Engine: 109 hp, Air/Oil-Cooled—More Than the R 12, Identical to the R 12 nineT

1,170 cc, air/oil-cooled, DOHC, four radially arranged valves per cylinder, central balance shaft, Euro 5+: the same engine used in the R 12 nineT, but here without the electronic restriction to 95 hp. The G/S gets the full package: 109 hp at 7,000 rpm and 115 Nm at 6,500 rpm. That is more than the R 12 cruiser and the same state of tune as the roadster.

The reason is simple: the G/S is an enduro with sporting ambitions, and BMW decided that the full torque output makes more sense here than the cruiser’s more relaxed tuning. Off-road, the G/S boxer is a convincing partner: smooth power delivery from low rpm, no sudden drop in performance, and easy modulation. At 5,000 rpm, you are right in the G/S’s natural working range. The engine willingly spins to 7,000 rpm without becoming nervous. The balance shaft provides enough refinement to maintain concentration off-road without distracting vibrations.

On the road, the boxer sounds like a boxer—and the G/S sounds noticeably different from the R 1300 GS: more mechanical, less refined, with more character. Two riding modes come standard: Rain and Road. Enduro mode is optional with the Riding Modes Pro package. Enduro Pro mode—which deactivates traction control and adapts throttle response for riding with knobby tires—is available only with the Enduro Pro Package.

That is an important purchasing decision. Anyone who seriously intends to ride the G/S off-road needs the Enduro Pro Package not only for the 18-inch rear wheel, but especially for Enduro Pro mode. Without it, no riding mode fully deactivates traction control.

BMW claims a top speed of 210 km/h. Zero to 100 km/h takes 4.1 seconds, so despite its enduro ambitions, the G/S is not a slow motorcycle. On the road with standard tires on the 17-inch rear wheel, cornering performance is surprisingly strong. The G/S can carry serious speed on tight mountain roads. With knobby tires, maximum speed is limited to 160 km/h—more than most off-road riders will ever need on a forest road.

Chassis: 210/200 mm, Fully Adjustable Marzocchi, Brembo—Real Enduro Hardware

This is the heart of the R 12 G/S: an entirely new long-travel chassis with 210 mm of front suspension travel and 200 mm at the rear—genuine enduro dimensions.

The 45 mm upside-down fork comes from Marzocchi and is fully adjustable for spring preload, rebound, and compression damping.

The rear monoshock is also fully adjustable and features travel-dependent damping, working with the same Paralever swingarm concept used throughout the R 12 family.

Ground clearance is 240 mm, turning the long suspension travel into genuine real-world off-road capability.

The front wheel measures 21 inches. That is the standard size for serious enduro motorcycles and the most important difference from the unsuccessful Urban G/S of the R nineT era, whose 19-inch front wheel reached its limits in difficult terrain. A 21-inch wheel rolls over obstacles more easily, remains more stable in ruts, and gives the rider greater confidence at low speeds on loose surfaces. The rear wheel measures 17 inches as standard.

The optional Enduro Pro Package adds an 18-inch rear wheel with knobby tires, handlebar risers, enduro footpegs, a large skid plate, and an extended side stand. Brembo supplies the braking hardware: dual 310 mm front discs with two-piston floating calipers and a 265 mm rear disc with a two-piston floating caliper. ABS Pro comes standard and is lean-angle optimized. Rear-wheel ABS can be deactivated in Enduro Pro mode, which is optional. The G/S brakes are primarily tuned for modulation off-road—not supersport-level initial bite, but precise control for enduro riding. On asphalt, stopping performance is faultless. Riders accustomed to radially mounted four-piston calipers will notice the difference.

Ergonomics: 860 mm Seat Height—and a Seat That Gives You More Than the Number Suggests

An 860 mm seat height sounds like serious enduro territory. In practice, it is less intimidating than expected. The seat is flat and narrow, allowing even riders around 1.75 meters tall to get one foot securely on the ground. That is the design strength of the G/S seat: wide enough to provide freedom of movement while standing, narrow enough to make ground contact easier at a stop.

With the Enduro Pro Package, seat height increases to 875 mm. The optional Rally seat adds another 20 mm: 880 mm without the Enduro Pro Package and 895 mm with it. The small cockpit fairing provides modest protection—more than a scrambler, less than an adventure bike. Anyone who regularly rides on the highway will feel the wind.

Headlight Pro with adaptive cornering light is available as an option. A round instrument comes standard and suits the retro concept. The Micro-TFT display with smartphone connectivity costs an additional €125 and integrates surprisingly well into the cockpit. There is no centerstand at all—not as standard equipment and not even as an accessory. The pre-muffler leaves no room for one.

That is a genuine everyday disadvantage and something buyers should know before purchasing.

Handling: 229 kg—and No Centerstand, No Passenger Seat as Standard

229 kg ready to ride is a good figure for a retro enduro with genuine off-road character, but it is not light. The R 12 G/S is only 8 kg lighter than the R 1300 GS. Riders looking for lighter alternatives will end up with something like a Royal Enfield Himalayan at around 200 kg or a Honda NX500.

The G/S is not a lightweight motorcycle, but it compensates with a riding experience no other manufacturer offers in this form. Boxer-and-shaft-drive character in a genuine long-travel enduro is a unique selling point. The G/S comes from the factory as a solo motorcycle with a flat solo seat. A Passenger Package—including a two-person seat, passenger footpegs, and grab strap—is available only as an option. For a motorcycle at this price and with this heritage positioning, that is a surprising decision.

Anyone planning to ride the G/S two-up needs to budget for the extra cost. The 16-liter fuel tank provides around 300 km of range at 5.0 liters per 100 km—adequate, but hardly long-distance luxury. Shaft-drive service on the G/S is required every 40,000 km, shorter than on other boxer models, which specify 60,000 km.

BMW attributes this to the long suspension travel and the correspondingly greater operating angles of the driveshaft during off-road use. That is communicated transparently and fairly, but it needs to be included in the ownership-cost calculation.

Equipment: Three Versions, One Essential Package

The R 12 G/S is available in three color schemes: Night Black Matte solid at the base price; Light White solid with blue graphics and a red seat, inspired by the R 80 G/S, for an additional €300; and Option 719 Sandrover Matte solid with a red frame for an additional €1,900, or €2,100 with the Enduro Pro Package.

The €750 Enduro Pro Package includes an 18-inch rear wheel with knobby tires, Enduro Pro riding mode, enduro footpegs, a 20 mm handlebar riser, large skid plate, extended side stand, and Rally seat. For serious off-road riders, it is essential.

Standard equipment includes lean-angle-optimized ABS Pro, ASC traction control, MSR engine drag torque control, two riding modes—Rain and Road—a round instrument, solo seat, LED headlight, and Keyless Ride.

Optional equipment includes the €750 Enduro Pro Package, Riding Modes Pro with Enduro mode, the €1,010 Comfort Package including Shift Assistant Pro, cruise control, Hill Start Control Pro, and heated grips, Headlight Pro with cornering light for €205, Micro-TFT display with smartphone connectivity for €125, RDC tire-pressure monitoring, Passenger Package, Rally seat for €230, and Option 719 packages.

Costs: €16,990—the Question of Where It Fits

The base price is €16,990. For a retro enduro with this level of technical sophistication, that is not inexpensive, but it is hardly surprising by BMW standards. Equip the G/S sensibly—with the Enduro Pro Package, Riding Modes Pro, Comfort Package, and Light White paint—and the price reaches around €19,000. That is a serious investment.

Alternatives in the retro-enduro segment are rare. A Royal Enfield Himalayan 450 costs around €6,000, while a Triumph Scrambler 1200 XE costs around €14,000. The G/S is more expensive than the Triumph, but offers more power and the distinctive boxer-and-shaft-drive character.

The 40,000 km shaft-drive service interval is shorter than on other boxer models and needs to be considered in running costs. Service is required every 10,000 km for the air/oil-cooled engine and costs around €350 to €500. Valve-clearance inspection is required every 10,000 km. Warranty: two years with unlimited mileage.

Verdict

The BMW R 12 G/S is not a compromised retro product. It is a genuine enduro with real suspension, a real 21-inch front wheel, and an engine that speaks directly to the heart of the GS community. Forty-five years after the R 80 G/S, the concept is not merely nostalgic—it is functionally convincing. The price is high, the lack of a centerstand is an everyday annoyance, and 229 kg is not lightweight.

Accept those points and you get the most emotionally evocative motorcycle in BMW’s 2026 lineup.

 

Quick Check

+ 109 hp, 115 Nm—full power, not restricted like the R 12

+ 210/200 mm of suspension travel—genuine enduro standard, no retro compromise

+ Fully adjustable 45 mm Marzocchi USD fork—high-end suspension in retro clothing

+ 21-inch front wheel standard—the decisive difference from the Urban G/S

+ 240 mm of ground clearance—serious off-road capability

+ Brembo brakes, rear-wheel ABS switchable in Enduro Pro mode

+ Enduro Pro Package with 18-inch rear wheel, knobby tires, and handlebar risers for €750

+ Three authentic color schemes, including the original R 80 G/S look

 

– €16,990—with Enduro Pro and Comfort Packages, the price quickly approaches €19,000

– No centerstand standard—and not available as an accessory

– Solo seat standard—Passenger Package costs extra

– 860 mm seat height—challenging for riders under 1.70 meters

– 229 kg—not light for a retro enduro

– Shaft-drive service every 40,000 km—shorter interval than on other BMW boxers

– 16-liter fuel tank—around 300 km of range

– Micro-TFT costs €125 extra—the round instrument comes standard

 

Technical Specifications: BMW R 12 G/S (2026)

Country of manufacture: Germany (Berlin-Spandau)

Engine: Air/oil-cooled flat-twin boxer, DOHC, 4 radially arranged valves per cylinder, central balance shaft, fuel injection, Euro 5+

Displacement: 1,170 cc

Power: 80 kW (109 hp) at 7,000 rpm

Torque: 115 Nm at 6,500 rpm

Transmission: 6-speed; Shift Assistant Pro optional with Comfort Package

Final drive: Shaft, single-sided swingarm with Paralever

Frame: One-piece tubular-steel trellis frame with bolt-on rear subframe

Front suspension: 45 mm Marzocchi USD fork, fully adjustable for spring preload, rebound, and compression damping, 210 mm travel

Rear suspension: Cast-aluminum single-sided swingarm with Paralever, monoshock with travel-dependent damping, fully adjustable for spring preload, rebound, and compression damping, 200 mm travel

Front brakes: Dual 310 mm floating discs, Brembo two-piston floating calipers

Rear brake: 265 mm disc, two-piston floating caliper; rear-wheel ABS can be deactivated in Enduro Pro mode with optional equipment

Wheels: Cross-spoke wheels; 21-inch front, 17-inch rear standard; 18-inch rear with Enduro Pro Package

Front tire: 90/90-21

Rear tire: 150/70-17 standard; 150/70-18 with knobby tire in Enduro Pro Package

Rider aids: ABS Pro (lean-angle optimized), ASC traction control, MSR; 2 riding modes standard (Rain/Road); Enduro and Enduro Pro optional through Riding Modes Pro and Enduro Pro Package

Ground clearance: 240 mm

Wet weight: 229 kg

Seat height: 860 mm with 17-inch rear wheel; 875 mm with Enduro Pro Package; Rally seat: 880/895 mm

Fuel capacity: 16 liters

Shaft-drive service: Every 40,000 km due to long suspension travel and greater driveshaft operating angles during off-road use

Price (Germany): from €16,990 plus additional charges

Warranty: 2 years, unlimited mileage