STILL THE BENCHMAR
AMIR HAMZAH hide the ShiftCam mechanism that switches between two cam lobes to maximise power and driveability.
The “soft” cam is employed at low rpms while the “harder” cam is for high revs and provides a useful 14 per cent boost in torque and nine per cent in peak power.
This brings the claimed horsepower up to 134hp at 7,750rpm and 143Nm of torque at 6,250rpm.
The bonus is that the boxer engine feels much smoother and more linear at lower rpms and more muscular above 5,000rpm than the previous power unit. The extra 84ccs also helps in this regard.
Fear not, though. The signature boxer torque reaction is still there.
The handling is also the same; you would not expect the big GSA to twirl like a ballet dancer but that’s what the GSA does. The combination of the Telelever front end and Paralever rear is enhanced by the adjustability of the Dynamic ESA.
Weight is a hefty 268kg wet and every single kilogramme is shed as soon as you let out the clutch. The only time you would feel the weight is on a full tank hefting it off the sidestand.
The GSA is 10mm taller than the standard GS and seat height is a towering 860-890mm, depending on the seat position. On standard issue tyres, the GSA rails through high speed or low speed bends with aplomb.
Suspension is plush and well controlled even if you choose the Road option. The 19-inch front and 17-inch rear spoked wheels (tubeless, of course) hold firm and allow liberties to be taken (although you might want to brush up on your physics lessons; there is only so much a dualie tyre can take).
In the Dynamic option, the GSA is better controlled at the expense of a comfortable highway ride. Settings can be changed on the fly (throttle must be closed) and the display and menu is easily navigated.
One distinct change from the previous model is the front calipers. The new ones are no longer Brembos and are instead BMW calipers made by Hayes.
Braking performance is slightly changed but without a thorough test, it is hard to say whether it is just the feel or actual braking that is affected. The rear caliper is still Brembo.
The anti-lock braking system (ABS) is a given, as is traction control (TC). The Enduro option allows further modification to ABS and TC settings to suit terrain and/or skill level.
The massive 30-litre fuel tank on the GSA will take you far, especially if you take it easy on the throttle. The cruise control helps and the (manually) adjustable windscreen and sumptuous seat will see great distances covered before you need to stop. Most likely, in the case of the GSA, it will be a comfort stop instead of a fuel stop.
The full colour 6.5-inch TFT screen is now standard across the GS range and conveys every single bit of information you may need via the push, toggle and rotary switches festooned on each switchgear. Best that you read up on the manual, although scrolling through the options reveals an intuitive and easily understood menu.
Riding modes include the aforemenThe full colour 6.5 inch TFT screen is now standard across the GS range. BMW R1250GS Adventure brings contemporary design updates including full LED headlights.
tioned Road, Dynamic and Enduro as well as Rain mode. ABS and TC are lean angle sensitive and switchable. The sixspeed gearbox also comes with a quickshifter and my favourite feature is (still) the Hill assist (even more so on the GSA than the RT). Heated grips, cruise control, on-board trip computer, the list is comprehensive. The headlights are now fully LED as well.
The GSA may be less powerful, less aggressive than its competitors but let’s face it, there is still something about that boxer twin that makes it the perfect dual-purpose mount. And with the updates BMW Motorrad added this year, the big GS Adventure still remains the iconic dual-purpose motorcycle and still the benchmark (with added zap).