The first production BMW GS, the R 80 G/S, rolled out of Berlin in 1980 and despite multiple victories at the Dakar in 1981, 1983, 1984 and 1985 (using a highly modified, monster-version of the road-going enduro) it was a slow burner in sales terms, especially here on the British Isles.
In fact, it wasn’t until 1994 when the G/S morphed into the R 1100 GS that it became anything more than a niche ride and, even then, it wasn't took the arrival of the R 1200 GSA around 20 years ago before sales finally rocketed.
And proving that what comes around goes around, the ‘new’ R 12 G/S pays homage to those early R 80 machines and the spirit of the pioneering road-legal enduros, machines which turned into the adventure bikes which are so popular today.
Suitably, it adopts the older air-cooled 1200 boxer engine, the one you’ll also find in other heritage BMWs such as the R 12 NineT and R12. Technologically they may be almost 50 years apart, but the visual and architectural similarities between the modern Euro 5+ air-cooled machine and the original R 80 G/S are startling. BMW designers have nailed it.
But this bike is far more than just a design exercise. This is an everyday and thoroughly usable boxer with multiple riding modes and rider aids. It also has plenty of optional creature comforts we could only have dreamt about in the 1980s, including BMW's Shift Assist, heated grips, hill start control and cruise control.
Our test also proved it is capable off road too. It features fully adjustable enduro suspension, with 240mm of ground clearance, and there’s also an optional Enduro package which adds another 20mm and swaps the standard 17” rear wheel for an 18” item.
Overall appeal likely depends on your age and biking history, but I don’t think you have to be a 1980s Paris-Dakar Rally geek to love the looks of this G/S, and you certainly don’t have to be a hipster to appreciate the cool style and vibe from the air-cooled 1200 G/S boxer engine.
The 1170cc flat-twin is shared with the R 12NineT and R12 and churns out 109bhp at 7000 rpm and 115Nm of torque at 6500 rpm. Its three riding modes are Rain, Road and Enduro, with an optional Enduro Pro as part of the Enduro Pro Package. MSR (engine drag control) and Dynamic Traction Control (DTC) both come as standard, along with ABS Pro (all are lean sensitive).
Its chassis is BMW’s familiar tubular backbone design, albeit with a bolt-on subframe, and the suspension is fully adjustable at both ends, featuring conventional 45mm forks and BMW’s Paralever rear. Then it starts to come down to which spec you have opted for. The front wheel is 21” regardless but, as we mentioned already, the Enduro Package Pro changes the rest of the ergonomic package.
The LED headlight with the familiar X design hints towards its big brother, the new R 1300 GS. A single-dial retro dash and keyless ride are standard but beyond that it’s down to budget and taste. Would you like the more informative TFT display stolen from the Rnine T?
Which seat would you require: standard at 860mm high (or 875mm with 18” rear wheel) or the rally bench seat, which adds another 20mm? The bars can be raised 20mm for those who like to stand off-road, knobbly Metzeler Karoo 4 tyres can be selected along with the Shift Assist Pro quick-shifter, heated grips, hill start and cruise control, not to mention enough crash protection for those who want serious off-road fun.
The base bike is priced at £14,420 but our test bike, with the Enduro Package Pro, Comfort Package, Headlight Pro and Connected Ride Control is £16,975, which feels a bit steep.
The air-cooled G/S tops the scales at 229kg with fuel, only 8kg less than the BMW's own R 1300 GS, but like other boxer models, that weight is carried low in the chassis and there is a sweet, natural balance to the bike. Yes, it’s tall but, in reality, not as big as the specs suggest.
Once onboard, I’m greeted by the familiar BMW setup: navigation wheel on the left bar, and mode button on the right side. However, the dash is a little unusual, with a single round analogue speedo with digital information below, or the optional and rather small digital setup from the Rnine T.
Both are minimalist and neat but the TFT display doesn’t have a fuel gauge, just a fuel light, which I found to be a pain. If you intend to explore the wilderness, then reset the trip and remember when you last fuelled up, just like the old days. And yes, you still need a key for the steering lock below the dashboard, despite the ignition being keyless.
And that’s it with the bad stuff really. The air-cooled boxer motor may not be as refined as the latest liquid-cooled1300cc unit – you can trace its roots way back – but I like the fact it’s a little rough around the edges. It gives a charismatic rock when you fire it up, and it looks great too.
Fuelling and throttle response have been improved over the years to the point where it's ridiculously user-friendly and delivers rich torque from virtually no rpm. Max torque is at just 6500rpm and, to be honest, you don’t really need to rev it any more for a rapid ride. Less than 110bhp from a 1200 might not sound impressive, but you can use all the horsepower, which is always a great feeling.
Thankfully, BMW allowed us to test the G/S off-road at their purpose-built off-road park near Nuremberg. We covered everything from gentle green lanes to more challenging off-road, complete with deep water, sand, and even a few big jumps thrown in for good measure. The G/S never once faltered and was surprisingly easy and fun.
Despite its large size on the spec sheet, there is an intrinsic, confidence boosting low-speed balance to the G/S in the real world. In tight sections, just tickling the throttle and balancing the clutch is very easy. For true off-road afficionados who want to do something radical, then yes, first gear is a little long, and the bike is heavy. But for a road bike that also goes off-road, it is more than capable.
The excellent qualities discovered on dirt and sand translate to the road. Around town it’s incredibly easy to ride slowly, while a commandingly tall riding position gives the bike (and rider) real presence. I can see many owners using the G/S as a fashionable city commuter. All that mid-range boxer torque also makes it a blast in the twisties. It’s not in the same league as the seriously real-world-quick new R 1300 GS, but there’s enough power and torque to carve up any mountain road I can think of.
The combination of the Shift Assist Pro and the old-school BMW gearbox is okay but not particularly slick. But if you are after a race-like shifter and bags of power, then you’re looking at the wrong bike. I love the ease of use and torque of the air-cooled boxer – it fits the style of the G/S perfectly and even sounds half decent.
Handling is down to which specification you have opted for. For example, the off-road biased Karoo 4 rubber works ok on the road, but I know from experience it can overheat if pushed hard. That said, the fully adjustable suspension transmits what’s happening, while those excellent rider aids working in the background should you get a little too carried away. So there's plenty of fun to be had. Metzeler Karoo Street tyres can also be specified, for riders planning to ride mainly on the asphalt.
You certainly know you have a 21” front wheel up the sharp end. The steering is not pinpoint sharp, but the G/S does handle. There's stability, agility and a natural rhythm to the way it processes a road. Suspension is fully adjustable meaning that if you fit more road-focused rubber you can tweak the suspension to match. I rode relatively hard, carried corner speed, used the torque on the exit, and had great fun. The long-travel suspension is controlled and gives great feedback. The stoppers are worth a mention too, as they are strong on the road, with excellent ABS.
Ultimately it’s hard not to fall in love with the R 12 G/S. I love the styling, the retro looks are spot on and, as with every BMW, there's a very high level of finish and feel. It’s not just a styling exercise, either. It’s easy to ride both on and off-road due to that torquey air-cooled motor and natural balance.
There’s enough power for the real world and excellent rider aids can be easily tailored to how and where you ride. Tick the appropriate boxes and you can have a G/S that is more than capable off-road, or a G/S ready for the road or commuting in the city, all while looking stylish.
There isn’t a fuel gauge on the TFT dash, you still need a key for the steering lock, and under 110hp might not be enough power for some, especially when you’re shelling out around £17k for the top spec model. If you want a cheaper retro scrambler style bike, there is competition from Triumph and Ducati. Ducati’s retro tinged DesertX is arguably the closest competition. It is cheaper and has a little more power.
But I don’t think we should measure the G/S on power figures or price, but how it makes you feel. I couldn’t stop smiling all day, I loved riding it and, yes, I want one in my perfect garage. I think it’s the type of bike that will make you smile every time you open the garage door.
2025 BMW R 12 G/S specification
Price: From: £14,420
Engine: 1170cc flat-twin, four valves per cylinder, air cooled
Power: 109bhp (80kW) @ 7000rpm
Torque: 115Nm @ 6500rpm
Transmission: Six-speed manual, shaft drive
Frame: Tubular steel
Suspension: (F) Fully-adjustable 45mm upside down forks (R) Fully-adjustable single shock absorber.
Wheels: Aluminium cross spoke, (F) 21” x 2.15”/ (R) 17” x 4” (18” x 4” optional)
Tyres standard: Metzeler Karoo Street (F) 90/90 x 21 (R) 150/70 x 17
Tyres (optional, as tested) Metzeler Karoo 4 (F) 90/90 x 21 (R) 150/70 x 18
Brakes: (F) 310mm disc, two-piston radial caliper, (R) 265mm disc, two-piston caliper. Cornering ABS
Weight: 229kg (wet)
Wheelbase: 1,580mm
Seat height: 860/875mm
Fuel tank: 15.5 litres
Fuel consumption: 55mpg
Service intervals: 6,000 miles
Warranty: 36 months unlimited mileage
Contact: https://www.bmw-motorrad.com/en/home.html
Words: Adam Child
Pictures: BMW Motorrad
