Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
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P124 RIDE REVIEW I 2026 BMW R 12 G/S and Connected Ride Control, ran $21,080, which is definitely on the steep side. But forget the price for a moment. Let's jump back to a time when giant perms on rock stars were cool. Let's go ride. As regular readers know, at five-foot- seven, I'm not the tallest rider. With the En- duro Pro Package fitted that raises ground clearance to 10 inches and seat height to 34.4 inches, it looked like it might be a long day. But while the G/S is tall, it's also narrow, with a slim seat designed more for adventure than plush touring. I never felt overwhelmed or out of my depth. With a full tank, the air-cooled G/S weighs in at 505 pounds—only 18 pounds less than the R 1300 GS. But as with most boxer-engined BMWs, that weight sits low, making the bike feel balanced and manage - able. It's tall, yes, but it's not as big or intimi- dating as the numbers suggest. TIME TO RIDE Once on board, I was greeted by the typical BMW setup: nav wheel on the left bar, mode button on the right. The dash is a bit un- conventional: either a single analog speed- ometer with a digital insert or the compact digital unit borrowed from the R nineT. Both are clean and functional, but the TFT lacks a fuel gauge, showing only a warning light, which I found frustrating on the R nineT. Planning on exploring the wild? Reset your tripmeter and keep track of your fuel stops, just like in the old days. And yes, there's still a key for the steering lock, tucked beneath the dash, despite the keyless ignition. Now, the good stuff. And honestly? It's nearly all good. The air-cooled boxer may lack the refinement of the newer 1300cc engine, but it has character. It's a little raw, a little grumbly, and I love that. It has pres - ence when it fires up, and it looks fantastic. Over the years, fueling and throttle response have been refined to the point where the G/S is incredibly user-friendly, with torque that kicks in from practically idle. Peak torque hits at just 6500 rpm, but you'll rarely need to push beyond that for spirited riding. Sure, at the bar, 109 hp from a 1200 might not sound like much, but you can use every bit of it—and that's a great feeling. Turn off the TC and you'll have more than enough power to lift the front, despite the bike's size and long wheelbase. BMW also let us test the G/S off-road at their purpose-built park near Nuremberg. We rode everything from mellow trails to water crossings, sand, and even a few jumps. The G/S handled it all with ease and fun. The Enduro Pro Package includes the larger rear wheel, 20mm bar risers, and enduro-style footpegs. Standing on the pegs feels natural, like the bike was designed to be ridden off-road. It's easy to grip the tank with your (Below) Delve a little deeper into those pockets and you'll get the bar-style digital dash that works surprisingly well. (Bottom) The familiar air-cooled Boxer engine, which we have seen on numerous models.