan drive, a bench suitable for travel with a worthy place for the pillion passenger, a small effective paneling with a height-adjustable windshield (which can be done without tools if possible), an unscrewable rear frame just in case, tubeless spoked wheels, effective brakes with disengageable ABS, a heated grip ex works and a sensible case system with cases that can be adjusted in size, that’s it.
But I think we are waiting in vain for such a motorcycle, we should buy V4 monster “Enduros” and thick ships weighing 250-300 kg, which are no longer usable off the road and are unnecessarily heavy on the road. Less is often more!
Kind regards from Steinau and a great 2012 season to all of you,

Ralf Horst

Good Morning,
in the hope that the BMW strategists will respond to a positive response: Bring on the true successor to the G / S 80. That’s exactly how I imagine a dream motorcycle.
And the best thing for BMW: There is nothing like it.
Greetings from the most beautiful lake,
Andreas Reinhardt

Woke up … from my dream of an F 800 with the engine of the Husquarna Nuda 900: A white and blue office stallion will know how to prevent that. What Mr. Koch and the gifted Mr. Kraft came up with would be one “compulsory buy-it-now” for me – the boxer is the nicer engine for a real BMW. Build the part!
Kind regards,

Jorg Kukla

Exactly so, bring it on!
After 9 BMWs I drive something with 3 cylinders in protest today, but a boxer like that would bring me back. May someone else build too…

Uwe Heitgres

Hello Mini,
I know a catchy tune, but that?
Now I have the image of the R 95 G / S in my head and I can’t get it away.
Probably a brainworm.
Apart from the little things (lamp mask, blinker), the duo Koch / Kraft
outlined my ideal of a motorcycle.
Since my first R100GS, I’ve had a motorcycle with the criteria
Boxer, cardan, approx. 90 hp, well under 200 kg with a full tank, tank suitable for touring,
upright sitting position, ABS, no frills before.
Should BMW bring the R 95 G / S, I’ll order immediately.
Best regards,
Sabine Ramthun

It’s a shame that this motorcycle will never exist. That would be the only BMW that would interest me. I don’t need a battleship with 240kg and over 100HP. The F800R is unreasonable, both with its suspension on moderate road surfaces and its vibrations above 4200 rpm. I have sold them again and I am very happy with them now
the Suzuki V-Strom.

Jorg Bensinger

Ladies and gentlemen,

I am happy to take your call in issue 5 on the subject “my perfect travel enduro” true, to get my opinion started.
First, an evaluation of the initial object R 1200 GS:
A terrible phenomenon (4 mudguards, pipe entanglement, superfluous corners, edges, beads, slots – in short: a pile of iron without any harmony).
In addition, far too heavy, too high, too complex and too expensive.
Well yours “Vision R 95 G / S”:
They recognized everything that bothers me about the modern series boxer and developed remarkable ideas. I would want such a part right away – if it were built and all of the planned subtleties (weight, overdrive, rear-wheel drive without torque arm, etc.) could be realized.
The visual implementation by Stefan Kraft looks great, but in my opinion it would only be suitable to a limited extent as a travel enduro. Example:
High-lying rear silencers make the sensible attachment of panniers hardly possible.
Kind regards

Martin Gieshoidt

Hello Mr. Koch,

I like the BMW R 95 G / S very much, but I’m currently assuming that BMW would bring out such a concept (light two-cylinder enduro) with the Husqvarna Nuda 900 Twin, also under the Husqvarna brand. Touratech had already used a slimmed-down F800GS in an enduro competition. Then of course it’s not a boxer with a cardan drive.
It is astonishing that many people find a light enduro with two-cylinder engine (such as the BMW HP2, the KTM Super Enduro) good, but the parts are still not bought.
Maybe the vehicles are too uncomfortable for the big tour and too heavy for the right terrain.
Many greetings

Hans-Jurgen Postel

Hi, everyone,           

I’ve been waiting for this BMW for a long time!
Would buy them right now.
Best regards

Ernst Frei

Hi, everyone,

As a 51-year-old who has spent the last 11 years and almost 100 tkm on (and together with) an R 850 GS, I can shout out to Munich and Berlin with the greatest of conviction: Do it, do it quickly and do it as well as possible, or at least very, very close to the path shown!
For a very large part of the “Travel endurists” In the entire range of this group, the current development towards 125 – 150+ HP, associated with it still unnecessarily high weight (I can tell you a song about it) and at the same time inevitably high acquisition and operating costs is simply a development in the wrong direction and massively past the zeitgeist.
The remaining alternative would be: away from the boxer and the cardan, towards the chain and the twin (possibly single or triple). Anyone who follows the market like me knows exactly what I mean.
G / S: robust, light, versatile, economical, affordable, more than sufficiently motorized, the spirit of the first G / S worthily carrying on. And the term multitool would have a completely new, previously unknown meaning “Experienced”.
Always have a good trip,

Gerhard Kloos

Dear editorial staff,
That’s exactly what she is. And only that!
No high-tech, a motorcycle full of electronics and control units. Simply pure motorcycle with a good power-to-weight ratio.
Many thanks to Mr. Koch and Mr. Kraft, I’m not the only one waiting for this motorcycle. If it were possible, I would blindly order what I don’t otherwise do.

Frithjof Kiel

hi Guys,

really good suggestion … Stay on the topic, maybe BMW can be convinced…

Peter Ehrmann

Dear motorcycle,
We, my son and I, think your view into the future is great and believe that there will be many interested parties for this G / S and thus encourage BMW to offer a market-ready product, as you have outlined, at relatively short notice.
With kind regards and thank you for such interesting articles.
Maik and Jurgen Schlosser

Hello motorcycle team,

Your idea of ​​a minimized BMW-G / S with a reduction to the bare essentials is overdue.
With a BMW GS, I associate a motorcycle for two people with a boxer engine with powerful torque at low speed, cardan drive, reliable and simple state-of-the-art technology with the lowest possible weight.
With her I would like to take winding country roads over mountains and valleys, gravel roads and, if it cannot be prevented, also take the motorway under the studded tires!!!
The motto is: BMW enjoyment of motorcycling!
The current development of the displacement arms race is not necessary and counterproductive for this!
To bridge the gap until the new G / S will hopefully be built by BMW, I would be happy about a last air-cooled, slimmed-down R1200GS Basic with tank, fittings and headlights of the R1200 R without plastic junk, so that you can get around the wind again can blow your nose. Regardless of the road surface.
In the hope that many letters will convince the BMW people, I remain with a sporty BMW greeting

Bernd Eibisberger

Hello dear motorcycle editorial team,

thank you, you hit the cylinder right on the head again. Finally, I was beginning to think that it’s just me a half way “easy” Missing Enduro, which closes the gap to the weight monsters. In my opinion, this big enduro trend is somehow going in the wrong direction. So it’s all the more beautiful that you can already come up with these great details and drawings. I think this R 95 G / S is really cool. Without a lot of frills. The optics are already right. If the price remains below € 10,000, BMW can prepare for a new bestseller. In real enduro sports, however, I prefer to stick with my extremely reliable blue and yellow 450 Husaberg 🙂 .
With sporty greetings,

Sven Reich

Hello motorcycle,
after devouring the article of this idea / approach, I felt compelled to answer you. In fact, not always higher, faster, further in the figurative sense, but rather “reduce to the max”. For me, this approach is exactly what is missing today, boxer, cardan clearly (reasonable) in terms of dimensions, seat height and total weight. For the user, this means a little round in the cafe but also the opportunity to go on a big adventure ride (even if this can rarely be realized – the thought, the longing, the wanderlust, is what counts and, above all, what can be sold). Therefore, my request, get into the push and do not define yourself forever in the specification sheet or secure yourself through endless customer surveys, but start with the implementation. The essential parameters are fixed and BMW has the expertise anyway.
Many greetings

Peter Schremmer

Hello motorcycle people,

I think your design of the BMW R 95 G / S is great. The way you drew it, it should be built, only please do not attach the exhaust under the seat, but rather on the side.
Weight of the machine between 170 and 180 kilos would be even better. 90 to 95 hp are sufficient if the power comes from below. The price would have to be between 10,000 and 12,000 euros.
Use as few plastic attachments as possible. The plastic parts should be made of soft, colored plastic (as with KTM) and not, as is now the case with the 1200GS, made of painted hard plastic.
As it is now, the seat height should be 850 to 870 mm. I am 188 cm tall.
Was at the IMOT yesterday and saw an HP 2 Enduro, said to my son (16 years old): “BMW should build something like that again, but not so exclusive and expensive.”
For a machine like the one drawn by you or a cheaper version of the HP 2 Enduro, I would sell my R 1200 GS Bj. 2007 immediately.
Kind regards,

Thomas Fechner

hi Guys,
really cool number. BMW should definitely build something like this, also with 100 cm³ and 10 hp less and 10 kg lighter. I want light, agile motorcycles with resilient and economical engines. The top performance is of secondary importance, an ABS should of course be standard today. Much more important is the price-performance ratio. It’s also fun to push a motorcycle to its limits. Most of the time today, the machine quickly pushes you to your limits. In any case, with my 60 HP rubber cow in the narrow run I have already caused some 150 HP monsters to ponder and they can drive away from me on the straights, so I’ll keep my rag (hopefully).
Keep it up,

Mike Cohn

Good day,

Although I said goodbye to the BMW brand years ago because of bad experiences, I could fall back on the new design you planned in issue 5. The criteria there, such as weight, seat height, ergonomics, find my fullest approval. There is no need for a 24-liter tank, 20-22 liters are also sufficient. It would also be nice if BMW didn’t abuse its customers as test drivers and improve their customer service.
Kind regards,

W. Brodlin

Nice report, nice spinning, nice to read.
But honestly, that’s not BMW’s problem.
The F800GS has a similar sound to the Boxer and also has enough power. Besides, these stupid cylinders don’t bother you here (they’re always in the way).
But BMW drivers, at least those like me, definitely want cardan shafts and equipment and workmanship appropriate to the high price. And that is exactly the problem with the F800: urine cans, Karl-Dall headlights and a chain – a BMW driver (and especially BMW buyers) will not accept that.
That would be a nice job for the new designer Edgar Heinrich!
I wish you success

Sven Selbach

Dear MOTORRAD editorial team,

thank you for your article “Maximum minimization”!
I have been an enthusiastic R1150GS driver for a long time, and yet the far too high weight has always bothered me. When I look at the current competition from Honda and the like, I can only shake my head.
The characterful boxer in connection with the surprisingly dynamic chassis has always impressed me. Excellent long-distance suitability is essential for me. And this not only includes a comfortable bench seat, but above all a robust and reliable structure, a large conventional tank and good attachment options for suitcases, etc..
Your design of the R 95 G / S meets these requirements almost perfectly.
Only the electronic gadgets in the cockpit and the selectable translation are good ideas, but contradict my wish for simplification. These are things that always break first when in doubt and then hinder you more than before.
I wish BWM would match your idea. That would be a reason to think again about a new motorcycle. The water-cooled boxer is definitely not one.
Thank you and best regards

Oliver Dauter

A brilliant idea! I wouldn’t want to swap my 1150 GS for a 1200 or 1250, but with such a light all-rounder, I wouldn’t think twice. So please stay tuned and convince the BMW strategists to bring such a motorcycle – even cheaper than the scooter – onto the road.

Martin Schumacher

The R 95 G / S you described would be a hit. As an old boxer fan, I would buy these right away. I don’t need a constant one “further, higher, stronger”. The F 800 GS cannot replace a boxer. For me, the R 95 G / S would reflect on the essentials. Good suggestion, but I doubt BMW will go into that.
Joachim Hyner

Years ago it was in “motorcycle” an article in which it was discussed how much power the average motorcyclist needs and – above all – can master in order to have fun. The conclusion was plausible and since then has been the benchmark for me by which all new ideas have to be measured: 80 hp, 80 Nm and 180 kg! Certainly the values ​​on the performance side may have shifted slightly upwards due to technical progress. But the weight…!
My second motorcycle was the Suzuki VX800: with a cardan shaft. The third is the first generation Africa Twin with 50 hp. To this day my dream motorcycle, which simply has a little too little power and a little too much weight.
For me, your R 95 G / S is the first to consistently implement the above performance data, it combines the best of three worlds and offers even more. For me the ultimate motorcycle! So when she comes – bring it on!

Pascal Fritsch


The drawing of the R95 G / S in the current motorcycle suits my taste very well, and as a do-it-yourself mechanic, I also like the technical ideas very much. I think 80PS would be enough, the motorcycle should have as few frills as possible, but of course injection, catalytic converter and ABS. In addition to my R1150GS, I also drive a somewhat lighter R100GS with approx. 70PS, if it still had ABS, I would actually be almost satisfied.
Great work, keep it up. If this bike came at a price somewhere between that of the F800GS and the 1200GS, I would probably order it blindly.

Michael Kolf

I can be enthusiastic about the key data – a light long-distance enduro with which you can go on adventurous tours and with which the daily contact does not degenerate into an adventure. There are already more than enough pseudo-enduro models based on SUVs. But as much as I appreciate the sound and torque of the boxer engines – the boxer / cardan combination remains a lazy compromise for an off-road motorcycle. That’s why my dream bike from BMW / Husqvarna looks a bit different: Install the Husqvarna Nuda 900 engine, freed from the nonsensical BMW dogma, in a crisp off-road chassis of a KTM 690 rally – done!

Norbert Eisensee

Ladies and gentlemen,
the idea of ​​offering a smaller conventional boxer underneath the new LC1250 and that in a lighter motorcycle is certainly a good one. I dare to doubt whether a whole class will have to emerge from it again. And I certainly don’t want a slimmed-down machine, which is then inflated again with a 24l tank and junk to become a travel enduro. BMW already has at least three travel enduros in its range (R1200GS, Adventure and F800GS, with some reservations also the F650GS). Another travel enduro is therefore superfluous. The motorcycle should be kept simple so that weight and costs remain within limits. A simple boxer for the smaller ride or, with better suitability, for the city than the current large GS.
Kind regards

Steffen Zorner

Hello motorcycle editorial team,

As a long-time KTM rider and a GS 1200 with 25000km for two years, I’ve become a BMW fan.
The realistic data drawn by you for both R95 models are awesome.
WOW something like that has to be built and I would be one of the first to buy it.
Best regards


90 hp are certainly sufficient. If you then go to the “thick footrests” and dispensed with the cardan and instead built in a parallel twin and encapsulated chain drive, an approx. 170-kilo travel enduro (with a full 24-liter tank) would certainly be possible instead of a 185-kilo bomber. But if possible not from BMW. If everything apart from lights and indicators costs extra, the thing with ABS, on-board computer and luggage system costs over 10,000 euros …
Axel Paeprer

Hello dear motorcycle editorial team,

please make sure that BMW builds this part. I would order immediately and put them to the side of my R80 GS with Siebenrock Powerkit and my Moto Guzzi V11 Sport.
Kind regards

Ulrich Worm

Absolutely awesome. I want more of it. Finally focused on the essentials and away from it “higher, faster, harder”. BMW should sign this man immediately and start the project with all offshoots immediately.

Tobias Glaab

the idea of ​​the R 95 G / S is great! Some details sound expensive that could be omitted in the basic version. If the design stays that way, costing up to 10,000.00, I’ll be there. My standard dream version would be: only one overall gear ratio (the short sport), the long suspension travel, small tank, wide tires, oil level through the sight glass, without GPS, without display. Simple and easy.

Heinz Streicher

Moin MOTORRAD team,

Thanks for the great review. As a driver of an R1100GS (78PS) and an R1200GS (98PS), I would buy the R 95 G / S right away. Probably not the new water boxer. 90PS and 185kg with a full tank are ideal for the fun factor. An F800GS is a great bike (just tested over 3000km in South Africa), but has no boxer and no cardan.
Greetings from Rosenheim,

Detlef Guldner

Hello you guys from motorcycle!

An incredibly cool idea to drive such a BMW!!!
Could be unfaithful to my 1100 GS, with which I have a good 240,000 km under my belt. At the sight of the two drafts, my pulse quickened and my heart became warm.
Could imagine, if you implement your idea, to buy exactly this motorcycle! Keep it up and greetings from Franconia!

Reinhold Meyer

When can I order the machine? Ingenious design, the most beautiful BMW in a long time. Finally no dreary uniform black. Simple technique.
Please build exactly like this. My compliments to the draftsman and the technician for the design. I would cancel my home loan and savings contract immediately for this.
Kind regards

Klaus-Dieter Minkmar

Hello motorcycle team,

I ride a 1150 GS because it’s a multi-tool. In the meantime I would like to ride something lighter. The 1200 is not a real alternative, more like the F 800 GS, Tiger 800 or 990 SM / T. A R 95 GS, as sketched by you, as a multi-tool and not as an extreme HP, would be awesome! But it should be available now and not in 5 years. Pity!
Kind regards,

Jens Meyer

Hello editorial team
Sure, what is shown is a mixture of BMW and Honda. But Africa Twin? But probably more of a Honda CX, whether 5400, 500 or 650ccm: high-lying camshaft in connection with short bumpers that can withstand up to 10,000 rpm. I also know the turned cylinder heads and the opposite direction of rotation of the crankshaft and the oil bath clutch at the front from my CX. Light cardan, forked rocker arm, four valves per cylinder – where is the Africa Twin??
I think that such an air-cooled R95 G / S could fulfill the dreams of many Moppet drivers of a light and easy to drive vehicle. I myself would have myself registered as a potential buyer. But we will probably only find this part in 10 years’ time in ‘News from Back then’ with the addition ‘one will be allowed to dream’.
Heinz Kuhn

I drive an R 1150 GS, I am very happy with it, but it is very heavy & Sitting position high!
I think the concept of the R 95 G / S is very good (clutch, weight, seat height, etc.).
I can imagine my next motorcycle!
Great thing!

Kai Ludwig

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