That its engine is among the best in the segment has always been without question; this latest ShiftCam version of BMW\u2019s 180-degree twin easily puts the big Boxer\u2019s best foot forward. BMW claims 136 hp for the R1250 and, while that may pale somewhat in comparison to its Ducati and KTM competition, the 1250\u2019s character outshines both. While the Ducati V-twin \u2014 I\u2019m talking the 1260 Testastretta here; we\u2019ll be testing the new V4 soon \u2014 is lumpy, and the big Katooms just a little too frenetic, BMW\u2019s flat twin is at once massively grunty at low revs and then, thanks to ShiftCam variable valve timing, still manages a serious kick in the pants above 6,000 or so rpm. Roll-on wheelies are a doddle even in third gear.<\/p>\n
It\u2019s also much smoother than Boxers of yore. What little vibration there is \u2014 the rocking motion caused by the flat twin\u2019s offset connecting rods \u2014 is really only apparent when on the gas. Speeding along at a steady buck-thirty, the big twin may not be as vibe-free as a Gold Wing, but only those with princess-and-the-pea sensitivity will have complaints about vibration.<\/p>\n
It also sounds remarkably sporty and, thanks to a new Eco mode, it\u2019s also fairly frugal. Indeed, were it not for the arrival of Harley\u2019s new Pan America 1250, the Beemer would get my vote for the best engine amongst heavyweight adventure tourers.<\/p>\n
Electronically Adjustable Suspension<\/strong><\/p>\n The rest of the bike is, as my Scottish ancestors would have said (imagine a thick Borders brogue here if you will), no\u2019 half bad. The suspension, despite the massive media machine pumping up the benefits of electronically adjustable dampers, is not quite as cosseting as a well set-up pairing of premium forks and rear shock. But the ride is decent nonetheless.<\/p>\n The main issue I have with these electronically adjustable systems is that, once the novelty of choosing between modes wears off, most of us stick to one setting \u2014 in my case I preferred the GS\u2019s firmest damping \u2014 the rest of the time. The concept of infinite \u2014 and immediate \u2014 suspension adjustment sounds alluring, but few take real advantage of it.<\/p>\n Much more useful, especially for a bike likely to see such a variety of chores, is the electronic rear preload assist. I futzed \u2014 or, more accurately, appreciated the big GS\u2019s computer futzing \u2014 with the load-levelling suspension every time I changed my loading circumstances. The automatic load-leveling part of the equation, I think, is fairly self-explanatory; ride-height sensors built into the rear suspension determine the load \u2014 rider alone, two-up, etc. \u2014 and automatically set the preload to maintain a constant ride height. It\u2019s your basic set-it-and-forget-it option that keeps your rake and trail \u2014 and therefore your handling \u2014 constant, under differing load conditions.<\/p>\n But I ended up playing with the \u201cMax\u201d option quite a bit as well. For instance, if I was heading into a twisty section and I wanted to sharpen up the steering, full preload was just the touch of a button away. Another unexpected use of electronic suspension adjustment was parking on uneven pavement. If the big GS felt at all tippy on its sidestand, I\u2019d just jack the preload up to Max and the Beemer would instantly heel over.<\/p>\n My one wish would be that BMW would make the ride height control system completely adjustable, so that preload settings could be chosen at the rider\u2019s discretion. Sort of like using a hydraulic preload adjuster, in other words, only with the electronics doing all the work. The hardware is already in place, so this would just require a software upgrade.<\/p>\n Hefty for Off-Road Travel<\/strong><\/p>\n Despite its vaunted reputation for world travel, I find the big GS one of the most daunting adventure bikes to plow through open fields. The fact remains that, for 90 per cent of adventure touring riders, long-travel suspension and special Enduro Pro riding modes don\u2019t matter nearly as much as a low weight, and the R1250 is carting too many pounds around.<\/p>\n Move up to Adventure trim \u2014 with its huge 30-litre gas tank, bridge girder-sized engine protection bars and loads of suspension travel \u2014 and the GS weighs in at 268 kg. That\u2019s a massive challenge to pick up (especially if the big gas tank is full) if you\u2019ve dumped it after a hard day of off-road adventuring. The handling \u2014 in Dynamic mode and, as I mentioned, with the electronic preload Max\u2019ed out \u2014 belies its heftiness; the big GS marries excellent stability with sharpish steering. And it must be said that the 40th anniversary\u2019s black and yellow paint scheme \u2014 a homage to the R100GS \u201cBumblebee\u201d of the late \u201980s \u2014 is quite attractive.<\/p>\n Well Thought-Out Accessories<\/strong><\/p>\n That might not sound like much, but considering that the Shad top case mount on my beloved Suzuki V-Strom has now shredded two sets of mounting bolts. This could be because Suzuki\u2019s rear rack is poorly engineered, Shad\u2019s mounting system cantilevers the bag too far rearward, or, most likely, both. A little of BMW\u2019s cohesive design would have been welcomed.<\/p>\n BMW\u2019s R1250GS is, despite owners who insist otherwise, not perfect. It\u2019s too heavy, sometimes too complicated and one of its prime and most costly features \u2014 the ESA suspension adjustment \u2014 is not nearly as versatile in real life as it claims to be in brochures. But it does most things very well and, being the grand-daddy of adventure tourers, BMW has made it as fool-proof as possible.<\/p>\n Experience is an oft-diminished attribute these days. But anyone looking for the best all-round BMW motorcycle would be wise not to discount the GS\u2019s forty years of \u201cwisdom.\u201d…<\/p>\n","protected":false},"excerpt":{"rendered":" A bike that continues to dominate the adventure-touring market pays homage to decades of credibility. I don\u2019t remember getting along with BMW\u2019s R1250GS this well on its press launch two years ago. Perhaps it\u2019s because, left to my own devices \u2014 rather than forced to take what BMW\u2019s press department gave me in 2019 \u2014 […]<\/p>\n","protected":false},"author":1,"featured_media":57808,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"ngg_post_thumbnail":0,"footnotes":""},"categories":[1850,1842,19,2062,1852],"tags":[],"yoast_head":"\n![\"\"](\"https:\/\/motorcyclemojo.com\/wp-content\/uploads\/2021\/08\/DSC00061-300x225.jpg\")
The downside of all these electronics \u2014 and gee-gaws like the swiveling headlight and the aforementioned ShiftCam system \u2014 is weight: for something that portends to off-road riding, the 1250 version of the GS is a bit portly. This version of the R1250 weighs in at a somewhat hefty 249 kg, and it feels like an abundant proportion of that is on the front end.<\/p>\n
\nIt\u2019s more than a little ironic, then, to be heartily recommending a motorcycle when you think its most lauded trait \u2014 again, that go-anywhere off-road ability \u2014 is actually its worst trait. Nonetheless, the 2021 R1250GS has so much going for it. Along with the comfortable seating (when modified), the windshield is the most turbulence-free stock screen in the adventure-touring segment. And the new swiveling headlight is a huge bonus at night \u2014though the high beam isn\u2019t so impressive for something boasting the latest in LED technology.<\/p>\n![\"\"](\"https:\/\/motorcyclemojo.com\/wp-content\/uploads\/2021\/08\/P90401111_highRes_details-of-the-new-b-300x200.jpg\")
All that said, the unheralded part of the BMW\u2019s charm is how \u201ctogether\u201d this motorcycle is in all regards; forty years atop the adventure touring segment gives you a lot of insight into what the customer wants. The most impressive aspect of all this experience is how drilled-down the addition of accessories is on the GS.
\nUnlike pretty much every other motorcycle I have ever tested or owned, all the accessories offered by BMW \u2014 and they are legion \u2014 feel like they were designed by BMW as the bike was being developed, rather than as add-ons by aftermarket suppliers. Thus navigation system cables disappear like stock wiring, saddlebags mount to frame without odd little adapter brackets and adding fog lights is not a mish-mash of universal wiring.<\/p>\n