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ADV BikesR1200GS Rallye: BMW’s Most Off-Road Capable Big-Bore ADV Bike?

R1200GS Rallye: BMW’s Most Off-Road Capable Big-Bore ADV Bike?

Combining the best off-road characteristics of the standard GS and GSA.

Published on 07.10.2018

Dirt-loving GS Riders are a special breed. They relish the challenge of riding a large ADV Bike through technical terrain better suited for small-displacement dual sports. And Adventure Bike’s don’t come much larger than the BMW R1200GS ‘Adventure’ at 573 pounds. Even so, with its rugged build and long-travel suspension, the GSA is capable of handling some of the toughest trails.

The standard R1200GS is no slouch in the dirt either. While it does have about an inch less suspension travel than the GSA, it’s 35 pounds lighter and less bulky. Some would argue it has a slight advantage off-road. But what if you could get the best of both worlds? The lighter, more-nimble package of the standard GS with the longer-travel suspension from the GSA? That’s exactly what BMW did last year when they released the R1200GS Rallye model.

Even better, the Rallye model features dirt-oriented components like cross-spoke tubeless wheels, wide serrated footpegs and stainless-steel radiator guards. The Bavarians also removed the center stand, added a flat one-piece seat and swapped the touring windscreen for a shorty enduro screen to further emphasize the bike’s no-nonsense off-road intentions. But the key component for serious off-road riders is the ‘Sport Suspension’ – an option only available on the R1200GS Rallye. The Sport Suspension (make sure the build sheet lists option #547) has 0.8 inches more suspension travel than the standard GS, along with stiffer springs to handle rougher terrain.


BMW R1200GS Rallye Adventure Motorcycle

BMW R1200GS Rallye Adventure Motorcycle

BMW matched the Rallye’s athletic profile with a striking new color scheme – lupine blue metallic paintwork, motorsports fuel tank graphics and a cordoba blue frame. With its eye-catching graphics, combined with an aggressive off-road stance, the Rallye was an instant hit with GS fans when it was first announced in late 2016. But the Rallye is more than just a giant roost machine, it’s also one of the most technologically sophisticated Adventure Motorcycles on the market.

Core Technology

Our R1200GS Rallye test bike was delivered with all the bells, whistles, and then some. Convenience features included heated grips, manual-adjustable windscreen, a tire pressure monitoring system, cruise control, the BMW Navigator V GPS and a ‘key fob’ keyless ignition.

BMW R1200GS Rallye Adventure Motorcycle

Electronic rider aids consisted of “Shift Assistant Pro,” which gives you clutchless upshifts and downshifts; Hill Start Control applies the brakes when stopped on a hill, allowing you to pull away smoothly without rolling backward; Four ride modes (Road, Rain, Enduro, Dynamic) set the suspension damping, ABS and fuel mappings to match the terrain; And for those that want to unlock the full off-road potential of the bike, the red plug under the seat enables “Enduro Pro” mode.

Our 2017 BMW R1200GS Rallye came equipped with the Sport Suspension and Dynamic ESA, which constantly adjusts damping settings based on road feedback and rider inputs. New since 2017 is “ABS Pro,” which senses current lean angle to determine the optimal brake pressure to apply. Dynamic ESA is also now “self-leveling” (as of 2017), meaning it detects the current payload and automatically selects the perfect ride height for the rear shock (no more selecting helmets and luggage icons).

First Look

BMW R1200GS Rallye Adventure Motorcycle

Having clocked thousands of miles on both the R1200GS and R1200GS Adventure, we were eager to throw a leg over the Rallye to see how it matched up in the dirt. The bike has the same familiar ergonomics as the standard R1200GS, but the taller stance of the Sport Suspension is immediately noticed. We also noticed the Rallye’s wide flat seat splays the legs a bit more, increasing the reach to the ground. The seat shape, combined with its 1 inch taller height (low 34.6″ / high 35.4″) makes this bike a tall perch for the inseam challenged.

We got a chance to explore the Rallye’s range of capabilities on two separate adventure rides: One in Utah’s Manti-La Sal National Forest, and another ride in Northern California’s Sierra Mountains. Read on to find out how it performed.

On the Highway

Few adventure bikes are as adept at eating up highway miles like the R1200GS, and the Rallye preserves many of those long-range attributes. It has a spacious cockpit that taller riders will appreciate and there’s those protruding cylinder heads that offer a great place to stretch out your legs. The smooth motor hardly breaks a sweat when cruising at 90 mph and there’s always power on tap to make a pass. Navigating the menus on the digital dash is intuitive, and niceties like cruise control, heated grips and integrated GPS all work flawlessly on the road. Yet some of the Rallye’s special equipment isn’t all that highway friendly.

BMW R1200GS Rallye Adventure Motorcycle

Starting with the shorty windscreen, it’s way too small to block the wind for longer journeys. The Rallye screen is just tall enough to divert the wind to about chin level in the high position. After riding hundreds of highway miles to Salt Lake City, we arrived fatigued and wind battered. In theory, the shorter windscreen prevents you from hitting your helmet while riding through aggressive off-road terrain. But in reality, when the windscreen is cranked all the way down, a standard-sized screen would give you ample room.

The new flat “dirtbike-style” seat on the Rallye is also not as comfortable as the contoured seats that come standard on the GS and GSA. While its long-flat design maximizes the riders ability to slide forward or rearward, it also feels a bit like sitting on a plank after a few hours in the saddle. Not that it was particularly uncomfortable for the class, but it wasn’t as plush as other GS seats we’ve tested. For many though, the performance advantages of being able to shift your weight off-road will outweigh any reduced comfort.

Riding in the Twisties

We had several opportunities to explore the sporty side of the R1200GS Rallye while riding twisty mountain roads in both Utah and California’s Sierras. Our Rallye came equipped with road oriented Michelin Anakee III tires which gave excellent grip when leaned deep into turns. We later swapped these for a set of Continental TKC 80s, which still offer good asphalt grip and much improved performance in the dirt.

BMW R1200GS Rallye Adventure Motorcycle

Configured in the “Dynamic Pro” Mode, the rider gets the most aggressive throttle response and less traction control intervention. This allows a skilled riders to perform light power drifts out of turns – all with a safety net to catch you if you misjudge a turn or hit a slick patch. The Rallye feels equally sporty to the standard R1200GS in the twisties, but its taller suspension makes it less likely to drag toes when riding aggressively.

BMW’s updated Dynamic ESA suspension works even better than on previous models. It keeps everything feeling stable, despite the taller suspension, and it has less buck and wallow than previous GSA models we’ve tested. The new self-leveling system ensures you always have the right chassis attitude and there is very little dive under hard braking, or squat when accelerating out of turns. Dynamic ESA is also constantly adjusting damping rates, based on the road and rider inputs, to give the tires maximum grip. The sensation is about as close as you can get to hovering on air, and you can enjoy riding at a brisk pace with far less effort.

In the Dirt

BMW R1200GS Rallye Adventure Motorcycle

In the forests of Utah, we tested the capabilities of the R1200GS Rallye on everything from wooded single track, to rough fire roads and double-track ATV trails. It handled all the trails we threw at it with sure-footed confidence. In the Sierras, the improved bump absorption of the long-travel suspension was greatly appreciated in the rocky terrain, and our faith in the capabilities of the bike grew. It continued to grow to the point where we were taking the big Rallye on trails marked “black diamond.”

Then a navigation error led us down a “double black diamond” trail (unbeknownst to us), which was a bit more than we bargained for. This 16-mile rocky hell called the “Swamp Trail” usually takes high-clearance jeeps two days to complete. It was a formidable challenge for the Rallye and unusually slick dirt offered little traction.

The R1200GS Rallye takes on the double black diamond Swamp Trail in the Sierra Mountains.

The other riders in our group where on a 690 Enduro, an 1190 ADV R, an F800GS and a pair of Africa Twins – all lighter, smaller bikes and with 21” front wheels. But that didn’t stop the Rallye from picking its way, foot-by-foot, and sometimes inch-by-inch, up the rocky trail. It was a baptism of fire, but a sense of satisfaction grew with each obstacle overcome on the big daddy.

The clutch action on the Rallye was a bit abrupt for these extreme enduro-like conditions, and the slippery soil made it hard to grab traction without resorting to brute force power. This was definitely a “TC off” situation. And once the tire got spinning, the Rallye would just motorboat its way through the slick stuff. And everyone behind the big GS had to run for cover from fist-sized boulders during each new challenge attempted.

The R1200GS Rallye showed us it was pretty capable on tough hill climbs but the protruding cylinder heads did limit our line choices. At one point, we had a tip over on the Rallye and a rock managed to get in between the AltRider crash bars to put a hairline crack in the cylinder head cover. A small oil drip was concerning but not enough to cause a problem any time soon, so we persisted on.

BMW R1200GS Rallye Adventure Motorcycle

Exhausted at the end of a tough day, the weight of the bike became even more noticeable, especially when going downhill in the rocky terrain. Just holding on as it bounced down rock ledges was getting to be a challenge. And if you aren’t used to riding a GS, those big cylinder heads often end up in the way of where you typically dab a foot. Even so, the increased bump absorption and the new flat seat made it easier to get your weight back and just ride out the bumps.

Overall, the R1200GS Rallye proved to be a significant improvement over the standard GS or GSA in tough terrain. We cleared several large rock shelves that would have been impassable for a standard R1200GS, and the greater weight and bulk of a GSA would have had our lungs ready to burst in these high elevations (9,000 feet). It’s no surprise BMW now uses the R1200GS Rallye for their GS Trophy competition.

Final Thoughts

While some GS Riders love the thrill of taking a Big Bike to places they probably shouldn’t, the Swamp Trail is clearly outside of what BMW’s engineers designed the bike for. But at least it’s good to know that it can manage this type of extreme terrain if you ever do make a wrong turn, or are forced to take a rougher route than expected to get to your destination.

BMW R1200GS Rallye Adventure Motorcycle

While we were impressed with the Rallye’s rock climbing capabilities in the Sierras, its sweet spot is more along the lines of flowing double track where it can stretch its legs and use its suspension travel. It would make an awesome Baja Bike – ride off-road for several days, then take a straight shot home on the highway in comfort. Just make sure you upgrade to a taller windscreen (an easy fix) and mentally prepare for a taller seat height.

The Rallye combines the best off-road characteristics of the standard R1200GS and GSA, but it’s still a comfortable touring bike when it needs to be. For those skilled GS riders who enjoy the challenge of the toughest trails, this is the bike that can take you to new places with greater confidence and control.

The last challenge to conquer is the price. At roughly $24k, it’s at the upper spectrum of liter-class adventure bikes. But for this level of sophistication, comfort, safety and performance, the top shelf price tag is to be expected. And from what we’ve heard, BMW isn’t having any trouble finding homes for these beautiful machines.

2017 BMW R1200GS Rallye Specs

Engine Type: Air/liquid-cooled four stroke flat twin engine, double overhead camshaft, one balance shaft
Bore: 101 mm
Stroke: 73 mm
Displacement: 1,170 cc
Engine Power: 92 kW (125 hp) at 7,750 rpm
Engine Torque: 125 Nm at 6,500 rpm
Compression Ratio: 12.5 : 1
Engine Management: Electronic intake pipe injection
Emissions: Closed-loop 3-way catalytic converter, emission standard EU-4
Top Speed: Over 125 mph
Fuel Type: Unleaded super, octane number 95 (RON)
Alternator: Three-phase alternator 510 W (nominal power)
Battery: 12 V / 11,8 Ah, maintenance-free
Clutch: Oil lubricated clutch, hydraulically operated
Gearbox: Constant mesh 6-speed gearbox with helical gear teeth
Drive System: Shaft drive
Frame Type: Two-section frame, front- and bolted on rear frame, load-bearing engine
Front Suspension: BMW Motorrad Telelever; stanchion diameter 37 mm, central spring strut
Rear Suspension: Cast aluminium single-sided swing arm with BMW Motorrad Paralever; Dynamic ESA Semi-Active Suspension
Wheels: Wire Spoke
Front Wheel Travel: 8.3″ (210 mm)
Rear Wheel Travel: 8.7″ (220 mm)
Front Wheel: 3.00 x 19″
Rear Wheel: 4.50 x 17″
Front Tire: 120/70 R 19
Rear Tire: 170/60 R 17
Front braking system: Dual disc brake, floating brake discs, diameter 305 mm, 4-piston radial calipers
Rear braking system: Single disc brake, diameter 276 mm, double-piston floating caliper
ABS Option: BMW Motorrad Integral ABS (part-integral), disengageable
Wheelbase: 59.3″ (1,507 mm)
Castor: 3.9″ (99.6 mm)
Steering: 64.5°
Length: 86.9″ (2,207 mm)
Width: 37.5″ (952,5 mm) incl. mirrors
Height: 55.6″ (1.412 mm) excl. mirrors
Seat Height: High position 34.6″ (880mm)/Low position 35.4″ (900mm)
Unloaded Weight: Road ready, fully fuelled: 538 lbs. (244 kg)
Weight Max Capacity: 1,014 lbs. (460 kg)
Payload Capacity: 476 lbs. (216 kg) (with standard equipment)
Fuel Capacity: 5.3 gal (20 l)
Fuel Reserve: Approx. 1 gal. (4 l)
MSRP: $23,760 (+ $1,278 for BMW Navigator V GPS)

Photos: Alfonse Palaima & Spencer Hill

Author: Rob Dabney

Rob Dabney started a lifelong obsession with motorcycles at the age of 15 when he purchased his first bike – a 1982 Honda MB5. Through his 20’s and 30’s he competed in off-road desert races, including the Baja 250, 500 and 1000. Eventually, his proclivity for exploration led him to dual sport and adventure riding. Rob’s never-ending quest to discover what’s around the next bend has taken him on Adventures in Mexico, North Africa, Europe, and throughout the American West. As a moto journalist, he enjoys inspiring others to seek adventure across horizons both near and far.

Author: Rob Dabney

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17 thoughts on “R1200GS Rallye: BMW’s Most Off-Road Capable Big-Bore ADV Bike?

  1. Gonna be brutally honest here. I hate the 1200GS. Hell I hate most of the GS line, but the 1200 is at the top of the list. It’s ENTIRELY too big to go off-road, it has shaft drive which is totally inappropriate for off-road, it has these huge cylinder heads sticking out that require extra armor (and therefore weight) to protect them against all sorts of stuff. They have that stupid side-to-side shake at idle because of the motor design, they’re EXPENSIVE, and OMG they’re the second-ugliest bike on the road (the first being most Harleys). And I won’t even go into the long-term reliability of BMW’s bikes… the electrical problems, the oil leaks, the final drive issues with that rear bearing, etc. No thanks.

    • Gonna be brutally honest here….you have no idea what you are talking about. The GS line is the leader in its class of “large adventure bikes”! Side cylinder heads…keeps the weight low! Shaft drive…low maintenance, easy to maintain! Very little to no side to side shack on newer LC boxers! I have two, NO oil leaks, electrical problems, and no final drive issues! Reliability is exactly why most people buy them. Maybe your issue is they are to expensive for “YOU” to own and you are just a little bit butt hurt about it. Stick to the computer thing….you have no idea what you are talking about when it comes to large ADV bikes.

      • Don, BMW wants too much for this bike (all GS) and it is ugly, but so are most SUV/Off road stuff. I can buy a nice K1200 GT with low miles for 4K and that is why I keep asking myself why I let the sales man get me thinking GS is the bike to have. Now I also plan on buy a motor home and the GS easy to put on the back. To me the GS is an enduro and they were always low cost bikes, not full on street and not full on dirt. So, I am going to get a GS but I will buy it used with less than 10k miles on it and $10,000 less than a new one. In fact I already found 3 that fit the bill. There are a lot of guys out there trying to sell their GS and they all have crazy high price, I see the same adds for the last 8 Months LOL. They hate KBB and NDA and call you a low baller if you bring up that reality to them, they hate even more if you ask did they try to sell their bike to a BMW dealership. I think they think you should over pay for their used bike just because they over paid when they bought it. Before I pay 22K or more for an ugly enduro I would buy a new 24K K1600 B or GT. I also understand people that pay 22K and more for a GS will disagree with me because they don’t want to admit they paid way too much. So you say things like “you butt hurt” “you can’t afford it” ha ha. reminds me in the past of some Porsche owners. I also work on the bikes BMW K1200’s I have three right now and I just repaid an ABS system for less than $200 that BMW wanted $3500 to repair. They were going to replace the whole ABS box. I guess they don’t teach them to isolate the source of the problem, nope, just teach replace entire systems, components, modules. There was nothing wrong with the ABS pump it was the electrical circuitry. I removed it from the pump and sent it out for test and repair. So, I also agree with the comments regarding mechanical issues. I will add BMW has ridiculous routine service intervals and a lot of owners don’t keep up on them (can’t afford it ??). I’m able to do the work myself so NO that does not cause me “butt hurt” either. The point is just another reason guys trying to sell there used bike and when you ask service history they again get defensive and don’t want to hear the truth. It is also sad when you go to the BMW dealership and see a new 2021 GS Edition 40 being assembled and their is a notice taped to the handle bars saying this bike is part of a “Recall on front break calipers”, sad. There are some models of BMW that are Amazing but BMW should do better for customers. One issue BMW really let riders holding the bag is ABS, I don’t think any auto manufacture could get away with ABS issues like BMW has gotten away with on these bikes, and obviously on these high powered bikes 10 times more critical. For most I’m told ABS issues turned their bike to junk status. Again I can make repairs but most can not. Because of safety and reliability (my breaks must work) I would not want ABS on my bike, it just has to fail once to kill you. It is just not right how BMW has let this go.

    • Yeah… put 120K miles on my 2001 R1150GS and it was never in the shop. No leaks, no final drive issues, etc. The ABS module faulted at 85K but I just kept riding. The only think I agree with you on is that they are now too damn expensive. Wouldn’t hesitate to get another if my bank account would support it though.

    • Your brutally honest is just your opinion, which seems to have zero merit have owned every make of bike including Harleys, Customs. I get the most compliments on my BMW R1200.

  2. I am thankful everyone got out of there unhurt. At least, there was no mention of anyone getting hurt, so I made the assumption. Who did the Hero level riding? Was that you, Spence?

    • Hey Bob. No one got hurt luckily. But we did run out of water and came close to spending the night in the forest in sub-freezing weather with only our enduro gear to protect us. Things can get hairy quick, even on an organized ride! That was me piloting the Rallye.

  3. Assuming this article is for “BMW’s Most Off-Road Capable Big-Bore ADV Bike?” 🙂 Because the HP2 Enduro is one of the most awesome machines, ever. Understand it was a specialized beast. Expensive and limited numbers. Still, if you ever get a chance to own/ride one, TAKE IT. Despite the stock bike’s challenges in equipment, load capacity, fuel range… that torque along with the legs and maintenance interval of the SOHC platform makes it a blast and never disappoints when you stick it in the mess. Even the long wheelbase on moto-cross trails becomes a bout of laughing as you simply skim the tops! I own an ’11 GSA, too, and am always astounded by what it can do, even as disconnected as you are from the terrain. A dancing elephant! Just point and shoot and don’t forget to bail if it get’s a wild hair.

    The Rallye (or it’s descendant) will be my next choice when replacing my aging platforms… If they’d only do another HP2… Live in hope!

    Good article! Thanks for the spread.

    • The HP2 is hands down the ‘all-time’ baddest BMW. USD Telescopic front fork, 21″ front wheel, 386 pounds dry weight and 10″ of suspension travel. It wasn’t appreciated when it was new. It probably arrived a decade too early. I wish BMW would take more risks and build crazy bikes like the HP2 again. As a matter of fact, we’d love to see the G650X and F650 Dakar come back again too. Maybe they were burned too many times, but at least the Rallye is a step in the right direction.

  4. If Charlie Boreman could ride a GS… then anybody can, right? ok he tried to get a sponsorship from KTM first and they turned him down. I like Charlie’s fun loving nature but I would say BMW don’t understand “offroad” at all – what they do well is make good touring bikes – the Rallye 1200 is a strange creature, because it takes one of the best TOURING bikes around (these GS 1200 thingies handle sealed bumpy back-roads amazing well, a great chassis and motor) and then tries to become something it is not, and “offroader”. Agree with RobG above, It’s soooo ugly – however it truely would be a great bike to tour the EU Alps or Europe (with loaded panniers and camp gear) but don’t put knobbies on it, and stay on sealed roads.

    the new 2018 GS850 is a better choice for offroad if you’re addicted to the BMW brand. Otherwise the KTM 1090R is my pick for dirt.

    • I’ve actually ridden with Charlie Boorman before off-road and he can ride! He did do the Dakar remember? He didn’t make it to the end due to injury but anyone that takes that on has my respect. A lot of people like to give Charlie a hard time, but if you meet him you can’t help but like the guy. He’s riding Triumphs these days anyway. LOL! You’re right about the Rallye being primarily a tourer with off-road features. And there are plenty of smaller, lighter, more-capable and less expensive off-road bikes out there. But people who ride GSs off-road get a special sense of satisfaction from taking on the challenge. Knowing it’s harder to do on a GS than on say a KTM 690 Enduro makes it more gratifying when you get the big bike through that nasty trail. And being able to hop on pavement afterward to do a 12 hour ride across states at 95 mph in comfort is a nice feature you can’t get on those lightweight off-road bikes. It might not be your cup of tea but to each their own. And know that if you see a guy on a big GS out on the trail, he’s enjoying himself just as much as you are.

  5. Lovely bike but it’s still not the most offroad capable plus 1000 cc GS variant. The HP2 still holds that title and at plus 100 pounds lighter clearly BMW in some respects has gone the other way in developing a offroad weapon in the larger GS range.

    I’ll probably own a Rallye at some pt but will keep my hp2.

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