BMW R1250GS (2019 - on) Review

Overall rating

With identical styling to its BMW R1200GS predecessor and its chassis left untouched, not a lot seems to have changed with the R1250GS at first glance. But delve a little deeper and you’d find a higher level of standard equipment and more advanced optional electronic rider aids. But the big news is BMW’s venerable Boxer engine gets a capacity increase and 'Shift Cam' variable valve timing for the first time, drenching it with more power from top to toe.

If you own an R1200GS it’s probably not worth an immediate trade-up but ride it back-to-back with the 1250 and you’ll notice the newer machine’s extra lowdown grunt and added urgency up top. If we’re honest it still isn’t the most exciting adventure bike out there and its looks aren’t to everyone’s taste, but you can’t deny just how talented it is - a comfortable tourer, off-roader and scratcher, all rolled into one Tonka Toy-like package.

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It isn’t the cheapest adventure bike out there, either especially if you want all the goodies. Understanding exactly what you get in standard trim and what all the options and packages are has become truly bamboozling, but a full-spec GS will always hold its value better than a bog-stocker. It’s proven to be reliable, despite its complex engine tech and it’s won every MCN group test and award since it was released. It’s never hard to see why.

Updates to the 2021 BMW R1250GS

For 2021 the R1250GS gets minor tweaks to the engine for Euro5. There's lean sensitive ABS as standard, a knock sensor and an adaptive swivel headlight as an option. The German firm also celebrate four decades since the original 1980 G/S with a '40 Years GS' edition model, based on the fully loaded R1250GS TE, with an R100GS-inspired black and yellow 'bumble bee' paintjob.

• Related: 2021 BMW R1250GS headlights explored
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Ride quality & brakes

With no changes to the chassis, it’s little surprise the R1250GS rides and handles just like the R1200GS and isn’t flustered by its extra power, but that’s fine by us. It may be a quirky, clumsy looking beast, but it isn’t.

It’s actually a spacious tourer, performance bike or mud muncher, depending on your mood. It exudes poise, grip, has superb wind protection and despite the change from Brembo to BMW-branded Hayes calipers, it’s never left short of solid braking power. 

Off-road the R1250GS doesn’t have the outright speed or playfulness of big-bore rivals like the KTM’s 1290 Super Adventure S, or the character of the Honda CRF1100L Africa Twin, but the motor’s extra grunt and delicious throttle response give you more control over a GS than ever. Its standing-up riding position is natural and the optional 'Enduro Pro' electronics offer off-road tailored traction control, ABS and suspension settings.

In May 2020 tester Mike Armitage pitched the BMW R1250GS Exclusive TE against the Honda Africa Twin Adventure Sports ES and Yamaha Ténéré 700 around the MCN250 to find out which adventure bike is best.

He said: "If 'best' means greatest weather protection, fastest, fiercest brakes, lightest steering and most tech, the BMW wins. More GSs are sold in Europe than any other bike and it’s easy to see why. It’s a lot of money, but it’s an extraordinary bike."

The Honda was a worthy challenger, but the Yamaha really impressed. "I’d buy the Yamaha" he continues. "It’s not as fast or luxurious but it has a refreshing honesty. Chassis, motor and riding position are great on trails, but it’s a refined capable, frugal and engaging road bike that’s great value. Want a bike for big miles and pillions? Buy the GS. Want a proper adventure bike? Buy the Yamaha."

MCN has also tested the optional (standard on the TE model) adaptive headlight available on the 2021 R1250GS, as tester Jon Urry explains: "It works on the dip beam, angling it into a corner and also keeping it level when the bike leans. Although the range of the dip beam seems a bit short the adaptive system is a genuine help and does illuminate areas that otherwise would be unlit and raises the beam under braking. It’s also quite fun to pick the bike up quickly and watch the beam re-level itself. The main beam is amazing, lighting up the whole road ahead and half of the next county."   

Engine

Forget the clever engine tech for a moment, because from the comfort of its skyscraper-tall cockpit, all you need to know is that the ride-by-wire controlled 'Shift Cam' simply gives you a GS with more low-down grunt than ever, with the softest throttle pick-up this side of a factory race bike. As a result, the BMW R1250GS has so much grunt that sixth gear is all you need around town, on the open road or even powering out of slow, uphill hairpins.

Yoga teachers struggle to be as flexible as this engine and it’s impossible to feel the Shift Cam doing its thing. There’s no step, jolt or hesitation, just a flood of perfectly delivered power and a nice, throaty exhaust note. 

But pile on the revs and the BMW becomes less pipe-and-slippers and more crowbar-and-Dr. Martens – fast by any standards with enough poke to clutch-up easy third gear wheelies with the electronics turned off. It may still not have the power of its big orange rivals, but the BMW has more than you’ll ever need on the road.

For 2021 the engine is tweaked to satisfy Euro5 and gets a new knock sensor to look out for misfires and let the engine run on lower quality fuel when needed. It also has an additional 'Eco' riding mode, aimed at improving fuel economy, which tester Jon Urry tried when he rode the 40^th anniversary model around the MCN250 in December 2020.

He said: "It gives a softer throttle response and slight limitation on the engine’s torque. On straight roads at constant speed the muted power delivery isn’t too much of a nuisance, but I did find the green bar, which indicates how eco you are being and is displayed on the TFT dash, distracting as it flutters back and forth.

"I don’t really see the point in it, if you want to be more economical just ride slower, you don’t need an indicator to know that! I guess it is a neat function that might save a few quid in fuel, but I can’t see owners selecting it on anything other than motorway-style roads as it saps a bit of the boxer’s spirit on fun B or A-roads."

Shift Cam: How it works

To give the 1254cc Boxer twin its seemingly magic powers, each of the boxer twin’s inlet cams have low and high-lift cam lobes sat next to each other.

The camshafts continuously slide from side to side across the top of the engine (in five milliseconds), via an electronically controlled shift gate, depending on revs and throttle opening. Below 5000rpm (around 80mph in top) the engine is in a mild state of tune, with lots of lowdown grunt, but when the rider asks for a lot more power its high-lift cams come into play for maximum acceleration. Above 5000rpm the motor stays in full fat mode.

Capacity is increased from the R1200GS’s 1170cc thanks to a bigger bore and longer stroke (from 101mm x 73mm, to 102mm x 78mm) and the inlet valves are staggered as they open, to create swirl in the combustion chamber for a better burn. Power is up from the 1200’s 123bhp to 136bhp and there’s 14ftlb more torque, delivered 250pm lower in the revs.

Reliability & build quality

Despite initial reservations about the complexity of its Shift Cam motor there have been no issues with reliability and the same goes for overall durability. The R1250GS is proving to hold up well, even with big miles under its belt, although according to our Owners’ Reviews section, there are some reports of leaking front brake calipers and isolated cases of engine and electronics issues. But the GS comes with a three-year warranty and BMW dealer service scores highly, even if prices aren’t the cheapest.

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We’re at the launch of the new BMW R1250GS. Shift Cam technology promises to give lots of low down torque and top end power, but does it work? We’re about to find out.

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Value vs rivals

The base R1250GS doesn’t cost the earth, but the reality is most buyers will tick boxes and add optional performance, electronics and equipment packs. They add thousands to the price but considerably enhance the owning experience and make your machine more desirable when it’s time to sell.

• Related: BMW R1250GS vs Ducati Multistrada V4 S head-to-head

BMW servicing isn’t the cheapest out there and it isn’t especially good on fuel. During MCN’s various UK tests we’ve managed a 47mpg average and a theoretical 207-mile range from its 20-litre tank.

The GS is widely considered to be the adventure bike benchmark, but it isn't without rivals. The Triumph Tiger 1200, Ducati Multistrada 1260, Honda Africa Twin and KTM 1290 Super Adventure are all viable options.

Equipment

A colour TFT dash with Bluetooth connectivity, LED headlights (both add 5kg to all-up weight) and a basic Hill Start Control system are now included on the base R1250GS. The 'Riding Modes Pro' package includes 'Dynamic Brake Control', which automatically shuts the throttle butterflies when you brake hard and stops you from accidentally braking against the throttle in an emergency.

Hill Start Control Pro knows when you’ve pulled up on a slope (via the Inertial Measurement Unit) and applies the rear brake for you until you pull away again.

For 2021 the GS is fitted with a six-axis IMU to allow lean-sensitive ABS in standard trim (and an advanced hill start option), as well as an optional adaptive swivel LED headlight. A '40 Years GS' model, based on the top spec TE model, is also available featuring a black and yellow paint job, yellow hand guards, screen and bench seat, gold wheels and bars.

BMW R1250GS Edition 40

BMW marked the GS’s 40th birthday through a special ‘Edition 40’ paint scheme harking back to the R100GS - which was actually released in 1988 and the new bike itself is a 2021 model – so the chronology isn’t quite right.

That aside, the Edition 40 certainly does stand out from the crowd. We took one for a spin around the UK’s toughest test route, the MCN 250, to see what the new edition is made of.

The machine tested copies the ‘bumblebee’ look of the R100GS and as well as the black paint with yellow decals comes with yellow brush guards, Shadow cylinder head covers, gold wheels, gold bars, a yellow screen and a yellow bench seat – the last two of which have been swapped on this bike.

Underneath the new look (which will set you back a cool £1990) is a standard R1250GS TE (£16,940 RRP), so that means a range-topping amount of extras including Dynamic ESA and Headlight Pro which is BMW’s adaptive headlight system. So basically it is a fully-loaded GS TE with a bit of a heritage paint job. However, that’s not all.

BMW have added a few extras for 2021 and while the ShiftCam boxer engine is unchanged (it is Euro5-compliant) a new ‘Eco’ riding mode joins Dynamic ABS and Traction Control and a USB socket as standard. On a bike costing upwards of £14,500 in base trim, it does seem harsh forcing owners to pay extra for safety aids, so that’s great. But as for the Eco mode...

Selected via the bar-mounted ‘mode’ button, ‘Eco’ joins ‘Road’ and ‘Rain’ as standard modes (others are added via the Pro option) and gives a softer throttle response and slight limitation on the engine’s torque.

On straight roads at constant speed the muted power delivery isn’t too much of a nuisance but I did find the green bar, which indicates how eco you are being, distracting as it flutters back and forth on the TFT dash. I don’t see the point in it, if you want to be more economical just ride slower, you don’t need an indicator to know that!

Another new feature for 2020 (one that is standard on the TE or a £720 to add to a stock bike) is BMW’s adaptive headlight.

Angling the dip beam into a corner while also keeping the light level it is a far more elegant solution than some rival manufacturers’ products that simply turn on extra lights when a certain angle is reached (something that oncoming drivers can find very distracting).

It is a genuine help when it comes to night riding and an option box I’d recommend ticking. And let’s be honest, most BMW owners go for the Full Monty.

Underneath the ‘bumblebee’ paint the Edition 40 Years is still a BMW R1250GS TE and therefore a fairly loaded version of what has been proven over the last four decades to be a brilliant machine. It is, as always, the benchmark and the ultimate do-it-all. But what does the £1990 you need to pay to gain the black and yellow paint get you? That’s the slight issue...

As brilliant as the GS is, I’m not convinced many will want to pay extra for this anniversary paint. I hate to say it but the yellow screen (ours is fitted with a clear one, a free option...) has a hint of 1990s GSX-R bolt-on about it.

The problem BMW have encountered is that having somewhat over-played the GS heritage card, the truly iconic (and far classier) white G/S paint scheme has already been used on the Urban G/S, so bumblebee was all that was left in the locker.

If you like the bold look then the GS still rules the roost and the Edition 40 Years certainly stands out in a car park, but to add the subtler paint options Rallye style to a GS is only £1000 extra and the Triple Black just £800.