2017 BMW R 1200 GS Adventure review

What can you say about BMW's R 1200 GS that hasn't already been said? Not much, when you think about it. It's the marque's top-selling model both globally and here in Australia, its prowess born of a heritage that goes all the way back to the 1980s.

For me, a big part of the GS appeal is that you don't have to be Paris-Dakar winner Gaston Rahier, who claimed the title for BMW in 1984 and 1985, to really enjoy its potential. It's just as happy eating lonely country miles on the blacktop or on Australia's endless network of dirt roads as it is tackling a dune or decent hill climb.

I've loved every minute spent about GS models over the last 20 years and I thoroughly enjoyed my latest outing, on which I charted a mere 400km loop from Melbourne. The route took me north to Lake Eppalock, east to Rushworth, and south to Melbourne via the Whroo Historic Reserve and Nagambie.

My mount for the trip was BMW's R 1200 GS Adventure. First launched in 2014, it sports a number of differences to the 'garden variety' model to enhance the Adventure's off-road appeal. Immediately obvious are the crash bars and cross-spoked wire wheels, while the Adventure also scores a larger 30lt tank (up from 20lt), extra suspension travel and a higher seat height. The extras also add up to significantly more weight, however – the Adventure weighs in at 260kg (wet) compared to the standard model's 244kg.

Our test bike also sports several BMW accessories, including the headlight protector ($195), the alloy bash plate ($468), and the tank bag ($498), while this particular machine is also optioned up with BMW's Touring Package ($1800 – Dynamic Electronic Suspension Adjustment, On Board Computer Pro, sat-nav preparation and electronic cruise control), the Dynamic Package ($1500 – LED headlight, Dynamic Traction Control, Riding Mode Pro, Daytime Riding Light, ABS Pro, Dynamic Brake Light), keyless ignition ($345) and Gear Shift Assist Pro ($600).

The standard R 1200 GS Adventure is priced at $24,890 plus on-roads, but with the above options and accessories our test bike comes in at a cool $33,707 ride away (but not include labour or fitting costs).

All aboard
Throwing a leg over the thing is a stretch, even for a lanky (188cm/6ft 2in) sort like myself, but bashing my knee a few times on the pillion grabrail soon enforced the proper technique. I had the adjustable seat set at its highest position (910mm) to provide the most legroom, and settling down on the well-sculpted perch and grabbing the broad handlebar instantly provokes dreams of distant horizons.

For larger riders, the GS Adventure (or GSA, as we'll refer to it from the point on for the sake of brevity) has as riding position that's near enough to perfect, but even those of average height or less shouldn't dismiss the model outright because a no-cost low-seat option (820/840mm) is also available, provided you've already taken the low suspension option ($250).

I set out from Melbourne with little planning. I just wanted to get a good few hundred kays under the wheels, and do some decent dirt as well bitumen. The bike was fitted with more road-oriented Michelin Anakee III tyres so High Country ascents were out. In any case, after taking part in the recent BMW Safari and having completed a couple of BMW's Off-Road Skills Schools in Wales, I already had a good idea of what this bike is capable of.

Power and suspension
On the highway the GSA barrels along with ease, its 1170cc Boxer flat-twin spinning at a relaxed 3750rpm at 100km/h in sixth gear. This engine has undergone such refinement over the decades it's now hard to see how it can be improved.

These days vibration is minimal – just a bit through the large, beartrap-style footpegs – and the spread of torque extends through the majority of its rev range.

Importantly, there's a heap of useable torque down low and through the midrange. There's little reason to rev the ring off it, but if you do there's still plenty of oomph up top – it just doesn't seem to run out of puff.

There's decent wind protection thanks to the large, hand-adjustable screen and the hand guards.

The latter proved their worth when a pigeon darted from a nearby bush on the dirt near Lake Eppalock. At 100km/h my hand would have taken a decent knock, but needless to say the bird came off second best.

The screen is still too low for me but it does at least provide virtually no buffeting. A taller and tinted accessory screen is also available.

Sadly, in GSA form with the larger 30lt tank, it's not possible to stretch out your legs and rest them on each pot. Care also has to be taken not to whack your shins on the rear of the crash bars when you put a leg down at the lights (although again, it's only something you do once or twice!).

Flash electronics
As the hills of the Great Divide disappeared in the mirrors and the farmland flattened out to the horizon, I had plenty of time to marvel at the technological mastery built into this bike. The ESA (part of the Touring Package) allows you to cycle through a range of preload and damping settings, allowing the rider to specify the load and a choice of soft/normal/hard.

The Riding Mode Pro (part of the Dynamic Package) allow the rider to choose between Rain, Road, Dynamic, Enduro and Enduro Pro, with each applying its own mix of suspension settings and safety intervention.

For example, Rain mode cuts engine output significantly and applies ABS and maximum traction control for safer going in the wet, while Enduro Pro maintains ABS at the front but dispenses with ABS and traction control at the rear, allowing a rider to lock the rear and drift it through an off-road bend.

As I pushed through the Whroo Historic Reserve, an area littered with old gold mines and also Australia's largest ironbark forest, the GSA was totally in its element. The long-travel suspension is just so nicely sorted on the dirt, where its soaks up the hits beautifully. Then again, it's thoroughly sorted on tarmac too – in fact, over Australia's less-than-ideal roads, it can slice up a winding route through the hills without giving an inch to the sportsbike set.

Endless features
Then there are all the little niceties that make life on the road that little bit easier – like the three-stage heated handlebar grips, the LED driving lights and DRLs (Daytime Running Lights), the electronic cruise control, a trip computer that tells you absolutely everything you need to know, and the keyless starting (just keep the fob in your pocket).

This bike was also decked out with BMW's Navigator V sat-nav ($1200), a slick operation that's both fast and offers a wealth of extra info if required. It's secured to its bracket with the ignition key for added security – neat – and when riding you can zoom in or out via the collar on the left-hand handlebar.

Heading home via a few sets of twisties, it's clear the GSA is a bike for all conditions. It's a blast through the bends, where its light clutch and powerful brakes come to the fore. Even the gearbox is a sweetie, being light and responsive – now 15 years ago I never thought I'd ever describe a Boxer gearbox like that!

It's definitely a weighty beast but it carries its weight fairly low and with crisp fuelling it's easy to manage at slow speeds. Because of that weight it prefers wider, more open off-road adventures than its smaller dual-purpose sibling, the parallel-twin-powered F 800 GS Adventure, but spend any amount of time aboard the GSA and its strong appeal soon shines through.

And did I mention the range? With its 30lt tank and an average economy (on this run) of 5.8L/100km, the GSA is good for a distance approaching 500km. Yes, it's an adventure bike with a range befitting its comfort and purpose, straight off the showroom floor!

Of course, all this expertise doesn't come cheap but it still seems like reasonable value for money given the performance and indeed the quality on offer.

BMW's R 1200 GS Adventure is top dog in the adventure bike world for good reason. It will take a mega adventure-bike shootout to determine whether it still deserves its reign, and that's something bikesales.com.au will be undertaking in the not-too-distant future.

SPECS: 2017 BMW R 1200 GS ADVENTURE
ENGINE
Type: Air/liquid-cooled, four-stroke DOHC, eight-valve Boxer flat-twin
Capacity: 1179cc
Bore x stroke: 101mm x 73mm
Compression ratio: 12.5:1
Engine management: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 125hp (92kW) at 7750rpm
Claimed maximum torque: 125Nm at 6500rpm

TRANSMISSION
Type: Six-speed
Final drive: Shaft
Clutch: Wet, hydraulic actuation

CHASSIS AND RUNNING GEAR
Frame: Two section, utilising engine as a stressed member
Front suspension: 37mm BMW Telelever fork, electronic preload and damping adjustment (ESA)
Rear suspension: BMW Paralever monoshock, electronic preload and damping adjustment (ESA)
Front brakes: Twin 305mm disc with radial-mount, four-piston calipers
Rear brake: Single 276mm disc with twin-piston caliper
Wheels: Cross spoke – front 3.0 x 19, rear 4.5 x 17
Tyres: Michelin Anakee III – Front 120/70 R19, rear 170/60 R17

DIMENSIONS AND CAPACITIES
Rake: 24.5 degrees
Trail: 92.7mm
Claimed kerb weight: 260kg
Seat height: 890/910mm
Wheelbase: 1510mm
Fuel capacity: 30 litres

OTHER STUFF
Price: $33,707 (including on-road costs, excluding labour and fitting costs)
Colour: Racing Red Matt (add $150) or Light White
Test bike supplied by: BMW Motorrad Australia, www.bmwmotorrad.com.au
Warranty: 24 months, unlimited kilometres