Buying a used BMW R 1200 GS

Big, fast, and capable of crossing whole continents with the greatest of ease, BMW’s big-bore GS series is a rolling legend. However, you need to dive into ownership with your eyes open. Here’s all you need to know before lashing out on a used examples of the BMW R 1200 GS, which was sold here in Australia from 2004 to 2018.

You could make a good case that the BMW R 1200 GS era of the German marque’s big-bore dualsport family represented a period when it not only sold in spectacular numbers, but also became a truly sophisticated product. The model was eminently worthy of its domination of the adventure tourer market – a market the GS helped to invent a couple of decades earlier.

Back in 2004, BMW replaced its capable R1150 GS with the new R 1200 GS series. While the 1150 had helped put the GS brand on the international marketing map via the Ewen McGregor and Charley Borman Long Way Round TV series, it was under constant and serious challenge from rival European and Japanese makers.

BMW’s response was to lift the engine capacity of its signature boxer twin and then throw lot of resources at developing it over the next 13 years. The result was effectively three different generations of motorcycle with a staggering technical transformation along the way.

By the 2018 close-out of the R 1200 GS, there were six main variants on offer in Australia, including a base model, a ‘tour’ version and a couple of Adventure models priced from $21,850 through to $27,250.

Gen 1: 2004 to 2010

BMW’s GS series arguably came of age with the very successful 1150, then the company ramped up the sophistication of the bike significantly with the 1200.

When compared to its predecessor, pretty much everything from the crankshaft out came in for review with the 1200. While much of the development could be categorised as refinement, there were also some major departures, such as the addition of a balance shaft.

The transmission continued to offer six speeds but was completely revised with the use of helical gears and a much-reduced weight.

As you might expect, the chassis included a reworked Telelever up front and Paralever out back, hanging off a new frame. Steering was designed to be quicker – or more sporty – when compared to the 1150.

Included in the package were lighter cast alloy wheels, with laced wire-spoke units available as an option.

A more subtle change was the adoption of CAN-bus wiring for the electrical system – a first for the GS series, which in turn would enable the adoption of more sophisticated electronics.

Some 30kg was shaved of the weight, while performance was bumped substantially (by 18 per cent) to a claimed 98hp (73kW).

Reviews of the day commented on an overall lift in presentation and finish.

A significant and now somewhat notorious departure was the adoption of the factory’s Integral ABS, which featured a car-style electronic power boost system. While very effective, its reliability was poor and the system was dropped part way through 2006 for the 2007 model year.

We saw the launch of the new-gen BMW R 1200 GS Adventure variant in 2006, adding an important image-making model to the range after an absence of a couple of years.

Longer-travel suspension, a bigger 33L fuel tank, wire wheels with chunky tyres and serious-looking crash bars combined to make it look like a behemoth ready to take on anything.

Find your own BMW R 1200 GS right here on bikesales.

Related: BMW R 1200 GS highlights

Gen 2 Twin Cam: 2010 to 2013

For those of us who have enjoyed our Boxers over the years, the announcement of a twin-cam was an earth-shattering piece of news. What next? Liquid-cooling?

The thought of a twin-cam powerplant with twin sparkplugs per pot lent the revised R 1200 GS a more edgy image – something where performance had been moved to the top of the agenda.

By now the engine had picked up an extra 500rpm and the power claim had lifted to 81kW (110hp).

However, the upgraded platform was about more than the engine. We also saw BMW’s excellent electronic suspension adjustment (ESA) become available, along with a sophisticated traction control system dubbed ASC or automatic stability control.

As a package, the R 1200 GS was coming together as a sophisticated and well-integrated motorcycle. That was thanks not just to the obvious upgrades, but also a host of subtle refinements.

Find your own BMW R 1200 GS right here on bikesales.

Related: BMW twin-cam Boxers Launch Report

Gen 3 Liquid-cooled: 2013 to 2018

The thought of BMW putting a water jacket around the venerable boxer layout is one of those things that was anathema to the traditionalists out there. It might have, arguably, killed off much of the appeal of the series.

No doubt aware of that, and perhaps more importantly with an eye to keeping weight down, BMW went for a subtle version of liquid-cooling that covered hot spots in the engine, such as the head, rather than the entire unit. It was an elegant solution.

Prior to this, the powerplant was said to have been 22 per cent oil-cooled and 78 per cent air-cooled. The numbers now ran 35 per cent liquid-cooled and 65 air-cooled.

And the output? We’re now talking 125hp (93kW)! Serious mumbo.

In all the excitement over the engine it’s actually easy to miss the real headline with this machine, which was it was effectively a new motorcycle. The frame was very different, while the shaft drive had been moved to the opposite side of the bike – now on the left. So yes, the frame was new, as well.

BMW had shifted the electronics game up a few gears. You now had fly-by-wire throttle, which made the fitment of cruise control a breeze. Plus you scored Dynamic ESA, a semi-active suspension, plus a suite of riding modes with the optional ‘Dynamic’ riding package –all the cutting-edge toys.

Given its performance potential, it was inevitable the bike would now ride on some serious rubber sizes: 120 section up front and a giant 170 on the rear.

BMW introduced some subtle updates to the third-gen GS in 2015, including a different crankshaft that carried a little more flywheel effect.

Keyless ignition was now a feature and you could order an optional quick-shifter.

Find your own BMW R 1200 GS right here on bikesales.

It’s worth keeping in mind that the R 1200 GS series effectively covers three major generations, plus two key variants in the GS and Adventure.

Without exception, they are user-friendly all-road tourers that are very capable. From there, the big differences are in sophistication.

For example, hop on an early (2004) R 1200 GS, and then a late (2015) model, and you’ll be staggered by the difference. They’re both quick on a back road, but the later bike will feel lighter and far more responsive, with something like 25 per cent more power.

Just as a little aside, an early (2006) R 1200 GS Adventure will feel absolutely huge and tall riders will probably love it because of that.

There are however some characteristics they have in common. So long as you can cope with the scale of the bike (which will be an issue for some riders) you will be impressed by their inherent versatility. A run down to the local shops? Fine. A run to the red centre of Australia? Yep.

They will take pretty much anything you throw at them and come back for more. Once you get your head around how they work, they’re a relaxing and deceptively quick thing to scoot around on, while the maintenance demands are generally fairly reasonable.

We consulted Chris Roberts at BM Motorcycles in Melbourne’s east. The crew is a non-factory BMW-only workshop that has built up a solid reputation over nearly 25 years. His views on the series – several examples of which he’s owned – are extensive and revealing:

“I would avoid 2004 to 2007, purely because of the Integral ABS, or power-assisted brakes. The bikes are otherwise fine – they’re early days but fine.

“People do convert them, but it’s involved and there’s the risk you end up with warning lights for the rest of your life or no speedo. The ABS powers the speedo. There’s a mob in Europe that does a blanking bracket that hoses and sensors go into, so you get a speedo.

“You can be riding along and the integrated system will go for no apparent reason. The residual braking won’t hold the bike on a decent slope.

“I get why they did it – the system is awesome when it’s working. It’s actually faster, but it just wasn’t reliable, it was too complicated. A brand-new unit for one of those is $3700 to $4000 plus fitting. Most times the entire bike is worth that.

“In Australia, the ninth month of 2006 was the first shipment of the new non-power-assist system.

“There are quite a few recalls on the 1200 series – one was for the fuel tank flange. They are pretty much replacing them across the board now. This is for 2004 to 2012. The pump mounts on a flange as a unit – in a similar style to a car. They can split.

“Anyone who has one should get the last seven digits of their VIN and ring the dealer to see if their bike is on the recall. When you do get it changed, it comes as a new assembly including the pump, and BMW has been paying for that – which is a win for the owner.

“There is a weak spot in the flange on the final drive – the rear wheel and brake rotor bolt to it. Originally it was made of aluminium and it’s had three different part numbers along the way. They all used to crack around the bolt holes. Then they brought out a steel unit, which became a recall.

“Shaft splines became an issue with the liquid-cooled series. They went back to a slip joint like the K100 had – not the same, but a similar idea. If it gets dry it will seize and the driveshaft will start punching the back of the gearbox. Every bike we do we check, and any unit that is stuck we send back to BMW and they fix it.

“The pick of the lot is the twin-cam 2010-on. That was a high point in the R&D. It had an updated motor, modifications to the gearbox, and was just generally a nice bike. It was getting progressively better in each generation. They are very good value in the market.

“I had a first-model liquid-cooled 1200 and I thoroughly enjoyed it. Then I went to the 2015, which had the heavier crankshaft a lot of changes to the gearbox. I never saw any problems with the previous model, the 2015 was just more refined.

“The R 1200 GS is very good. We don’t see engine failure unless they’ve been run out of oil and the electrics are good.”

Early R 1200 GS (2004 to 2006) models with the Integral ABS are going to struggle to get strong money, given the cloud hanging over the reliability of the short-lived braking system.

Our workshop expert and repeat-offender owner, Chris Roberts, reckons you should buy the latest bike in the best condition you can afford. It sounds as though spending money for the right machine up front could well prove to be a long-term saving.

In any case, the twin-cam and later series are highly recommended.

If it’s an early bike with Integral ABS, check when it was replaced. If the system is no longer on board, it could be okay but your check will need to be far more thorough and we suggest you get a mechanic involved.

If it’s pre-2013, suss out the recall history. BMW is still honouring issues on some items and it’s good to know where you stand.

It seems the entire R 1200 GS series will tolerate huge loads and lots of use (even abuse) so long as someone is changing fluids and doing a reasonable amount of maintenance – so look for some kind of service history.

For

Against

ENGINE
Type: Air/oil-cooled, eight-valve, DOHC, boxer flat-twin
Capacity: 1170cc
Bore x stroke: 101mm x 73mm
Compression ratio: 11.0:1
Fuel system: Electronic fuel injection

TRANSMISSION
Type: Six-speed
Final drive: Shaft
Clutch: Single plate, dry

CHASSIS AND RUNNING GEAR
Frame type: Tubular space frame, with engine as a stressed member
Front suspension: 41mm Telelever, adjustable for preload, 190mm wheel travel
Rear suspension: Paralever, adjustable for preload and rebound, 200mm wheel travel
Front brakes: Twin 305mm discs with four-piston calipers, ABS equipped
Rear brakes: Single 265mm disc with twin-piston caliper, ABS equipped
Wheels: Spoked; front 2.5in x 19in, rear 4.0in x 17in
Tyres: Front 110/80ZR19, rear 150/70ZR17

DIMENSIONS AND CAPACITIES
Claimed wet weight: 225kg
Seat height: 895 to 915mm
Wheelbase: 1507mm
Fuel capacity: 20L

PERFORMANCE
Claimed maximum power: 100hp (74kW) at 7000rpm
Claimed maximum torque: 115Nm at 7000rpm

OTHER STUFF
Price: $21,000 plus ORC
Colours: Ocean Blue Metallic, Rock Red Metallic, Desert Yellow Metallic, Night Black, or Granite Grey
Warranty: 12 months, unlimited kilometres