BMW R1250GS TE
A 40th anniversary edition of the updated R1250GS TE proves the value of evolution
Ignore the fancy paint work and the spiffy new electronics and equipment on BMW’S 2021 R1250GS TE 40 Year Edition for a moment, and just appreciate what four decades of development can do for a motorcycle. This bike might have a wet weight of 268 kilos, but it hides its bulk like a big man in a well cut suit.
From the moment that the clutch is released you’re confident enough to do feet up, walking pace, full lock, figure of eights. That magical, easy handling agility is at the heart of the appeal of the big GS. So hurrah for a process that started with the fashion setting R80G/S of 1980.
Dynamically there’s little difference between this year’s bike and last year’s model; the 1250 was heavily updated for 2019 when it got the shift-cam engine. For 2021 there are minor engine tweaks for Euro 5 compliance and minimal chassis changes, the significant upgrades are to electronics and equipment. How many of those new gizmos you get depends on your choice of GS variant, and how much money you want to spend on trinkets.
The ‘base’ version comes with Bluetooth connectivity, LED headlights, ABS Pro linked to the six-axis IMU, three riding modes plus an ‘Eco’ mode, hill start control, all as standard. The TE version adds to that with extra modes, quickshifter, ‘adaptive’ headlight, dynamic TC, ESA, keyless ignition, etc. etc. A TE is £16,940 while 40th anniversary black and yellow colours add a cheeky £1990. A blizzard of further options snowball the price of our test bike to a mortgage worthy £21,460. A significant issue on gizmo laden 2021 machines is how to actually control and adjust all these variables from the saddle, and especially while in motion. Within seconds of setting off for a late November ride on the GS I was in a sweary fit of irritation at having to navigate sub-menus to turn down the finger and arse toasting capability of the heated grips and (optional) heated seat. Which feels like quite a decadent problem. Once a tech savvy owner is familiar with the thumbwheel control and multiple buttons it’ll all be second nature, I’m sure. After 40 years of development by the engineers in Bavaria almost everything else about the bike is predictably brilliant, or brilliantly predictable. That means all-day comfort, accessible performance and accessories for every peccadillo. And then there’s the reassuring roundel and the three year warranty. Two GS issues remain, though you could just call them quirks. The engine feels ‘busy’ at fast touring pace and this is exacerbated by the rhythmic drone of the accessory Akrapovic exhaust (£875 to you). There’s also the ‘remote’ feel to the front end that comes with Telelever suspension and the Michelin Anakee Adventure on the front wheel delivers little discernible feedback. That said, neither issue/quirk would put me off the bike. I like the Telever ride quality, it floats over bad surfaces but doesn’t dive on the brakes.
But enough of this, because what you really want to know is what the new ‘adaptive’ lights are like? Honestly? I struggled to notice the shift in beam pattern in corners, but it’s a decent light, albeit with quite an abrupt dip beam cut off. With heated seat and grips turned up, compliant suspension, neutral handling, intuitive controls and flexible engine the GS is a great device to hurry down unlit B-roads. At Bike we reckon that there are better adventure bikes for pure road use than the GS (and the new V4 Multistrada may be one of them), and better (read, lighter) adventure bikes for off-road. The genius of the big BMW is its versatility on both surfaces, and that agility and ease of operation makes it great as day-to-day transport too. As you’d expect, this year’s annual update makes the 2021 GS slightly better than the last one.
No wonder it’s still thriving at 40.
‘This bike might have a wet weight of 268 kilos, but it hides its bulk like a big man in a well cut suit’