BMW R 1200 GS 2015 — Specifications

Imagine a manufacturer who, for forty years, has been selling the same motorcycle. Not exactly the same, of course, but recognizable enough for each new generation to be greeted with the same question: have they succeeded again? With the BMW R 1200 GS model year 2015, the answer is yes, and even beyond. This liquid-cooled flat-twin, appearing in 2013, takes a new step with a few adjustments that refine an already formidable machine. The slightly heavier crankshaft provides a rounder engine response, the Keyless Ride system allows starting without removing the key from your pocket, and a Pro shifter allows upshifts and downshifts without touching the clutch. Minor details? Perhaps. Details that matter when you spend twelve hours in the saddle.

The heart of the beast remains this completely revised 1170 cm3 boxer, with its 101 mm bore for 73 mm stroke, compression ratio increased to 12.5:1 and 125 horsepower at 7,750 rpm. Torque follows, 125 Nm at 6,500 rpm, delivered with a regularity that recalls that you are on a BMW R motorcycle, not on a sports bike that screams. The six-speed gearbox integrated into the crankcases, the wet multi-disc clutch, the final drive by cardan: all this forms a coherent, seamless, and non-brutal assembly. The announced consumption of 4.1 liters per hundred, coupled with a 20-liter tank, gives a theoretical range of nearly 500 kilometers. On a touring motorcycle, this is a figure as important as power.

The chassis is not lacking in merit. The Telelever front with its 37 mm stanchions and the third-generation Paralever rear form a technical signature unique to BMW, difficult to compare directly with the conventional forks of the Ducati Multistrada or the KTM 1190 Adventure. The steering angle of 42 degrees preserves maneuverability despite the 238 kg in running order, a significant but reasonable weight in the category. The 120/70-R19 front tires and 170/60-R17 rear tires widen the contact area compared to previous generations; the choice of the best tires for BMW R 1200 GS remains a topic of debate within the community, between mixed types for touring and more road-oriented profiles for those who never leave the pavement. Floating disc brakes, four-piston calipers at the front and two pistons at the rear, with standard ABS, do the job without drama.

The electronics are worth stopping for, because this is where the BMW R 1200 GS pulls away from many of its competitors. Two riding modes are standard, Road and Rain, with an ASC anti-slip control included by default and a steering damper. The Dynamic, Enduro and Enduro Pro modes remain optional via the Riding Pack Pro, which is the main criticism that can be leveled at the price list. At a base price of 15,850 euros, one is entitled to expect five modes without spending a single cent more. BMW has gradually understood this, but the logic of options remains omnipresent. Dynamic ESA, which adapts the damping in real time according to road sensors, is also a paid option. This is the side of the BMW R 1200 GS that irritates buyers, even those who have dreamed of this motorcycle for years.

That being said, no one else offers such a balance between real versatility and embedded technology. The target audience is broad but precise: the great traveler who wants to go from the Parisian ring road to the Moroccan tracks without changing machines, the experienced rider looking for a motorcycle capable of everything without being a specialist in anything. Those exploring the possibilities of a used BMW R 1200 GS to access this liquid-cooled generation with a lower initial investment will find a well-supplied market, proof that the rating remains strong. The 2015 version represents a convincing maturity of the LC platform, far from the few electronic BMW R 1200 GS problems reported on the very first 2013 models. BMW has corrected, refined, and delivered here a machine that fully deserves its status as the absolute benchmark in the large-road trail category.