2026 BMW R 12 G/S Review

Here’s a quick history lesson to impress your know-it-all buddies next time you’re at the bar. Let’s talk about the legendary BMW GS.

It all began in 1980 when the very first production GS—the R 80 G/S—rolled out of Berlin. It wasn’t an immediate hit in showrooms, but it achieved something much more impressive: winning the Dakar Rally in 1981, 1983, 1984 and 1985. These victories came with a heavily modified version of the G/S—a beast compared to its street-ready sibling.

By Adam “Chad” Child

Despite its off-road dominance, the GS didn’t really catch on commercially until 1994, when the R 1100 GS brought it into the mainstream. And even then, the real sales boom didn’t formally happen until a decade later with the launch of the R 1200 GSA in 2004/2005.

But here’s the part that might surprise you: the whole GS story started with a prototype in 1978. Just a guy with a crazy idea—stick a boxer engine into an off-road chassis and see what happens. No market research. No grand plan. Just a wild experiment that turned into the most successful adventure bike of all time.

Fast-forward to today, and BMW has launched the new R 12 G/S, a bike that pays tribute to those early R 80 machines but with its foot (knobby tire?) firmly in the present. It’s powered by BMW’s air-cooled 1200 boxer engine, the same one found in the R 12 NineT and R 12, giving it serious heritage vibes. And visually? It’s a spitting image of the original G/S. BMW’s designers absolutely nailed the retro-modern balance.

But don’t be fooled by its throwback looks. This bike is loaded with modern tech: multiple riding modes, rider aids, BMW’s Shift Assist, heated grips, cruise control, and hill start control. It’s also ready for adventure with 9.4 inches of ground clearance, fully adjustable enduro suspension, and an optional Enduro Pro Package that swaps the 17-inch rear wheel for an 18-incher and adds another 0.8 inches of clearance.

We headed to Germany to see whether the new R 12 G/S lives up to the legend, both on and off the road.

What have we got here? | 2026 BMW R 12 G/S Review

Before we dive into power, torque, rider aids, and chassis details, I’d urge you just to take a moment and look at it. In person, it’s even better—so much so that I think BMW’s designers absolutely nailed it. Like many riders of a certain age, I’m probably a bit biased. I’m also a big fan of BMW’s R 12 R nineT, which I rode a lot last year, but there’s no denying the new G/S is a head-turner, especially in the white, red and blue (or “Light White,” as BMW calls it).

Of course, how much you like the styling may depend on your age, your riding history, and whether you appreciate retro-inspired design. But you don’t have to be an ’80s Paris-Dakar diehard to love the looks and vibe of this G/S. And no, you definitely don’t have to be a hipster to appreciate the cool factor of that air-cooled 1200 boxer engine.

The 1170cc flat-twin engine is shared with the R 12 R nineT and R 12, delivering 109 horsepower at 7000 rpm and 85 lb-ft of torque at 6500 rpm. It features three riding modes—Rain, Road and Enduro—with an optional Enduro Pro mode as part of the Enduro Pro Package. MSR (engine drag torque control) and Dynamic Traction Control (DTC) come standard, as does lean-sensitive ABS Pro—tech we could only dream of back when David Hasselhoff ditched Knight Rider for Baywatch.

The chassis is the familiar tubular steel backbone frame with a bolt-on subframe. Suspension is fully adjustable at both ends: 45mm conventional forks up front and BMW’s Paralever rear system. Then it comes down to your spec. The front wheel is a 21-incher, but the rear can be either 17 or 18 inches (with the Enduro Pro Package), increasing ground clearance and seat height for better off-road performance.

The LED headlight with its distinctive “X” design echoes its bigger sibling, the new R 1300 GS. A single-dial retro dash and keyless ride are standard, but beyond that it’s all about your budget and preferences. Want the more advanced TFT screen from the R nineT? Which seat height do you need: the standard 33.9 in., the taller 34.4 in. version with the 18-inch rear wheel, or the Rallye bench seat that adds another 0.8 inches?

You can also raise the bars by 0.8 inches for easier off-road standing. Metzeler Karoo 4 off-road tires, Shift Assist Pro quickshifter, heated grips, hill start assist, cruise control, and full crash protection are also on the table.

The base model starts at $16,995 MSRP, but our test bike, with Light White paint, the Enduro Pro Package, Comfort Package, Headlight Pro, and Connected Ride Control, ran $21,080, which is definitely on the steep side.

But forget the price for a moment. Let’s jump back to a time when giant perms on rock stars were cool. Let’s go ride.

As regular readers know, at five-foot-seven, I’m not the tallest rider. With the Enduro Pro Package fitted that raises ground clearance to 10 inches and seat height to 34.4 inches, it looked like it might be a long day. But while the G/S is tall, it’s also narrow, with a slim seat designed more for adventure than plush touring. I never felt overwhelmed or out of my depth.

With a full tank, the air-cooled G/S weighs in at 505 pounds—only 18 pounds less than the R 1300 GS. But as with most boxer-engined BMWs, that weight sits low, making the bike feel balanced and manageable. It’s tall, yes, but it’s not as big or intimidating as the numbers suggest.

Time To Ride | 2026 BMW R 12 G/S Review

Once on board, I was greeted by the typical BMW setup: nav wheel on the left bar, mode button on the right. The dash is a bit unconventional: either a single analog speedometer with a digital insert or the compact digital unit borrowed from the R nineT. Both are clean and functional, but the TFT lacks a fuel gauge, showing only a warning light, which I found frustrating on the R nineT. Planning on exploring the wild? Reset your tripmeter and keep track of your fuel stops, just like in the old days. And yes, there’s still a key for the steering lock, tucked beneath the dash, despite the keyless ignition.

Now, the good stuff. And honestly? It’s nearly all good. The air-cooled boxer may lack the refinement of the newer 1300cc engine, but it has character. It’s a little raw, a little grumbly, and I love that. It has presence when it fires up, and it looks fantastic. Over the years, fueling and throttle response have been refined to the point where the G/S is incredibly user-friendly, with torque that kicks in from practically idle.

Peak torque hits at just 6500 rpm, but you’ll rarely need to push beyond that for spirited riding. Sure, at the bar, 109 hp from a 1200 might not sound like much, but you can use every bit of it—and that’s a great feeling. Turn off the TC and you’ll have more than enough power to lift the front, despite the bike’s size and long wheelbase.

BMW also let us test the G/S off-road at their purpose-built park near Nuremberg. We rode everything from mellow trails to water crossings, sand, and even a few jumps. The G/S handled it all with ease and fun.

The Enduro Pro Package includes the larger rear wheel, 20mm bar risers, and enduro-style footpegs. Standing on the pegs feels natural, like the bike was designed to be ridden off-road. It’s easy to grip the tank with your legs, move around on the narrow seat, and shift your weight during climbs or descents. Despite its size, there’s an innate low-speed balance that builds rider confidence. Yes, for serious off-roaders, first gear is a tad tall, and yes, it’s heavy. But as a street bike that can tackle trails, it’s more than capable.

What really makes it approachable are the rider aids. In Enduro mode, throttle response is softened, TC is maximized, wheelie control is minimal, and engine braking is reduced. Braking bias is set for off-road too. Perfect for beginners or those getting back into dirt. Enduro Pro, on the other hand, is much more direct: minimal TC, no wheelie control, no engine braking, and rear ABS off. Front ABS remains on, which is a good thing—it saved me more than once. You can’t fully disable ABS, but most riders will appreciate that level of safety.

How much fun you have off-road depends on your skill level and expectations. Many riders will be happy to stay in standard Enduro mode and avoid the tough stuff. But more confident riders will love Enduro Pro and might even get airborne. Only a small fraction of potential owners will wish for more power or fully switchable ABS—and they’re probably ex-racers anyway. This G/S isn’t trying to be a rally weapon.

On the road, all the qualities we discovered off-road shine through. Around town, it’s super easy to ride and the high seating position gives you presence in traffic. I can easily see people using the G/S as a stylish urban commuter. In the twisties, that low-end torque makes it a blast. No, it’s not as fast as the R 1300 GS, but it’s more than enough to tear through mountain roads with a grin.

The combo of the Shift Assist Pro and classic BMW gearbox is fine—not buttery smooth, but functional. If you want a razor-sharp shifter and loads of horsepower, this isn’t your bike. But if you love character and rideability, the air-cooled boxer fits the G/S perfectly—and it even sounds good.

Handling depends on your setup. The Karoo 4 tires work well on the road, though they can overheat if pushed. The suspension, fully adjustable at both ends, gives great feedback, and the rider aids kick in subtly when needed. You definitely feel the 21-inch front wheel—it’s not razor-sharp steering—but the G/S has a fluid, balanced way of flowing through corners. Swap in more road-focused tires, and you can dial in the suspension accordingly.

Brakes deserve a mention: strong and effective with excellent ABS. You can disable rear ABS for supermoto-style sliding if you’re feeling playful. Why not?

We didn’t rack up big miles on this ride—frankly, I didn’t want to leave BMW’s incredible off-road park. That was probably a good thing, as the seat is a bit thin and firm, and there’s no real wind protection. But with optional heated grips and cruise control, you could do a long weekend trip with luggage. A two-week tour? Maybe. But I’d pack light.

The Verdict  | 2026 BMW R 12 G/S Review

It’s hard not to fall in love with the R 12 G/S. The styling is spot-on—retro, distinctive, and beautifully finished, just as you’d expect from BMW. But this is more than just a styling statement. Thanks to its torquey air-cooled boxer engine and natural balance, it’s genuinely easy and enjoyable to ride both on and off-road. There’s plenty of real-world performance, and the rider aids are excellent—intuitive, effective, and simple to customize to your preferences and terrain.

Tick the right boxes on the spec sheet and you can create a G/S that’s either adventure-ready for off-road exploration, or a sharp, stylish urban commuter with attitude.

Sure, there are a few quirks. The lack of a fuel gauge on the TFT display feels like an oversight, and you still need a key for the steering lock despite the keyless ignition. And yes, under 110 bhp might seem modest when you’re looking at a nearly $21K top-spec model. If price and power are your top priorities, bikes like the Triumph Scrambler 1200 or Ducati DesertX may tempt you—the latter offering a bit more performance for less money.

But honestly, I don’t think the R 12 G/S should be measured by horsepower or pound signs. It’s about how it makes you feel. I couldn’t stop smiling all day. I loved riding it. And yes, I’d love to have one in my dream garage. It’s the kind of bike that will make you grin every time you open the garage door.CN

2026 BMW R 12 G/S Specifications

 

 

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