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2013–2018 · Adventure · Buyer's Guide
The Boxer That Rewired Everything
This is the generation where the GS went liquid-cooled, and the boxer changed its manners without losing its soul. The precision-cooling system runs coolant through the cylinder heads while the cylinders stay air-cooled, and it lifts the flat-twin to 125 hp and 92 lb-ft from 1170 cc. The Telelever front and shaft-driven Paralever rear keep the nose composed under braking, while the steel tube frame gives everything a planted, deliberate feel. Dynamic ESA, ride modes, and traction control turn it into a genuinely complete package rather than a one-trick machine. For most riders, this is still the adventure benchmark.
On the road it feels heavier than its 525 lb suggests at a standstill, then the weight vanishes the moment you're rolling, settling into a long-legged stride that eats highway miles and still leans into corners with real clearance. The 33.5-inch seat and 5.3-gallon tank place it squarely in do-everything territory. The honest caveat is reliability. The early water pumps, fuel pumps, and shaft U-joints all have documented weak spots, and the gearbox shifts with a clunk. Buy one with full service history and the known fixes done, and it stays a trustworthy partner for years.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 125 hp (92 kW) @ 7,700 rpm |
|---|---|
| Torque | 92 lb-ft (125 Nm) @ 6,500 rpm |
| Displacement | 1170 cc |
| Engine | Flat-twin (boxer) |
| Bore × stroke | 101 × 73 mm |
| Compression | 12.5:1 |
| Cooling | Air/liquid-cooled |
| Fuel system | Fuel injection |
| Gearbox | 6-speed |
| Final drive | Shaft |
| Frame | Steel tube |
| Fork | Telelever |
| Front brake | 305 mm |
| Rear brake | 276 mm |
| Front tire | 120/70 R19 |
| Rear tire | 170/60 R17 |
| Wheelbase | 59.3 in (1507 mm) |
| Ground clearance | 7.9 in (200 mm) |
| Front travel | 7.5 in (190 mm) |
| Rear travel | 7.9 in (200 mm) |
| Seat height | 33.5 in (850 mm) |
| Wet weight | 525 lb (238 kg) |
| Fuel capacity | 5.3 gal (20 L) |
| Top speed | 125 mph (201 km/h) |
| Fuel economy | 35 mpg (US) |
Equipment check
Chassis
Comfort
Connectivity
Drivetrain
Lighting
Safety
Thumb the starter and the whole bike rocks to one side, that unmistakable boxer shrug, before it settles into a low mechanical thrum you feel through the pegs more than you hear. The riding position is upright and roomy, the wide bars dropping right into your hands, and the screen pushes enough air over your chest that an all-day stint doesn't grind you down. Roll on from low revs and the shaft takes up with a soft thud you quickly learn to time. At a real road pace it sits flat and unbothered, the suspension swallowing broken pavement without ever floating, the chassis letting you crank a machine this size further over than it has any right to go. It feels engineered rather than raw, and that is exactly the appeal.
This read doesn't come from one test loop. It's pieced together from years of comment sections under my videos, owner threads I follow, paddock talk at rallies, and the messages riders send me directly. For the K50 GS, the feedback lands in a clear shape: a bike owners trust across nearly any kind of riding, shadowed by a short list of gripes almost everyone names.
Praise starts with how much it covers. Riders describe a machine happy in town, comfortable over long highway stretches, and willing on mild dirt. The boxer earns steady approval for its even, muscular delivery, with enough pull to make passing and high-speed work feel easy. Many single out the finish, calling the parts stout and the whole bike cohesive and clearly premium. The front suspension draws repeated compliments for a cushioned ride that stays settled when the brakes bite hard.
The gripes are just as steady. The loudest concerns weight once the trail turns technical, where owners say the GS asks for effort lighter rivals don't. The standard screen comes up constantly among taller owners, who find it lets through too much wind churn and noise. And money comes up throughout: a fully specced example is expensive to buy, and keeping it serviced, especially at a dealer, adds up.
Handlebar switch cluster recall
BMW recalled 2013 R 1200 GS models to replace both handlebar switch clusters due to a design fault that could cause intermittent electrical issues.
Water pump failure
Early water-cooled GS models are prone to water pump failure, often requiring replacement around 20,000–30,000 miles. Symptoms include coolant leaks and overheating.
Fuel pump cracking
On bikes built between 2013 and 2014, the fuel pump unit can crack due to a stressed support washer, leading to fuel leaks and engine hesitation.
Shaft drive U-joint corrosion
The cardan shaft U-joints can exhibit premature rust, particularly on bikes used in wet conditions or not regularly lubricated, leading to driveline lash or failure.
Clunky gearbox
The transmission can feel harsh, especially shifting between 1st and 2nd gears, with a noticeable clunk. Some owners report difficulty finding neutral.
Where this BMW R 1200 GS pulls ahead of — or falls behind — its rivals on the numbers, and the typical bike in its class on character.
Power
Torque
Displacement
Wet weight
Top speed
Seat height
Forget spec-sheet bragging. Here's who the R 1200 GS is actually built for.
Straight talk: this is a heavy, road-biased boxer. It handles fire roads and graded desert tracks with real confidence, but tight technical slickrock fights its weight. You'd want something lighter to truly dance.
Made for Bar M / Kane Creek · Imperial Sand Dunes · Johnson Valley OHV Area
This is right in your wheelhouse. Upright comfort, a long-legged boxer, and surprising lean clearance make 300-mile days of twisties feel easy, with wind protection that keeps you fresh.
Made for Black Hills · Blue Ridge Parkway · Cherohala Skyway
Built for exactly this. It carries luggage and a passenger without complaint and stays composed for hours. Just know the 5.3-gallon tank means planning fuel stops on the emptiest stretches.
Made for Beartooth Highway · Blue Ridge Parkway · Going-to-the-Sun Road