It might look like a tool from the 1980s – but that’s purely intentional. This is the 2025 BMW R12 G/S, and it’s designed to evoke the spirit of the first Bavarian production enduro machine – the R80 G/S – while incorporating the best of the firm’s modern tech.
Now, let’s not rewrite history: the boxer GS is a legendary piece of kit now, but back in 1980 an off-road GS was the choice of BMW obsessives, weirdos, freaks, and factory racers (sometimes all at the same time). Normal folk wanting some muddy fun generally plumped for something far less chonky and slow than the 50bhp/186kg shaft-drive (SHAFT DRIVE!) flat-twin Beemer. Nevertheless, it began ploughing out its now massive a niche (or rut) in the market, which has taken us to the current sales behemoth that is the BMW GS range. Well done all.
This latest offering is a retro scrambler, somewhat in the mould of the Ducati DesertX and Triumph Scrambler 1200, and based on the Munich firm’s latest R12 retro foundations. That means a Euro5+-compliant rejig of the old oil-/air-cooled 1200 Boxer motor (instead of the latest water-cooled lump) with DOHC four-valve heads, ride-by-wire fuel injection and a 109bhp peak power output. The chassis is based around a steel frame with long travel suspension: proper 45mm USD front forks instead of a funny front end and the de rigueur Paralever rear monoshock shaft-drive swingarm. Both ends are fully adjustable, which hints at a more serious off-road package than the firm’s last retro scrambler design, the R nineT Urban G/S.
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Further underlining the dirty ambition are the wheels: a proper 21” front rim, with 17” rear, and an optional 18” fitment for the true hardcore. Wire cross-spoked rims are a given and while it comes with broadly road-biased rubber, you’ll not struggle to spoon proper knobblies on there should ye fancy it. Having said all that, it does have the same weight problems as in 1980: the R12 G/S weighs 229kg ready-to-ride.
It’s 2025, so we must have more electronic stuff than the skip outside a Tesla dealership: therefore, the R12 ECU contains three riding modes (Rain, Road and Enduro) as standard and Dynamic Traction Control (DTC), which can be switched off for off-road use, with the optional Enduro Pro package adding an extra dirt mode. You also get engine brake control (MSR), as well as BMW Motorrad ABS Pro; keyless ignition;, a new round speedo/display unit with the option of a micro TFT colour LCD dash;, up/down quickshifter; and tyre pressure monitor system. BMW’s usual spendy-but-tempting accessories list includes an emergency call telematics function, Headlight Pro adaptive lights and more.
A slick package then – but as with Ducati’s DesertX, the styling is what makes this bike: we think it looks pretty smart, with the right mix of old and new. The black base colour is okay, the white/red/blue retro Motorsport scheme much better, but it’s the sand-brown colours that really rock, with red highlights and scarlet frame. The stainless high-level pipe is nicely proportioned, while the round LED headlight and trim headlight nacelle round the perky stance up a treat.
We’re keen to have a spin on one as soon as we can – expect it to hit the UK in the summer, priced from £14,420.
