1200 GS .... good in Europe where there is lots of mechanics who can deal with all that electronic stuff . Definetly is very strong, very hard to brake but very hard, close to impossible, to fix any problem since its very electronic itself ...

I would go for a bike which is full mechanical .. dont worry too much for your mechanical skills . You will learn on the way (which i think how everybody learned....hard way)

I would go for a bike with a supplier who ships parts worldwide ...

I would go for a 2 cylinder bike ...

I used to work for WABCO, we made ECU's for truck and trailer brake systems. The number of actual electronic failures was less than 1% of all problems we saw. The rest of the issues were a mixture of "suicides" (mostly involving welding or jump starting) and plain mis-diagnosis. The most common problem? Water in the wiring. If they'd plugged the "old" ECU back in the same day as the new one it would have worked. I used to love the calls that started "I've switched 3 ECU's and none of them work", the answer is "then it's not the ECU". The fact people are scared of the black box means all logic goes out of the window.

The problem on the road is finding the problem. In a workshop it's easy, just plug in and the vehicle tells you. Would you go on a big trip without a multi meter? Then why have an R1200GS a thousand miles from the nearest service tool? You can do field repairs (and the big tip; assume it's NEVER the electronic), but the skills are very different from finding a problem with an older style system.

The conclusion is the same of course.

Andy

Hello everybody,

I've taken in this thread with lots of amusement by the high pitched controversy re. BMs reliability.

Not wanting to put any oil into the flames and admitting that you CAN be lucky to ride an airhead without any failures, my personal experience is another one

I've had an R100GS, rode it for 4 years from 30k to 100k kms, mostly in europe on tarmac, with some, but not much travels on gravel and sand. In this time I needed to replace/overhaul gearbox twice, shaft twice, alternator twice, starter motor twice, diode board twice, ignition switch once, hall sensor once, front wheel once (leaking air), rear shock once (snapped literally), brake rotor once (coming loose from the hub), to name just a few. This gave me some unpleasant situations in the libyan sahara, eastern anatolia, christmas day in southern spain and so on. three times it was a show stopper, vehicle to be towed / trucked. Total cost of spares (without consumables) 3500 Euro. Now thats impressive....contacted BMW, they wouldnt want to know about it, telling me I was the only one to experience all this...warranty? Nope.

After this I was absolutely fed up with the BM, sold it and, as my wife got a 89 transalp with absolutely nothing going wrong on it in all this time, 2004 went for a 99 Africatwin with 40 k km.

Now, after many travels and a 9 months trip all over South America the AT is at 100 k, the Transalp at 130k and all we had to change after the trip was the head bearings.. Oh, I forgot, the AT's speedo worm gear wore out in Patagonia...

So, for me also BMW is finished. Altough I would not use all the bad language used in this thread so far, there were times when would have ranted the same way or even worse....

Its unlucky as the BMs are made in my country but for me Japan rules...and that is not second hand opinion but bitter experience...

Martin

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