BMW 1200 R 12 G/S 2025 — Specifications

Forty-five years after the R 80 G/S reinvented the trail category on a desert track, BMW resets the clock with the R 12 G/S. Not to compete with the 1300 GS and its cutting-edge technology, but to reopen a drawer that many thought was closed: that of the air-oil boxer, rounded shapes, and a certain idea of travel without frills. The third member of the R 12 family therefore arrives with a precise mandate: to cultivate nostalgia while remaining a 21st-century motorcycle.

The first glance confirms the intention. The circular headlight, the prominent fender, the spoked wheels, the steel tank that widens towards the bottom: all signal a claimed kinship with the old G/S models. But the R 12 G/S is not an Urban G/S in a clean suit. The 45 mm upside-down telescopic fork replaces the straight front tubes, the valve covers have gained roundness, and the rear frame leans more towards trail than custom. It is a more sincere interpretation of the original, less disguised café racer, more two-wheeled machine prepared to see dust up close.

On the engine front, there is no revolution. BMW retains the 1,170 cm3 air-oil boxer twin, the last of the line before the generalization of liquid cooling. This engine produces 109 horsepower at 7,000 rpm and 115 Nm of torque at 6,500 rpm. Measured figures, identical to those of the previous generation, which do not seek to crush the competition on paper. This boxer rumbles, pulls strongly from low rpm, and does not need to be revved hard to convince. Facing a Triumph Tiger 900 or a Moto Guzzi V85 TT that play in the same neo-retro register, the BMW has nothing to be ashamed of regarding its performance, even if it weighs 229 kg fully fueled, a figure that is felt as soon as you leave the paved road.

In terms of the chassis, the R 12 G/S distances itself from the NineT, even though it shares the platform. Steering has been revised to absorb more rough roads, and above all, the suspension is fully adjustable, with 210 mm of travel at the front and 200 mm at the rear. The 21-inch front wheel is a clear signal, even if the mixed tires that dress it remain honest on the track rather than adventurous. The braking system, two 310 mm Brembo front discs and a 265 mm rear disc, is calibrated correctly, without fanfare. The ergonomics deserve a special mention: the seat-handlebar-footrest triangle allows both a seated position for travel and standing on the footpegs, and the handlebar is adjustable. The 860 mm seat will naturally filter out shorter riders.

Onboard electronics include traction control, cornering ABS, and three riding modes, Road, Rain, and Enduro, the latter softening the aids to allow some freedoms on soft terrain. An Enduro Pro mode, optional, goes further by cutting the rear ABS and reducing traction control to the bare minimum. The analog speedometer is retained, which will not fail to appeal to those who are tired of dashboards that look like tablets. Note, however, that the R 12 G/S comes from the factory as a single-seater; carrying a passenger requires a dedicated pack, as does the 3.5-inch TFT screen, the quickshifter, the Keyless system, or the heated grips. At a base price of 17,650 euros, the bill can quickly climb, and this is the real point of friction: this BMW sells an identity as much as a motorcycle, and identity has a price.