BMW R1250GS Used Buying Guide and Review

It gets interesting when you directly compare the 1250 GS with its siblings. Two weeks ago, I had the chance to ride both the 1300 GS and the R 12 G/S, and I can now place the R 1250 GS very well. It's a touring motorcycle. Sounds simple, but its positioning is clearer than ever. The 1300 GS feels more dynamic, nimble, agile, and definitely sportier. The engine is even more powerful. In contrast, the 1250 GS gets its emotions, this wonderfully irrational charm, mainly from the thumping punch from below. And yes, that's not really my thing that deep and admittedly intrusive sound, that characteristic rumble. For many, it's pure boxer romance. Personally, I prefer a quieter ride.

Once again, I rented the GS from Hispania Tours in Malaga. Johannes Suppan, originally from Austria, has been running a well-stocked depot for various BMW models for years. Unfortunately, this time the weather forecast for my tour wasn't great. I had to start with a very short loop here in Andalusia. Low clouds pressed down on the Sierra, fine rain swept in from the coast, and it seemed like a good day to leave the bike parked. But these are exactly the days with their own charm. I left the coast at Fuengirola, rolled through Benalmádena, and dove into the first curves of the Sierra de Mijas. On the A-387, traffic thinned out, turn by turn, and with each meter gained in altitude, the world grew quieter. At Puerto del Pino, clouds hung low among the trees, the asphalt gleamed dark, nearly black full concentration, clean lines, no room for haste. Beyond Alhaurín el Grande, the valley opened briefly before climbing again. Toward Coín, it became clear: the weather was kinder than it appeared. Over the hinterland, the clouds parted, and further up, around Puerto de Ojén, those typical Andalusian winter views appeared muted light, green slopes, and the sea as a mere hint in the background. A quick stop at a Mirador above Ojén, wet gloves, cold air, but a panorama that lingers. Later, near the Refugio de Juanar, it was almost silent. No buses, no groups, just the soft ticking of the cooling engine and the view over the Sierra Blanca toward Marbella. It wasn't a glossy tour, not a perfect postcard loop. But that's why it felt right: an honest afternoon ride in January, braving the weather, rewarded with empty roads, intense moments, and the good feeling of being out there while winter sets very different limits in Austria. And along the way, I gained great experiences in the saddle of the BMW R1250GS.

What truly sets the 1250 GS apart is its breathtaking touring comfort. It doesn't need to hide from the 1300 GS at all. This long-distance comfort is really top-notch and clearly surpasses that of the R 12 GS, which is rather cool but not as suitable for long hauls. In terms of electronic features sure, the adaptive seat height adjustment on the new 1300 GS is practical, even if you're tall. You tend to miss it when maneuvering in tight spots. On such a heavy bike, it can be a challenge even for taller riders. However, the 1250 GS still excels in its superb balance. Whether the top case is on, the panniers are loaded, or regardless of the cornering radius: you can handle this bike playfully. Few touring motorcycles offer this kind of ease. And this quality hasn't faded. After my intensive tour in Andalusia, the R 1250 GS remains a touring motorcycle I highly recommend and love to ride. But how reliable is it? Some used models already have high mileage on the clock! Can you still buy them?

The BMW R 1250 GS is considered an indestructible long-distance runner. But what really happens when the odometer hits six figures? We've analyzed dozens of long-term experiences, read comments under our 1000PS test videos, talked to workshops, and cross-referenced data from the 1000PS marketplace. The results are surprising both positively and negatively.

The 1254 cc ShiftCam boxer engine proves to be exceptionally robust. Even with extreme mileage beyond 300,000 kilometers, engine tear-downs are an absolute rarity. Oil consumption between service intervals? Practically zero. Valve clearance checks even after 100,000 kilometers usually show no need for adjustments a clear sign of minimal wear in the valve train. By the way! Here's a tip for the perfect oil for BMW Boxer models.

Particularly noteworthy: After 100,000 kilometers, engine inspections reveal pistons, cylinders, and crankshaft largely in as-new condition. Only the valve seats show slight wear but well within tolerances. The ShiftCam mechanism, initially feared by some critics as a potential weak spot, holds up flawlessly in practice.

Our Conclusion: Engine life spans of 200,000+ kilometers are absolutely realistic with proper maintenance, according to analysis of comments from our community. On the 1000PS marketplace, there are increasingly more models with over 80,000 kilometers available at attractive prices it's worth a look.

This is where it gets critical. The shaft drive is by far the most frequently documented issue within the motorcycle community for high-mileage GS models. The symptoms include stiff universal joints, corrosion in the shaft tube, and a rough running drivetrain. The cause lies in a design flaw: water enters through damaged bellows but cannot drain out, leading to gradual corrosion. BMW has responded by launching a comprehensive service campaign. Every 20,000 kilometers, the shaft should be inspected, lubricated, and possibly equipped with a drainage hole. BMW now recommends a preventive shaft replacement at 60,000 kilometers. Those who consistently carry out these measures can usually ride on without issues. However, the costs are significant and bothersome. Customers are prepared to replace brake pads and even a clutch but the shaft drive? After all, opting against a chain drive was a conscious decision to reduce maintenance, and now this! When buying used, the shaft drive history is the most important checkpoint. If service records for shaft inspections are missing, you should either avoid the purchase or deduct at least 1,500 euros for a necessary shaft replacement from the asking price. The 1000PS marketplace clearly reflects these price differences and rightly so.

The R 1250 GS is already packed with electronics. And this is where the wheat is separated from the chaff: while critical safety systems like ABS and engine management remain reliable even at high mileages, the comfort and connectivity modules can be annoying. According to frequent riders, the intelligent emergency call system (SOS) often generates error messages, sometimes multiple times per 1,000 kilometers. The microphone and SOS button are classic wear and tear parts. The Navigator VI freezes regularly on some units. The keyless fuel cap jams, only opens with force, or fails completely. The exhaust flap squeaks or becomes stiff.

The upside: nearly all these issues are known, replacement parts are available, and goodwill arrangements often apply. They rarely become very expensive but the failures are still frustrating. They mar the otherwise strong image of the R 1250 GS at high mileages!

An exciting aspect of buying a used BMW R 1250 GS: With the Chigee system, even an older GS can be brought up to a surprisingly modern technical standard. The plug-and-play display fits into the original BMW navigation mount, supports Apple CarPlay, and makes navigation, music, telephony, and many smartphone functions directly usable on the motorcycle including operation via the BMW Wonderwheel. This gives a used R 1250 GS a contemporary infotainment system that feels significantly more modern in everyday use than the original navigation system, noticeably enhancing the used value from many riders' perspective.

Telelever and Paralever remain structurally sound even after 200,000 kilometers. Bearings last extremely long, and seals reportedly stay tight according to forum discussions. The brakes boast longevity that would make some Japanese bike enthusiasts envious: brake discs often last between 100,000 to 200,000 kilometers, while pads endure between 40,000 and 100,000 kilometers, depending on riding style.

The Electronic Suspension Adjustment (ESA) is where things get more critical. The shocks are technically sophisticated and correspondingly expensive. For leaky or weakened dampers, OEM replacements can quickly reach high four-digit figures. Many long-distance riders opt for rebuildable aftermarket suspension systems, which also offer better quality. For used models between 80,000 and 120,000 kilometers, it's crucial to thoroughly test the ESA function before purchase and use any damping decline as a bargaining point.

=>> Wilbers Suspension Options for the R1250GS

The transmission of the R 1250 GS is not a masterpiece of precision. Notchy, sometimes rough, and the quickshifter is not very smooth in the lower gears these are typical traits, not defects. Nevertheless, structural transmission failures are extremely rare. Even at extreme mileages, there are hardly any reports of major transmission failures or clutch issues in the comments on our videos.

The message: Get used to the GS-typical shifting feel or choose another bike. But don't expect the transmission to fail.

In addition to regular service costs, for R 1250 GS models with high mileage, you should budget for the following items:

• Driveshaft at 60,000 km: €1,000€2,000 (including labor), sometimes covered under goodwill
• ESA Shocks at 80,000120,000 km: €1,500€2,500 for OEM replacement, or approximately €1,000€1,500 for overhaul/upgrade
• Battery after 46 years: €150€250
• Brake Discs complete at 100,000200,000 km: €600€900
• Various Electronic Components: €100€300 per year

According to the 1000PS marketplace, well-maintained R 1250 GS models with 80,000100,000 kilometers are priced between €11,000 and €14,000, with Adventure models about €1,000€2,000 higher. With a proper maintenance history, this is a fair price for a machine that can easily cover another 100,000 kilometers.

Essential:

• Complete service history with all 10,000 km services
• Proof of shaft inspections every 20,000 km
• Documented driveshaft replacement at 60,000 km (or a clear agreement on who covers the cost)
• Test ride focusing on the drivetrain: no jerking, no droning during load changes

Important:

• Inquire about oil consumption between services (should be zero)
• Test ESA in all modes, watch for error messages
• Open/close the keyless fuel cap multiple times
• Check battery start behavior when cold and warm
• Inspect shaft bellows for cracks

Red Flags:

• Missing shaft documentation + visible corrosion
• Frequent electronic issues (multiple systems with persistent warning lights)
• Unrealistically low price without technical explanation
• No valve clearance checks after 40,000+ km

The BMW R 1250 GS, as a used bike with high mileage, is one of the most solid investments on the motorcycle market provided the shaft drive history checks out. The engine is virtually indestructible, the chassis is durable, and most electronic issues are manageable.

Critical BMW fans should know: the R 1250 GS isn't cheap to maintain, but the costs are predictable. Those willing to invest in proper maintenance and not neglect the shaft drive will have a machine that reliably carries them across Europe, even with 150,000 or 200,000 kilometers on the clock.

As with all high-mileage motorcycles, examining the previous owner closely is crucial. Did they have a garage? Was the bike ridden in winter with road salt? These two factors impact the bike's condition far more than 50,000 extra kilometers.

The BMW R 1300 GS is the successor to the R 1250 GS, but it hasn't negatively affected the 1250's value stability. On the contrary, the 1300 GS had a tough start following technical difficulties in its first year. Many high-mileage riders waited deliberately, and some fans remain loyal to the 1250 GS model. A significant depreciation of the "old generation" isn't expected.

On the 1000PS marketplace, it's especially worth looking at models between 80,000 and 120,000 kilometers: the biggest depreciation has already occurred, but the technical lifespan is far from over. Pay attention to thorough documentation, negotiate hard when shaft drive records are missing and look forward to many more reliable kilometers.