Costa spends a day in the Sierra National Forest and surroundings down in California to see how BMW’s new GSs fare. Mountains in May can still get quite wintry apparently …
Okay, so we’ve done the intro and dirt thing in part 1, for this part it would seem like a good idea to cover some of the more general aspects of the GS as well as all that lovely wrap-up stuff. So let’s start by breaking down the bike into its component parts and summarizing how each bit held up over the year.
Over the year, this newest incarnation of the Boxer became a firm favourite at the CMG offices. After a season of about 10,000 km, with much regret and dragging of feet ,we finally had to give it back to BMW.
Big-bore dual-sports, I love ‘em. If there ever was a type of bike that you could say is made for Canada, it’s the big dualies.
Okay, so in part one we covered how these big dualies deal with the dirt (albeit relatively mild dirt), so for part two we’ll take a look at how they react to the asphalt.
Just having to sit down and process the reams of information and notes about all these bikes has been a real eye-opener. Okay, it’s been a right pain in the arse as well, but comparing each bike’s abilities in various terrains has yielded a pretty good idea of their standing in respect to each other.
Ah, Yorkshire – Big puddles and willing sheep … well, sheep.Photo: Sarah Johnston
Of all the companies out there, trust the Germans to be the most logical when it comes to updates of their models. Almost like clockwork, once every five or so years, the Bavarian company launch a new version of their famous Boxer twin motor and then spend the next five years updating each R model in the line-up with said new motor. It’s logical, simple and very BMW.