I mentally screamed “Yes!” as I’m lukewarm about the other color available for the 2020 XR, “Ice Grey,” a hue which to me, looks like someone sprayed clear lacquer over grey primer.

With the fob for the keyless system ensconced in the surprisingly generous weather resistant compartment on top of the fuel tank, I pressed the go button and with the instantaneous response of a light switch, the four-cylinder, 999cc marvel exploded to life with a 2000 RPM authoritative call to arms. Amped up by the siren song of promised eye socket-crushing acceleration, I pulled in the clutch and selected first gear. Gently easing out the clutch lever, the still-cold engine gave a momentary lurch before it stalled from my awkward finger movements.

Spoiler alert: The new bike is fantastic. It does everything you ask it to, yet better than expected.

Having my own XR with over 32,000 miles, I feel qualified to render an opinion. The seating position is slightly different and improved. By the time I reached the main street, I could already feel a more responsive and lighter machine, much more than would be expected from the 22-pound weight reduction. I later learned the wheels are directly off the RR and their lighter weight helps its agility.

The new XR will inevitably be compared to four BMW standards: the outgoing model (with which it shares almost no parts save switchgear), the R 1250 GS, the BMW S 1000 RR and R and finally, all other motorcycles.

The new bike started with a clean sheet of paper. The heart of the bike is its new S engine, which appears in the S 1000 RR, only with a different head now featuring the current crown jewel of engine technology: shifting cams. When I first heard the XR would not get this admittedly heavier and more complex head, I felt a sense of disappointment. BMW said this bike “didn’t need it,” which sounded to me like a cop-out. I quickly learned they were right.

On a street machine rarely spinning over 10,000 RPM, there is little need for additional ultra high rpm power. The XR’s new double overhead cam engine and drive train is 16 pounds lighter than the former XR and produces noticeably more midrange torque, despite being about a half an inch narrower. In fact, this XR engine has more torque in the 2,000-6,000 range than the RR.

I could easily feel the increase in torque over more than 1,000 miles in five days. Cruising at speed on California’s COVID-emptied freeways, passing only required a few degrees of throttle twist to zip by traffic in sixth gear, which, incidentally, is 8% taller gear than on the previous model. The transmission is further refined as well, and with the Shift Assist Pro, it seems you can nearly think the bike into the next gear.

The clutch itself is a marvel of engineering. It is called an anti-hopping clutch, meaning if you downshift without the shift assist, releasing the clutch quickly won’t cause the rear wheel to lock up and produce wheel hop.

Another safety item has been incorporated into the XR. BMW discovered when a rider has to stop unexpectedly, they tend to grab the front brake forcefully. Additionally, some riders inadvertently keep a bit of pressure twisting on the throttle, the result being increased stopping distance. The XR’s main computer has the ability to sense a panic stop via its six-axis controller and it cuts fuel to the engine assuring a minimum stopping distance. The controller also intervenes when a panic brake situation occurs in a curve. Typically, without the multi-axis ABS, a hard grab of the front brake will result in a low side crash, but this latest technology will ease the application of the ABS allowing a safer stop.

Other goodies include a TFT screen, cornering lights with the Headlight Pro option, accessory LED fog lights to supplement the now standard LED headlights; available forged wheels with thicker brake discs and overall reduced rotating inertia; a lighter, narrower frame; narrower handlebars are decoupled for elimination of vibration, six seat options, including low, high, comfort and M. The Carbon Package contributed to this bike getting more compliments from riders and even pedestrians than any other bike I’ve ever ridden! Although expensive at $1,700, the package is considerably less than purchasing the parts separately.

There are two dealer options for windscreens, a shorty, plus a taller touring screen. Although the stock screen, which can now be controlled with one hand from the cockpit, compliments the overall improved aerodynamics of the bike and is better performing than the old stock screen, if this bike were mine, I’d also get the touring screen and switch out screens for long high speed touring rides. This is an easy task using only four simple screws.

Options include a locking GPS mount for the BMW Nav IV, cruise control, hill hold, and luggage prep. The new panniers are light years ahead in looks from the prior version. A new tank bag is convertible to a backpack – nice touch! Forged wheels are a relative bargain, costing only $1,350 as a factory option and include thicker brake rotors for anticipated track day use; the decrease in rotational inertia contributes to even greater response and agility in steering inputs.

High performance models and parts for BMW Motorrad have typically borne an HP logo, but BMW is now using their M branding as seen on cars, parts and pieces. Our test bike with the carbon package sported several items displaying the M logo. Dealer options include M levers, hand protectors, footrests, forged wheels, carbon bits and even carbon engine protection bars!

A completely new frame provides a rider position still oriented towards touring, but slightly more aggressive. The rider sits about an inch further forward with bars being a half inch lower. BMW calls this better rider integration with better weight distribution. The bars are also about an inch and half narrower to make the ride feel more lively and help with lane splitting.

A new suspension joins the new frame having a direct acting rear shock for better compliance and Marzocchi forks to offer better compliance in the “Road” mode for a more supple ride. When electronically activated into Dynamic or the optional Dynamic Pro mode, the ride stiffens and adapts in 10 microseconds to road conditions. The interaction of all the sensors, the main computer (or ECU) and the electronics for throttle and brakes make the bike a superior machine for going fast than were MotoGP bikes of not too long ago. Dynamic Pro mode allows for degrees in intervention for wheelies or stoppies (which we did not test since we had to return the bike ‘in the condition as we found it.’) The Pro mode can also be self leveling.

Our BMW Owners News article now switches from the rundown of the new machine to thoughts from three road testers; myself and two other XR owners with lots of riding experience; Deena Mastracci and Rick Giroux, officers in our local BMW MOA club.

Getting off the bike, after a spirited run through a twisty mountain section, Deena called to Rick, “I love it!” She then turned to me and said, “Shall I hate you now, or later?” meaning she will hate me now because she has to go and order one or hate me later when she has to pay for it!

When I asked what she like best, she answered, “The throttle, coming off the corners. I also noticed I had to customize my current XR for riding position, with different bars and seat; this bike feels perfect as is.” Deena is a hard riding, Iron Butt certified BMW enthusiast who considers herself of average build at 5’6”.

When Rick, who at six feet tall owns in addition to being on his second XR, also has a GS and a 2020 RR, took the bike for a while, his first comments were “more flickable,” “mid-range power is amazing” and “I felt like I was sitting in the bike rather than on it.” “I own a ’19 and this bike is 20% better in all ways,” he added.

Rick, Deena and I all agreed the ride was smoother over road irregularities, but shifting on the fly to dynamic mode quickly made the bike ready for aggressive riding.

We also all agreed the new brakes, now BMW-Hayes rather than the old model’s Brembo calipers, were at first a little grabby, but after our second or third stops, we realized they are absolutely rock solid and efficient, needing only modest input to bring the bike to an astoundingly fast stop.

It was hard to tell during our mountain roads day of play if it was possible to feel the claimed 7% increase in aerodynamic efficiency, but my 800-mile trip up the coast yielded at least 10% better gas mileage. I do know a 400-mile day on highways on my own XR will leave me wondering why I took it out that day. On this bike, it was a decent day but not quite a plush as my GSA, which makes 400 miles seem like child’s play. My only complaint is they did not incorporate a hydraulic clutch for those days where you’re stuck in traffic.

BMW motorcycles are designed and engineered by enthusiasts. They recognize no single bike can do everything perfectly. BMW engineers changed the focus of the new XR to be sportier since the GS and GSA need to remain the ideal adventure bike multi-tool.

Now, instead of trying to pawn off the XR as a sporty version of a GS, they’ve realized the XR fills the marketing position of providing a sports bike experience capable of comfortable all-day touring. The new XR provides very similar performance on the streets to the RR, but with comfort. The acceleration off corners is scary fast, adrenalin pumping, and smile inducing; but the bike can also be used for a docile run out for a quart of milk.

Only a few years ago, true race bikes weren’t as fast, but you can still use this XR to commute daily to the job, or on a tour of a thousand miles. The 2020 S 1000 XR easily qualifies as a MotoGP for the masses.

My first review of the F 850 GS came courtesy the BMW press-launch and was featured in the January 2019 issue of this magazine. While I did get to spend a long day riding the bike on a combination of pavement and fun dirt in the wildlands of Utah and Colorado, it was on relatively enjoyable terrain and without the demands of luggage or camping gear. I liked the bike and was pleased with how it performed that day, but it was really just a first date; there were still many things to learn about the true character of this machine.

It’s now September 2019 and I am riding out of Manhattan with a crew to spend the next 11 days filming the North East Backcountry Discovery Route. Once there, we will explore country lanes, bucolic landscapes and dirt roads in New York, Connecticut, Massachusetts, New Hampshire, Vermont and Maine. I am on my Touratech-equipped F 850 GS, fully-loaded with camping gear, food, water, tools and clothes. I am joined on this trip by the usual BDR team members, including NEBDR route architect Tim James and special guests Jocelin Snow of BMW GS Trophy fame and eight-time AMA Enduro Champion, Mike Lafferty, now retired from a 20-year professional off-road racing career as a factory rider for KTM.

Carrying the Load

With any bike choice there are trade-offs. For adventure riding, it really comes down to two things for me. How light weight or maneuverable is the bike and how does it handle the load? Lighter bikes are maneuverable and easier to handle, but they don’t respond as well when fully loaded. Larger bikes carry the extra cargo effortlessly but require more effort from the rider to physically manage the heavier machine when the trail gets tough. I have always found the BMW parallel twins to be good middle ground for off-road adventures that involve camping off of the bike.

I soon found that the harder I pushed this F 850 GS in off-road terrain, the more impressed I was with it. This bike just carries the load well and feels balanced and comfortable even with full expedition gear on board. While the scale reveals the F 850 GS to be heavier than its predecessor, it has far superior manners on the trail. The suspension on the F 850 GS is so much better than the F 800 GS that you just can’t compare the two. That being said, the F 850 GS, like most stock bikes, is set up for a rider weighing 175 pounds in their riding gear and only 15 pounds of luggage. I am closer to 200 pounds in full gear and am carrying about 45 pounds of clothes, tools and camping gear on board. To handle the extra payload, I installed a progressive spring kit from Touratech Suspension to keep the bike handling well. I also set the suspension to the two-rider setting to adjust the preload to better handle the weight. I found this set-up to be perfect for riding this fully-loaded F 850 GS in an off road environment.

Notoriously Rugged Class 4 Roads

Having ridden all 10 of the existing Backcountry Discovery Routes, I can say with certainty that the NEBDR has some of the toughest terrain I have ever experienced. The Class 4 roads have more in common with a rocky riverbed than they do a dirt road. Some of it is exceptionally fun to ride and other sections are pure challenge on a big bike. As we roll onto one of the first Class Four roads things quickly got rugged. The soil on this 200-year-old road washed away long ago leaving behind a foundation of embedded rocks with loose shale on top.

It’s slow speed trials-type riding where line choice is key and carrying momentum is tough with your bike flopping around as it bounces and slides around on the rocks. The 21” front wheel and tall ground clearance (1.3” more than F 800 GS) allow the bike to roll through rough terrain relatively cleanly. Before long, this rocky section yields to tight and twisty two track, brushy on the sides and tremendous fun to ride. There are roots, ruts, bumps, jumps and all kinds of character which is super fun to play with aboard this F 850 GS. The bike felt planted and balanced, boosting my confidence.
 

Enduro champion Mike Lafferty was grinning ear-to-ear at the end of this section as it felt like we were on a “special test” section of a big-bike enduro course. These Class 4 roads are generally short in length but provide high-intensity experiences that cause all of us to work up a sweat.

Riding with Champions

Jocelin was riding her GS Trophy Edition R 1200 GS and using her magic skills as a rider to get that boxer through the difficult terrain. I was following her and Mike closely when some truly spirited riding ensued. We continued our play in the woods on these big bikes for days as we made our way north. On several occasions after getting through a particularly challenging section, Mike and I looked at each other and shook our heads in disbelief about how this 5-foot-1 phenom, who goes by the name Jocelin, could get her 600-pound bike through that gauntlet. The chatter between Jocelin and Mike was just as spirited as the riding. She would chide him for riding such a small bike, and he would make fun of her for bouncing that big boxer off of trees, which she did without even putting a foot down, just rolling on like nothing had happened. The Champ and I agreed, Jocelin is a badass.

Enduro Pro

I found myself needing every bit of help provided by the F 850 GS’s Enduro Pro ride mode on this bike as I chased Mike Lafferty, the real-life enduro pro, though the woods on his KTM 790. As the helmet cameraman on this project, I had to ride very close to the person in front of me to get the shot because of the wide-angle lens of my camera. Oftentimes my subject was Jocelin or Mike which meant we were riding at speed on technical terrain with hazards all around us. I had to be able to stop on a dime to avoid contact with whoever was in front of me.

The off-road ABS equipped front brake on the F 850 GS quickly became my favorite feature on this bike where good stopping power without losing the front end in dirt, gravel, or mud, is critical in this type of riding. The full-manual rear brake of Enduro Pro also helps you cut through the gravel and slide the bike around to initiate turns. Additionally, the bike’s Traction Control allows a moderate level of intervention from the computer to keep the back-end from getting too far away, while still allowing you to slide the back end around and have fun like you are on a dirt bike. I really liked that the bike retains this ride mode setting through key cycles so you don’t have to constantly turn off ABS and Traction Control every time you turn the bike off as I had to do with the F 800 GS. This is a wonderful feature.

Conclusions

I have little to complain about with the F 850 GS beyond the weight of this bike being high, relative to some of its competition. The handling feels lighter that one expects, but it’s still heavier than it could be. I did have to tighten up the steering stem a few times as the punishing terrain was taking its toll and the bike didn’t have enough shakedown miles on it before beginning this 1,700-mile ride. I also hit an embedded rock so hard that it severely dented the front rim and required a tube to be installed to finish the day.

As with most stock adventure bikes, the rims are soft and after this trip I replaced the rim with a Woody’s wheel which is much more resilient. On top of the rim, I did experience a bit of trouble with the seat latching mechanism and had to seek help from the local BMW shop to get that solved.

All things considered, this bike treated me much better than I treated it over those 11 days. I was happy with my choice of bike for this ride.

I believe the F 850 GS is one of the best choices for riding a Backcountry Discovery Route. It has plenty of power to keep the rider excited on pavement, creature comforts like cruise control for the highway, and heated grips for those cold mornings when you crawl out of the tent to see frost on the seat.

I like to ride fast on dirt. Like my friend Jimmy Lewis says, a rider’s speed is not limited by the bike’s ability to go fast, it should be limited by the rider’s ability to stop. This bike stops as well as any ADV bike I have ridden. The ABS front and manual rear brake available in Enduro Pro are perfect in my opinion.

This bike is balanced, predictable, and confidence-inspiring in challenging off-road terrain. It carries the load of full gear for an extended trip exceptionally well. When you find that fun dirt road with lots of character you will be glad you are on the F 850 GS.

Enter the SUV. Although 99.9% of the miles logged were on pavement and they are more dangerous for children due to rollovers, the SUV offered the illusion of frontier spirit to the denizen of subdivisions. The now-standard issue SUV replaced the minivan, albeit with less comfort and interior space.

With motorbikes, we followed a similar path. Standard motorcycles with road tires and pavement focused suspension and brakes slowly morphed into sportbikes. Although I love sport bikes with almost all my heart, they make terrible street bikes. The dilemma became whether to buy the road version and face the ridicule of “Why didn’t you buy the sport version?” or buy a big, upright lazy bike that looks all butch and tough. Enter the adventure bike. Although objectively ill-suited for road riding, what with the semi-knobby tires, high weight, and compromised handling, they are so comfortable. Rather than looking like a sensible minivan, they speak to aspirational tours to far off places.

So far, so good.

Ten years ago, BMW Motorrad decided to combat their old man reputation by building the fastest sport bike on the planet, opening a new market and customer base to give BMW a performance reputation that slapping some carbon valve covers on a mostly air-cooled twin had, surprisingly, not secured.

However, they released the S 1000 RR right as the sport bike sales wave was crashing against the rocks of the global financial crisis. No doubt, many a meeting room across the motorcycle industry reverberated with confident predictions that sales would recover eventually. Unfortunately, a demographic time bomb had been building for years in the USA. If only we'd been quiet enough to hear them ticking: Automatic transmissions.

Boomers all learned to drive on manual transmissions, and, once your brain has learned about engagement points and gears changes, the transition to a motorbike (coupled with some basic bicycle skills) was easy. Gen Xers, what with our unsupervised bicycle riding of the 70s, and, again, manual transmission starter cars of the 80s, supported the motorcycle boom of the 90s and early 00s. But Millenials, as a rule, learned to drive late and learned to drive solely on automatic transmissions. In fact, my daughter almost failed her driver’s test because the proctor kept insisting she put her car in PARK and the poor girl has no idea how to respond with her five-speed.

Plus, of course, it is impossible to ride a motorcycle without putting down the smartphone.

Put yourself in the shoes of the hapless motorcycle manufactures trying to design a product for a shrinking customer base which, by the market research of the manufactures, are: intimidated by the vehicles, have terrible riding skills sets, no interest in mechanics and, as a rule, don’t want to do anything that requires putting down the phone. #FML.

BMW, following along with Yamaha and others from the past five years, decided the solution to the vanishing motorcycle customer base must be to lower the price of admission, hence, the F 900 R. Only slightly paraphrasing the official press briefing, the design criteria was “It’s gotta sell for under $9,000, look cool in photos, and make the performance as bland as possible so as not to intimidate the customers and include tons of electronic rider aids to reassure our nervous notional customer that it's safe.”

The F 900 R checks all the boxes. It’s pretty. It has neat LED lights. It has a pretty instrument cluster. It has phone integration. The seat is narrow and lowish, which gives riders with balky clutch skills a fighting chance of keeping the bike's ponderous bulk upright in low-speed maneuvers. The press briefing focused on the aspirational market for the bike and, while the photos depicted smiling connected social mobile local millennials (female!), straddling bikes while wearing sneakers (no ATGATT, brah?), the expected average age of folks actually buying the bike is …um… 43. So, skinny jeans for Gen X?

BMW determined most people buy the F model on appearance alone, and, to their credit, the bike looks great both in pictures and IRL. They are releasing both Berlin-built models (R and XR) in a wide variety of colors with the possibility of matching luggage and accessories. In fact, there is a dizzying array of upsell features available like quick shifters, lever guards and dynamic suspension. There is also a complex array of ride modes, anti-lock brake, anti-wheelie control and traction control settings.

In fact, the press briefing focused so much on the lights, the style and the electronic settings that they barely mentioned the engine, suspension or frame. Most of all, they didn’t mention the weight.

The F 900 R, replete with steel frame, weighs 465 pounds; the XR version tips the scales at 483. The Yamaha MT-09, the bike BMW identified as a direct competitor for the F 900, weighs in 424 pounds and, being a triple, has 115 horsepower to the BMW twin’s 99. Tough competition indeed.

Which brings us to the differences between the R and the XR. The R is the naked bike, which starts at $8,995. The XR has higher bars, slightly longer travel suspension, a bikini fairing and starts at $11,695. Checking a couple boxes on the order form can add $2,850 to the purchase price to add heated grips, GPS prep, saddlebag mounts, tire pressure monitoring, cruise control, keyless ride, gear shift assist pro, ride modes pro, anti-theft alarm, dynamic rear shock and fancier headlights that illuminate more in turns. There is also a factory lowering kit, a variety of seats to change the seat height, and both hard and soft bags.

Quite frankly, after the press briefing, I was prepared to hate the bike. Both are good looking motorbikes, designed to be ridden on the street without dirt pretensions. They also don’t have linkage rear suspension (costs more), have non-adjustable forks (costs more), have steel frames (what year is this?), and cheap chain adjusters, levers and master cylinders. Anywhere on the bike non-mechanical people wouldn’t notice is where BMW shaved costs. BMW put the money into the lights and the instrument panel. Although I love super bright headlights, I also appreciate a good swingarm.

My recreational street riding is bimodal. Most of it takes place on the delightfully curvy roads in the mountains of West Virginia, and my riding companions are divided between the Raid group (ex and current road racers, all experts, a spirited pace where the tires blue overnight) and the Princess Sparkle Pony Ride (PSPR) group consisting of my daughter and three other millennial females, plus some of the experts riding their vintage bikes or other slow stuff. I tried to put myself in the mindset of the latter group, but the ride leader in California was very much thinking the former.

I rode the XR for the morning and the R in the afternoon. The first thing I did was get into the settings and turn off the ABS, wheelie control and traction control. The XR ships with Michelin’s superb Road 5 tires. I have a fair number of hours on this rubber and know for a fact the rear tire will wheelie, not spin, in the rain. That 180 tire was not in any danger of lighting up from the F 900’s meager power output.

Our morning route was a mix of California suburb and canyon scratching. I thought the low seat would squish my 5’ 10” frame to the footpegs, I thought the bucketed seat would get uncomfortable and the budget suspension would annoy me, but I thought wrong. The first part of our ride was at Princess Sparkle Pony pace and the XR's lazy engine, upright seating position and even the easy flip-up adjustable windshield were all very civilized. I could easily see the bike being a friendly, low-intimidation all-day bike for leading a PSPR. Yeah, the seat was a little low, but they have taller ones available from the factory.

Once we got to the canyons, my riding colleague's enthusiasm required me to up my game. The XR has more of a rear-wheel weight bias, and the high bars make it difficult to load the front tire with body weight, but for an upright bike, it could hustle. The chassis, relaying feedback through overly stiff springs (for my 175 pounds), felt dead, but the Michelins only ever moved when crossing gravel. If I’m riding fast, I like a lot of feedback from the chassis; however, all that feedback is tiring and distracting when I'm not trying to ride fast. BMW engineered it to be less tiring over a day of riding, which means less chit-chat from the bike.

Initially, I didn't like the front brake, as I was trail braking into turns to try to keep the long-travel suspension compressed. The brakes lacked bite at the first 5% of lever travel, but as the ride worn on, I realized it was just that the bike I was riding only had eight miles on it and the pads had not yet bedded into the rotors. Once broken in, the brakes worked well for the rhythm of the roads.

The XR hides its weight well. We were rolling hard on paved single lane roads at a pace more appropriate for Raid than PSPR, cleaning the rear tires and using full throttle off the apexes to try to make incrementally tiny bits of time on the parsimonious straights (50 feet?) between blind second gear turns with no centerlines on the pavement. The fueling on the F 900 is linear without the snatchyness one expects from the ultra-lean mixtures required to satisfy the EPA. The XR even responded well to mid-corner corrections required by the odd erratic boulder or washed-out section of road. Sure, the suspension wasn't ideal, but that was at a pace that, honestly, most of the target market for this bike would never attain. At cruising speeds, the parallel twin, with its dual counterbalancers, is smooth, smoother than many fours. The footpegs were absolutely placid and the bars only had a tiny bit of buzz in them.

The transmission is robust. Passing on the highway at upwards of 100 mph required more of a middleweight tactic: Drop two gears, pin the throttle and speed shift as the RPM approached redline. My bike didn’t have the quick shifter, but PRO TIP: You can speed shift most modern bikes! The highway passing was one of the things that would put this bike firmly in the PSPR camp. It is perfectly happy rolling along at a brisk pace on its own, but it needs some runway to get around traffic on back roads.

The seating position is so comfortable! The high bars make it easy to ride standing up, either over rough pavement or just to stretch the legs.

After lunch, I switched to one of the R models. The XR is definitely more of the old man bike compared to the R. The R has lower bars (but by no means low), Bridgestone S21 R tires (another very good tire), slightly less travel (but the springs on both bikes are so stiff it ain’t like I was getting through the suspension on either one) and no fairing.

As expected, the R felt a little sassier in all regards and was a little more inspiring for hooligan antics. There were only about 60 seconds to familiarize myself with the bike from throwing my leg over it for the first time to where Kevin Wing was shooting photos in the vineyard, but I was able to clutch up a mono for him.

The R was definitely more of the rider’s bike. The lighter weight and lower riding position made it was easier to scratch on the canyon roads, but it is still far from anything like sport bike ergonomics. Trying to keep a pace on the bike meant riding like a lightweight: Keep the engine spun up, keep the momentum through the turn and get the throttle wide open every chance you get.

The R has about 3% more weight on the front wheel; coupled with the lower bars, it was a bit easier to get the front tire loaded in the hard canyon carving. Sure, the lack of the XR fairing means a bit more cool mountain air into the front of my vented leathers, but the bike isn't really fast enough to generate that much wind blast. What wind lift there balanced nicely with the bar height. The $2,700 price difference between the R and the XR easily pays for an electric vest and a nice multi-season riding suit.

Our afternoon route took us over some rough, decaying pavement, including potholes, gravel and broken pavement. The budget suspension was a bit stiff for such shocks, but it was easy enough to just stand on the pegs and ride it like an enduro.

Watching the sun set over the Pacific, I reflected on the last 250 miles of aggressive riding. For comfort on a PSPR, I’d grab the XR, but for all other riding, it would be the R all the way. As far as BMW’s aspiration for this bike to be the sensible minivan for my millennial female riding friends’ second bike, I don’t think that’s going to work out. Too heavy. For the Gen Xers looking for an entry into a great brand at a bargain-basement price, though - oh yeah, these work.

About the author: Sam Fleming has logged 300,000 street miles on various BMWs, captained the national endurance team Army of Darkness to 13 national championships (five on BMWs) and mentors a group of Princess Sparkle Pony street, track day and dirt riders.

BMW Motorrad brought two champions from Deutschland: Tomas Hinterreiter and Rico Penzkoffer. Brian and Nate, along with European champion Stephane Mertens, had ridden in the Oct. 2006 endurance race titled MotoST (for Sport Twins, campaigning against the more powerful Aprilia Tuono, Ducati air cooled twin, Buell, and the Suzuki TL1000. When the BMW team won the prestigious Eight Hours of Daytona endurance race on the venerable (and sadly now defunct) R1200S, the big boxer was under powered, and had to win via immaculate pit stops, and the amazing skill of the riders.

The BMW world was soon abuzz a new HP boxer to be built by hand in low numbers, hence would be priced as one of the more expensive models, about ten grand more than the usual 1200cc street bikes. Few were made, and few are seen these days. Features like the Swiss slipper clutch softened the downshifting when that big dry clutch was let out with enough torque to make the bike go sideways. 127 rear wheel horsepower is serious power, and back then no one expected to see 200 hp from a street bike, like when the S1000RR was brought out in 2010. Let’s take a look at that Daytona scene when Germany took over Daytona for an epic weekend racing against the fastest bikes the AMA Pro series could muster.

The HP2 Sport during set up, minus pipes and bodywork. Check out the carbon fiber valve covers and sliders and the rear set foot controls.

Motorrad Race Director Berti Hauser muses over the machine he and the team have been secretely developing in Germany. The machine is of heartbreakingly beautiful design, with titanium pipes and cannister tucked beneath the structural, one piece carbon fiber tail section. No metal sub frame here. The bike dripped with exclusive, lightened, race-ready components as delivered.

The HP2 Sport followed the HP Enduro, which was not cam-in-head like the double overhead cam (dohc) Sport. Nor was the exciting HP Megamoto, but they were also hand built and quite exclusive. The dohc engine was a work of art, and the cams were a joy to behold when the precious carbon fiber valve covers with integral sliders were removed. The cams were ‘skew-ground’ for clearance in the tight space beneath the valve covers. The body work was all hand-laid lustrous and thick carbon fiber as well. The bike remains a BMW icon.

The dealers awaited delivery with some angst, especially those who raced. They needed that extra power desperately. The first machines in the USA were delivered by Motorrad Motorsport at Daytona, to be raced. That was one special ‘road test.’ The fixed final drives of the shaft-propelled bikes were handicapped because the gearing couldn’t be changed per individual track requirements. The chain drive competition had only to change sprockets and chain to accommodate the different tracks encountered during racing season. The BMW final drives were each locked into a specific gear ratio.

It was decreed that the bikes would first be brought to Daytona and campaigned in the rough and tough, now defunct, AMA Formula Extreme series. Our two US Moto ST race teams began to make serious plans. In a stoke of luck, I was invited to attend as I was part of the winning San Jose BMW Moto ST team in 2006. The Germans were led by now retired Racing Manager and legend Berti Hauser. The Germans all wore stylishly matching team uniforms and they had an incredible amount of tools and all the materials needed to go fast on hybrid machines.

They brought plenty of spares, too, such as a dozen final drives, and spotless blue German Stahlwille tool boxes with foam-lined compartments form fitted for each metric implement.

They brought complex, hand crafted, tig welded, form fit aluminum gas tanks with quick-fill nozzle connections that allow fuel dumps to happen in seconds while front and rear wheels are changed with new slick race rubber during pit stops.

Other specialty items such as the Swiss Staubli quick disconnects for the brake lines when the wheels were changed during pit stops were utilized, precluding any messy brake fluid loss during caliper removal for wheel/tire swaps. They say races are won and lost during pit stops, and that was certainly the case right there at Daytona just a year and a half prior, when the leading team blew a pit stop that took six minutes to fix, while the other guys got away, including our winning BMW of Kern, Parriott and Mertens.

There was much cursing in the trackside garages that evening in Daytona, when these horizontally opposed beasts took 5th and 6th place. Note the trick custom built front end stand with its ball end that captures the convex machined fork bottom. The BMW Motorrad team was the best turned out group on the grid. The Japanese and Italian teams would wander by and marvel at the Roundel’s set up. Could these air cooled twins indeed compete with the hyper fours? We shall see.

Richard “Mini” Cooper and Nate Kern just before the Daytona race began. Cooper's left shoulder shows evidence of his hard crash in the previous week's MotoST endurance race - the race that badly injured Thomas Hinterreiter who was flown back to Germany. See Nate's radio in his back “hump"? Both these fine racers went down during a race this event; in fact ALL the riders went down, including Rico Penzkoffer and Brian Parriott, but only Hinterreiter was injured. Only Cooper and Parriott finished. Ironic that a Brit and an American were left to represent Germany on that fateful weekend.

Cooper and Kern are minutes away from the grid at this point. Tire warmers come off last because race rubber has to be hot to provide proper grip. If there's too much time wasted lining up at the race's start, cooler tires can mean no grip into the first corner. Kern and Parriott were about to find that out. Also Kern was nursing a broken wrist, a very painful annoyance for any racer. The wrist was numbed by BMW's team surgeon and Nate was told to "Come in if it doesn't feel right." And so he did.

Nate Kern ready to take to the track. Behind him stands San Jose Racing’s Chris Hodgson. Nobody has more BMW racing experience in the USA than Hodgson, who holds several world records, including at Bonneville where he got a 1970s café racer R75 to go well over 130 mph.

The BMW techs practiced pit stops, over and over, removing any possibility of a mistake during the race. Their presence was historic, as this was the first time the Germans have been here racing in 30-odd years.

They were soon to return with the S1000RR, but at this time no one had an inkling of that machine except for the corporate brain trustees hidden in Munich. Chris Hodgson times the practice while Berti Hauser oversees. Cooper sits on his bike while front and rear wheels are removed, re-installed, and the fuel ‘Quick Filler’ fuel dump is deployed.

Brian Parriott’s race setup. The foam in the race suit hump was cut out to accept the radio, and neat holes were installed for the wiring. I've never seen Parriott upset, disheveled, nor sweating; he's Mr. Cool. He was also made famous during the Boxer Cup series when his R 1100 S valve cover met with an Italian rider’s valve cover loud enough to ring like a bell, plainly audible in the video recording.

During the race the pit stops are flawless. Here's Cooper dismounting his machine and about to take a very impressive 5th place. Cooper appears boy-like in size as he gets off the bike, pre-fueling. The new soft slick is lying in wait at the rear. That fuel dump is one heavy tool!

Parriott is hammer down, heading for 6th place, considered an excellent result, especially since they were running against more powerful Japanese and Italian machinery. Penzkoffer low sided and Nate pulled in with nagging wrist pain. Two down, and two left running in the top six!

Berti is so pleased with the team's performance that he embraces Chris Hodgson, making Chris wish he was back in Santa Cruz. San Jose BMW are still racing, now with S1000RR and the precious HP Race, under son Will Hodgson’s management.

Here is the entire Motorrad team, standing before the great banked oval at Daytona International Raceway.

The HP2 Sport had quite a successful debut in the states, then all disappeared in a container bound for Bavaria. Only the initial machines destined for San Jose and Atlanta remained and were raced by the US teams. The HP2 Sport was an amazing machine as sold for the street. With very trick, serious components and body work all in carbon fiber.

A total of 2,260 were built. Pricey, but not to some. The machine has become a collector's bike. Just don't crash it at a track day. If you do, remove the precious carbon fiber and buy track-ready plastic body parts. An interesting footnote note is that the service schedule mandates the connecting rods be replaced at 30,000 miles! Caveat emptor.

The S 1000 RR is a dramatically different object de machina to its different stakeholders. To BMW, it is a loss leader to burnish and sportify its brand; to the BMW touring traditionalist, it is heretical; and to high performance enthusiasts, it singlehandedly dragged sport bike R&D out of the torpor of the global financial crisis and forced all major brands to respond with halo bikes of their own. In 2008, the competitors did not see that coming.

BMW has traditionally been able to charge a substantial brand premium for their bikes, partially by engineering to avoid direct product comparisons. The S 1000 RR turned that on its head, and despite clearly being more expensive to engineer and produce than most of the rest of the BMW product line, they priced it to compete head to head with the Japanese brands. Although that strategy was partially assisted through an expensive Yen and a cheap Euro, the combination of performance and price quickly led the S 1000 RR to a host of conquest sales, an increase in interest in the brand, and 14 percent of BMW U.S. motorcycle sales. Halo bikes are supposed to attract attention and convey a warm glow to less expensive offerings; ironically, BMW didn’t have anything in their product line that was less of a value.

The S 1000 RR is not a street bike. That is not to say you can’t ride it on the street—of course you can—but it is not engineered for street riding in any way, shape or form. Back before 1996, manufacturers engineered sport bikes in recognition that most of the bikes would never turn a wheel on a track. That ended abruptly with the ’96 GSX-R750, and the battle lines of race-ready supersport replicas were drawn. A manufacturer daring to rubber-mount their clip-ons, install rubber on the rear sets, or soften the power delivery or spring rates had their sport bikes derided at track-focused press launches by racer journalists. I know, as I was one of them. Mea Culpa.

Fortunately, motorcycle enthusiast culture adapted to the new machinery, and although racing participation had cratered in the U.S., track day riding culture has flourished with more race tracks, more tires and more opportunities for track riding than ever before.

Track riding is, simply put, nothing like riding on the street. Track riding is downhill ski racing compared to a walk around the block. Track riding is a freshly honed straight razor to the kindergarten safety scissors of street riding. It is dangerous, it is loud, and it is in a single pursuit of faster lap times. The difficulty of faster lap times increases exponentially so things quickly get out of hand with wear rates of, uh, everything. It embraces any technical solution which decreases the manifestation of human limitation. I ride on the street. I might even occasionally ride in a fashion which would be termed "spirited" by some or "criminal" by others. I have never entered a turn on the street, knee down indiscretions included, loading the front tire in a fashion in which I load the front on even a typical out lap on a track.

I say this in an attempt to convey that the S 1000 RR is a terrible street bike in the same way an F-16 is a terrible commuter plane. Of course it is, but that is hardly the point. Where I wouldn’t want to ride an S 1000 RR across D.C., I was happy to use them as a platform for seven years and three national titles of endurance road racing. Sadly, whereas the 2015 revision of the S 1000 RR did not obsolete our 2012 race bikes, the 2020 fully deprecates the earlier machines.

The key to getting around a race track fast is, literally, where the rubber meets the road. Whichever rider can best manage the contact patches of the tires wins. Those contact patches, however, are dynamic. Dry track tires are filled with carbon black and either have zero tread (slicks) or 4.1 percent negative space (DOT limit is 4 percent). These compounds are hydrophobic and won’t work on wet pavement, standing water, or if the tire is outside of its operating temperature range by being either too cold or too hot. We typically have tire compounds which are matched to the temperature of the track as well as the length of the riding event (i.e., a four-lap sprint or all-day track day). We set tire pressures to manage the running temperature of the tires but also to manage that contact patch. Every racer long ago adopted the use of tire warmers to electrically heat the tires to proper operating temperature before even rolling out of the pits. Track day riders make do with slightly less focused tires which are warmed up the old-fashioned way: by riding them.

Imagine looking at a glass plate from under the bike with a front tire sitting on the glass. Then double the weight on the front tire. The contact patch will spread out with the added load. The more we load a tire, the bigger the contact patch, and the more grip we can use. We can load a front tire by trailing the brake into the turn (transferring weight from the rear to the front) and, at a certain point, simply the act of turning loads the front. We then shift that weight to the rear wheel with the throttle to get grip on the rear tire to get us down the next straight. As power has increased over the last three decades, so has the need for wider and wider rear tires, but those wide rear tires make the bikes handle poorly, so then they’ve had to engineer handling around that.

They handle worse if you are at, say, 55 degrees of lean and cross a bump. The force of that bump is not absorbed by the suspension (which is at an angle now) but, rather, goes straight into the chassis. So we need a swing arm and frame which can support the forces of 200 HP at 190 mph, but also can deflect to absorb small bumps at full lean. Forks have to be stiff enough to not deform under the crushing loads of braking while still transmitting tire vibration to the rider so the riders can try to infer how much more grip is available for additional turning or braking.

Once the rider has begun to open the throttle, each piston pulse sends a shock of power down the chain to the tire. In a track environment, each power pulse actually causes the tire to break traction. If you start spinning a tire more than about 3 percent, the back of the bike will start to slide. If you don’t manage that slide, it turns into a high side when the tire hooks up again and throws the rider and the bike to the moon.

For years, manufacturers played with asymmetrical firing orders (the best road race bikes all sport v-4 engines with asymmetrical firing orders) and other tricks to allow the tire more time to recover between pulses. We also play with swing arm angles, spring rates, and chassis geometry, and all of that generates mechanical traction. The more mechanical traction you have, the faster you can go.

Traction control takes away power the mechanical solution can’t handle. Traction control, on a road race bike, is not really to increase safety. Traction control, in a track context, is aimed to encourage the rider to get the throttle open sooner and wider by reducing the chance of a disastrous outcome. It is not there for "safety," it’s there to help the rider get to WFO ASAP. Remember, at the track we’re pushing hard enough that sticky race tires on dry warm pavement are right at the limits of their adhesion, like driving a car on snow. You don’t want any inputs to upset that tenuous traction relationship.

BMW has employed a vast array of technological tricks on the S 1000 RR to make all of this more approachable for intermediate rider, not just racers.

Any high-performance, high-revving four-stroke engine has three phases of resonance. These are times when the intake tract and exhaust tracts are of just the right lengths to use reflecting sound waves to supercharge the fuel/air charge in the combustion chamber. This usually leads to brontosaurus-looking dyno charts where the power climbs rapidly when the RPM matches the engineered phasing, and dreaded flat spots when it isn’t. Carburetors made all this worse because you actually get air flowing backwards through the carbs before being sucked back through again, leading to the dreaded "triple enriched carburetion." There are lots of tricks to mitigating this, but they all require compromises like using asymmetrical header pipe lengths, asymmetrical intake lengths, variable intake lengths, etc. All of those solutions work but sacrifice either some peak or mid-range power. The best solution would be to have two intake cams, one with low lift, low duration lobes, and another cam with high lift, long duration lobes. But, of course, that is impossible.

Except BMW did it. With ShiftCam technology, the 2020 S 1000 RR has two sets of intake cam lobes, one set with low lift and duration for low and mid-range power, another set with high lift and high duration for top end power. The ECU switches from one cam to the other at 9,000 rpm. Although the 2020 model only has six more peak power than its predecessor, the midrange boost is huge. Of course, the unkind might point out you’ll rarely get to use mid-range power because usually the traction control or wheelie control will be limiting the torque to whatever the tire can handle, but once in while you will get to use it, and it is welcome.

BMW is selling the S 1000 RR in a variety of trims with price points ranging from the base $16,995 up to the M model at $22,095. Basically, you get more track-focused parts as you spend more on the purchase price, and honestly, the M package is a deal, as it comes with full carbon wheels which, in the aftermarket, cost $3,500 by themselves. So, with the M model you get the carbon wheels, Li (lighter) battery, a less locked ECU (allowing access to more modes, but not full access). The M model is a whopping 32 pounds lighter than the 2019 bike. That kind of weight reduction, all while having to conform to tighter emissions standards, is breathtaking from a racer standpoint.

A BMW representative at the event was clear the bike is aimed at track day riders and poseurs-or "aspirational brand enthusiasts" as he described them. I am not sure how "aspirational brand enthusiasts" weigh their consumption decisions, but light rims (ala these carbon ones) tend to transform the handling of liter bikes for the better. One of the many enemies of nimble handling are the gyroscopes inherent in the system. The three big ones are the front wheel, the rear wheel, and the crank shaft. A gyroscope responds to inputs with a reactionary torque at 90 degrees to the input. So, not only are those gyroscopes resisting the turns, they are actually trying to twist the frame (or cases) in the opposite direction, minus 90 degrees. Lighter crank shafts make a noticeable improvement in handling, particularly when that sucker is spooled up to 14,600 rpm with a late downshift into a 120 mph turn, but that lighter crank also spins up faster with throttle inputs, which decreases mechanical rear traction. Most MotoGP bikes, and a couple sporting street bikes, currently spin their longitudinally arranged crankshafts backwards so the gyroscope of the crank is offset, to some degree, by the wheels spinning forwards.

Lighter wheels, barring catastrophic failure, have no "buts." Lighter wheels brake faster, accelerate quicker and turn much faster. The difference between even cast aluminum wheels and the lighter forged aluminum wheels, in this rider’s experience, tightens apexes by three feet. Going from cast aluminum to forged magnesium or, in this case, carbon fiber, is like switching from ski boots to dancing shoes. There is also some benefit from the reduction in unsprung weight to allow faster suspension response to bumps, but honestly, most of the places on a track where you really want that, the suspension isn’t really doing a whole hell of a lot because you are cranked over in a turn.

This is why BMW softened the chassis for 2020. The 2009 bike was clearly built for billiard-ball-table-smooth European tracks and slicks with massive grip. It also might have been designed by engineers who had "stiff is good" on the brain. The forks were massive, the frame was massive, and the swing arm was massive. The bike could brake like crazy because there was no flex anywhere in the system; however, once on its side on American rough tracks, it tended to buck and pump. BMW has finally addressed this with the Motorrad Flexframe with allows the bike to flex a bit sideways at full lean. The softer the chassis, the more feedback to the rider as well, until the bike is too soft and then it wobbles, shimmies, and shakes, and then we complain about that instead.

Barber Motorsports Park and museum are what happens when you have a motorsports enthusiast with no budgetary constraints. George Barber’s museum is spectacular and has something like 1,400 bikes in it, all in perfect running order. He built a track to test the restorations, and the track, although missing a high speed straight, is a thing of beauty in its topography, architecture, landscaping and art. The complex is just north of Birmingham, Alabama, and hosts the country’s largest motorcycle event with the Barber Vintage Festival. We had it all to ourselves with a fleet of 2020 S 1000 RRs

I did my best to elude the various electronic and riding nannies, and, although I escaped the human control riders, my first stint on the bike was in "Road" mode. We were riding on Pirelli DOT race tires with an SC1(soft) front and an SC2 (medium) rear but without warmers. The tires predictably squirmed around a bit until they came up to temperature. However, even once the tires were warm, the bike felt squishy. The suspension was transferring too much front and rear due to the ECU setting the front and rear damping at "too squishy for track," and stranger still, the bike’s power was really abrupt. The Inertial Monitoring Unit (IMU) was telling the ECU the bike was leaned over, so the ECU wouldn’t let the butterflies open and instead just blinked the TC light on the dash at me. I kept finding myself at full throttle in second gear and decked at the apex with nothing happening. Then, as I weighted the outside peg and picked the bike up, the ECU would feed in the rest of the power and the bike would take off. It all felt awkward and unnatural. I guess there is an argument about those being "street" settings, but I can’t imagine wanting to even canyon carve on those settings.

Just before I rolled out for our second track session, one of the more sympathetic technicians leaned over and set my bike to "Race" mode. These settings (faster power, less TC, less wheelie control, less ABS, less engine braking) started to actually feel like a liter bike. However, it wasn’t until it was set in Pro Mode 2 it really came alive. Longtime BMW racer and BMW Brand Ambassador Nate Kern suggested I set the traction control to -3 (from a range of +7 to -7) and then the bike showed its real potential.

With the electronic choke collar removed from the throttle bodies, brakes, and coils, the S 1000 RR became an extremely competent track weapon. You want some wheel spin on the back under throttle and at -3 my bike would just start to leave black lines from the tire, but without starting to pump, and far from any threat of a highside. The front tire had tremendous grip (all track tires do) so the lack of any ABS was inconsequential. The Barber track has many cresting blind turns. These crests are often when the bike is heavily loaded on the rear wheel, which encourages the front wheel to lose contact with the tarmac to either exhilarating, or excruciating, effect. Older S 1000 RR wheelie control caused the bike to porpoise but the new IMU enhanced system allows the bike to carry a small wheelie without upsetting the chassis. In Pro Mode 2 the bike felt like an incredibly powerful, fast, predictable track bike.

Suspension persists as the black art of motorcycles. Many, many bikes I see (street or track) are set up wildly off from ideal; everything from tire pressures to spring and damping settings, and we’re not even going to start to talk about geometry. BMW, in their best nanny engineering, knows most riders won’t check tire pressure, much less dial in suspension settings, so they have made some educated guesses about what would be most appropriate. Now, if you have Ohlins suspension, an Ohlins suspension tech, an array of springs and valving, and a service truck, you would, perhaps, be able to arrive at better suspension settings for a race track. However, for off the shelf components, the BMW set up works well in being able to just hit a few buttons and change from fast and soggy (i.e., comfortable) to slow and tight (i.e., racey).

I weigh in at 170 pounds and the bike worked really well. My sparring partner for the day was the love of my life and race teammate Melissa Berkoff. She weighs 110 pounds. Usually we need to respring bikes for her weight before the bike will respond at all. She reported the bike was oversprung for her (of course), but it handled well. Although track riders should be checking tire pressures at multiple times during the day, many riders don’t. Or they forget. Or they get their new tires back from the tire truck and forget to reset the pressures from mounting pressures to riding pressures. BMW has installed a tire pressure monitoring system on the bike I was testing (it’s one of the upgrade options). My guess is, of all the electronics on the bike, this is the one system that will provide the most handling improvement to street riders.

The 2020 S 1000 RR keeps BMW current against the best of liter class sport bikes from Japan and Italy. It is an incredibly sophisticated track weapon that can be approachably tuned by intermediate or expert riders and quickly put to devastating effect on a race track. BMW has done an incredible job of putting electronic leashes on a fire breathing dragon to make it more domesticated, but never forget life comes at you fast with 200 hp.

Riding and wrenching motorcycles since 1983, Sam Fleming has clocked over 100k each on a Slash 5, an R 90 S and a K 100 RS while ticking off the 49 states before he was 20 years old. His endurance road racing team Army of Darkness has won 10 national championships since 1996, including BMW’s first, second and third U.S. national endurance championships on S 1000 RRs. He is based in Washington, D.C.

I currently own a 2016 R 1200 GS Adventure and an ‘18 R 1200 GS Rallye, and I am a tremendous fan of the BMW R 1200 GS motorcycles, so I certainly wasn’t going to pass up an opportunity to ride the new bikes. I just couldn’t help being skeptical about how BMW could possibly improve on the 1200 GS. Who was the lucky person that got stuck with THAT job?

The R 1200 GS has been the BMW’s best-selling motorcycle for several years and has been a top choice for those riding the globe or adventuring into far away, remote places. When these world travelers tell their stories, I’ve never heard any of them say, “I sure wish that 1200 motor had more power, more get-up-and-go, as I am constantly overriding the motorcycle.”

I chuckled to myself, and the more I thought about it, the more excited and intrigued I became. I was about to find out how BMW had made sweet, even sweeter. I was equally excited to sit on the new R 1250 RT. I’ve heard many wonderful things about the RT describing its comfort, smoothness and ease to ride. I will admit, I wasn’t looking forward to actually riding the RT, believing that sport-touring is just not my thing.

The sprinkles on the cookie for me was that the event was set for Palm Springs, California, in the heart of the Sonoran Desert with sun forecast for the area. At my home in Central California temperatures had been colder than normal lately with relentless rain for weeks on end. Once I rummaged through my gear looking for my best options for this event, I rolled out with two gear bags. The first was my adventure bag, filled with all things adventure. The other, my I’m-going-to-ride-a-tourer bag, stuffed with the street gear that I thought would look quite sharp while riding the RT. Though both sets of gear were waterproof, I wasn’t planning on the rain clouds following me on down to Palm Springs, but I always find it best to be prepared.

I woke up the next morning in Palm Springs with the sun piercing through the cracks in the blinds, creating a golden glow in my modern mid-century hotel room. As the morning haze cleared and I recalled what the day had in store, I bounced out of bed like a poptart in a hot toaster. I had a flashback to a GS Trophy special test I participated in last summer as I darted around the room panting for air while scrambling to quickly gear up. Today was the R 1250 GS day, and I was downright dizzy with excitement.

My eyes widened with excitement as I observed the long line of BMW R 1250 GS and GSA motorcycles sparkling in the morning sun just outside the resort’s front door. I could hear my heart beat as I bounced around in my boots rubbing my hands together like a little kid with an extraordinary Christmas gift.

The first thing I noticed were the classy new colors of Cosmic Blue, Black Storm Metallic and HP Motorsport, (a sporty red white and blue paint scheme). The 1250 GS Adventure’s options are Ice Grey, Kalamata Metallic Matte and the HP Motorsport. A smile spread across my face as I stopped in front of the GS Adventure with the HP motorsport colors and my name on the windscreen.

I walked around the bike to inspect my toy for the day. I first noticed the cylinder covers had a sleek new design. The exhaust manifold had been intelligently re-routed to not dip as far forward, although the oxygen sensor was sticking up in the front and looked like it was a bit vulnerable. The intake snorkel cover had been redesigned, and the engine and tank protection bars have been routed differently than its predecessor. The auxiliary lights had a more rugged look with an increase in size and diameter. I also noticed the brake calipers were embossed with a BMW logo rather than a Brembo. The full color 6.5” TFT display with integrated Bluetooth was beautiful and easy to read. I toggled through the different screens with ease and within a minute or two I was comfortable maneuvering through all the functions. With the Bluetooth connection from the TFT-display to my helmet and smartphone, I could listen to music, skip to the next track, adjust the volume, make, take, or ignore (giggle), a phone call, and navigate using my smartphone’s GPS. Although there is still a cradle for the GPS, it seemed to me that there may not be as much of a need for a BMW Navigator VI. After I jumped on board and righted the bike, I didn’t notice the 15 or so pound weight increase. The riding position felt familiar and unchanged.

Then, I fired it up and gave the throttle a slight roll. Immediately, my the hair stood up on my arms, and it was apparent that the redesigned boxer engine was not the motor I was familiar with. Where the previous R 1200 motor kind of talks to you with its clicks and clacks, the new 1250 engine has a deeper and more sophisticated sound. It vibrates less and is as smooth as a sip of Merlot. BMW accomplished this by incorporating a newly designed fuel injector needle and toothed cam chains which replace the roller ones. The idle speed is now lower by 100 rpm and while the old R 1200 engine was offering 1170cc, the 1250 is at 1254cc.

BMW boasted the new 1250 engine has a longer stroke, larger bore and piston, more torque and increased power, while combining variable valve timing and differential valve lift. What does this all mean? It means they went from homemade hand-dipped ice cream to gelato. Torque has increased by 14 percent while horsepower is up 9 percent.

The new engine is 6 percent more fuel efficient, which works out to be about a dozen extra miles between fuel stops and is equipped with dual knock sensors to handle the low grade fuel found in some remote locations. I found the creamy smooth throttle response apparent at low, midrange and top end, and the bike was easier to control at low speeds while negotiating technical terrain, with less chance to stall. When the throttle is cracked open, the extra grunt and added power is sweet, but for me the increased torque is where it’s at.

The sporty new GS and GS Adventure also come standard with Dynamic Brake Control (DBC), a fantastic aid when emergency braking. We’ve all seen it; panic braking while the throttle is still on. The driver of the car doesn’t see us and pulls out—our eyeballs get wide, teeth grit, and we brake hard before we roll off the throttle. The bike will react by revving and bucking, becoming difficult to control. The DBC function should help with a more positive outcome in this type of situation. Another nifty standard feature is the Hill Start Control Pro, or HSC Pro. The partially integrated ABS system enables the rear brake to be applied when only applying the front brake lever on a five degree or more gradient. This is designed to help keep the motorcycle from rolling backward or forward on a slope. The HSC braking is automatically released when riding off or when the brake is applied firmly.

Six different riding groups set out on our 180-mile loop. The route would take us through the town of Palm Springs, along the canyon, and into the Joshua Tree National Park, with lunch in Pioneertown. After lunch, the riders with a GSA would trade with another rider on a GS, and ride it to the next break stop. From there, we would swap again and then enjoy twisty pavement leading us back to the hotel. I instantly noticed the improved handling as we worked through traffic and stop lights. When I sat idle at a light, I stretched my 28” inseam, sliding off the seat to set one toe down on one side of the bike. With my bike back home, the 1200 engine has more vibration causing me to consistently pay great attention to keep the bike in balance while stopped at idle. The R 1250 motor idled much more smoothly, and I found myself enjoying being relaxed at the light and able to look around without worrying about rebalancing a trembling machine. The bike was also much smoother during takeoff from street lights and before long, I was believing that BMW in fact, did improve on an already great bike.

We then entered Carnage Canyon. Our ride leader led us onto a dirt roadway, and I toggled my mode button through Rain, Road, Dynamic Pro and landed on Enduro Pro. The canyon was filled with deep sand that stashed large rocks and rubble below its surface. The track in front was severely worked from riders ahead of us and, what we would say on the East Coast, “all stove up.” I quickly put myself into sand mode, staying loose on the bars, positive throttle, no clutch, eyes up and steering from my waist down. A large grin was frozen on my face as I slowly carved my way through the down riders. The bike was smooth, easy to control and the low-end torque was like cheating. I soon realized our group had caught up to the group in front of us as more riders parked their bikes on their sides. Suddenly, as I was trying to split a down rider and a ditch, I joined my friends in the sand. Like true adventure riders do, we helped each other pick up our bikes and got moving again. After some help removing grapefruit-sized baby head rocks from in front of my tire, I switched to rain mode for a moment to help get the bike moving, and I was off and rolling.

We blew off the dust and left the sand wash behind us as we picked up speed for the open road. I wanted to see if I could detect that moment when the ShiftCam switches between partial load at the small cam and over to full load at the large cam. I was looking for changes in the revs, surging or a sign it was happening. It was not detectable, and there was no trace of the ShiftCam operating whatsoever, other than the extra power! The road started to curve and soon we found ourselves in a thrilling run of twisties. At times I was so busy concentrating on the feel of the bike or how much I could push it, that I didn’t realize what gear I was in. I had to glance at the laptop-sized TFT display to determine my gear. It became apparent that the new 1250 engine was extremely forgiving, and I could pretty much tease the bike and select just about any gear I wanted, only to find the bike pulled smoothly and effortlessly through each corner.

While riding back to the hotel I let out a big sigh, fogging up my visor. I did not want the day to end, and I certainly did not want to return the bike. If you are like me with an R 1200 GS or GS Adventure in your stable and you take this new 1250 for a spin, your old bike will never feel quite the same.

We parked the bikes at the back lot of the hotel where the new 1250 RT models were waiting for tomorrow’s ride. I hesitated for a moment, then walked up to the row of RTs. It is the closest I had ever been to one, aside from a showroom floor. At first glance it seemed bulky with its large fairing and oversized windscreen, although it did look as though it would be comfortable to ride. I decided since it was the same 1250 motor that I had enjoyed all day, tomorrow’s touring experience should be better than I had originally thought.

As it did the day before, I awoke to the morning the sun creeping through the blinds. Only this time, it was annoying, as I buried my head under the pillow and decided to stay in bed a little longer. Now running late, I suited up, grabbed my helmet and headed out, but not before pausing briefly in the hotel mirror to make sure I looked the part of a touring rider. With a smirk and a nod, I headed off to meet my RT. As was the case a day earlier, through the tall tangerine doors of the resort and in the front lot was a perfect row of BMW R 1250 RT motorcycles waiting patiently.

There were several sophisticated colors in the lineup of bikes and my ride had the option 719 Blue Planet Metallic paint scheme. With a slight hesitation, I climbed up into pilot position and fired up the bike. Unlike the GS, some buttons and functions were unfamiliar to me. Laugh if you must, but one of my favorite features of the RT is the power windscreen that raises and lowers the windscreen with a simple push of the button. Quite the upgrade from the GS’s manual windscreen with the turn knob that is awkward to reach while riding and difficult to turn at speed. The RT also had some features that I recognized from the GS, such as optional ride modes, adjustable seat height and adjustable suspension. Like the GS, the RT also has an automatic preload control option. When this option is selected, the bike adjusts the rear preload and the front and rear damping automatically, so that you get the best ride possible. This is such a cool feature, and I think the days of manually adjusting preload and damping may be coming to an end.

A piercing horn beep startled me and yanked me from my RT trance. It was time to roll. We followed our leader out the hotel exit and began a 220-mile loop. As we diced our way through traffic, I could not believe I was riding a touring bike. I expected it to feel awkward and heavy. I thought that I would be battling the bike and struggling with silly things like riding posture or what height I should have the giant windscreen set at. Then, the unexpected happened. My lips stiffened, my cheeks and brows raised up and a humongous smile spread across my face. Within just a few miles I was absolutely having a blast and enjoying the bike!

By mid-afternoon the weather had turned from warm and sunny to cool with light rain. The rain did not concern me at all, as I had now become extremely comfortable on the RT. With a push of the button, I raised the windscreen to keep rain drops off my visor and to cut back on the wind noise and make it easier to hear the music in my Bluetooth headset. My BMW EnduroGuard gear was keeping me completely dry. With a couple clicks I had my heated grips on and, “Wait, what’s this?!” There was a heated seat! My face was aching from my permasmile as I switched into rain mode and started carving away at the smooth, curvy roads with full confidence. The ShiftCam 1250 motor was just as smooth as it had been on the GS, making cornering almost effortless.

Much too soon the ride was complete, and we parked the bikes in the hotel lot. I remained sitting on the bike for a few minutes. Before the day started, I didn’t give the RT a chance. My mind had been set that this oversized touring bike was just not my style, and now, here I was, thoroughly impressed by its intense power, incredible handling, smoothness and comfort.

After I gathered up my helmet and gloves and turned toward the hotel lobby, I stopped, turned back to the bike, set my hand on the raindrop coated fuel tank and gave it a pat. “Until next time,” I chuckled to the RT. “We will ride again.”

Laughter filled the night as a group of riders surrounded the evening bonfire sharing stories from the road. A bowl of marshmallows was passed around, along with the most interesting roasting sticks I had ever seen. I selected a stick and quickly put it to the test. It was a good four feet in length, smooth and perfect for roasting. It didn’t heat up like metal sticks, causing the treat to slide off into the fire. It didn’t catch on fire or burn, and it was long enough I also didn’t catch on fire or burn. I doubled up on the marshmallows and let out a chuckle.

As I mentioned before, we’ve all heard the saying, “If it ain’t broke, don’t fix it.” However, if you’d like to improve it, then I guess that’s perfectly fine.

Over the years, I’ve spent more time on an F 800 GS than any other motorcycle. While it has a special place in my heart, there were always a few things I wished were different. In my mind, the 800’s biggest shortcomings were its lack of power, soft suspension and the stiff clutch pull. A couple other minor complaints included the need to repeatedly turn off the ABS when riding off road, and the bike’s traction control introduced in 2013 was useless on dirt.

After a 10-year run, the team at BMW Motorrad is finally giving us the long-awaited replacement to this middle-weight adventure bike. While the F 850 GS is similar in name to its predecessor, it’s got an entirely different personality. Let me put it another way. If the F 800 GS was a choir boy, the F 850 GS is more of a Beastie Boy. This new GS has got a wild side.

At an MOA rally several years ago, I recall an MOA member approaching Pieter DeWall, the former Motorrad boss for North America, and asking, “Why don’t you make your bikes sound exciting? I love my GS, but it sounds like a sewing machine.”

He may not have been the only one feeling that way, because BMW has responded in a big way. The new F 850 GS power plant features a 270-degree firing order that produces an angrier sounding growl than the F 800 GS could have ever dreamed of. The newest GS not only sounds exciting, it backs its snarl up with seriously snappy power delivery. The bike pulls hard on pavement and offers a spirited ride through the twisties. On the dirt, it claws its way through mountains and rough terrain while painting a permanent grin on your face.

Ride Modes

The available ride modes of the F 850 GS customize the way the throttle response, traction control, anti-lock brakes, and dynamic suspension damping come together to optimize the way the bike behaves to match the riding situation. Available modes include Road, Rain, Dynamic, Enduro, and Enduro Pro and I like to think of them as computerized intervention helping a rider stay out of trouble.

While Road and Dynamic modes work to make the bike more exciting to ride with a strong power delivery, Rain mode dramatically limits wheel spin on the throttle and provides generous amounts of ABS to keep you from locking up the wheels while braking. I was glad I had the Rain mode when coming down from a high mountain pass in snow showers with 32 degrees indicated on the dash.

My favorite mode is Enduro Pro which provides the perfect traction control for riding dirt. It allows you to drift the back end while under throttle but keeps you from going too far. Still fun, but with a feeling of safety. In Enduro Pro mode a rider maintains full control of the rear brake while allowing you to skid the rear tire to initiate turns and have fun. Enduro Pro still provides off-road ABS on the front end to keep the front wheel from locking up. The bike really stops well with the front brake in this mode. What’s really nice with the F 850 GS when compared with its predecessor is that these settings are retained when turning the bike off. Thank goodness!

Gear Shift Assist Pro

This is something I never would have asked for, but found pretty nice once I got used to it. This technology allows you to shift up or down without using the clutch or backing off on the throttle. I found I could rev it up close to red line and with the throttle fully twisted open, kick-it up a gear without touching the clutch. It’s like magic! In practical use, when you come out of a corner in too high of a gear, you simply kick it down without backing out of the throttle and bam, you are in the right gear without missing a beat.

Suspension

I found the suspension on the original F 800 GS to be too soft when pushing the bike off road. It regularly bottomed out, making aftermarket suspension installation necessary to improve the handling. The F 850 GS is much better in all terrain and situations. To adjust the suspension, riders chose between the Standard, Luggage or Two-rider settings to electronically increase the preload and change damping characteristics of the rear shock. For aggressive off-road riding, I put the bike in Two-rider mode and loved the way it performed. I pushed the bike hard on challenging terrain and only bottomed it out a few times. On the street, the bike had a nice planted feeling and was comfortable to ride in the standard “single rider with no luggage” setting.

Cross spoke wheels and tubeless tires

In many ways this F 850 GS is the recipient of many great attributes of its bigger sibling, the R 1200 GS, and cross-spoke wheels and tubeless tires are a great example. Fixing a flat without removing a wheel is always a benefit in my book.

TFT Display

I’m a little bit “grumpy old man” about all the high-tech stuff on an adventure motorcycle, but the TFT has grown on me. It’s crystal clear and easy to read, even in full sunlight, and easy to navigate through the available settings. The start-up sequence alone is pretty cool. Using the BMW Motorrad Connected app, a smart phone can be connected via Bluetooth to allow navigation information to appear on the display. Add a communication system and you can answer calls or listen to music. Navigating the display menus and settings is convenient with the handlebar-mounted multi controller.

Useable Power

The bike feels like it has more power than the stated 90 hp, and I would have guessed a higher number after riding the bike. I found the bike downright exciting to ride and a big improvement over its predecessor. Gone is the need to downshift and ring out the motor when passing cars as was necessary on the F 800 GS; the F 850 GS simply moves. Off-road, the bike has plenty of power and in Enduro Pro, it provides great traction and pulls up mountains and through varied terrain.

Ergonomics

The buttery smooth clutch pull made me very happy. I remember a long, technical ride at the 2014 ADV Rally – Sierra Edition on my F 800 GS where my clutch hand gave out from having to feather the stiff clutch so much. That won’t be an issue with the F 850 GS. I found that the front brake also has great modulation and can be operated all day long with just one finger.

I do have few gripes about this bike, and one is that I found the rear brake pedal to be too low to operate when standing; I wish it had more adjustment range to position it higher. I recently put Touratech lowering foot pegs on my bike, and this greatly helped my ability to operate the rear brake. My left foot also had a complaint. The shift lever was too short to get my size 11.5 Motocross boots under it, and an adjustable shift lever will soon be installed.

The F 850 GS will be available in four seat configurations, which will provide a range of seat heights from 35 inches down to 32.9 inches and with the factory lowered suspension, a 32.1-inch seat height can be achieved.

Why the Wait?

The launch of the F 850 GS was delayed by BMW and the rumor mill was churning full steam about problems with the motor from the new Chinese supplier. The explanation offered by Mike Peyton, Vice President of Motorrad America, was that because of BMW’s high quality standards, the company took the time required to bring this new supplier up to the BMW quality. This isn’t the first time BMW has delayed a new model, and it probably won’t be the last. The good news is they take the time and usually get it right.

Conclusions

Overall, I was very pleased with BMW’s new F 850 GS and believe it’s a strong contender in the 21 inch front wheel class of middle-weight adventure motorcycles. BMW performed a miracle when they increased ground clearance by 1.3 inches while at the same time, lowered the seat height by 0.7 inches. They also moved the fuel tank to the front which allows the bike to be skinnier in the middle for improved ergonomics when standing. I felt much more comfortable standing on this bike than I did with its predecessor. The balance and handling are really good on the 850 GS, and the rich exhaust note sounds downright rowdy for a BMW.

BMW F 750 GS

While we didn’t spend as much time with the F 750 GS, there is a lot to like about the F 850’s little brother. I think it’ll be a good fit for a lot of riders.

If you are short on inseam or budget, this bike is made for you. It’s got many of the attributes of the F 850 GS, but with a stronger street personality with its 19 inch front wheel and a suspension more suited for street than demanding off-road.

Most of the good characteristics in the F 850 GS are present in the F 750 GS in terms of electronics package, styling, and motor, albeit with 77 hp instead of the full 90 hp. The biggest difference between the two models is the F 750 GS’s lower seat height at 32.1 inches which drops to 30.3 inches with a lowered suspension model.

A constant complaint I hear about adventure bikes is that they are too tall. BMW has solved that problem with the F 750 GS while offering a good option for those who want to touch the ground but still live for their two-wheel adventures.

With a base price $2,800 less than the F 850 GS, the F 750 GS is a lot of motorcycle for the money. For the average rider, this bike will do everything you need off-road while exceeding expectations on the street. The F 750 GS impressed all of us at the press launch, and apparently, there was some spirited riding happening on this bike. I overheard other journalists at the cocktail party talking about hitting triple digit speeds in 5th gear. Even with street tires, I was still impressed with how well it did in the dirt. That being said, if you want Enduro Pro mode, you’ll have to opt for the F 850 GS as the F 750 GS only offers Enduro mode for dirt riding.

The wait is over and the new F 850 GS and F 750 GS are finally here.

Photos by Kevin Wing

Close your eyes. Picture the kind of motorcycle they call a “bagger.” You probably see something close to the ground, long, sleek and shiny. Acres of chrome. Maybe apehanger handlebars, maybe not. Hard cases that complement the lines of the bike, but no trunk. Forward controls stretched out past the front of the engine. A pair of fat exhaust pipes with open mufflers letting people for miles around know the bearded guy wearing jeans, engineer boots and a leather vest riding it is a badass.

As any number of mystic gurus might advise, when it comes to understanding BMW’s entrance into the bagger genre, you must unlearn everything you know—or think you know, for that matter.

Check out our first video podcast and get a better look at the Bagger.

The unlearning started in late August when BMW Motorrad hosted its press launch event for the K 1600 B at the Biltmore Estate in Asheville, North Carolina. Asheville is in the western end of the state, less than an hour from Tennessee and South Carolina, and not far from Virginia; all four states boast access to some of the greatest riding roads east of the Mississippi River, including the Blue Ridge Parkway and dozens of other popular routes.

Over the course of two days of riding, journalists from a dozen states and a handful of countries racked up hours in the saddles of their baggers, exploring everything from interstate highways to one access road that could only generously be called such by exercising one’s imagination. Along the way, we experienced every kind of riding from high-speed getting-down-the-road to sitting and sweating in stop-and-go traffic.

BMW’s brand-new K 1600 B is indeed close to the ground, 2.8 inches closer to the ground than its sister, the K 1600 GT. It is long, sleek and shiny. There are hard cases on either side that complement the lines of the bike and a pair of fat exhaust pipes. There are a few chromebits—especially obvious are the mufflers on either side, tucked in tight below the hard cases—and more are available for aftermarket customizing. In place of forward controls are floorboards that cover crash protection bars and which can be replaced with storage compartments if you don’t want them. The tubular handlebar looks like a drag-style bar, wide and flat, and connects to the triple clamp with an oval loop.

Despite the frame getting nearly three inches closer to the ground, the K 16 B has just ten millimeters less ground clearance than the K16GT, so you needn’t worry about bottoming out on rough roads, potholes or speedbumps. With ESA and all the suspension modes available—Road or Cruise for rider, rider + luggage or two-up—the Bagger’s suspension is as refined as anything BMW Motorrad has offered.

As a matter of fact, the whole motorcycle is packed with the kind of technology that modern BMW motorcycle riders have come to expect. Dynamic traction control (DTC) keeps the driveline tamed in slippery conditions. Fuel injection mapping provides throttle response ranging from slightly soft (Rain mode), to crisp (Road) and even immediate (Dynamic). ABS Pro means the rider has access to anti-lock braking even when the bike is leaned over. Shift Assist Pro means never having to use the clutch unless you want to. Even the radio is high tech, with Bluetooth connectivity (for helmets) and a USB jack (for your phone or MP3 player) tucked into one of the side cases.

It’s this technological wow factor that has some asking hard questions about the appeal of this motorcycle. Baggers do not traditionally have this refined level of electronic wizardry, and riders looking to cross over from other brands may find themselves intimidated by all the menus and settings available. Reading the owner’s manual should be a critical step in the ownership of a BMW motorcycle, something riders who have never owned one may not grasp immediately.

When it comes to the looks of the Bagger, so far BMW riders seem to be polarized, with a love it or hate it division emerging. The Big B is deep within the acceptable styling of the target model, the bagger. The only thing about it that doesn’t look traditionally bagger-styled is the inline six-cylinder engine and aluminum frame spar coming down from the tank. It may not have a traditional batwing-type fairing, but the lines of the front are solidly within the realm of baggerdom.

If the technology intimidates riders of other brands of baggers and the looks intimidate people who already own BMW motorcycles, who is the target market for this motorcycle? All of those people and more. The rider who loves his V-twin bagger for an evening dinner meet-up with his chrome-polishing buddies will benefit from having a K 16 B in his garage for when he wants to go on a longer trip for the weekend or more. He can load up the side cases (which have the same capacity as the ones on the GT/GTL, 37 liters), strap down a bag behind him, and ride to meet his friends on the other side of the country. Similarly, the rider who has an F 700 GS already for general all-around riding may find himself or herself desiring something a little bigger, a little smoother for those longer trips that don’t involve any dirt or gravel roads. He or she can set off on the Bagger and put in a 500-mile day, arriving ready for whatever the evening presents.

From a drive train standpoint, the Bagger is all K 1600. The smoothness of the inline-six engine is there; there is simply no vibration that makes it through to the hand grips or foot pegs (or boards). Proper clutch technique and appropriate use of Shift Assist Pro results in no driveline lash, though downshifting with SAP can be a bit abrupt and even jolting, depending on your speed and how fast you’re trying to stomp down through the gears. That same K 1600 engine that powers the GT and GTL is powering the B, and it’s everything you expect.

The major difference, then, is in the ergonomics of the motorcycle. The K 16 B is unlike any other motorcycle BMW has ever made. BMW’s oft (and unfairly, if you ask me) maligned R 1200 C and CL motorcycles had forward controls. Rather, they had controls as far forward as you might be able to get the controls with a boxer engine. Without protruding cylinders, there’s nothing here preventing the existence of forward controls, but BMW avoided them, perhaps understanding that having two places to put your feet is better than locking them into one location on a motorcycle of this style. The floorboards are placed well from an ergonomic standpoint, and switching from the pegs to the boards shifts where the rider’s weight sits on the seat, trading one set of pressure points for another.

The seat on the K16B is my only real beef with the bike. I opted for the factory tall seat for the two-day press event, and I’m glad that I did, as the hip and knee angles when my feet were on the pegs were a little sharp. Not uncomfortably so, but I am only about 6’ 3” with my riding shoes on. Anybody taller than I am may find themselves a little cramped. That feeling will go away by moving the feet out to the floorboards, but then, of course, there are no controls out there, which forces the rider to abandon the boards to shift or use the rear brake. It is not a difficult motion to get used to, as everything is intelligently placed, but it is something that some riders may not be comfortable with. Between the two positions available (low/high) for either the tall or standard seat, then, the K 16 B can easily fit riders from just over five feet tall to over six feet tall—no doubt the vast majority of riders.

I can’t blame BMW too much for a seat causing butt-burn after several hours on the road. My rear end has never met a stock BMW seat that it likes, and I am constantly on the search for the perfect seat for my backside. By the end of the first day of riding, I was ready to get off the bike, and by the end of the second day, I decided that if I ever buy a Bagger (and I would dearly love to) my first and possibly only aftermarket purchase for the bike will be a seat that conforms more to what I prefer.

I spent those two days on the bike searching desperately for something to dislike, only to come up short on everything but the seat. Handlebar reach – perfect. Dash – bright, packed with information and viewable in direct sunlight. Throttle – responsive to a T. Brakes – fantastic. Windshield – great, easily adjustable to control noise, buffeting and wind flow. Heat – manageable, even in stop-and-go traffic. Suspension – excellent. I even love the way it looks, possibly because it doesn’t look like anything BMW has ever done before. I do hope BMW decides to offer the Bagger in more colors than black, but if they don’t, I’ll be perfectly happy riding a black one.

Photos by Jon Beck

The newly released 2018 BMW R nineT Urban G/S is experiencing an identity crisis, even as it rolls off the line and into showrooms.

That's okay. We're here to help.

The problem stems from the G/S moniker, which BMW is trying to play down so hard that they haven't even put those two letters in the bike's badging.

As the Motorrad bosses recently turned a swarm of these bikes loose on a bunch of bike fiends credentialed as motorcycle reporters, the execs went out of their way to underscore the point: "This is not a bike you are going to ride into Moab," Brian Carey told the press crew. As U.S. Product Manager for Motorrad, he might have been positioning the bike in its rightful place on the spectrum of his company's lineup. Or he might have been begging for the riders to stay out of trouble. Not sure.

Corporate Communications boss Roy Oliemuller backed up Carey by declaring that anyone into "serious off-road" should stick with the traditional GS line. And the official press release refers to the new bike's scope as including only "light off-road use."

The reason for the Urban G/S moniker on this new R nineT, the fifth and allegedly last in BMW's Heritage line is simple: The biggest difference between this bike and the other four R nineTs is looks. It is meant to tap into a retro-crazy consumer trend. To sate that hunger, BMW looked back to the 1980s, when its R 80 platform won the Paris-Dakar with Hubert Auriol in the saddle. The white, blue and red coloring brings to mind a retro French ski sweater, and it fits neatly into Motorrad's desire to sell more bikes to the younger consumers leading the retro trend.

Motorrad's team is faced with attracting younger riders, who often have lower income levels. With the average R nineT purchaser at age 49, the team wanted to go younger, and that meant dropping the price. It also meant paying attention to a couple of surprising points made by Carey: 63 percent of the first R nineT buyers said their decision to purchase was driven by "style and design." That percentage jumped to 73 percent with the second-born sibling in the heritage family, which explains both the effort to drop the price and the decision to go with the eye-catching retro color scheme of this 2018 Urban model.

With a sticker price of $12,995 some obvious corners have been cut, but BMW did a clever job of making those cuts cool. The best example is this bike's steel gas tank, saving production cost over the aluminum of the previous versions. How is that cool? For an extra $850 you can get the tank raw, in brushed steel with the weld seem showing. Another hundred bucks and they'll even grind down the seam. An extra $500 also gets you the cross-spoke wheels, seen in the bike Motorrad released for this review.

That gets us down to what counts: the guts of this bike, which are beautiful. The same 1,170cc air/oil-cooled boxer twin is positioned in almost the same stripped-down frame as its earlier siblings. Fire up the bike and hear it snap and snarl.

This may be a Heritage line, but the sound of that engine announces its 110 horsepower with 86 pound-feet of torque at 6,000 RPM, bringing you to 62 miles per hour in 3.6 seconds. That speed is found across an incredibly flat torque band and tops out at 125 miles per hour. Power, when you want it and wherever you want it, on a frame light enough to cut a very tight line.

The proof is in the riding, and for reasons that remain obscure, the brass at Motorrad agreed to release the bike to the Taos County Perverse Environmental Testing Facility, located in the northern mountains of New Mexico. (Apologies to the late Dr. Hunter S. Thompson, founder of the Woody Creek Perverse Environmental Testing Facility.)

Getting on this naked bike and jumping into bumper-to-bumper traffic on I-10 out of Santa Monica offered up a great chance to test the Urban moniker right away. Quick lane changes? Check. Seventy mph to zero in way less distance than the Tesla ahead? Check. Lane splitting, because it's actually (insanely) legal in California? Check.

Up through Barstow, over the Sierras and down into the Mohave desert, this bike, which had exactly four miles on the odometer when released, moved into 120-degree desert heat. We won't talk about speed, except that the limit was 75 mph and the cops would have had a field day if they'd only been around. Watching the engine temperature creep up, worry set in. (Yes, this bike reads out actual degrees, unlike some earlier R nineTs.)

At a Red Bull and fuel stop in a no-name convenience store on the scorched flats of Arizona, a call to the technical wizards at North American headquarters in New Jersey drew a laugh. Was the bike running too hot? "You'll melt down before that bike does. Proceed!"

Quartering winds gusting at 35 miles per hour wobbled only the rider, not the bike. Flagstaff went by and gave way to a 100-mile stretch of more heat and acrid smoke laid down by 60,000 acres of wildfire, as 1,600 firefighters struggled against the hot winds to gain a foothold of control. The heat and dirty air lifted at the New Mexico line, revealing the Navajo Nation and Window Rock. From there it was a quick run up to Santa Fe, where the team was waiting to dump a hot crankcase of oil and perform the rest of the bike's run-in maintenance.

Then on to the Taos County Perverse Environmental Training Ground. The test started on US 68 just north of the San Juan Pueblo, where law enforcement becomes scarce and the speed limit is mostly 45 mph as the two-lane blacktop twists along the Rio Grande, following the same non-engineered line followed by the Conquistadors in their doomed effort to find Cities of Gold.

The bike powered between third and fifth gear, doubling the speed limit through the tightest of twisties and passing clusters of cars in the shortest of distances. Through descending corkscrews, reverse crowns, fallen scree and tightening arcs, the bike moved seamlessly from line to line. A hundred and ten horsepower in a 485-pound bike. Yes!

New Mexico is a state dominated by two lane blacktops, dirt roads and U.S. Forest Service roads that vary in quality from almost groomed to post-apocalyptic. Motorcycle riding here, if you are serious about your fun, requires two bikes: an RT for cruising and a G/S for dual purpose or off-road.

This bike changes that. You can ride this bike on the freeway, take an exit and run the two-lane blacktops, and then jump on to a Forest Service Road. The line is drawn at technical riding. Or, to repeat Oliemuller, "This bike is not going to ride into Moab."

The suspension never bottomed or flexed in hardpack, rock, sand or gravel. The 17-inch front wheel ate the dips. The back wheel sloshed around sometimes, but that can't be a surprise because it was fitted with street rubber. You can choose knobbies or street tires when you order, no upcharge either way. You could also buy a hybrid tire, something like a Pirelli Scorpion Pro.

If you ignore the G/S in the name, the question of this bike's true identity evaporates. It is fun. It covers a hugely diverse range of terrain. If you have a tourer and a G/S and you parked this one in between the two, you would ride this more than either of the others because it is fast and easy in town and on the road and you can run it on dirt roads all day long. You can also run it on the freeway, as it performs at speed against truck wash and wind, even without faring. If, on the other hand, you have no bike at all, this one will do more than so many other bikes.

The 2018 BMW R nineT Urban G/S is fun: visceral, throaty, fast and versatile. It's a memory of your best and earliest biking experiences in a package of the finest engineering and technology on the market.

If Motorrad pegged it right, it's not a memory at all – it's a first bike. A memory maker.

Photos by Jon Beck and Will Guyan; additional photos courtesy BMW Motorrad.

In 2007, BMW was a very different company, straining to understand the new market demographics. All the faithful lovers of Bavarian two-wheeled sport were awaiting the newest boxer, the HP2 Sport, with its unheard of double overhead cam power and enough unique carbon fiber bits to make you try hard to justify the cost.

The previous year BMW had quietly returned to U.S. road racing, winning the prestigious Eight Hours of Daytona on a basically stock R 1200 S, supported by Motorrad USA via San Jose BMW and BMW of Atlanta. I'll never forget that Daytona announcer broadcasting, "What kind of BMWs are those?" The competition was Aprilia, Ducati, Suzuki and Buell. The R 1200 S BMW won by 15 seconds after eight solid hours, and it used no oil!

In 2008, BMW Motorrad Motorsport came back to Daytona with four HP2 Sports, set up for competition, with a full cadre of 20 German techs from Munich. They placed fifth and sixth in the gnarly AMA Formula Extreme series. Again, they were supported by the same two BMW dealerships as well. This was the first time anybody had seen the HP2 Sport, and it was not a bit disappointing.

Then, in 2009, BMW blew minds with their first superbike, the S 1000 RR, garnering more free press than the iconic Ducati 916. From 2009 to 2013, BMW competed in the World Superbike series with top riders, winning several firsts and many podiums before abandoning the series midway through 2013. One thing was certain: BMW was no longer solely a builder of sturdy touring bikes. They were a force to be reckoned with. No other stock superbike came close to the game-changing BMW.

Finally, BMW has reconnected with their historic roots, bringing to market the R nineT, a bike created to be customized to the owner's personal liking. They seeded top custom builders worldwide with stock nineTs to see what would happen. The nineT was a huge hit – a beautiful, naked bike without riding modes, traction control, electronic suspension and all that. The riding public yearned for an old school bike they could make their own, with their wrist providing traction control, old school style. Oh, it had ABS and well over 100 horsepower at the rear wheel with its HP2 Sport-derived boxer mill and was a kick in the pants to ride, but it's a relatively simple, naked motorcycle.

Now BMW, lubricated by success and with lots of enthusiasts buying their machines, are offering four additional nineT models that are even more basic and priced thousands of dollars lower than the top shelf R nineT. The Racer, the Pure, the Scrambler and the Urban G/S, modeled on the original R 80 G/S, join the original nineT on the sales floor with different forks, and minus the high-zoot aluminum tank.

Recently we got to ride two of these new machines, the R nineT Racer, with its authentic café racer fairing, and the base model R nineT Pure, as basic a boxer as you can get with the same powerful engine, slick six-speed gear box and world class brakes as the original R nineT, starting at $11,995 plus fees. Add the Scrambler, with its high pipes and street knobbies, and the possibilities seem endless. Which style rocks your self-image? All share the same running gear, but with different styles to suit each individual. Brilliant. Same, but different.

The low-slung Racer is drop dead gorgeous and has a stretched-out riding position to match. After the first 15 minutes getting used to the café position, the fun delivered by this stunning machine makes you forget the slightly cramped ergonomics. This thing lives to be wrung out in the twisties and ridden across town to bike night or to a cafe. But for cross country rides, you may prefer the Pure or even the Scrambler with their sit-up straight ergos. To improve this, San Jose BMW has already created a gorgeous top triple clamp that raises the low bars just enough.

If you want to relive the era of vintage café racers without the forgotten reality of leaky carbs, sketchy brakes, and sluggish power, check out these nineT derivatives. The power train is identical to the original bike, but there are subtle differences such as the basic, old school telescopic fork. For top notch esthetics, the Racer's distinctive half fairing, fuel tank and seat form a striking vintage silhouette. The long wheelbase and the low handlebars provide a sporty, low-slung seating position. The set-back footrests let you lean into an aggressive riding position. It feels, sounds and looks like a café racer – good for BMW for following its historic past, even if back in the day there were no BMW-based café racers. Better late than never.

The air/oil-cooled boxer flat twin engine with balancer shaft, four valves per cylinder, double overhead cams, wet sump, excellent standard ABS and optional traction control add up to one great, motive beast. Right around 100 rear wheel hp and 85 ft. lbs. of torque will let you rule the twisties and squirt through traffic like a banshee on steroids. Boxer twins are smooth, powerful, easy to maintain, extremely reliable and I daresay addictive, too. With a pipe that makes them sound as powerful as they are, I can see plenty of old BMW riders as well as new blood buying this machine, because it's just plain fun, relatively affordable, very well made, and brutally sexy. It also has a three-year warranty with excellent dealer access.

The six-speed gear box and the light dry clutch are as slick as they come, and the excellent, one-finger BMW brakes are among the best on the market. Seat height is 32 inches, and the steel gas tank will happily accept a magnetic bag. The original R nineT aluminum tank is a $1K option, but I can't understand why you'd want one. Wheels are sporty 17-inchers, drive is via shaft, and the telescopic 43mm forks are more than adequate for anything we rode, including potholes, broken pavement and curbs. No problem on graded dirt roads either, if your passion is the high-pipe Scrambler.

The Racer's handlebars are positioned low on the top triple clamp, clip-on style and a moderate offset helps the wrists. It has period-correct, handsomely designed analog dual clocks. The footrests are slightly rearward and upward to deliver a sporty seating position that's far more comfortable than it appears. Truth is, lane splitting in Los Angeles traffic on the bike was an unexpected breeze. The padding on the stylish solo seat is slightly raised at the rear, which helps. An optional rear frame adds the ability to carry a passenger. The range of optional equipment available from BMW includes period-correct spoked wheels, lowered suspension and much more. You can add original BMW accessories such as HP carbon fiber parts, the classy HP sports silencer, and many new CNC machined parts. There are plenty of options your dealer can fill you in on, such as passenger accommodations. The Racer weighs in at 485 lbs., and tubeless cast wheels are standard. Make one yours for $13,025 list, plus fees.

The Pure is a basic, naked bike with more comfortable, day-long ergos and is very handsome, if slightly less esthetically appealing. It has a single speedometer that contains more info than it would appear. See your dealer for a test ride. Starting at $11,995, you'll like it.

BMW Motorrad has always danced to the beat of its own drum, never following fad or fashion but pursuing motorcycle design in typical German form following function.

Whether it be the Luxury and Sport Touring markets, the Adventure, Sport or Roadster classes, BMW builds models proving their commitment to rider safety, technological advancement and its desire to build the world's best motorcycles.

The newest model in the BMW Motorrad lineup, the G 310 R, continues that tradition and marks BMW's first roadster in the sub-500cc class. It also makes an important step toward Motorrad's ambitious goal of annual worldwide sales of 200,000 motorcycles by 2020. Developed in Munich and produced in India through a partnership with the TVS Motor Company, the G 310 R carried the burden of high expectations before the first bike rolled off the assembly line.

It seemed fitting, given the importance of the bike to the world market, that BMW Motorrad chose the Los Angeles neighborhood of Hollywood to introduce the bike to the world press. Just a block from Hollywood's Walk of Fame, the G 310 R was unveiled and ready to roll down the black tarmac of Hollywood Boulevard and up the twisting canyon roads that lay beyond.

Upon initial inspection, the little roadster looks impressive with headlight and chiseled fairing, muscular-looking tank, gold upside-down forks and brake calipers, and lattice-like molding of the aluminum swing arm. With the large "R" decals on either side of the bodywork, it doesn't take ancestry.com to see a family resemblance to the S 1000 R. Detailed touches like the high-gloss embossing and roundels on the motor, fuel tank and instrument panel are typical BMW and remove any thoughts that this bike isn't worthy to wear the roundel.

Up front, braking is controlled by a single 300mm disk using a four-piston caliper. The front fork uses a progressively wound spring allowing 5.1 inches of travel. In the back, a two-piston caliper squeezes a 240mm disk while the single shock offers 5.5 inches of travel.

The G 310 R's instrument cluster offers a large liquid crystal display detailing MPH, RPM, odometer, engine temperature, fuel level, time/date, remaining fuel range, fuel consumption and average speed.

The centerpiece of the G 310 R is its newly developed, fuel-injected 313cc liquid-cooled, single-cylinder engine that produces 34 horsepower and 21 foot-pounds of torque tied to a six-speed transmission which delivers power to the rear wheel via chain drive. The unique feature of the four-valve DOHC motor is its reverse cylinder design using a backward-tilted cylinder and head rotated 180 degrees, positioning the intake in the front and the exhaust in the rear. The design allowed engineers to create a straighter airflow through the engine to maximize performance. According to BMW, the backward-angled cylinder also helps keep the bike's center of gravity lower and shifted forward to allow for a longer swing arm in the 310's relatively short wheelbase. Like all BMWs, the G310 R comes equipped with ABS as standard equipment.

Seeing 45 identical motorcycles lined up in perfect German precision along Selma Avenue was a beautiful thing. As we mounted the bikes, another journalist likened the long line of 310s all dressed in white with Motorsport color highlights to piano keys. I had to agree and with a turn of a key and the push of the starter button, they all came to life, not with a familiar boxer motor's shake and rumble or the turbine-like rev of the S 1000 power plant, but with a rhythmic staccato of microwave popcorn. Intimidation factor: zero.

As we pulled away, I found the relationship between the handlebars, seat and foot pegs relaxed, and at the first red light, both boots rested comfortably on pavement. As we wound our way through the morning rush-hour traffic, the comfortable ergonomics were welcome, and the 310s spirited motor was always willing to please, provided the correct gear was chosen. Once on the 101, the 310 R weaved easily through the surrounding traffic, with the motor humming along at 7,500 RPM while pushing the bike along at a comfortable 75 miles per hour. Just as I was beginning to think I was riding back home down a straight and boring central Illinois highway, we exited onto Topanga Canyon Boulevard and then headed west on Mulholland Drive.

Jay Leno has compared Mulholland Drive to the Nürburgring, the race track in Nürburg, Germany. Known to most as "The Ring," it's widely considered to be the toughest, most dangerous and most demanding race track in the world. Mulholland Drive is 55 miles long, with eight overlook points, and is the most well-known of Los Angeles' scenic drives. Signs along many of the tight curves warn riders of the consequences of being seduced by the breathtaking views of the Los Angeles basin and San Fernando Valley below. Other signs warned of horseback riders and mountain bikers. It took only moments to realize I wasn't riding in Illinois anymore.

Unlike the other bikes in the BMW family, the G 310 R requires an active left foot to keep the motor happy. Forget about relying on a bunch of cc's and a couple gears to get you from corner to corner. The G 310 R just doesn't have the horsepower, but it will keep up with its bigger siblings as long as it's in the right gear.

What the G 310 R lacks in simple horsepower, it makes up for in spades with it's easy handling and agility. The short wheelbase and light weight allow for quick and predictable cornering which combined to make the bike a blast to ride through the canyons.

No ride on Mulholland Drive is complete without stopping at The Rock Store. Originally built as a hot springs resort, legend has it that during the days of prohibition the owner was a bootlegger, with the resort attracting Hollywood heavyweights of the day with hot water baths and whiskey. Later, it was a gas station and a grocery store before becoming a hot destination in the 1960s when Steve McQueen began blasting through Mulholland on his Triumph. The road's popularity grew over the years, and even an aggressive crackdown on speeding and a temporary closing in the 1990s did little to slow the "The Snake's" popularity.

Back on the 310, we continued onward, eventually intersecting State Route 1, the Pacific Coast Highway. With the day growing longer, it was time to head back. BMW route masters spend a great deal of time creating routes to illustrate a new model's capabilities, and with the canyon-carving ability of BMW's newest roadster now proven, we were shown how the G 310 R handles commuting duties. Our ride on the PCH took us through Malibu and along Sunset Boulevard past UCLA, the Hollywood Bowl and other area landmarks before turning onto the circus that is Hollywood Boulevard.

In my brief time getting acquainted with the G 310 R, I'm convinced BMW Motorrad hit all the right chords, and with the new bike's sub-$5,000 sticker price, dealers will have a difficult time meeting early demand.

Most of us began riding small displacement bikes and were eventually seduced by multiple cylinder models with lots of displacement. The G 310 R has proven to me that bigger is not always better and a rider can have a lot of fun on a small bike.

Photos by Jon Beck and Kevin Wing

They were the dirt bikes before there were dirt bikes.

Like their road-loving brothers who stuck to the roads and built café racers, scrambler builders were a different lot. They wanted something they could ride to the dirt and race once they got there.

They stripped their bikes to make them as light as possible, threw on knobby tires for traction and spoked wheels for stability in the dirt, added taller suspensions and high exhaust pipes for additional ground clearance then waited eagerly for the green flag to drop. Hopefully, nothing broke and they were able to get home that night so they could do it all again the next weekend.

They were the dual-sport bikes of the day and enjoyed a significant popularity until being relegated to the backs of garages or scrap heaps as manufacturers caught on to this new niche and began building real dirt bikes.

As far back as 1951, at the International Bicycle and Motorcycle Fair held in Frankfurt, Germany, BMW Motorrad presented an early "Scrambler" in the form of an R 68 with a raised 2-into-1 exhaust, just like the one raced by BMW Motorrad legend Georg "Schorsch" Meier. While the standard version of the R 68 used a conventional lower exhaust, even then a raised exhaust was available as a BMW accessory. To this day, some owners of this highly valuable post-war classic still prefer the scrambler-style exhaust.

Fast forward 50 years or so and the custom build and retro markets are red hot with scramblers at the top of the charts. Triumph got the retro chic ball rolling early and has since been followed by others including Ducati, Moto Guzzi and Yamaha.

BMW Motorrad realized the market opportunity more than three years ago when they released the R nineT, their naked bike built with personalization in mind. With sales of the R nineT far exceeding BMW Motorrad's conservative sales projections, BMW executives believed they had struck gold. To see exactly how deep the retro vein goes, the R nineT Scrambler, the first of four new iterations of the R nineT, has been released.

At first glance, the R nineT Scrambler could easily be mistaken for a mildly customized R nineT as the only shared components are the 1170cc oil-cooled boxer motor, headlight, drivetrain, brake rotors and a few trim pieces. Upon closer inspection, a trained eye will notice significant differences between the two models, including the 19" front wheel, high exhaust, enduro foot pegs, taller handlebars, steel fuel tank, cast wheels, one-piece quilt-stitched seat, basic speedometer and traditional telescopic forks with gaiters.

What isn't immediately noticeable is a bike that's four and a half pounds lighter with a wheelbase nearly two inches longer and a taller seat height. Don't forget the lower sticker price, either, with the Scrambler at $13,000 vs $15,095 for a standard R nineT.

Like the original R nineT, the Scrambler is the brainchild of BMW Motorrad designers Ola Stenegard and Rolan Stocker, custom builders themselves with their fingers on the pulse of the custom building scene.

Creating the Heritage series of motorcycles for BMW represents a significant departure from the company's typical mode of operation, where stopping distances and acceleration numbers are typically some of the most important measurements. For the guys and gals customizing old Beemers, the emotional link felt between rider and machine was a driving force equal to the ability to customize.

In the case of the standard R nineT, according to Stenegard, "you jack it up and you have a Scrambler, you tuck it down and put a fairing on it and you have a café racer."

To meet the desires of their owners, BMW R nineT Scramblers can be personalized in many ways. Remove the rear frame section and bolt on a solo seat and the bike assumes an entirely new personality. Swap the stock light alloy cast wheels with a cross-spoke set with some knobby tires, then throw on a skid plate and you've got a bike capable of light off-road use. With accessories available through BMW, Roland Sands and elsewhere, the possibilities are endless.

To officially introduce the Scrambler to western journalists, BMW NA brought us to a lodge in Hamburg, New Jersey. Following the BMW MOA Rally held last summer it was an interesting coincidence to visit another city of that name.

Despite preconceived notions about the quality of riding in New Jersey, the further one gets from Newark, the more one understands how the third state to ratify the U.S. Constitution became known as the Garden State.

For our first day of riding, the area offered up a perfect landscape complete with twisting country roads and muddy gravel paths through scenic High Point and Swartswood State Parks, the Delaware Water Gap National Recreation Area as well as the beautifully quaint towns along the route.

For me, having racked up most of my miles during the last year and a half on an S 1000 XR, it was nice to sit on the Scrambler with both feet flat on the pavement below and my knees bent. Surprisingly, I found the thin, one-piece, quilt-stitched seat comfortable and my reach to the handlebars natural. Though a BMW Navigator V was fitted, a simple speedometer provided nothing more than the most basic riding information and in true Spartan scrambler style. A lonely low fuel light offered an indication of the need for gas, returning riders to the days of resetting a trip odometer at every gas stop to monitor fuel. In addition to the standard ABS, the bike I rode had been outfitted with cross-spoke wheels, Automatic Stability Control and Metzeler Karoo 3 tires. It was time to ride.

Thumbing the starter brought an immediate smile as the boxer engine roared to life with a sharp bark resonating from the twin Akrapovic mufflers and the familiar feel of the rotational torque when revving the motor. As much as I love the inline four of my XR, it was good to be riding a boxer again.

Pulling out of the lodge parking lot, I was taken aback by the heavy feel of the front end. Maybe it was the knobby Metzelers, but maybe I simply needed more than 50 feet of riding to make a realistic evaluation. I knew time would tell, so I upshifted to second gear and roared onward.

Our route that first day took us over the good asphalt roads of northern New Jersey through the hilly and scenic countryside. Just as I experienced when I first rode the R nineT more than two years ago, I soon found the tighter riding position of the Scrambler giving me leg cramps (which luckily faded as the miles accumulated).

Though the Karoo 3 tires never let you forget they're not road tires by their constant whine and vibration, secure traction was never an issue and the stump-pulling torque of the quick-revving boxer motor was always able to produce a smile.

Lightly traveled highways and county roads took us deep into the Delaware Water Gap National Recreation Area bordering the Delaware River and down the unpaved Mountain Road to Buttermilk Falls, where the spectacular 200-foot waterfall cascades down the mountainside just a few feet from the road.

Recent rains left Mountain Road sloppy and wet, and riding the Scrambler off smooth pavement gave me a renewed appreciation for those riders who decades ago regularly took their bikes with limited suspension travel off-road or to the track. With only 4.9 inches of travel in front and 5.5 inches in the rear, I constantly felt the suspension bottoming over the bumps and water-filled potholes I found on the gravel.

Continuing through the New Jersey countryside, we crossed the border into Pennsylvania via the Dingman's Ferry Bridge, the last privately owned toll bridge crossing the Delaware River and one of the last such bridges in the United States.

Later, riding along Highway 97 another road sign welcomed us to New York and soon we found a tightly winding section of road along the Delaware River known as the Hawk's Nest. Not only a popular location used for television commercials, the Hawk's Nest is an awesome road for riding a motorcycle that wiped away any lingering doubts regarding the quality of the motorcycling roads in the upper New Jersey area.

As with any bike, as the time in the saddle grew, so did my familiarity and confidence in the Scrambler's handling and motor. By the end of our first day of riding I found the R nineT Scrambler a great bike for tearing up twisting country roads as well as light dirt duty. Our ride into Brooklyn the next day would reveal its ability as a commuter.

Once the early morning fog burned off the mountains, Highway 17 brought us to Bear Mountain and the Perkins Memorial Tower, where visitors are treated to a spectacular 360-degree view of the Hudson River, Harriman State Park, the Palisades and more. From there, I-287 took us across the Hudson River via the Tappan Zee Bridge and toward Brooklyn amid an ever-growing surge of traffic.

As far as pulse-pounding rides go, motorcycling into Brooklyn during rush hour is as exciting as any curvy mountain road I've traveled, but I wouldn't recommend it. Trying to keep our group of six riders together was an e-ticket ride to be avoided at all costs.

Despite our thrilling ride into the city, once there, the Scrambler seemed even more at home than it did in the country. Its light handling, quick acceleration and awesome brakes make weaving through the tight and congested streets while dodging delivery trucks, cars and pedestrians a ballet performed with an Akrapovic soundtrack. Add a backpack or messenger bag and you've got a fantastic commuter bike able to get you to work faster than a car or cab and capable of getting you out of the city whenever you feel the need to escape and breathe clean air.

I really like all motorcycles, while preferring some over others. The R nineT Scrambler probably won't be anyone's first choice to take them across the continent, but as a fun canyon carver or commuter able to become uniquely yours and deliver an emotional and satisfying ride, BMW's newest addition to their Heritage lineup brings riders back to a time not all that long ago when the ride was about you and a simple motorcycle.

Photos by Bill Wiegand

There are all sorts of ways to ride these days and a BMW for every style. Luxury tourers have the K 1600 GTL. Racers have the S 1000 RR. Off-roaders have the GS in a variety of displacements. We've been told that sport tourers have the R 1200 RT, but the people telling us that are only partially correct.

I enjoy the luxury of having three BMWs at my disposal. My mainstay, day-to-day bike is the 2005 R 1200 GS that was the subject of the recent multi-part tech series. In addition to the GS, I have a 1998 K 1200 RS with a Hannigan Classic sidecar that I use for taking my wife or kid on trips. Finally, for those lazy days, I picked up a 2003 R 1200 CLC over the winter and have been enjoying the cruiser lifestyle from time to time.

When I picked up this 2016 R 1200 RT to test, I wasn't sure what to expect. I imagined I'd go into old man mode—after all, isn't that who rides RTs? Old men? Stereotypes exist for a reason, right? Seeing as how I'm still under 50, I figured it would be a short test: I'd ride it, I'd hate it, I'd apologize for wasting everybody's time.

I couldn't have been more wrong more quickly if I tried. From the first time I rode the RT, I knew it was a bike that absolutely shouldn't be restricted to old men. Instead of focusing on sport touring, by necessity I found myself focused on commuting. My round-trip between home and work totals 45 miles, and nearly all of it is interstate highway. The first thing I noticed about the RT is that it compresses the highway time in a Star Trek-like fashion. Once I got on the highway, it seemed like I had only gone a few miles before it was time to get off. Between the smooth power delivery and the cruise control, eating up highway miles on the RT is effortless.

After several weeks of commuting to the shop and going on longer rides on the weekends, I recognized an odd dichotomy with the RT. It both requires you to think less and causes you to think more. Thinking less comes from the physical operation of the motorcycle. The throttle is smooth and responds cleanly and crisply no matter what riding mode you're in (naturally, in Dynamic mode the response is more linear, but even in Rain mode you feel the bike responding immediately).

Shift Assist Pro makes changing gears almost an afterthought, especially in gears three through six. Whether you're shifting up or down, the computer does the hard work, and you just toe the shift lever. It seems trite to use the word effortless again, but shifting when you don't have to worry about the clutch really is effortless. Up or down, it doesn't matter. The only hitch is that Shift Assist Pro has some difficulty getting into or out of first gear. The transition up from second to third is a little rough if you're going slowly. The procedure I found that works best is to upshift north of 5,000 rpm; with the engine turning fast, Shift Assist Pro can do its work most efficiently. It's an impressive bit of technology that suits tight, curvy roads, as you can shift up and down through the gears with impunity, never moving your left hand from the grip and never having to worry if you're in the right gear.

The suspension functions quite well without much active intervention from the rider. The system has the typical Rider, Rider + Luggage, and Rider + Passenger settings; at my weight and riding style, I found Rider + Luggage to be the best setting. I tried the Soft and Hard settings as well, but Normal gave me the best combination of comfort and feedback. Hard is truly hard, but it gives the feeling of being directly connected to the road through the hands, feet and seat. During technical riding, especially on complex back roads, the combination of Dynamic, Hard, and Rider + Luggage was perfect. Out on the highway, Normal and Soft made for a plush ride that could last all day, with the only distraction being a little noticeable heat coming off the left side and blowing onto the rider's leg.

Thinking more comes from everything ancillary to the operation of the go and stop controls. This is a highly computerized motorcycle, and changing any of the settings requires the use of the Menu button and the Wonder Wheel. Scrolling is obvious—toward the front to go up, the rear to go down—and selecting an option takes just a quick "click" to the right. "Clicking" the wheel to the left exits back out through the nested menus.

It is a little brain-taxing to have to navigate through the menus to activate the heated grips (which work great) or heated seat (which is AMAZING on a cold morning!), but BMW provides a shortcut. If you navigate to a menu you want to access quickly, pushing up on the Menu switch and holding it saves that menu in memory. Then you can hit the diamond icon on the Menu switch (up), and it navigates straight to that menu. I set my "favorite" menu to the heated grips, which puts the heated seat menu just one press of the Menu button away. The nice thing about the heat for the grips and the seat is that there are six settings from low to high rather than the two we're used to with the Lo-Hi switches on previous generations of BMWs. Still, it's a lot of thinking to do while you're riding and should be paying attention to the road.

Some menus are unavailable while the bike is in motion, and that's a good thing. Riding mode, suspension mode and other riding-specific settings are available on the move, but you don't need to switch the clock from the 12-hour setting to the 24-hour at 45 miles per hour. The only computer control issue I encountered was accidentally bumping the Wonder Wheel and skipping a song on the stereo when reaching my thumb for the turn signal switch. I recommend reading the owner's manual carefully and thoroughly to start with as deep an understanding of the computer system as possible.

I found the 2016 R 1200 RT to be a fantastic motorcycle that, with some attention to the ergonomics, could very well be perfect for me. The seat in the high position isn't quite high enough, though I could easily flat-foot the bike when stopped. The foot pegs are slightly too high for my long-distance comfort; 50 miles was fine, but 200 made my hips and knees ache. The reach to the handlebars is just barely on the aggressive side, requiring me to lean forward a tiny bit, but not excessively.

I swapped bikes with a friend who has a 2015 R 1200 RT, and other than the model year, I noticed only two differences between his bike and mine: he has the factory tall seat on his, and he has a smaller aftermarket windshield. His bike was quite a bit more comfortable seating-wise, so it's apparent that a taller seat and lower foot pegs would do the trick for somebody my height or taller. The smaller, more rounded windshield made for quieter air flow, but neither bike displayed any significant buffeting from wind. It could be that my friend's aftermarket windshield shifts the wind noise into a higher frequency range that I don't hear well, while the stock 2016 RT produces its wind noise in a lower range to which I am more sensitive. It would be nice to raise the handlebars a smidge and move them slightly towards the saddle, and to have a taller seat as well. Making these changes would open up my hip and knee angles and cause less complaining from my tired spine, but having said that, I think the ergonomics of the RT would be near perfect out of the crate for anybody between about 5'8" and 6'0".

My biggest complaint—if you can even call it that—was about the size and shape of the side cases. The side cases are beautifully integrated into the lines of the bike, and the color matching on the lids is perfect. BMW's claim that a full-face helmet will fit in the cases is obviously based on somebody with a smaller head than I have, as my XXL Arai Defiant doesn't fit inside either side case. (I should note, however, that my helmet doesn't even fit in ANY case that claims "swallows two full-face helmets!" which is one of the problems with having a giant head!) Another thing that doesn't fit easily is my briefcase. Like many people, I carry a laptop computer back and forth between home and work, and I carry it in a messenger-style shoulder bag that is difficult to cram into the side case when the laptop is inside it. I found a bag in my collection that fit into the side case with a little effort, but years of being able to drop my briefcase unhindered into one of the Jesse cases on my GS have clearly spoiled me when it comes to transporting my computer.

The side cases aren't small though, despite my comments about what fits in them. I was easily able to carry my Moto Hansa tool kit, a tire pump, a tire repair kit, my rain gear, a Nelson-Rigg half cover and my lunch in one side case. Into the other went my laptop, a spare pair of gloves and any layers I might need to wear throughout the day. On the occasions I needed to haul larger items, I used the lash points (grab handles and top case plate) supplied on the bike and held things down with Rok Straps. If I was going to buy this bike, I'd likely put a top case on it, both for the convenience of transporting items and to provide a back rest for any passenger I might have.

Speaking of passengers, I took my wife (5'8" with a long inseam) on about a 100-mile ride, and she praised the passenger seat and ergonomics. She said the bike felt smooth at all speeds and mentioned that she hardly noticed when I shifted gears. This tells me two things: 1) the Shift Assist Pro really is that good, and 2) I clearly need to work on my clutch technique when riding bikes without Shift Assist!

The 2016 R 1200 RT is a great all-around bike. It is smooth, but the brand-new bike suffers from some minor vibrations through the grips between about 3500 and 4500 rpm; given my experience on my friend's year-old RT with over 20,000 miles on it, I have no doubts it will get smoother as the miles go by. In addition to its incredible poise (and easy-to-operate cruise control) on the highway, I wouldn't hesitate to take it on hard dirt or gravel roads. The weather protection afforded by the full fairing and large, adjustable windshield can't be beat. Fuel efficiency is about average for the water-cooled 1200s (mid-40s mpg) and the ergonomics out of the crate should suit most riders. The power is mind-bending (80 mph in 6th gear is well under 5,000 rpm) and the electronic adjustments for mode and payload make every ride a great one, whether you're heading to the corner for a gallon of milk (two of which do fit in the side case), going for a long weekend jaunt, or pointing your nose towards the opposite coast.

The Adventure Brothers are known for their prowess in the dirt, with decades of combined experience of beating the holy hell out of Adventure Motorcycles, apparel and equipment. Even in the off-road world, we are the butt of a few well-earned jokes. When the MOA approached us to offer our thoughts on the new R 1200 R, we were just as surprised as you are. "You have the potential to provide a unique perspective," they assured us, "and we think our readers would like to know what it is." No one can say that we back down from a challenge, and this would be no exception. With that, the Adventure Brothers became temporary owners of a 2015 Roadster to do with as we pleased – and pleased we were!

An all-around motorcycle?

First off, let's answer the obvious question. The Roadster is not a good bike for off-road riding (we best not offer details on how we came to this conclusion, lest any future review offers be rescinded). Beyond this, the R 1200 R is arguably the modern iteration of a legacy BMW began with the legendary R 32 back in 1923. As with then, the Roadster is a machine of elegant and minimalist design, offering everything the pilot needs—and nothing they don't—for their riding pleasure. Sure, you can add plenty of OEM accessories, such as luggage and a windscreen, but this bike is just as at home in its pure, uncluttered form.

So long as BMW has made motorcycles, they have offered a Roadster in one form or another. Over the years this machine has seen several evolutions, but with a few sustained cornerstones. The seat height has remained manageable to most, the riding position sporty yet relaxed. They have maintained a modular element, with the ability to add comfort and storage accoutrements with relative ease. For these reasons and more, it has not been uncommon for BMW dealerships to use the Roadster as a service loaner, as they are fun, diverse and unintimidating for the majority of riders.

Classic style, new look

For 2015 the Roadster has been redesigned with a distinctly sharper look. Gone are the days of soft, unassuming lines and a bulbous fuel tank, replaced with a feel akin to the sporty, aggressive S 1000 series of BMW. This move reasserts the design as a contender in a growing lineup of Roadsters from countless manufactures (no word yet on whether long-time BMW Roadster owners approve of the new look). Likewise the new "WaterBoxer" liquid-cooled motor has been added, putting out 125 hp and 92 lb-ft of torque.

Suspension: back to the basics with a modern twist

Another big change is the removal of the Telelever suspension, which has been a staple of the Roadster since 1995. This system effectively separated braking from suspension, all but eliminating the feel of brake dive when slowing aggressively. There have been several assumptions made as to why BMW eliminated this essential technology, including price point (it's cheaper to make the bike without this feature, isn't it?), design (there is no room for it, what with the addition of a large radiator), and competitive edge (the roadster can better compete with other bikes in the segment without this strange, cumbersome addition).

BMW stated that evolutions in suspension technology are making the need for the Telelever superfluous. In the past, suspension was only as good as how the rider set it up. Want a cushy ride? Set the damping to soft and enjoy better bump absorption. Want performance? Set it to hard and feel a quick reaction when cornering. The problem was that you could only have one or the other. Carving corners with soft suspension does not inspire confidence, and braking feels squishy. On the other hand, riding bumpy roads with a stiff suspension will make you very aware of your kidneys – assuming you have the patience and wherewithal to properly adjust the suspension in the first place (FYI: most of us don't). The Telelever helped mitigate this, offering a best of both worlds approach that was otherwise very difficult to achieve.

In 2005, BMW introduced Electronic Suspension Adjustment (ESA). This allowed riders to tweak their suspension via an electronic interface, offering three damping and up to five weight/load presets to choose from, all with the push of a button. Some new models offer damping that actively adjusts to riding conditions, introducing a dynamic element to the suspension. With this factory-optional addition to the R 1200 R, the bike now reacts to the road far more effectively than previous models, adjusting to braking and variations in road surface in a fraction of a second. This impressive technology is far more efficient than could be achieved by the average suspension tweak. In theory, these upgrades ensure that the bike handles better than ever, offers whip-snap power and long range comfort.

The ride

The only way to know how a bike performs is to ride it, so we took the roadster to what we felt would be an ideal environment: the mountainous back roads of central California. Here we exposed the machine to the rigors of extreme twisties, long straightaways and urban gridlock. We rode day and night, in cold and warm weather (no rain to ride in – it's California!), and of course stopped at every Starbucks along the way. The Roaster in its natural habitat!

What we love

Coming off an R 1200 GS, it is shocking how much more agile the R 1200 R is. The smaller front wheel and forward posture ensure exceptional, confidence-inspiring grip. Less ground clearance than an adventure bike gives you a new level of flickability, begging you to seek out the best yank-and-bank roads around.

A redesigned instrument panel allows riders to choose from three different digital display layouts, offering information pertinent when performance riding, leisure cruising or both. Adjusting the display on the fly took some getting used to, but once we understood the nuances, we were fiddling with it early and often.

Power on the R 1200 R is identical to the GS, but the air intake design ensures a more efficient power band. This was plainly evident on acceleration and caused some whoops and hollers as we tore along Skyline Boulevard toward Alice's Restaurant.

You won't miss the Telelever. The Dynamic Suspension is incredible, offering intuitive, nearly instantaneous adjustments when traversing dips and bumps. The annoying brake dive is still there, perhaps more than during the days of the Telelever, but it's minor, performing well even when getting on the binders hard and fast.

The forward lean on the bars is well pronounced compared to the GS. We were certain this would cause comfort issues and were happily surprised when it didn't. The forward lean is countered by a smooth passage of wind against the upper body, keeping us feeling neutral and comfortable from 25 mph on up.

What we wish

Coming in at 6'2" and 6'4", we Adventure Brothers are not exactly small dudes. This was immediately clear when straddling the small-profile machine. There were many snickers on our Sena comm systems, with mention of something regarding a monkey and a football. At first, it was no problem. We saddled up and took off, thinking nothing of the Cirque du Soleil acrobatic fold we achieved to fit between the seat and pegs. It wasn't long before we were yearning for a stretch, though. This was easily forgotten when carving corners, but when the long straights came up, the squirming began.

To their credit, BMW offers several seat height options for the Roadster, including a Comfort Seat designed to accommodate the larger-statured. We weren't able to snag one, instead making do with the stock seat. It can be successfully argued that seats are a very personal element of motorcycling, and if we owned this bike, the stock saddle would have to go.

Wind protection was not an issue most of the time. California's central coast offers mild temperatures, ideal for a bike with no fairing. When the mornings were cold, so were we. It was manageable with proper gear, but we wouldn't want to be caught in a rainstorm or wind-chilled afternoon on the Roadster.

The big question: Would we own this bike?

We have mixed feelings on the matter. In their desire to create a bike to fit a wide range of people, the Roaster is arguably too small for guys our size. Still, when canyon carving and threading through town, there is definitely an appeal. A taller seat would be mandatory, and adding the OEM side cases would be a nice upgrade. Just like suiting up in muddy textiles and a dual-sport helmet for GS rides, it's really fun to don the garments of a Roaster owner. A whole different crowd collects to talk motorcycles when the R 1200 R rolls in, and they share the same good nature and camaraderie we have come to love in motorcyclists.

We say ride it. Most dealerships have an R 1200 R to test ride, and we promise you the roads will be a lot of fun on the Roadster!

The Adventure Brothers

Together, Shawn and Lance Thomas have more than 15 years of experience in the world of Adventure Riding. They have led tours all over the world, and taught the nuances of their craft to thousands of novice and advanced riders. The experiences they have shared make for some epic tales, which they are honored to share with the Owners News.

Photos by Kevin Wing

In 1976, BMW introduced the R 100 RS. The motorcycle was built as an all-rounder, equally adept at spirited sport riding as it was at comfortably traveling across the country, and it was also the first mass-produced motorcycle equipped with a full, frame-mounted fairing developed in a wind tunnel. With the R 100 RS, BMW had created a new classification: Sport Touring.

The 2015 R 1200 RS is the first RS to be released in nearly a decade and represents the sportiest touring bike BMW has ever produced to carry on the model’s broad range of appeal.

While the BMW website labels the K 1600 GT/GTL and the R 1200 RT as Tour models, the R 1200 RS rides along with the K 1300 S and S 1000 RR in the Sport group.

The new RS is powered by the same DOHC 1,170 cc boxer engine used in the naked R 1200 R, the R 1200 GS, the R 1200 GS Adventure and the R 1200 RT, and produces 125 hp at 7,750 rpm with a peak torque number of 92 ft-lbs at 6,500 rpm. Riders familiar with boxers will immediately feel at home with the tractor-like power delivery and broad power band with more than 74 ft-lbs of torque always available across the usable rev range. With the RS’s modified airbox and new exhaust, the low-end torque is even better than that on the new R 1200 GS, GS Adventure and RT. Like those models, a six-speed gearbox transfers power to the rear wheel via shaft drive.

While nearly identical to the R 1200 R, the new RS arrives with an angular fairing design and symmetrical dual headlights that share a family resemblance to the fairings of the S 1000 RR and S 1000 XR. The fairing is the primary reason for the bike weighing in at 520 pounds, 12 more than the R 1200 R.

In its standard configuration, the new RS is delivered in an attractive Lupin blue/Light grey metallic finish with black frame, wheels, motor and Paralever. The Style 2 Package offers a sexy Granite grey matte/Blackstorm metallic matte finish set off with gold brake calipers front and rear, an engine spoiler and a stainless steel center tank cover. With either configuration, upside down telescopic forks are gold when the bike is equipped with Dynamic ESA and silver when it isn’t. In addition to the standard seat (32.3”), low and high options are available. Fairing mounted mirrors and an adjustable windscreen complete the look.

Additional standard features include Automatic Stability Control (ASC), a centrally positioned radiator offering a compact front end, radial brake calipers, ABS and two riding modes: Rain and Road.

Options include Ride Modes Pro, which adds Dynamic and User modes, plus Dynamic Traction Control (DTC), Dynamic Electronic Suspension Adjustment (D-ESA), Shift Assist Pro for clutchless up and down shifting, and a Keyless Ride option. On Board Computer Pro allows riders to customize how information is displayed on the instrument cluster in Full, Sports and Tour modes and allows data transfer with the new BMW Navigator V.

Though the base price for the R 1200 RS is $14,950 in Lupin Blue Metallic/Light Grey Metallic and $15,375 for the Style 2 option, base models aren’t typically ordered by dealers. Instead, bikes adding the Standard configuration including GPS preparation, a chrome exhaust, heated grips, cruise control and saddle bag mounts will list at $16,025 or at $17,895 when the Premium Package options including Keyless Ride, Gear Shift Assist Pro, Tire Pressure Monitor, Dynamic ESA, On Board Computer Pro, luggage rack, and center stand are added.

Other available options include BMW Navigator V, anti-theft alarm, crash bars, tank bag, side cases, LED auxiliary lights and top case. Just like at Burger King, you can have it your way.

The press launch for the new RS brought journalists to the Muskoka Lakes area, located a couple hours north of Toronto. Growing up in northern Wisconsin, the area felt like home to me with its heavily-forested and twisting two-lane country roads running along the region’s many lakes. While the previous day was spent in the rain riding the new XR, the warm sunshine and intermittent clouds for RS ride meant dry roads, no rain gear and lots of smiles.

Our test bikes all came fully equipped with Premium Package options, and with the key fob in my pocket, a touch of the starter button brought the engine to life with the familiar rumble only a boxer offers. Toggling through ride modes, I selected Rain along with the Road ESA setting, and after some mirror adjustment, we were off.

Despite spending most of my riding over the past few years aboard a GS, and the previous day on an XR, it only took moments to become comfortable with the slightly more aggressive seating position of the RS. The lower center of gravity made the RS light and confidence-inspiring, and feeling as though I’d been riding it for years, I switched from Rain to Road mode just a few miles down the road.

Though the Rain mode is a useful tool in a rider’s kit with its ability to soften throttle response and adjust ABS and DTC when desirable on wet or slick roads, in dry conditions the Road mode brings the bike to life with a livelier throttle response. Sadly, the Dynamic riding mode wasn’t available, but based on my own experience on my new XR, the added adrenalin rush of performance that selection provides will turn the RS into a two-cylinder rocket ship.

I found the instrumentation of the new RS the most complete and visually interesting display of data I’ve ever encountered on a motorcycle. With an analog speedometer on the left and digital display on the right, the ability to change how and how much information is presented is a thing of beauty. While the standard TFT display provides basic information including total mileage, trip 1 and 2 mileage, fuel range, ambient and engine temperature, mpg, average speed, date, oil level and tire pressure, the appearance of additional information including engine speed, mode, gear, suspension setting, fuel level and mph can be selected to suit the rider’s style.

With the addition of the Navigator V, even more information is accessible, including a trip recorder, average fuel consumption, current fuel consumption, electrical system voltage, ride timer, service date and distance to next service.

We had been warned during our pre-ride briefing that wildlife were active in the area and to remain always vigilant. While we did heed that advice, our ride was spirited with straights attacked and corners challenged. Exiting one particular corner we found a pair of deer lazily grazing the roadside, and taillights immediately came to life, allowing a test of not only braking ability, but that of ABS as well. Both performed flawlessly. Maintaining a keen eye, the only other wildlife we saw were turtle crossing signs and pastured cows.

Canadian winters are tough on roads, and cold patch filled potholes were everywhere. In the worst sections, the Dynamic ESA set for a single rider absorbed the ride disturbances wonderfully, as the suspension’s damping was electronically adjusted in milliseconds. Experimenting with the two rider/luggage settings increased preload, with the single rider with luggage option working best for me. With more than five inches of front and rear suspension travel, the D-ESA always seemed to deliver a Goldilocks “just right” performance, firm when you need it and soft and plush when you don’t.

Like all boxer motors, the latest water-cooled version offers riders everything they’ve come to expect: stump-pulling torque over the entire rev range and a top end that’ll get a rider driving awards just as quickly as those aboard RRs. On the curving, two-lane roads, second and third gears were all that were needed, with higher gears only used on highways. I found Gear Shift Assist to be a usable option once I was able to get over my apprehension of not using a clutch. Though I didn’t find it as smooth or as easy to use as that on the XR, I believe it was due to my technique and not a mechanical issue, and as the day progressed I found it easier to shift more smoothly.

I predict the new RS will be a popular bike for BMW, perhaps even pushing the K 1300 S to its long-speculated extinction. With its all-day comfort, ride modes offering multiple personalities, superb suspension and iconic boxer motor, it hits all of the bases needed to be a success.

Never before has BMW offered as many unique models, and with each introduction, gaps between the bikes grow smaller. The 2015 BMW R 1200 RS bridges the gap between the pure Touring class dominated by the K 1600 GT/GTL and the R 1200 RT and the pulse-pounding experience of the Sport class, dominated by the S 1000 RR and K 1300 S.

On paper, the RS appears to be a compromise, and it is. In reality, it’s a bike offering a riding experience that blends the most desirable qualities of two classes into a single machine, restoring the RS as the undisputed King of the Hill in the Sport Touring category.

Photos by Kevin Wing

Not too long ago, I used an image of a Ducati Multistrada as the screensaver on my computer. It was 2010, and I was getting back into riding after a multi-year hiatus. Though I hadn't ridden the Multi, I was drawn to the red bike with its sexy Italian lines, superbike-inspired motor, sophisticated electronics and supposed, yet limited, off-road capabilities.

While all of the magazine comparisons pitting the GS and Duc back then essentially said the GS was the bike to take you to the ends of the earth, the Ducati was the bike to take you there if the route was paved with only a few gravel roads thrown in to connect the asphalt. What did I do? I bought an R 1200 GS and changed screensavers.

The Wait

Needless to say, I was ecstatic when rumors began popping up on the web describing a new BMW built to go beak to beak with the Multi, and seeing one last November at the Long Beach stop of the Progressive International Motorcycle Show only served to raise my interest even more. It was going to be a long, arduous wait before my first chance to ride one.

Though the press launch was still several weeks away, my first chance to ride an XR came unexpectedly in early June when I was able to coax one from the BMW Demo Truck at the Touratech Travel Event in Niedereschach, Germany, and take it through the twisting roads and gently rolling hills of the Black Forest. I was beginning to believe I must have sold my soul to the devil, but I was in heaven.

After ten days of riding an R 1200 GS water boxer through Europe to get to the Touratech event, it took only a few kilometers to get used to the ergonomics of the XR. While the upright seating position felt perfectly natural, the power delivery of the inline-four initially seemed, well, foreign. While a boxer engine is perfectly happy chugging along at 4000 rpm, like a caffeinated adolescent, the superbike-inspired motor of the S 1000 XR doesn't even begin to wake up until much later. I was embarrassed to ask the purpose of the white LED above the instrument cluster, but when I understood its function as a shift indicator, the bike woke up, and I didn't know I could smile so broadly. Though I didn't know much about the specific equipment that XR carried, my initial impression was simply based on feel. Despite the ride lasting but an hour, the seed of desire was firmly planted.

Three weeks later, the motorcycle press gathered at a resort a couple hours north of Toronto on beautiful Muskoka Lake for the official North American press launch. It was there we learned what the bike was all about and spent a full day riding. The day I had been anticipating for nearly a year had finally arrived!

The Bike

Seemingly building a motorcycle with the Ducati Multistrada clearly in its sights, with the S 1000 XR, BMW has taken the class-leading and superbike-inspired motor of the S 1000 RR, detuned it to level of the S 1000 R, and stuck it in a chassis offering the rider the upright seating position of the GS. In doing so, BMW has created the new Adventure Sport category and a bike with a strong bias toward the Strasse, while still capable of a little Gelande.

BMW describes the XR as the unifying link between the S 1000 R/RR and R 1200 GS families. The bike offers offers sporty performance, agility and an upright riding position for comfortable, dynamic touring, but with it's 17" front wheel, BMW estimates a negligible 5 percent of riding will be off-road and 85 percent of XR miles accumulated while Sport and Adventure Touring.

The spec sheet describes the XR's inline-four engine as producing 160 hp at 11,000 rpm and generating 83 foot pounds of torque at 9,250 rpm, thus making the bike equally adept at comfortable touring as it is at tearing up twisty country roads.

Allowing riders to program the bike to existing road conditions and maximize safety, XRs come standard with two riding modes, Rain and Road. Selecting Rain mode will set the bike up for conditions of lower traction while adjusting throttle response, ABS and ASC accordingly. Selecting Road mode will lessen computer intervention. With the optional Ride Modes Pro, riders can select two addition modes, Dynamic to further lessen computer intervention and Dynamic Pro (accessible using a coding plug) which allows the bike to unleash its full performance potential.

Additional available options include BMWs latest iteration of Dynamic ESA, allowing the XR's suspension to automatically adapt to road conditions based on the riding mode and spring preload setting chosen, using the external inputs of spring travel, bank detection, acceleration or deceleration. Suspension adjustments are made in milliseconds using electrically actuated control valves which BMW states will "allow riders to enjoy an unprecedented level of damping comfort and stable handling."

While the XR's standard ABS ensures a high level of braking when moving in a straight line, the ABS Pro included with the Ride Modes Pro option goes further to make braking while cornering safer by enabling ABS-assisted braking in a banked position.

Yet another benefit of the Ride Modes Pro option is Dynamic Traction Control (DTC) which goes beyond standard ASC and incorporates banking detection, allowing riders to safely accelerate even when leaning through a corner.

Like the S 1000 RR and R, the XR uses an aluminum-alloy, perimeter frame with the engine as part of the load-bearing structure. Front suspension is handled by an adjustable upside-down fork, and in the rear, a double-sided swing arm holds an adjustable single shock.

XRs are available in two option packages. The Standard Package ($17,295) includes ABS, ASC (Automatic Stability Control), two riding modes (Rain and Road), a two-position adjustable windscreen, multifunction display, 12-volt socket, an adjustable rear suspension (Preload and Damping), plus GPS preparation, heated grips, cruise control and saddle bag mounts.

The Premium Package ($18,750) adds the highly desirable options of DTC (Dynamic Traction Control), ABS Pro, Ride Modes Pro, Gear Shift Assist Pro, Dynamic ESA, center stand and luggage rack. Each of the XRs lined up in front of the hotel Sunday morning were equipped with this package which, according to BMW, will be how most of the bikes will be delivered to dealers.

The Ride

Press launches provide the opportunity for spirited rides, but sadly, the morning light was accompanied by a soaking, all-day rain, necessitating the adjustment of the scheduled route to avoid some mud on unpaved roads. If the rain wasn't enough to dampen spirits, the fact that the bikes all had essentially just been pulled from their crates with each odometer showing less than 10 miles meant tires were new and slippery and rev limiters were set at 9,500 rpm rather than their 11,000 rpm redline (the rev limit will be removed by a dealer at the bikes initial service appointment). Regardless, with heated grips set to high, we finally pulled out of the resort and into the Canadian countryside.

As a GS rider, the seating position and the wide, comfortable reach to the handlebars immediately felt familiar to me, as I easily got comfortable on the XR. The standard 33.1 inch seat height (a low seat option is available) is just under that of my GS, and with a slightly narrower seat, sitting with both feet on the ground was never an issue.

With a steady rain falling, I began the ride in Rain mode, but my familiarity with the bike after riding an XR in Germany allowed me to confidently switch to Road mode at our first photography stop just a couple miles down the road. During the course of the day, I found the stock seat surprisingly comfortable.

Just as I remembered when riding in the Black Forest, the XR is a lot of fun to ride. Despite a longer wheelbase, the XRs lower weight and slightly different frame geometry make the bike more agile in corners. Once I got used to shifting at a higher rpm, I found the bike to be much quicker and hooligan-esque than my GS. For me, that translates to fun when I want it, and whether that's good or bad is of personal opinion, but for me, it's just one of the factors used to calculate ride excitement.

Following Blake Connor of Cycle World clearly illustrated the bike's different personalities. When I was initially content to simply enjoy the picturesque Canadian roads, Blake began using every bump as an opportunity to wheelie and test DTC. I soon found myself doing the same with muddy gravel roads becoming flat track ovals and a place to test the traction limits of the stock Bridgestone tires. Though our time on the sloppy roads was brief, I found the standing position a bit more natural for my six-foot frame than on my GS. Regardless of whether I was sitting or standing, the XR took all of the conditions we faced in stride with my only complaint being the buzzing felt in my throttle hand between 4 and 5,000 rpm. Hopefully, it's a quirk of a bike right out of the crate.

The XR's extensive palette of electronics create a bike with multiple personalities. With four riding modes, options like Dynamic ESA, DTC, ABS Pro and more available at the simple touch of a button, riders can choose a mode to match the weather or even their mood that day. Considering the nasty weather we rode through in Canada and my earlier experience in the Black Forest, I predict the XR will soon rank among BMWs top five in sales numbers.

I love my GS, I truly do, and it's faithfully taken me wherever I wanted to go over the past four years. Yet despite the miles of smiles it's given me, my heart has always been drawn to red. For me, the XR was a bike worth waiting for. To illustrate exactly how much I dig this new bike from BMW, I just changed screensavers after bringing my new XR home.

(PS Not long after the publication of this article, Bill traded his R 1200 GS in for an S 1000 XR. --Wes)

Photos by Kevin Wing

In late 2009, BMW shocked the world with the release of the new S 1000 RR in Portugal. A clean sheet design, it was an incredible achievement to come out of the box with a world-beating superbike, especially as it arrived at a time when most manufacturers were upgrading their superbikes almost yearly. Over the past five years, the BMW S 1000 RR has remained the class of the field. Its advanced electronics package, allied to its superior power to weight ratio and handing package have won it more shootouts, comparison tests, and accolades than any other motorcycle in this class. So when I got the invite to ride the new 2015 S 1000 RR at the Circuit of The Americas, and learned BMW had made some serious improvements to the beast, my bag was packed a day early for the test.

Hitting the starter button and heading onto a racetrack I don't know on a 200 horsepower motorcycle I've not ridden before could make for some levels of intimidation. Not so on the new S 1000 RR.  I simply adjusted the engine's power map to sport mode, slipped the bike into gear, and took off to learn the track. BMW claims a six horsepower increase this year, with increased torque around the 5,000-rpm mark. This has been achieved by fine-tuning the cylinder head and intake system and reshaping the intake and exhaust ports, updating the intake camshaft profile, and by removing weight from the valves and springs. Velocity stacks are shorter, although still variable, and the engine is now even more efficient at ingesting and digesting fuel and air, as well as doing a better job of expelling burned gasses through a new exhaust system.

The latter has a newly shaped twin-pipe design with no canister under the engine this year. Resulting in lower backpressure and more torque in the mid-range, this new system is also a substantial 6.6 pounds lighter. The canister is still very large, especially when compared to an aftermarket unit. But what it loses in size and looks it certainly makes up for in sound, as it seems substantially louder that most stock systems found on modern superbikes.

Riding position is very neutral and certainly not as extreme as you might expect from a fire-breathing superbike. Short-shifting through the gears, the changes to the bike's chassis geometry instantly make it feel lighter and quicker steering than its predecessor. This is partly achieved by increasing ride height in the front and rear with a combination of increased preload, a longer shock body, and stiffer springs on the DDC model. Frame rigidity is also increased, while rake and trail have been changed to 23.5 degrees and 95mm. This equates to half a degree less rake, and 1.5mm less trail, which when added to a 3mm lower swingarm pivot, gives the new S 1000 RR more rear grip and better front end feel. The bottom line of all these revisions? The bike changes direction with such minimal effort that we'll hear plenty of clichés flying around about how it feels more like a 600cc Supersport than a 1,000cc Superbike.

Big news for 2015 is the auto-blip technology. I've experienced this before when I rode Valentino Rossi's Moto GP bikes, but never on a production motorcycle, and I have to say it's incredible. Entering a corner at speed, you simply downshift without the clutch, and the electronics blip the throttle to match the engine and rear wheel speed. Add in the assistance of the slipper clutch, and you make the perfect down shift every time. I heard a couple of the faster journalists talking about missed shifts, but in four sessions I didn't have it happen once. Allowing more of your grey matter to focus on the upcoming corner, this new system is going to save valuable time when you are making fast laps. I had a front row seat to see how well the system works when my test bike's GP shift pattern resulted in a mistaken shift from second to first (instead of third) It thankfully saved me from a very unpleasant experience without any drama. There is no need to use the clutch when up shifting either. Like the previous model, you just keep the throttle pinned and tap the lever.

Another nice feature of the 2015 S 1000 RR is the gear position indicator, and the easy to read gauges have only received minor updates this year. There is a digital speedometer and a nice, large analogue tachometer to keep track of the engine's progress. A white shift light helps you shift at the optimum point on full acceleration, and a yellow light on the other side lets you know when the traction control is working. The level of sophistication available with all the lean angle, lap time, and other technical information will require some quiet time with a cup of coffee and the owner's manual to fully understand all the BMW can do for you.

Another area where the new 2015 BMW S 1000 RR will eliminate drama is under heavy braking. Here the DDC (Dynamic Damping Control) keeps the bike so stable that you can brake as late as you dare. Also knowing that the racing ABS is there to further help if you squeeze the lever a tad too hard, you can push your limits with confidence. The brakes themselves are stronger than I will ever need. Entering turn one up the hill at COTA from over 170 mph, the forces generated by the Brembo two-piece, four piston calipers were enough to knock the air out of my lungs as the bike dug down into the tarmac. Super sticky Pirelli race tires kept us glued to the track throughout the day, and pitching into a tight left-hander allowed me to marvel at the front suspension, as the bike tracks evenly and smoothly through the turn.

Flicking the bike side to side through the flowing corners that follow turn three, it's incredible how easily the new S 1000 RR transitions from full lean to full lean on the opposite side with such low effort. As the day continued and I pushed harder, the bike just felt more composed and was probably laughing at my attempts to cut a fast lap. For me personally, the BMW is absolutely the best track tool available, and one of the many reasons is the mental buffer it gives me. No matter how hard I ride, the bike always has so much in reserve.

Thinking of the brain as a computer, it's no coincidence BMW brought Keith Code out to the launch to join us. His school uses BMW S 1000 RR's exclusively, and since converting his fleet, the number of student accidents has been drastically reduced. In Keith's best-selling books he talks about our dollar of attention on the racetrack. These days we might think memory or hard drive space. What the electronics on the S 1000 RR do is free up space on your drives or give you money back on your dollar. This adds up to a safer experience for the user, which is not a bad thing when the bike is also the fastest, or one of the fastest, Superbikes ever made.

The S 1000 RR is equally impressive exiting corners, and here all I had to do was learn to trust the electronics. After decades of using my right hand for traction control, it took a while to get comfortable trusting that the DTC (Dynamic Traction Control) would let me pin the throttle and take care of any wheel spin or wheelies. I think it would take a few more track days to fully let go and let it do its thing. This was an area I couldn't free up as much of Uncle Keith's dollar as I should have. As many times as I told myself to let go and trust the electronics I was still managing wheel spin and wheelies with my right hand. Maybe more laps, more seat time, or more coaching would help me get over it? Or perhaps BMW should start a support group for those of us who come into this new relationship with trust issues.

If you purchase the base level S 1000 RR, it comes with the usual Rain, Sport, and Race modes, but you can add on the new Race package at time of purchase to give you two extra modes, Slick and User. For 2015, Slick mode is even more track focused within its setting parameters. User mode allows you to set the Race ABS, DTC, DDC and engine response to your personal preference. The DTC is now adjustable on the fly, with seven settings in either direction from most to the least intrusive. This gives you the option of adjusting your settings during a track day or race as track conditions change or your tires start to wear.

Watching the Go Pro video of my last session illustrated how seamlessly the electronics work, whether arresting a small wheelie (evident by movement in the bars) or maximizing traction through a corner (DTC light blinking). Exiting slower corners fully leaned over you can feel the bike flattening out in the power as you accelerate, which lets you know it's working, but it's much harder to feel in the faster corners.

Some recalibrating is needed with the fly-by-wire throttle for me, as it is very sensitive. The operation feels more linear and progressive than before, but it is so much lighter that I made a couple of mistakes with unwanted throttle inputs on corner entry until I figured it out. With all the electronics options these days, I wish there was an "old guy" setting, where the throttle tension emulated pulling a throttle cable and carburetor slides.

Leaving COTA, it was clear the new BMW S 1000 RR is better, lighter, and faster than before. It's incredibly easy to ride and comfortable at speed, which reduced my fatigue at the end of the day. If I was really spending a lot of quality track time on my own personal bike, I would opt for the Giles rearsets though. My boots were dragging in some turns, so having my feet further from the floor would help. That would be my only change.

For road riders, you can add soft luggage and a tank bag and go sport touring. The S 1000 RR has even got cruise control for this purpose. It will take some time to fully understand all the programmable functions available from the traction control to the suspension and power modes, and you can further tune the bike with the new ‘User' mode when you are at the track. But this will be an enjoyable part of ownership as you continue to improve your travel experiences, lap times, or race results. 

Color choices are Black Storm Metallic, Racing Red/Light White or BMW Motorsport: Light White/Lupin Blue Metallic/Racing Red with the base price of $15,500. The price increases to $16,759 for the standard package, which includes Gear Shift Assist, Pro Race and heated grips. Lastly, the Premium Package the price jumps to $18,695, giving you the Race package, Dynamic package and forged wheels.

I'm sure most new owners are going to opt for all the bells and whistles as BMW's have such great financing these days. You can even add your BMW riding gear to the purchase price without penalty if you want to update to the latest gear from the BMW catalogue. For your money, you get an unparalleled level of sophistication and technology blended with the most horsepower yet seen in this class in a package that is as easy as it's exhilarating to ride.

Representing 90 years of BMW Motorrad history and coinciding with the 40th anniversary of the legendary R 90 S, the 2014 BMW R nineT is the latest bike to roll off the Bavarian assembly line. According to Edgar Heinrich, Chief of BMW Motorrad Design, the R90S "hails from an era in which bikers were regarded as outlaws. There was something rebellious about it. It was fast, loud and wild. Pure emotion, and it has retained its fascination to this day."

Though the perception of motorcycle riders has changed, the new R nineT was built to remind all who climb aboard, twist their right wrist, and listen to the pulse-quickening bellow emanating from the twin horns why motorcycles make their pulse quicken.

It's as simple as a motorcycle can be, yet the bike moves a rider both physically and emotionally. It is what motorcycles were before they were encased in plastic. It's a flashback to your first love. The one that got you hooked. The one that made you believe. What was old is now new, and what is new conjures up memories of what was.

As have several of BMW's other recent releases including the S 1000 RR and its naked S 1000 R sibling, the R nineT represents a departure from the long-distance touring comfort zone BMW has inhabited for so long. This is a motorcycle built solely to bring a rider and machine together for the pure and simple joy of riding. Based on indications that the supply is not expected to catch demand until 2016, BMW has far exceeded their expectations. BMW proves again that they are, indeed, the Kings of Cool.

Though the "official" release of the bike was little more than a month ago, rumors, speculation and images of prototypes had been floating around for nearly two years when BMW Motorrad announced plans of releasing a special bike to mark the 90th anniversary of the marque. It was worth the wait.

The R nine T combines classic, roadster styling with current technology, beginning just as the legendary R 32 did 90 years earlier with its iconic BMW boxer engine. The modern nineT power plant employs the current 1,170cc air/oil-cooled boxer engine which produces 110 hp at 7,500 rpm and 88 lb-ft of torque at 6,000 rpm. Power is delivered via a six-speed transmission geared for quickness and smooth shifting to the rear wheel through shaft drive.

During the recent press launch of the nineT, journalists were teamed in groups of six riders. Riding around the Los Angeles area had all hoping for red lights at each intersection to allow them to release long-lost adolescent attitude and to offer another opportunity to aggressively run through the smooth nineT gearbox while creating a symphony of boxer music in the key of Akropovic.

While paying tribute to its heritage, the nineT front end sports the same gold, upside-down forks used on the S 1000 RR and offers a classy, high-tech look that contrasts beautifully with the black of the motor, frame, tank and wheels. On the back, the nineT sports a Paralever single-sided swing arm with an adjustable central shock. Allowing for customization, the swingarm has been designed to allow installation of a six-inch-wide rear tire in place of the stock 5.5 inch rubber. Braking is provided by dual, four-piston Brembo's offering exceptional stopping power on the front end and a single rear disk. ABS is standard.

To accentuate the hand-built look of the bike, forged aluminum parts including the yokes and handlebar clamp bracket feature embossed BMW Motorrad lettering and have been glass bead-blasted to produce a natural anodized finish. Other parts receiving this special attention include the front fender brackets, tapered steering damper, seat mount and adjustment knob for the shock absorber. Even the model plate riveted to the steering head is reminiscent of classic BMW motorcycle designs and further evidence of the meticulous attention to detail given the nineT.

A classic round, metal headlight throws a locomotive-like beam and is supported by another forged aluminum, single point mount. Behind the headlight rests the simple instrument cluster featuring round speedometer and tachometer gauges and including an onboard computer displaying gear, time of day, fuel range and more.

The 4.8-gallon fuel tank, made of aluminum and finished in Black Storm Metallic paint, is highlighted on each side by hand-brushed and clear-coated aluminum. The air intake cover has received similar treatment as well as nineT embossing. To further illustrate the designer's thorough attention to detail, the seat uses hand-stitched seams in white contrasting thread. Finally, wire-spoke wheels of black anodized alloy, cast black aluminum hubs, stainless steel spokes and tubed tires complete the package.

Aside from the roadster's classic good looks, the designed-in ability to allow riders to personalize their nineT's look is what truly make this model unique. From the factory, the standard nineT configuration includes rider and pillion seats with a removable, bolt-on frame section allowing for two-up riding. Remove the rear seat and add an optional tail hump, and the nineT becomes a single-seat café racer which can quickly be converted back for two-up riding by pulling off the tail hump and reinstalling the rear seat.

To give your nineT a bobbed look, quickly remove the rear seat, unbolt and remove the rear frame section holding the passenger pegs, and ride. Take this look even further by removing the turn signals, and moving the license and taillight to the paralever. One bike, four distinct looks.

Additional options available include a single titanium Akropovic muffler mounted in the standard low position or high by adding a long connecting pipe with carbon fiber heat shields.

Riding the R nineT rekindles memories of the simple, unfaired motorcycles of the 1970s: the undisturbed wind in your face, the exposed motor growling at each twist of your wrist, a motorcycle in its simplest form. There is no plastic buffering you from the elements or the bugs in your face, nothing blocking your view forward, and with only handlebars and gauges in sight, it's the closest sensation of flying you can get without buying a ticket.

At first look, the bike seems small. Throw a leg over and your suspicions are confirmed with its 30.5" seat height. At six feet, I'll admit to initially feeling a bit cramped when seated, but, perhaps because my primary ride is a R1200GS, the initial reaction wasn't just. Once I got comfortable, the R nineT offered a relaxed seating position with a comfortable reach to the handlebars and controls.

After a briefing at BMW Designworks and lunch, it was finally time to mount up and ride. Journalists at the launch were about to be treated to 250 or so miles of varying terrain between Los Angeles and Santa Barbara, and we couldn't get started soon enough. Heading north on a route that took us quickly away from civilization, we began the ride through calm agricultural roads before abruptly transitioning to exhilaratingly tight, challenging and winding canyons. The bike handled wonderfully and took on the twisties beautifully. After a quick adjustment to the rear shock, the handling got even better. On the couple of occasions where I fell behind the riders ahead of me, the quick gearing of the transmission and powerful boxer motor made closing the gap easy. I purposely left my earplugs in my pocket so I could enjoy the sound of the stock pipes, a sound enjoyed even more when riding close enough to the other nineTs to hear the harmony multiple bikes created.

Conversations during the scheduled breaks along the ride focused on the awesome bike BMW has created and what fun it was to ride. Gas stops turned into hour-long affairs where riders of other bikes would flock around the new Beemer, ogling the coolness of the nineT.

Too soon the press event ended. It had been a long time since riding had provided me with the pure emotional charge the R nineT did. Asked by another rider to describe the bike in two words, "soul fuel" were what quickly came to mind. Though borrowed from an inspirational promotional video for the bike, they're spot on.

Photos by Jon Beck and Kevin Wing

Having often been reminded by my mother as a kid that comparisons are odious, when I climbed on board the new 2014 BMW R 1200 GS Adventure in Sedona, AZ, it was hard to erase the memories from thousands of miles riding the standard water-Boxer R1200GS. I was there for 200 miles of varying terrain to put BMW's latest Adventure to the test. The Adventure immediately feels so much heavier, which it is, an additional 48 pounds, but the biggest initial difference was the slower steering due in part to the Continental TKC 80 tires, and a different feel from the engine. As we rolled out of town, though, all of these first thoughts quickly began to melt as I settled in to enjoy the ride.

During our press brief about the new model, BMW had called the new Adventure a "Swiss Army Knife," but out here alone on the challenging dirt roads leading to Jerome, AZ, some 28 miles away, I marveled at the balance between the engine, throttle, clutch and other controls. I think the BMW team is wrong. It's more like a Swiss watch.

The clutch action is so light and precise, and the throttle more connected to the rear wheel than the standard GS (with its heavier crankshaft), that every input feels completely seamless. The power brakes are the most intuitive system I have used. They have to be, as they repeatedly slow over 700 pounds of man and machine into tight, gravel-strewn corners at speed. Add in the ability to set the bike in Enduro mode – to control the electronics to best serve you in the dirt – and the sophistication of the experience is without equal.

The larger-than-life styling of the new BMW R 1200 GS Adventure works for me. It's pure BMW as soon as you see it for the first time, and just looks so much more aggressive and modern than any previous generation Adventure. There is a new beak, a tapered windshield, and two aerodynamic air flaps on the sides to add to the exciting graphics package. The windshield is quickly adjusted on the fly with a simple turn of a wheel; wind protection on the road is everything you'll need for those long days making miles.

I'll never forget my first ride on the new 1150 version back in 2002; it felt as if BMW had created the largest, wildest motorcycle anyone would ever make, let alone take off road. Yet here we are some 12 years later, and they have simply eclipsed this first model in size, power and technicality, while making it easier to ride.

I am used to standing all day on adventure bikes and have gotten very comfortable in this position, but know that is not the case for some riders. With this in mind I wanted to see how the bike behaved, so for the first 20 miles of off-road riding I sat, except if I had to raise my butt off the seat for a pothole, rut or similar impediment. I came away very impressed. Sitting will certainly not restrict your ability to explore some fairly challenging terrain, and while your speeds will need to be lower, during adventure tours it might be an advantage as you have more time to enjoy the scenery. When standing, though, you will notice the thoughtful design of a tapered seat meeting a slender gas tank. This intersection is a big part of making the rider feel at ease in the dirt and it's a marked improvement over previous models.

Reach to the bars is comfortable standing or sitting, and having my back straight with my rear in the saddle and my knees not bent at an extreme angle was certainly similar to existing BMW GS machines. This position is also sufficiently aggressive for working on sections of twisting asphalt for the more spirited moments that arise on a long journey. Nice touches to add to this comfort are multi-adjustable levers and the ability to adjust the rear brake and gear levers to suit your needs. With wider-than-stock foot pegs allowing for a more comfortable platform, it's clear the Adventure is meant to be ridden all day, and more.

The view forward is clean and functional, with the Navigator GPS located above the compact instrument cluster. With an analog readout for both road and engine speed, it has a highly sophisticated command center beneath the round gauges. Digesting all that this super computer analyzes takes a fair bit of reading, so I'll leave it out for now; but trust me, if there's any information you want – from temperature to distance traveled, fuel consumption to tire pressure – BMW has you covered.

You will also find the same multi-controller for adjusting your NAV system as found on the K1600 lineup and the standard GS1200 models on the left hand side handlebar, and this is intuitive and easy to use on the go. Usual BMW pleasantries exist in the form of cruise control, quick-change buttons for the suspension and one to turn the ABS and traction control off, as well as all the normal switchgear.

Visually, the engine is identical to the standard R 1200 GS, and produces 125 hp at 7,750 rpm and a healthy 92 lb-ft of torque at 6,500 rpm. Compared to the previous generation engine, this is 15 extra horsepower and three more lb-ft of torque. The result is a noticeably stronger and more linear power curve across the range. Where the Adventure engine differs from the standard GS, though, is with an additional two pounds of crankshaft mass that produces 20 percent more inertia. Acting like a heavier flywheel, this one change is the key to the Adventure's superior power delivery.

Sorry, Mum, but here's another comparison to the standard GS: I've never quite gotten used to the slightly sensitive power delivery from the ride-by-wire throttle system, whether riding two up around the UK, crossing South Africa, or riding at home as my personal transportation. On an open throttle it's a beast, fast and with incredible power; but there's something about the system when cold or at low speeds I can't quite adjust to. Weaned on a diet of throttle cables opening butterflies in carburetors, I yearn for a mapping program that emulates heavier throttle return springs, as it's a little hard for my well-worn grey matter to adjust. Not so with the Adventure. The relationship between the throttle and the rear wheel is absolutely perfect, and when navigating tighter, technical sections of the rough terrain around Sedona at slow speeds, this was highly appreciated. With virtually no traffic on these Jeep trails, and spectacular views at every turn, they are the personification of adventure riding.

Now, when I'm in complete alignment with the standard GS and the Adventure's electronics, is when it's time to pick a Ride Mode. Both bikes comes standard with the option of "Road," or for inclement weather "Rain" modes, and if you order with the Premium package, the Ride Modes Pro feature adds on Dynamic, Enduro, and Enduro Pro. The last mode requires you to activate a coding plug located under the seat. Here it all gets complicated, with these last three modes working in various ways with the traction control or Automatic Stability Control (ASC) in BMW speak, the anti lock brakes (ABS) and the electronic suspension adjustment (ESA) if Dynamic ESA is selected.

For a short period of time I switched into Enduro Pro mode, which allows you to lock up the rear brake if needed. This mode retains the ABS up front, but allows more latitude before lock up occurs, which is certainly confidence inspiring. The traction control is less invasive, as I found out in the dry, dusty conditions, with an ambitious twist of the throttle exiting a corner. This broke the Continental TKC 80 loose, yanking me straight out of my comfort zone. With the sight of the rear wheel coming round to meet me, and my heart in my mouth, once back in a straight line I pulled over and switched back to regular Enduro mode.

Here the traction control will allow you to hang the rear end out enough to turn the bike, but won't let the bike get out of control to the extent I described. In this mode the Dynamic ESA will soften the suspension settings for you automatically, so I left my bike on this setting while on the dirt for the rest of the day. More aggressive riders on these knobby tires will prefer the Pro mode I'm sure, but the standard Enduro setting was designed to work with street tires so is a good bit more invasive. The ABS is certainly not invasive; the new Adventure throws out the old wisdom of turning the ABS off in the dirt. Yes, it works that well.

As delivered, the new Adventure will have a more street-focused tire wrapped around the wider, cross-spoke wheels; the Continental TKC 80s were added specially for our aggressive day in the dirt. BMW loves to show how capable their new bikes are by taking us on long, challenging rides during press intros.

Frame and suspension are also virtually unchanged from the donor platform, although the there is 0.8 inches of additional spring travel at the front and rear. To offset this taller suspension, the rake has been steepened by a full degree and the trail tightened 0.3 inches. The net result is just a 0.1 inch increase in the wheelbase from the standard GS to 59.4 inches There is also an additional 0.4 inches of ground clearance, and while the bike will still ground out in the rough stuff if you get too aggressive, it's a marked improvement compared to earlier generation models I've ridden.

In the saddle, stability is without fault at high or low speeds, standing or sitting, and I'm sure a part of this is the additional steering damper. This is true on the road also, and hustling up to Jerome on the last few miles of smooth, serpentine tarmac, we would have surprised all but the most committed sport bike riders with the pace.

You still have to be aware that as tested, with a full 7.9 gallons of fuel and luggage in place, you are in control of a motorcycle weighing well over 600 pounds. BMW is claiming a road-ready weight of 573 pounds. This means you need to make sure to file a flight plan if turning on the dirt, or in off-camber parking lots and when in small, mountain towns like Jerome, as you don't want to be man handling this beast around. With a standard seat height of between 35 and nearly 36 inches, depending where you set it, you can see how this is going to be a challenge if you don't plan ahead. People with shorter inseams are going to want to opt for a low seat option, and it's worth noting you can also adjust the tilt of the standard seat.

You are ready to vote for the new Adventure with your checkbook. For the as-tested Premium package, you will need $21,550 in ready funds. Technically, you could order the bike without all the bells and whistles for $18,200, but only two percent of all new purchasers go this route, according to BMW.

For your Premium package, you get a list of all new items: Dynamic ESA, on board computer pro, GPS preparation, cruise control, LED headlight and Ride modes pro, with LED auxiliary lights, saddle bag mounts, heated grips and tire pressure monitor (TPM) as in the previous years. These are all on top of the standard ASC, integral ABS, steering damper, stepless windshield, on board computer and a host of other features that come standard. Engine protection bars, hand protection, the adjustable seat to mention a few. Color choices range from racing blue metallic matt, alpine white or olive matte, so you have an interesting choice here, too.

Acknowledging the GS as the flagship of the GS line, BMW has done it again, improving, refining and sharpening their Adventure without losing any of the character and personality that has attracted people to these large enduros since 1980. Round-the-world travelers choose it as their mount of choice for decades, for good reasons, but you don't have to be heading across the Taklimakan desert to enjoy the new R1200GS Adventure. It's equally at home in your own state, but with a fuel range of over 400 miles, and the ability to carry six months' of gear, it's ready to take that round-the-world-expedition whenever you turn the key.