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BMW R1250GS (2019-on) Review

Published: 02 October 2018

Updated: 19 September 2018

The R1250GS still comfortably does it all

MCN's Neeves tests the BMW R1250GS off road

The R1250GS still comfortably does it all

Overall Rating 4 out of 5

At first glance not much has changed with BMW’s new R1250GS. It has identical styling to the outgoing 1200 and the same chassis set-up, but you’ll find it better equipped and if you tick the options boxes you’ll get more advanced rider aids, too. But the big news is the GS’s new 1254cc ‘Shift Cam’ Boxer engine, featuring ‘Shift Cam’ variable valve timing – a first for a BMW motorcycle, boasting more torque, top end power and mpgs.

Try as you might, you can’t feel the clever cam doing its thing, which is how it should be and it really does seamlessly deliver more power and torque, with no hiccups, stutters or jolts. It was always a risk to mess with the GS’s winning formula with edgy new tech, which is why, a few details aside, everything else remains unchanged from the 1200, but thanks to the motor’s extra sparkle the big GS is better than ever.

The BMW still may not have the superbike-levels of power of some it its rivals, but whether you’re touring, commuting, scratching or getting muddy the R1250GS still comfortably does it all.

Ride Quality & Brakes 4 out of 5

Shift Cam aside, the R1250GS rides and handles just like the R1200GS, but that’s a very good thing, because every time we jump on a big GS it’s always a pleasant surprise. It may be a quirky and even clumsy looking beast, but it’s the most unlikely tourer, performance bike and mud muncher, all rolled into one.

Once I raise the seat to its tall position (from 850 to 870mm) it offers daylong comfort and kindness to worn-out joints. It exudes poise, grip and has superb wind protection and brakes (some GSs will now get BMW-branded Hayes calipers - others Brembo).

Off-road it’s still not as light on its boots as a KTM 1090R Adventure, but the motor’s extra grunt and delicious throttle response makes the GS more controllable than ever. It has a natural standing-up riding position and optional ‘Enduro Pro’ electronics offer off-road tailored traction control, ABS and suspension settings.

Engine 5 out of 5

Forget the all the tech for a moment, because from the comfort of its skyscraper-tall cockpit, all the ride-by-wire controlled ‘Shift Cam’ does is give 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, it’s a joy to ride at normal speeds and the BMW has so much grunt, sixth is all you need, even powering out of slow, uphill hairpins. Yoga teachers struggle to be as flexible as the 1250’s motor. Ride like an angel and you’ll get an extra 4% better mpg, too.

Perfect power delivery

We spend hours in the saddle desperately trying to feel the Shift Cam working, but we can’t. There’s no step, jolt or hesitation when the inlet cam slides along the top of the engine (in just five milliseconds) to increase valve lift. All you feel is a flood of perfectly delivered power.

The BMW R1250GS engine in all its glory

That clever cam, featuring partial and high-lift cam lobes (operated by an electronic shift gate), staggered inlet valve opening (which creates swirl in the combustion chamber for a better burn) and a 3mm longer stroke, all add up to a motor with 14ftlb more torque, at 250rpm less than the 1200’s.

Power whenever you need it

There’s no fixed point in the revs where the inlet cam shifts. At anything below 5000rpm in top gear (around 80mph), for example, the motor can be running semi-skimmed or full fat cams - it all depends on how hard you open the throttle. But with the engine spinning faster you’ve got 136 shouty horses to play with (up from the 1200’s 123bhp) and enough poke to clutch-up easy third gear wheelies.

The bigger-bored motor (up from 101 to 102.5mm) may still not rival a 160bhp KTM 1290 Super Adventure in a Top Trumps shoot-out, but the BMW never leaves you feeling short-changed. 

Build Quality & Reliability 4 out of 5

Like any machine the big GS has had its fair share of recalls and issues, but credit to BMW and its dealer network, problems are addressed with typical Germanic efficiency.

Insurance, running costs & value 4 out of 5

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

Equipment 4 out of 5

Not only do you get a clever new engine, but a colour TFT dash with 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 BMW R1250GS TFT screen

As part of the optional 'Riding Modes Pro' package you now get '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. New 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. 

Facts & Figures

Model info
Year introduced 2019
Year discontinued -
New price £13,415
Used price £14,500 to £18,900
Warranty term Three years
Running costs
Insurance group -
Annual road tax £91
Annual service cost £150
Max power 134 bhp
Max torque 106 ft-lb
Top speed 130 mph
1/4-mile acceleration -
Average fuel consumption -
Tank range -
Engine size 1254cc
Engine type Liquid-cooled, 8v, flat twin
Frame type Tubular steel
Fuel capacity 20 litres
Seat height 850mm
Bike weight 249kg
Front suspension Telelever with non-adjustable single spring
Rear suspension Paralever with single spring adjustable for preload and rebound damping (Dynamic ESA optional)
Front brake 2 x 305mm front discs with four-piston Brembo radial calipers. ABS
Rear brake 276mm rear disc with twin piston caliper. ABS
Front tyre size 120/70 x 19
Rear tyre size 170/80 x 17

History & Versions

Model history

This model was introduced in late 2018 to replace R1200GS and launched in Portugal in September, before arriving in UK dealers in the October of the same year.

Prior to the 1250, the R1200GS had been in production since 2004, receiving three updates to the standard GS model alone in that time. In its time, the bike was one of the best-selling large capacity motorcycles in the UK, capable of conquering continents, as well as heading to the supermarket for your daily shop. Indeed, the 1250 has big shoes to fill. 

Other versions

None, at the time of writing (Sep ’18), but expect an R1250GS Adventure soon.

Owners' Reviews

3 owners have reviewed their BMW R1250GS (2019-on) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.

Review your BMW R1250GS (2019-on)
Summary of Owners' Reviews
Overall Rating 5 out of 5
Ride Quality & Brakes 5 out of 5
Engine 5 out of 5
Build Quality & Reliability 5 out of 5
Value & Running Costs 4.3 out of 5
Equipment 4.3 out of 5
5 out of 5

23 March 2020 by Andrew

upgraded from R1200RS Sport SE, 2017 model. Find the handling and seating position is better and more relaxed - and gives a lot more confidence when slow corning and city driving.

Ride Quality & Brakes
5 out of 5
5 out of 5
Build Quality & Reliability
5 out of 5
Value & Running Costs
4 out of 5
BMW is always slightly the case of paying for the brand name - but that's expected
4 out of 5
extras are expensive - but plenty of alternaitves from Givi, Shad, etc
Buying experience

good -dealer handled smoothly

5 out of 5

Still a 5* (because almost nothing changed)

08 November 2019 by JCP

I've upgraded from the previous R1200GS, also with full extras, and it felt immediately like "this is the same, but somehow it feels different". And the difference is in the engine. A big plus. It's new and improved and there's no doubt about it, as you can feel the extra torque. The only doubt is if it is different enough to pay for it (I don't think so, but I still prefer it). Everything else is almost the same as the previous model and that is good because the bike is absolutely amazing in all aspects. Does it consume less as BMW states? After 10.000 miles it doesn't, as the consumption are the almost the same as the 1200 (+0.3 l/100km or +2 mpg). So, not worst and you get more for the same consumption, which is not bad.

Ride Quality & Brakes
5 out of 5
It's a GS. This bike goes for miles and miles only stopping for gas and food (only because it/ we require to). Comfort is a plus but no changes from the R1200. Much has been written on the front brake and I do feel its a bit worse then the previous version.
5 out of 5
It's better and improved. So, if the previous was a 5*, this is definitely a 5* also. You can hear the new shift cam into work with an extra *clank* coming from the boxer but even knowing when it kicks in, it is (i would say) impossible to feel it when driving, it's imperceptible. Still, I would like to: - have a lighter GS not a heavier one - even more quieter running engine - smoother low gear (driving slow in the city sometimes there's just no gear for it) - higher 6th gear (only for highway that would give the required extra) (but maybe I'm wrongly trying to transform a boxer in a 4 cylinder)
Build Quality & Reliability
5 out of 5
With an aggressive riding, jumps and hard breaking, 10.000 miles after I have no issue what so ever. Even the regular a check on the screws required almost no tightening
Value & Running Costs
4 out of 5
It's a BMW, you know what you're getting into. Still, could be cheaper and the service is not always premium (e.g. BWM oil is way to expensive is not better then other brands) Regarding consumption, after 10.000 miles it doesn't consume less then the 1200 as BWM states (+0.3 l/100km or +2 mpg). So, not worst and you get more for the same consumption, which is not bad. For reference, averages are: highways - 6.8 l/100km ( 41.54 mpg) city - 5.4 l/100km (52.31 mpg) driving slow and below 4000rpm - 4.0 l/100km (70.62 mpg)
4 out of 5
There's a LOT of GS out there but there's almost none of them are standard. Safety optionals are usually a no brainer (and expensive). The GS price is absolutely not the annunced, it more 3-5k in extras. BMW is cleaver in the options they present: 2 packs (R1200 had 3), each with 1 very relevant extra (probably a must) and the remaining needless (e.g. comfort - heated grips; touring - Dynamic ESA)
5 out of 5

BMW GS 1250 2019

18 March 2019 by Jersey Steve

Great engine, comfort and equipment on TE spec. The handling is great at any speed and the weather protection and luggage options are fantastic. The controls are easy to use whilst on the move and the build-quality of the bike and switch gear are top-notch. The TFT screen is fantastic as are the safety features and the on-road or off-road capabilities. The height and weight of the bike can be a problem, particularly when using the centre stand.

Ride Quality & Brakes
5 out of 5
The bike is just as happy in town as it is on a motorway. I can ride it for hours without discomfort.
5 out of 5
Strong performance and pulls in any gear. Engine is very smooth.
Build Quality & Reliability
5 out of 5
Very well made (it's German).
Value & Running Costs
5 out of 5
5 out of 5
Love the TFT screen it's perfect. Will be adding luggage any day now.
Buying experience

Purchased from local BMW dealer new.

Photo Gallery

  • MCN's Neeves tests the BMW R1250GS off road
  • The BMW R1250GS off road
  • The 2019-on BMW R1250GS
  • The R1250GS engine is silky smooth
  • Inside the engine of the BMW R1250GS
  • The rear end of the new R1250GS retains similar traits to the outgoing R1200GS
  • The R1250GS is packed with tech
  • The BMW R1250GS benefits from a TFT screen
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