BMW Unveils 2026 BMW R 12 G/S
Wild speculation has been circulating in the motorcycle world ever since pictures of a boxer bike with long suspension travel and an oil/air-cooled four-valve engine started doing the rounds. Was BMW working on a worthy successor to the legendary HP 2 Enduro? Or was it “only” to be a new edition of the R NineT Urban G/S, which was a G/S with limited off-road capabilities?
The long wait is over, and BMW has revealed the 2026 R 12 G/S. It’s the fourth variant after the R 12 nineT, R 12, and R 12 S models, based on the completely redesigned chassis. With a displacement of 1170cc, the engine delivers 109 hp at 7,000 rpm, while the maximum torque of 84.8 lb-ft is reached at 6,500 rpm.
After breaking new stylistic ground with the R 1300 GS and its Adventure version, the R 12 G/S is rather conservative. It is often more difficult to redesign a sacred (rubber) cow for modern times than to create a completely new design concept with lots of freedom.
In the new G/S, its ancestral stylistic elements have been implemented with great sensitivity, as can be seen particularly in the four-gallon fuel tank (presumably made of sheet steel). It’s shaped largely like the R 80 G/S’ fuel tank for a more modern look with more pronounced edges.
The red-pink seat was a revolutionary design element more than 40 years ago. Today, it is somewhat shorter (as the basic single seat) and has a reduced foam volume. The significantly larger two-person bench seat is an optional extra, as are the pillion footrests.
The white headlamp mask has already been seen in a similar form on the 1987 R 100 GS. On the new model, it houses a round LED headlight with strongly contoured light elements that create an X-shaped light, as on the 1300 GS. Adaptive turn lighting is available with the Headlight Pro option.
In keeping with the spirit of the times, the rear end is very short, and the first photo sets show no sign of a luggage rack. However, small metal eyelets under the seat should allow you to attach a pannier bag.
Apparently, the new machine once again has a central rear light, which means that the days of the integrated indicator/rear light combinations are over, at least on this model.
Chassis, Suspension, and Brakes
The reinforced tubular steel main frame follows the design of the R 12 family and has been extended in the front to position the steering head farther forward. This was necessary because BMW has abandoned the Telelever in favor of a fully adjustable 45mm Marzocchi upside-down telescopic fork with 8.2 inches of travel.
Unlike with the Telelever, where the wheel lift curve on the front wheel follows an almost vertical line, the 21-inch cross-spoke wheel of the R 12 G/S moves along the main axis of the front fork during compression. For this reason, more space had to be left between the wheel and the engine housing, which increased the wheelbase of the new machine to a considerable 62.2, making it 2.4 inches longer than the R 1300 GS.
This gives the machine a very long appearance, which is further enhanced by the long tank and the flattened seat. Not much remains of the dynamism and sportiness of the design drafts; at first glance, the R 12 G/S appears almost a little disproportionate and somewhat ordinary.
The Paralever rear swingarm appears to be a carry-over from the R 12. Externally, it looks the same, but it could be enhanced with reinforcing ribs or other material thicknesses to withstand the increased demands of off-road riding. A steeper positioning compared to the road models allows for 7.8 inches of travel at the rear wheel.
BMW has taken an unusual approach and offers an 18-inch rear wheel in the Enduro Pro package for improved off-road capability, increasing the seat height from 33.8 inches (with the standard 17-inch rear wheel) to 34.4 inches. The angled rear shock, bolted directly to the swingarm, is also fully adjustable, while the tubular steel rear frame is bolted on.
Two 310mm brake discs on the front wheel are held in check by axially bolted two-piston floating calipers from Brembo, while a 265 mm disc and another two-piston floating caliper are used in the rear.
Instruments and Electronics
On the centrally positioned round instrument cluster in the cockpit, a pointer shows the speed on a circular gauge, while all other information is displayed on a small LED screen at the lower edge. There is a 12-volt socket on the right-hand side of the cockpit, but no USB ports.
As standard, the new R 12 G/S has the Rain, Road, and Enduro riding modes, as well as Dynamic Traction Control (DTC), which can be switched off completely for off-road use. It also comes equipped with engine drag torque control as standard.
Coming Soon
Anyone hoping for a worthy successor to the HP 2 Enduro will have to lower their expectations. While the HP 2 had a sensational (claimed) dry weight of 386 pounds, the R 12 G/S weighs in at around 480 pounds, making it only 13 pounds lighter than the R 1300 GS.
Yet, passionate BMW off-road riders know that the pounds on a GS are just a number on paper, because even the R 1300 GS Adventure can be ridden quite dynamically over gravel tracks despite its excess weight. A direct comparison between the R 1300 GS and R 12 G/S should be extremely fascinating, especially in terms of front suspension with almost the same suspension travel.
The R 80 G/S was often referred to as “BMW's best road motorcycle” in 1980, despite its enduro tires, which is a clear indication of the gigantic leap in development at the time. The new R 12 G/S will find earning such a reputation more difficult, as BMW’s pure road models are now playing in an elevated league with incredible performance.
However, we know that BMW has set the bar very high for boxer engine-equipped GS models in recent decades and has hardly shown any weaknesses. U.S. pricing for the 2026 BMW R 12 G/S will be announced later.