BOXER TRICKS: We ride BMW’s R 12 G/S

BMW’s new R 12 G/S isn’t just a retro tribute. It’s the German brand reaching into their roots and pulling out a machine that blends old-school charm with modern-day grit. Editor Bruce Wilson fills us in…

You’ve got to hand it to BMW. They’re the masters of big adventure bikes and, arguably, they’re also the originators of the sector, having brought this world to life back in 1980 when an ‘out-of-the-box’ thinking engineer decided to go rogue and give an R 80 the Daddy Longlegs treatment. The result? Well, a gangly R 80, dubbed the R 80 G/S. It was a bike that would go on to spawn imagination, adventure, and several Dakar wins. Perhaps even more importantly, it would form the foundations to the German brand’s bestselling family of two-wheelers, the GSs, which have topped most large-capacity sales charts for the last 20 years. 

In a nod to that intrepid forefather, BMW’ve released this air-cooled, 1170cc modern-day interpretation that I was lucky enough to hit the dirt on a few weeks back in Germany. Named the R 12 G/S, it offers a contemporary and much more potent twist to the original tale, but from a distance you could be forgiven for thinking the two models are much more closely related.

 In reality, this modern-day marvel is twice as powerful, inexplicably smarter, and probably several times more costly than the R 80 G/S ever was. In fact, it’s more closely aligned to the brand’s coveted R nineT than anything else, as the two bikes share the same engine, frame, tech and much more. 

Okay, the headstock angle’s different, the suspension’s a lot longer in travel, and the wheel sizes are totally different, but those factors aside, the R 12 G/S is another cracking example of BMW upcycling something they already had in their arsenal, delivering a product to the market that’s assured to pull on the heartstrings of those getting nostalgic, every bit as much as it will to the continually blossoming world of Hipsters and wannabe adventurers, craving a comfy and attention-grabbing ride on their next blast to pick up a soy latte. Pretensions aside, BMW have delivered so much more than ‘image’ with the R12 G/S, and I’d be an absolute liar if I weren’t to admit that I was gagging to get behind its bars for a rip around.

 Adventure bikes have always been close to my heart and having competed in two of BMW’s global GS Trophy finals and clocked 10,000 miles on my own 2009 R 1200 GS, it’s fair to say I know the range pretty well… and this has to be one of my favourite examples of all time. 

What’s got me buzzing about this bike, you might wonder? Well, if truth be told, the appeal is how unassuming it is. Parked up and ready to play at BMW Motorrad’s Enduro Park in Hechlingen, it was hard to gauge the competence of this new arrival as I walked over to it and studied its laudable eighties guise. The round dash, mono-headlight and high mudguard were copy-and-paste traits of the original G/S’s styling cues, made all the more mirrored thanks to its choice of a Paralever swingarm, relatively flat and thin bench seat, plus the unmistakable protrusions of the Boxer twin’s cylinders. And in true GS style, it also came fitted with a saddle so high I nearly asked for a leg-up to hop on it. Maybe a slight exaggeration, but at 875mm above terra firma, the seats on the taller side of the scale. 

Another thing that’s big is the bars, which are also relatively flat and swept back towards the rider, nestling just in front of the bike’s eye-catchingly basic digital dash. As for the switchgears, they’re pretty conventional as far as BMW’s go, opting for the same style of spinny wheel, cruise control and brilliant ‘fun button’ that wipes out any traction control or such like if you hold it for long enough. But that’s your lot. 

Unlike it’s all singing and dancing R 1300 GS brethren, the R 12 G/S is refreshingly basic in the technological department, with perhaps the most important of features being the riding mode selection, which covers the normal Rain, Road and Dynamic functions, plus Enduro on this model, while our machines also gained Enduro Pro that comes as part of the Enduro Package, alongside an 18-inch rear wheel, enduro pegs, bar risers, a longer stand, hand guards and all-important engine guards… so you can throw the bike at the scenery without too much worry. 

Thumbing the bike into life released the distinctive boom of the Boxer, kicking out the flat and menacing note that so many have come to love over the years. Indulging in a few blips of the ride-by-wire throttle caused the characteristic twist to the left, as the internal masses did their best to reaffirm this was a bike rammed with character as well as energy. That said, I’d understand why some might be a little disappointed to note that the Beemer ‘only’ claims 107bhp in stock trim, but the more important figure, as I was soon reminded, is the 115Nm of torque it delivers. 

Having snail-paced around the enduro park proving to our lead rider that this wasn’t our first time on two wheels, eventually he led the way out into some of the venue’s more technical and playful trails. The going was still pretty slow, but it was a good opportunity to appreciate how agile and effortless the big BMW was to place anywhere, backed up with a fantastic turning circle and a commendable low weight, which made such antics all the easier. 

Another great thing I noted was how pliable the engine was at zero throttle. It’d literally pull itself along on tick-over with no risk of stalling or stuttering. Boxers are brilliant for this trait, but they’re also good at getting a lick-on. 

Finally, we were let off our leads and I did not hesitate to pull the pin, seeing the G/S from a wholly different viewpoint. It’s worth noting that the bike is very slim and minimalist, giving the rider a genuine large enduro bike feel, rather than something that’d been hacked about to make it do off-roading. Stood tall on the grippy pegs, with my weight forward over the bars, the Beemer’s suspension seemed to suck up the lumps and bumps with impressive levels of decorum, not so much as hinting at a tantrum, regardless of how harshly I was treating it. There was a lot to like about the machine, that reacted strongly to pressure on the pegs, aiding the speed at which the machine would change direction. 

To really get it turning, however, a lock of the rear brake brought the best results. The 18-inch rear, kitted with Metzeler Karoo tyres, offered loads of grip, but the powerful rear anchor never failed to get the rear of the bike drifting, offering a much more playful and efficient way to change direction. Of course, the alternative approach was to gas the bike round, flinging stones beyond the horizon in the process. 

I’d started the ride with Enduro Pro mode engaged, but soon came to realise that the functional setting limited the amount of rear slip under drive, so it wasn’t long before I turned the traction control off completely. That’s when the ride really came into its own, offering a blend of hilarity and apprehension in equal measures. The long wheelbase of the bike definitely lends its hands to skids and power drifts, but on a few occasions the spicy power delivery, mixed with the ever-changing surface conditions, provided some pretty sketchy moments. But what would you expect from a machine with the aforementioned 115Nm on loose ground? 

More to the point, I loved how wild this thing could be as it completely contradicted the sedate, aged look of the bike. This was proving to be something of a wolf in sheep’s clothing, and every bit as capable as any of its adventure trail peers I’ve ridden. It wasn’t too much of a handful in the air, either, having hit a few jumps on the Hechlingen playground before we were led to some deep sand sections to show off the virtues of the 21-inch front tyre. 

In all the years I’ve been riding GSs, I’ve craved for them to have a 21-inch instead of a 19-inch front, as it makes life so much easier in deep stuff, as the G/S showed effortlessly. In fact, doing a photoshoot through the section was disappointing, as the bike didn’t get crossed up or squirrelly, simply ploughing through from one side to the other without any drama. Wherever we went, the BMW proved itself more than capable, with the end of the day’s agenda being a big trail ride out in surrounding woodlands. Here, the ground was a bit more boggy and technical, but the combination of the bike’s awesome agility and the motor’s pliability to tackling all speeds meant the experience was a blast.

I’d been genuinely taken aback by how impressive the G/S had proven, supported at all times by a cracking soundtrack that just added another dimension to the pleasure being experienced. 

Of course, if you want to look for negatives, you’ll soon find them, with the kick in the nether regions coming from the pricing of the machine. Back at base, chatting with the BMW staff, they let on that the entry-level price for the R 12 G/S was £14,420, but owing to the spec of bikes we’d been riding, with countless bolt-ons, such as the ‘Light White’ colour scheme, the Enduro Package Pro,  Comfort Package and a few other shiny bits, our machine’s hit home at around £17,000 a pop. Pricey? I’ll let you be the judge of that, but it certainly took a bit of shine away from the bike, having noted that the R 1300 GS can be yours from £16,640. 

The thing is, for me, if I were to own one, I’d be hellbent on doing the daft stuff I’d got up to at Hechlingen, so at a minimum I’d need to buy the Enduro Package in addition, and maybe a few extra protective parts, whereas the entry level brings you the greatness of the package, albeit with a bit less all-terrain purpose. For most, that’ll be just the ticket, and at 14 grand it’s probably on the money as offerings go, being much more comparable to its natural rivals in price, slotting in between Triumph’s Scrambler 1200 X and Ducati’s DesertX – which are both fantastic alternatives if you’re into this kind of thing. 

The thing is, though, that neither of them are R 12 G/Ss. And, truth be told, if I really had to pick one of them, it’d be this one all day long… even if it were to set me back a few quid more. There’s something really special about this bike, backed up by a timeless look that means you’ve not got to go chopping it in every other week to keep up with the Jones’. Where do I sign?

What’s it like on the road? 

Of course, not everyone is as deranged as me, and it goes to reason some would much sooner ride this bike on the roads than the dirt. So, to give us a proper taste of the R 12 G/S’s all-round brilliance, we were also given the chance to try the top-spec Option 719 version on the streets, fully loaded with other goodies, including the optional digital display, that brings a whole other look and vibe to the G/S. 

Another blatant difference was the switch back to the standard 17-inch rear tyre that is the preferred choice for the road and seemed fantastically capable from the get-go when the time came to start giving the bike a bit of a workout. As was the experience off-road, the fantastically low mass of the bike translated to easy handling, egged on by its long and stable wheelbase. The BMW felt fantastically planted throughout our three-hour ride, that undertook everything from light trails to motorways in genuine comfort. The ergonomics of the bike are so easy going that I could’ve clocked plenty more miles than we did, without need for a rest. 

When seated, the knee angle is super-generous and the reach to the bars feels natural, and not too far. From switchgears to levers, nothing brought me any concern, though high speeds on the derestricted sections of Autobahn did make me wish for a little more than a flyscreen. The alternative, of course, would have been to slow down… but no one likes a quitter. 

Other things to note were how great the Brembo brakes felt at all degrees of application, and I’d heavily advise taking on the optional shifter and blipper if you were to buy one of these, if not for the added ease navigating the gearbox, for the awesome noise the bike barks with downshifts. 

Without waxing lyrical too much, the gist is the R 12 G/S was every bit as enjoyable on the road as it was on the dirt, hammering home that this bike’s so much more than a one-trick pony. 

Specs: BMW R 12 G/S

 Engine: 

Type: 1170cc, air-cooled, Boxer Twin

Bore x Stroke:  101mm x 73mm

Compression: 12.0:1

Fuelling: EFI 

Claimed Power: 107bhp @ 7000rpm

Claimed Torque: 115Nm @ 6500rpm

Chassis:

Frame: Tubular space frame

F Suspension: 45mm upside-down forks, fully adjustable damping and preload control 

R suspension: Monoshock, fully adjustable damping and preload control

Front brakes: Brembo monobloc calipers, 310mm twin discs

Rear brake: Two-piston caliper, 265mm disc

Electronics:

Riding Modes: Yes

Traction Control: Yes

ABS: Yes

Quickshifter/Autoblipper: Yes

Wheelie Control: No

Launch Control: No

Dimensions:

Wheelbase: 1580mm

Seat Height: 860-905mm

Wet Weight: 229Kg 

Fuel Capacity: 15.5 litres

Info:

Price: (from) £14,420 From: www.bmw-motorrad.co.uk