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2020 BMW R 1250 GS Urban And City Review Photo Gallery

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The R 1250 GS may be adventure-ready, but it’s also city-capable.
The R 1250 GS may be adventure-ready, but it’s also city-capable. (Basem Wasef/)The cockpit view, with the windshield in its lowest setting, reveals a relatively compact set of controls despite the relative heft of the bike.
The cockpit view, with the windshield in its lowest setting, reveals a relatively compact set of controls despite the relative heft of the bike. (Basem Wasef/)BMW’s familiar boxer cylinder heads contrast against the attractively finished engine block.
BMW’s familiar boxer cylinder heads contrast against the attractively finished engine block. (Basem Wasef/)You winkin’ at me? BMW may have abandoned asymmetry with the S 1000 RR, but the GS keeps its lopsided peepers.
You winkin’ at me? BMW may have abandoned asymmetry with the S 1000 RR, but the GS keeps its lopsided peepers. (Basem Wasef/)Without saddlebags, the GS’s width is accentuated by horizontally-opposed cylinders; the GS Adventure’s engine protection bars lend a bulkier look.
Without saddlebags, the GS’s width is accentuated by horizontally-opposed cylinders; the GS Adventure’s engine protection bars lend a bulkier look. (Basem Wasef/)The Beemer’s beak isn’t quite as pronounced as the Ducati Multistrada’s schnoz.
The Beemer’s beak isn’t quite as pronounced as the Ducati Multistrada’s schnoz. (Basem Wasef/)ABS on the radially mounted 4-piston brakes are easily defeatable, enabling quick dirt capability— or tail slides on tarmac.
ABS on the radially mounted 4-piston brakes are easily defeatable, enabling quick dirt capability— or tail slides on tarmac. (Basem Wasef/)The 6.5-inch TFT screen is bright and clear; the 5-inch touchscreen navigation adds $949, and is fixed in place by a key lock.
The 6.5-inch TFT screen is bright and clear; the 5-inch touchscreen navigation adds $949, and is fixed in place by a key lock. (Basem Wasef/)The GS’s non-pipe side reveals the shaft drive, and the relatively low position of the seat in relation to the profile, which sits as low as 33.5 inches.
The GS’s non-pipe side reveals the shaft drive, and the relatively low position of the seat in relation to the profile, which sits as low as 33.5 inches. (Basem Wasef/)Though the wheel on the left handgrip manages a plethora of controls, there’s no shortage of hard buttons on both bar ends for quick adjustments.
Though the wheel on the left handgrip manages a plethora of controls, there’s no shortage of hard buttons on both bar ends for quick adjustments. (Basem Wasef/)Available saddlebags snap into an otherwise discreetly styled rear subframe.
Available saddlebags snap into an otherwise discreetly styled rear subframe. (Basem Wasef/)A closer look at the frontal view reveals that the handlebars sit wider than those beefy cylinder heads.
A closer look at the frontal view reveals that the handlebars sit wider than those beefy cylinder heads. (Basem Wasef/)The seat can be adjusted between 33.5 and 34.3 inches, or 31.5 and 32.3 inches with the optional lowered suspension ($250); a no-cost low seat drops a further 1.1 to 1.5 inches for greater reach at a slight compromise to comfort.
The seat can be adjusted between 33.5 and 34.3 inches, or 31.5 and 32.3 inches with the optional lowered suspension ($250); a no-cost low seat drops a further 1.1 to 1.5 inches for greater reach at a slight compromise to comfort. (Basem Wasef/)No street parking? No problem: Parking a GS on the sidewalk just makes you look like more of a badass.
No street parking? No problem: Parking a GS on the sidewalk just makes you look like more of a badass. (Basem Wasef/)

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