The R1200 GS has been a huge success for BMW, and the time was right to introduce the Adventure version in 2006. People seem desperate for a little adventure of their own after seeing ‘the Long way Around’ TV series that featured actors Ewan McGregor and Charley Boorman on BMW R 1150 GS Adventure bikes travelling the world. BMW sold something like 1,400 R1200 GS in the UK in 2005, following the media circus surrounding the GS in its various forms. So the UK was then chosen by BMW-Motorrad as the place to launch the new Adventure, featuring the 1200 Boxer engine. On the new 1200, everything got bigger and better, but at the same time lighter, compared to the 1150. When it comes to global endurance riding, the GS Adventure stands virtually unchallenged, and it remains the first choice for globetrotters on two wheels.
With a 33 litre fuel tank as the single most outstanding feature over any other bike, the Adventure has calculated a 465 mile (750km) cruising range! This capacity is three litres more than the old R1150 GS Adventure. The handling difference between a full fuel tank and an empty one is a bit like Dr. Jekyll and Mr. Hyde, as you have to get used to two different bikes basically. The Adventure’s massive range is sort of like BMW’s own challenge to owners – go ahead, try to find somewhere remote enough that you’ll run out of fuel before you come across a gas station!
Compared to the standard GS, the Adventure is a big beast of a motorcycle, mainly due to the size of the fuel tank, and the taller seat height. It certainly does not present itself as the ideal enduro bike, and it isn’t. Due to better ground clearance and knobby tires, it can handle much more varied terrain than the standard GS. But only the very brave or very stupid would try to follow a dedicated enduro bike on any kind of dirt path. Some capability is there, designed for emergency use in Mongolia or the forgotten regions of the former Soviet Union. It would work in the Middle East too – certainly better than a camel, although you’ll have to rely on your own balance rather than your mount’s!
A large windscreen is standard for all those freeway miles that are inevitable if you want to go anywhere from anywhere. When wearing an offroad helmet, the air seems to catch in exactly the wrong place, causing significant buffeting. If I had been a bit shorter, let’s say like Ewan McGregor, I would have been fine, well tucked in behind the screen. I missed my full face helmet a lot, and raising the adjustable windscreen to its highest position didn’t help much. If you do go offroad remember to put the windscreen down to its lowest position, as it is downright scary not being able to see the ground ahead of the front wheel through the screen.
The wheel travel is the maximum available from the Tele/Paralever system, but it is not as capable as the superb suspension on the HP2 Enduro. The tank, engine and valve protectors make sure you can deal with a couple of spills on rocky ground before you need to call AAA. With the seat adjusted to its highest position, mainly for offroad duties, but also for a panoramic view over the surrounding traffic on the road, I found myself sitting 36 inches (915mm) above the ground. That is almost as high as the 36.25 inches (920mm) on the HP2 Enduro. You can also adjust back down to 35.25 inches (895mm), by means of a simple tool-less operation under the seat. Stand up riding is really comfortable, and both the handlebar and foot brake lever are adjustable.
The hand guards protect your hands from rocks and the levers during a wipe out. As it happens, I managed to crash the Adventure, and apart from a broken Paralever, the bike would have been perfectly rideable after the crash. All levers and pedals were still intact even after the heavy impact with a stone wall. This is evidence of the rugged and solid construction, and in most scenarios, the GS would be categorized as unbreakable.
The Adventure is not as manageable as the HP2 due to the sheer weight and size of the thing. The HP2 Enduro is a completely different kettle of fish, however – a much more exciting ride, with unlimited amounts of torque available at all times in a lightweight chassis. On the move, though, you only get a 70-80 mile range on the HP2 – whilst the Adventure keeps on going almost an additional 400 miles. So no competition really, but interesting, and I would recommend that anyone considering the Adventure have a go on the HP2 as well, to see how BMW also makes proper offroad bikes with the big Boxer engine.
Offroad, the R1200 GS Adventure is not so confidence inspiring, as you keep thinking about all that weight that can come down – crushing your legs, despite wearing offroad boots. Slow speed manoeuvres off the beaten track are awkward, and the Adventure works best on wider dirt fire roads, where you can keep speed and momentum going. It performs just as well on a well maintained gravel road. If you get bogged down in the mud on a tight trail, you might never get out on your own. So keep it real.
The ABS brakes work well on the tarmac, but you just can’t get the same confidence on the road with knobbies. With the knobbies, everything feels a bit looser, and the rear wheel spins up too often when the massive torque grabs hold of the knobby rear tire. This can be controlled, and will allow you to make every tight bend entertaining, but at the expense of excessive rear tire wear.
The test bike was fitted with fog lights, and they do their job of providing extra light when the night is dark and the fog thick. The mirrors stay clear most of the time, despite the big thumping twin.
The R 1200 GS Adventure is not a motorcycle that suits everyone. For some it will just be physically oversized and awkward to live with. But considering its size and weight when fully fuelled up, it handles really well. If you want a 450 mile range for mammoth touring duties, there is nothing else on the market that can compete. For me, the biggest sales points would be the titanic fuel capacity and the rugged, macho looks.
