BMW R12000GS Adventure, the elephant that rides like a bicycle [ROAD TEST]

We needed a motorbike for a route that would take us around Sardinia, with over 1.500 km of routes on the beautiful roads of the island. What could have been a better solution, if not one of the queens of the market, the R1200GS, in the Adventure version and with the classic pair of rigid bags? Before handing it over to whoever would take it for a walk around Sardinia, we took possession of it for a few days, with the excuse of a road test, given that last year it was the subject of some updates, including the transition to Euro 4.

In an instant we had covered 500 kilometres, proof of the fact that it is a fantastic motorbike, extraordinarily balanced and easy to handle, despite its "exaggerated" size and width. With the 30 liter tank and the rigid side cases mounted (36 liters on the right side and about 44 on the left), the Adventure inspires a certain fear, it feels like getting on a 2-wheeled SUV, but as soon as the clutch is released the sensation of riding one of the motorbikes more pleasant and easier is evident, even to the less experienced pilot.

The weight in running order, including liquids and therefore also 90% of the 30 liter tank (4 of which are reserve), is 263 kilograms, while the R1200GS Adventure is 980 mm wide, compared to the 952 of a "standard" GS, or the 880 of an R1200R, to give two "at home" examples. Compared to the Roadster it is therefore 10 centimeters wider, a lot, but less than the first impression might lead you to believe. Just take the measurements and in an instant you find yourself with the bike folded between cars stopped in city traffic, passing them like they were skittles, without the slightest effort. The credit goes to a work of mass centralization, in which the low heads of the boxer certainly benefit, but also to an excellent suspension sector, which has grown over time thanks to the improvements and magic of theLatest generation ESA.

The fact remains that, every time we try it, the enthusiasm grows more and more, we have now reached 7 times in three years between the various R1200GS and GS Adventure in their last two generations and versions, with several thousand kilometers traveled in all possible contexts, including the rather extreme off-road of the GS Academy. The "fans" against, those who accuse the testers of being biased (all of them, given that more or less always speak well of this bike), should use it for a few days, both in an urban context and for a nice trip, perhaps with passages on dirt roads, just to make the experience as complete as possible. We are sure that, at the very least, they would tone down their unfavorable opinions, because in over 35 years of experience in a segment that it effectively created, the "giesse" has increasingly proven itself to be an excellent product.

Of course, the competition has tried several times to undermine it from the top, with proposals that bring some advantages to the table on a single aspect, you want higher power, you want a greater propensity for off road or a lower price, but overall, all things considered, she remains the queen, that's undeniable. Whether you want to use it "going for a walk", or exploiting its power without limiting yourself. In this second case It's surprising to see the ease and little effort it takes to get close to the limit of this bike. There are competitors who are much slimmer and lighter on the scales with whom, when the pace is forced, considerable physical effort is required. The GS is king above all in this, whatever you do with it, you will hardly get off the saddle feeling tired.

The more you ride it, the more you understand why it is so sold and appreciated by motorcyclists. Moreover, after recently trying the standard one, the Adventure seems even more balanced and the "bicycle effect" is more pronounced, with a motorbike that, once in motion, seems like a twig to be thrown left and right without the slightest effort.

The latest news mainly concerns the transition to Euro 4 standards and the electronics sector. The 125 horsepower are always pretty rabid, especially when using the boxer twin in the upper portion of the rev counter, even with the interventions necessary to contain emissions. With the controls off (the BMW system is almost unbeatable for the practicality and speed of switching on and excluding the traction control), the wide-travel rear suspension allows the rear to "sit down", just enough to feel the front which rises in a sweet and progressive way, making this beast weighing over 250 kg a single-wheel animal, in all ways, with the throttle wide open and reeling off the gears without interruption thanks to the Quick Shift (optional from 400 euros), or by partializing it and keeping the front wheel closer to the ground. Of course, always on roads closed to traffic, but let's remember that the wheelie, as well as being a geek gesture, is a useful maneuver in enduro to overtake an obstacle, for example. The other innovations, in addition to small aesthetic tweaks, concern the optimized and improved electronics, both in engine management and for the active part of the chassis. From the Dynamic ESA atABS-Pro, capable of managing the distribution of braking between the two wheels based on the reading of data from the inertial platform, with maximum precision even with the bike folded.

For other details, including report cards, we refer you to our complete test from 3 years ago (here is the article), closing on the economic aspects. If you get carried away, consumption remains in the 15 km/l area, you move around 17-18 with a calmer ride, therefore approaching the figure declared according to the WMTC (World Motorcycle Test Cycle), which predicts 100 liters of fuel burned per 4,96 km. I am three colors where the 1200 Adventure is available, blackstorm (met./dark slate met./achat grey), Light White and matte Racing Red of this example, which is the only one that includes a price increase (+100 euros), compared to the list price of 18.100 euros, In addition to Triple Black version from 350 euros more. Options can be purchased in packages, such as Touring or Dynamic or Comfort, saving a good percentage on the cost of individual accessories. One of the fundamental ones is the Dynamic ESA semi-active suspension system, which is part of the Touring Package (1.860 euros and includes), or costs 800 if purchased separately. For a “full optional” motorbike, side bags included, it costs over 22 thousand euros, many, but justified by a truly top-notch bike.

Test clothing:
Jacket: Dainese Carve Master Gore-Tex
Trousers: Dainese New Galvestone Gore-Tex
Gloves: Dainese Ergotour Gore-tex X-trafit
Boots: Dainese TRQ-Tour Gore-tex
Helmet: Caberg Duke II Legend Red/White