While sales are a good indicator of success, BMW couldn't rest on its laurels forever. To kick off the first major changes since the inaugural 2004 R 1200 GS model, BMW Motorrad USA hosted a press launch in Arizona which provided a mix of on- and off-highway riding to highlight the latest version of this legendary machine's prowess and abilities on a variety of surfaces.

Since its introduction in 1980 as an R 80 G/S, the GS series has grown in displacement, weight, complexity and cost. For 2008 the regular R 1200 GS and the more-expensive Adventure version have undergone numerous updates that should appeal to long-distance riders and globetrotters respectively. While most of the changes for 2008 are internal, the most obvious external updates include new stainless-steel guards near the front of the fuel tank, a slightly redesigned upper front fender, white turn signals and an LED tail light.

Engine & Transmission

BMW is now installing in the GS the same version of its venerable and proven twin-cylinder, four-valve-per-cylinder Boxer engine that was first introduced in the R 1200 R. Rated power has been increased from the previous GS by five percent, to 105 horsepower at 7,000 rpm and peak torque of 85 ft-lbs is reached at 5,750 rpm. Redline was raised to 8,000 rpm and the engine now has a wider powerband. Alternator output has also been increased from 600 to 720 watts, great for extra lights and heated clothing.

A balance shaft makes the R 1200 smoother than the previous 1100 and 1150 engines and thanks to electronic knock control, the GS can run on regular gasoline in places where only low-octane is available, despite its 12:1 compression. The fuel-injected engine started instantly hot or cold and ran glitch-free the whole time, from near sea level to the high-altitude pine forests of Arizona's mountains. There's a noticeable gain in midrange and top-end pull with no loss apparent on the bottom.

The six-speed transmission was redesigned with increased bearing diameters and beefed cases to improve durability, which was a problem on some first-generation GS models. Final gearing on all GS models is changed from 1:2.82 to 1:2.91 and the Adventure now has a no-cost, shorter first-gear option to make low-speed dirt riding easier. A hydraulically actuated single-plate dry clutch connects engine to gearbox. It worked well but you could smell it burning when it was necessary to slip the clutch in difficult off-road situations. Both GS models also got an improved shift mechanism for more precise gear changes, and the result is the slickest-shifting GS yet.