bmw r 1250 gs tft display factory

The BMW R 1250 GS is one of the most popular motorcycles out there. Indeed, it has dominated the big bore adventure segment for quite some time now, and is loved by both diehard ADV riders, occasional riders, and of course, the Instagram-loving generation of Starbucks adventurers.

That said, the German aftermarket specialist has released a new product for R 1250 GS owners—a sun visor attachment for the TFT screen. Yes, it may sound a bit weird, but this product addresses a legitimate concern among GS riders. While BMW has one of the best TFT displays out there, the glare of the sun, especially when coming from behind or straight above, can render the TFT display useless. Wunderlich"s glare shield allows for optimum visibility and legibility of the bike"s TFT screen at all times. It also prevents your screen from getting damaged from sun exposure when parked for long periods of time under the summer sun.

The product is suitable for all R 1250 GS models with a 6.5-inch full-color TFT display, and is made out of a UV-resistant ABS plastic. Even when the sun is low, or not present at all, the glare shield doesn"t impede your visibility to the screen, and in fact looks pretty cool, owing to the fact that its contours follow the shape of the R 1250 GS" cockpit. It makes use of an easy-to-use clip attachment, with Wunderlich guaranteeing high fit accuracy and a secure installation. As for pricing, it retails for just 30.65 Euros, or the equivalent of $32 USD.

A: You really didn"t read the manual did you? Fine. From the home screen on the TFT, hold up on the menu button. You"ll see an icon in the top left corner of the display light up that says "Nav". That means you"re currently controlling the Nav device in the cradle. Press down once on the menu button, and you should see the icon flip back to "TFT".

Q: My Nav is installed in the cradle, but I don"t see a subdued Nav icon in the top left part of the screen. I also can"t access the Nav by holding the menu button up. WTH?

A: Take your Nav out of the cradle, and reinstall. The Nav VI fits a little tight. If this doesn"t work take a look at the contacts on both the cradle, and the GPS. They might be dirty enough to interfere with the connection. A pencil eraser is a great contact cleaner.

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BMW R1250GS and R1250GSA, including Rallye, TFT Display anti theft brace, TFT screen anti theft brace, TFT display screen protection, TFT display screen locking frame, fits all BMW R1250 GS LC and Adventure LC models. High grade 304 stainless steel construction. Designed and produced in the UK by craftsmen. Very robust, durable extremely high quality engineered product.

Regretfully the TFT display, which is standard equipment on all models of the BMW R1250GS and Adventure range, is only held in place by three circlips and a wiring plug, believe it or not! These units can be so easily removed by hand with minimal force and stolen in mere seconds, with a per unit replacement cost of around £1,200, often plus the additional cost of up to around £3000 to have the wiring loom replaced if this is also damaged beyond further use during the theft of the unit!

The idea of this product is to simply deter opportunist thieves from snatching your TFT display, and it works by physically preventing the display from being removed outwards from the dash. Even if the three circlips are removed the screen cannot physically be removed. The brace utilizes four strong mounting points and can be used in conjunction with the `preparation for satnav` bracket, and is also designed to be used in conjunction with the Cymarc adjustable screen strengthening brackets kit. The brace is easy to fit and is near impossible to remove without tools - which is the whole idea! It comes with a comprehensive installation leaflet and full fitting kit, and there is also now various installation videos on YouTube.

This is an extremely good value for money, and equally high quality product, powder coated satin black as standard so it looks very much at home on the bike and blends in like it is original equipment, and it could save you thousands of pounds in repairs and replacement display! There is a choice between the standard brace, or the brace with the optional built-in sun visor.

Very important, please remember to inform us if your bike DOES NOT have the `prep for satnav` bracket fitted as you will need our spacers to compensate for the bracket thickness. We will include them at no extra cost but we do need to know immediately upon ordering by way of a quick email with your name and order reference number. Additional postage charges will be incurred if these spacers have to be posted separately.

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BMW Motorrad USA reserves the right to change specifications without notice. BMW Motorrad USA has made every effort to ensure the accuracy of information but does not accept liability for any errors or omissions.

When I first laid eyes on our 2021 BMW R 1250 GS 40 Years of GS Edition test bike, I thought of my Uncle Clive. He had worked for the doomed British Leyland for years before accepting a role with BMW. His garage, once the perpetual home to a gleaming Rover, was now occupied by a stunning 5 Series sedan, but it was the new motorcycle, waiting in the shadows, which drew my attention. It was unlike any I had seen before.

The air-cooled cylinder heads of its opposed Twin jutted out brazenly from the sides of the engine cases, protected by crash bars. Though it wasn’t a dirtbike, it shared some of the same characteristics, like a long, single-piece seat and a high, fixed front mudguard. Most distinguishing of all, the rear wheel seemed to float in space. Uncle Clive, always ready to explain an engineering feature, eagerly directed me to view it from the other side and began a lengthy monologue on the benefits of a combined single-sided swingarm and driveshaft. The details were lost on me. I was only 12 at the time.

It was 1984. What I didn’t know back then was how bold the path was that BMW had blazed a few years earlier with the R 80 G/S, the first motorcycle that delivered on-road comfort and performance and genuine off-road capability in equal measure. Between 1981 and 1985, the rugged G/S proved its mettle with four wins in the grueling Paris-Dakar Rally and three wins in the Baja 1000. And that single-sided swingarm – then called the Monolever – was lighter, stronger, and less expensive to manufacture than a two-sided swingarm with shaft drive, and it simplified repairs and maintenance.

What I also didn’t know back then was that those two letters – G for Gelande (“terrain” in German) and S for StraBe (“street”), the slash between them soon dropped – would evolve into an abbreviation for adventure long before ADV stickers found their way onto aluminum panniers. Or that, years later, I would watch Ewan McGregor and Charlie Boorman ride R 1150 GS Adventures – descendants of that original R 80 G/S – around the world and be inspired to embark on my own adventures.

I rode an R 1100 GS with the Dakar-style tank through the soggy mountains of Wales. My wife and I did two-up tours on R 1200 GSs through the canyons of Arizona and Utah, across Canada, and through the wilds of Chile and Argentina. I rode the first liquid-cooled 1200 down California’s fog-shrouded Highway 1 and around the Rockies of Colorado. I’ve ridden them in snow, rain, rubble, and the dreaded sand. Once, I somersaulted a GS down a hill at BMW’s off-road Rider Academy in South Carolina, picked it up, and rode it back to base.

The earlier models required close attention to the oil level, and although I’ve suffered the odd puncture, a torn tire, and a luggage rack that disintegrated after 11 hours on Chilean roads, I’ve never had one fail on me. Not once.

There’s an obvious through-line from Uncle Clive’s R 80 G/S to the 2021 R 1250 GS tested here, but BMW’s flagship adventure bike has come a long way over the past four decades. Over multiple generations, engine displacement grew from 798cc to 1,254cc and output increased from 50 horsepower to 136, measured at the crank. (On Jett Tuning’s dyno, our test bike grunted out 119 horsepower at 7,900 rpm and 91 lb-ft of torque at 6,500 rpm at the rear wheel.) Air cooling evolved into air/oil cooling and then air/liquid cooling. Cylinders had two valves, then four, and overhead valves evolved into dual overhead cams with variable valve timing. It had five speeds, then six, and a single-plate dry clutch evolved into a multi-plate wet clutch.

As the engine and drivetrain evolved, so did the chassis. The Monolever was replaced by the Paralever, solving the problem of shaft jacking. The telescopic fork was replaced by the Telelever, which moved suspension action from the fork tubes to a single shock attached to the front of the frame and an A-arm, reducing front-end dive under braking. A single-disc front brake and rear drum were replaced by dual discs up front and a single disc out back.

We recently tested the new Kawasaki KLR650, a dual-sport that was introduced in 1984 (as a 600), just a few years after the R 80 G/S. Resistance to change and dedication to simplicity (and affordability) have been points of pride for the KLR, so much so that adding electronic fuel injection and optional ABS on the 2022 model was a Big Deal.

BMW, on the other hand, has taken an early-adopter approach to technology. Fuel injection and ABS were offered on the GS in the early ’90s. Traction control (known as ASC) and Enduro ESA (Electronic Suspension Adjustment) were offered in 2008. Five years later, the GS got throttle-by-wire, riding modes, a Multi-Controller wheel for navigating settings and menus, multiple ABS modes, and Dynamic ESA that adapted the suspension to riding conditions. In 2019, the GS got the ShiftCam variable-valve timing system, a 5.7-inch TFT color display, and infotainment via Bluetooth connectivity to a smartphone. And the latest GS has a 6-axis IMU, which provides input for cornering ABS, lean-angle-sensitive traction control, and semi-active suspension, all of which have different settings for each riding mode. A new option on the 2024 model will supposedly do your taxes, but don’t quote me on that.

The GS’s enduring and broad appeal stems from its excellent handling, versatile performance, comfortable ride, comprehensive features, and renowned durability and reliability. It’s a capable canyon carver as well as a comfortable highway cruiser, great for loading up with a passenger and gear, and is surprisingly capable off-road. Nearly every GS owner – and motojournalist – has, at one time or another, described the bike as the Swiss Army knife of motorcycles.

Riding through Chile and Argentina with my wife on an R 1200 GS is one of the highlights of my motorcycling experience. Patagonia’s vast mountain ranges are a delight, but finding fuel was sometimes a challenge, and on one desolate backroad, I gladly accepted a sheep farmer’s offer of some fuel he kept in an old watering can. It’s at times like these you will be grateful for the knock sensors, which allow the GS to run on low-octane gas.

Riding the R 1250 GS, I recalled that first trip through the Welsh mountains on the ’90s-era 1100. The performance improvements are night and day, with a huge increase in power but only a few pounds of additional weight. While the difference in acceleration is notable, the most pleasing aspect of the 1250’s engine is the abundant torque across the rev range. It allows for lazy short-shifting when relaxed riding is called for, or rewarding grunt when you feel like pushing the envelope.

The most telling improvement is the difference in handling and suspension. While older GS models responded begrudgingly to spirited inputs, our 1250 test bike, which was equipped with the optional Premium Package ($3,925) that includes Dynamic ESA, Ride Modes Pro, and a whole lot more, rolls out the red carpet. The latest version of BMW’s semi-active suspension setup now takes input from the IMU and automatically adjusts for various loads. The Telelever front end has always dulled meaningful feedback, but you can push the GS close to its limits with relaxed confidence. Chassis pitch is minimal and suspension compliance is phenomenal. It’s like riding on air.

BMW made a few updates for 2021, starting with standard Integral ABS Pro. As before, the system is linked front to rear, so the hand lever actuates both front and rear brakes, but the brake pedal only actuates the rear brake. The ABS software has been updated to improve braking stability, and it works in conjunction with the IMU for better control on inclines. ABS Pro adapts to different on-and off-road conditions based on riding mode, with special settings in Enduro Pro and Dynamic Pro modes, and a more compact ABS unit is one pound lighter. Overall braking performance was excellent, whether riding solo or with the GS fully loaded and my wife riding pillion.

A new Eco riding mode takes advantage of the ShiftCam system to maximize range from the 5.3-gallon tank. All-around LED lights are standard, and a new adaptive headlight is available as an option, adjusting the sideward angle of the beam up to 35 degrees relative to lean angle to light up curves. Hill Start Control also comes as standard and was a useful addition in the traffic of hilly San Francisco. Just apply sharp pressure to either the brake lever or pedal at a stop, and the rear brake stays locked until you pull away. With optional HSC Pro (part of the Premium Package), the function can be customized to automatically activate when coming to a standstill on a gradient, and there are special settings for use in Enduro and Enduro Pro off-road modes.

Our test bike featured the 40 Years of GS Edition Package ($1,750), which is inspired by the “bumblebee” black-and-yellow paint scheme of the R 100 GS. In addition to yellow accents and special graphics, it has a gold handlebar with yellow handguards, yellow cylinder head covers, gold anodized cross-spoke wheels, and a stainless-steel luggage rack. Our test bike was further equipped with BMW’s side case carriers and Atacama soft side cases and luggage roll ($2,352).

There certainly is a lot of newness to this latest GS, with all its sensors and settings, with its customizability and high-tech sophistication. But for someone like me, who has put more miles on more GSs in more places than I have on any other motorcycle, there’s a lot of familiarity too. Like the distinctive sound of the boxer Twin when it fires up. Or the feel of the engine when hard on the gas. Or the sensation of leaning into a turn, aided by those horizontal cylinders keeping the weight down low.

Experience can’t help but color our opinions, as unbiased as we may try to be. So, if I’m honest, I’m more than a little partial to the big GS. Uncle Clive certainly started the fire all those years ago, but the embers were stoked over the course of thousands of miles in all sorts of conditions on three different continents. The GS has proven itself to me time and again, and this latest model is the most impressive yet.

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When considering the R 1250 RS on paper, you might ask why it even exists. the original adventure motorcycle, a class that has overshadowed the traditional big-bore sports-tourer.

Modern adventure bikes offer relaxed ergonomics and increasingly capable on-road performance while promising off-road potential. Nonetheless, relatively few owners are taking their expensive, heavy adventure bikes into the boondocks and there remains a solid case for melding large capacity engines with manageable curb weight and sporty yet comfortable control positions. The BMW R 1250 RS does just that. And does it well.

Central to the RS’ appeal is BMW’s semi-liquid-cooled, opposed-twin 1254cc engine introduced in the US in 2019 to replace the last air-cooled boxers. The same powertrain drives the acclaimed R 1250 GS adventure bikes, the R 1250 RT tourer, and R 1250 R naked roadster. You could argue the RS is hard to justify in an already extensive lineup, but there are very few motorcycles like it. And while some can never bring themselves to accept BMW’s distinctive cylinder head arrangement, rudely protruding from the engine casing, it is the epitome of German practicality. It may not be sleek, but the positioning of the cylinders maximizes air cooling and therefore requires less liquid-cooling to provide competitive peak power. The boxer configuration also keeps engine mass low down for improved handling and balance, and although the RS" 60-inch wheelbase softens its sports credentials, it is still a bike to take on twisty mountain roads with confidence, with or without a passenger and luggage.

The R 1250 RS uses a tubular steel frame and bolt-on subframe, using the engine as a stressed member to help reduce weight. A cast aluminum single-sided swingarm combines BMW’s Paralever shaft drive and suspension, which benefits from continuously variable, hydraulic preload and spring adjustment via a strut-mounted hand-wheel and adjustable rebound damping. Our test bike came in the Imperial Blue Metallic paint scheme, part of the Exclusive Style option, which includes gold anodized brake calipers, a stainless-steel tank cover, and matching gray matte frame and cylinder head covers. The 17-inch cast-aluminum wheels, also finished in gray matte, come shod in Metzler Roadtec Z8s, which boast solid cornering credentials and all-weather security. Brembo four-piston radial calipers and dual 320mm discs provide assured stopping power and work with a dual-piston single 276mm disc at the rear.

When BMW updated the boxer engine, they included variable valve technology, using different cams for low and high rev ranges in a similar way to Honda’s VTEC auto engine. BMW’s ShiftCam seamlessly shuffles two sets of inlet cams, one set for low-rev efficiency, the other for maximum performance. The intake valves open slightly out of sync resulting in a vortex that efficiently blends fuel and air to maximize combustion, which also improves efficiency in the lower rev ranges and power when you give it the beans. I first tested this engine riding the R 1250 GS on a 2,000-mile on- and off-road tour of Colorado. It is spectacular. The 1254cc flat-twin puts out plenty of top-end power, supplemented by masses of torque and impeccable manners at lower revs, topped off with a fantastically burbly exhaust note. The RS’ peak horsepower of 136 comes at 7,750 RPM, and the maximum torque, reached at 6,250 RPM, is a mighty 105 lb-ft. That’s more torque than KTM’s Super Duke GT or Kawasaki’s supercharged H2 SX.

The R 1250 RS has BMW’s excellent 6.5-inch TFT color display, and the Multi-Controller wheel on the left bar manages the various menus. Our test model features Rider Modes Pro, which adds Dynamic Pro and Dynamic to the standard Road and Rain modes, and Dynamic Traction Control and ABS Pro, which work in conjunction with an IMU sensor monitoring lean angle, wheel speed, and other data to calculate intervention levels. Our tester was missing the excellent active-electronic suspension (ESA System) we had on the F 900 XR we recently tested, and usually associated with the Dynamic Rider Modes. I suspect it may have fallen victim to the supply chain issues affecting many manufacturers. Nonetheless, we did have the quick-shifter (although, on the RS, I never felt the need to use it), the GPS mount, cruise control, a tire pressure monitor, and keyless ignition. All around LED lights worked very well in the dark when we finished our longest test ride, and the only issue was a slight vibration in the twist grip, which, after three hours in the saddle, made my hand numb.

Getting off an adventure bike and onto the R 1250 RS, the ergonomics feel unmistakably sportier. The bars are slightly lower and farther forward, and the pegs a little higher, but relative to a true sportbike, the RS feels extremely relaxed. The bend at my knee is comfortable, despite a relatively low seat height of 32.3-inches. Slid back in the long seat, my body position is perfect for spirited riding along winding roads. When I slide forward, I can easily maintain a neutral position, keeping the weight off my wrists while riding through the LA traffic. The RS’ curb weight of 536-pounds is slightly heavier than its closest rivals, but it carries it well, making it surprisingly manageable at slow speeds, where the flat-twin’s smooth power delivery and forgiving suspension comes into their own.

Out on the mountain roads, the RS does not compel me to push it to the limits. The steering is quick enough to charge a meandering lane at pace, but it’s not a bike to frantically flick from side to side; it"s more for carving with intent. The RS has you falling into a rhythm. Rather than attacking each corner, it feels like I’m gliding between them. Although it has more than enough zing to keep up with most things you encounter, it’s not silly fast like many of the new GTs. The RS" ocean of torque defines the riding experience, propelling you and whatever you"re carrying effortlessly along the road, whether it be lazy-short shifting or a spirited slalom. In this sense, the RS is one of the few tour-focused sports-tourers left, and a superb machine for tackling long distances, especially on backroads. Having said that, I often used it for running to the store because the ergos are friendly enough, the saddle comfy enough, and another asset of the rude cylinder heads is the built-in leg protection they provide amongst the traffic.

The base model BMW R 1250 RS comes in their familiar Black Storm Metallic and has an MSRP of $15,695. Two style options include Sport ($525), finished in Light White with a contrasting red frame, and combines a stainless steel engine spoiler and tank cover. Our test bike includes the Exclusive ($425) package and Imperial Blue Metallic paint scheme, with gray matte contrast details, gold calipers and tank cover. The RS we tested, with additional options, has an MSRP of $18,795. Adding the ESA suspension brings the total to $19,045; if you add any options, this is the one to have.

The R 1250 RS deserves a place in the BMW lineup and, for that matter, many garages. No, it"s not the fastest, lightest, or most nimble. Nevertheless, it"s plenty quick, a careless joy to ride, and the endless torque makes it a perfect machine for touring at pace rather than racing with bags. The RS is a stead-fast, zero-drama bike with a solid reliability record and an all but zero maintenance drivetrain and, although I would never take it to the track, I’d take it just about anywhere else.

Made from high quality anti-scratch material, this screen protector has been designed to protect your instrument cluster/dashboard from unwanted scratches and marks.

Anti-Glare Provides the same scratch resistance and protection as our Ultra-Clear protectors, but also helps to remove the glare/reflections associated with LCD/TFT dashboards. Anti-glare protectors have a matte appearance once fitted.

We take great care to ensure that our screen protectors fit accurately and that we have listed the correct protector for your model. We never release a product for sale until we are certain that the fitment is as accurate as it can be. Generally manufacturers retain the same dashboard shape for their entire model range, even if the dashboard displays themselves change.

Yes. However preparation is key here. Ensure you follow the supplied instructions carefully and also make sure you clean your dashboard thoroughly before applying the screen protector. Just make sure you remove as much dust/dirt from your screen first and then applying the protector should be easy.

Screen protector kits are normally packed and shipped the same working day as purchase. They will always be shipped within 2 working days after full payment has been received.

UK: we send kits for free via standard Royal Mail 1st class postage. Delivery time stated by Royal Mail is 1-2 working days. If you select the extra cost recorded delivery option, a signature will be required upon delivery. Delivery time for 1st class recorded is 1-2 working days.

Outside the UK: We offer free international standard shipping. Please note that you will not receive a tracking number for this delivery method. If you require tracking and/or a signature please select the Tracked/Insured delivery option.

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HIGHLIGHTS TO DISCOVER: The R 1250 GS Adventure is at home in the world. No destination is too far for it, no underground is alien to it. On the road, off-road and back again. Even if you don"t know what terrain to expect along the way, you can rely on your bike down to the smallest detail. With the R 1250 GS Adventure, you can now enjoy long distances even more intensely. Comfortably and confidently. Always ready for a few extra miles - and miles with that little extra.

LED FLASHING TURN INDICATORS AS STANDARD WITH CRUISING LIGHT OPTION: Make you even more visible in the dark. The Cruising Light is also eye-catching: It allows the front indicators to shine in a permanently slightly dimmed light and, in combination with the headlight, produces a wide beam.

COMFORTABLE HANDLEBAR RISERS: This is particularly beneficial for the taller drivers. But also when riding off-road or as an ambitious enduro rider, you have more control and even more fun with the handlebars mounted 30 mm higher.

LONG RANGE WITH THE 7.9 GALLON TANK: When in beautiful surroundings, you won’t want to cut your journey short: With a maximum range of over 372 miles, you can relax and be on the road a little longer.

SEAT HEATING: This way, every tour can easily be a little longer: The multi-level seat heating provides the rider and passenger more comfort and makes them want to stay out longer.

ADAPTIVE HEADLIGHT WITH LED SWIVELING HEADLIGHT: You get more out of every mile if you can see better. That’s why the 1250 GS Adventure illuminates your path consistently and homogeneously. Even on dynamic curves.

RIDE MODES PRO AND ECO MODE: Every terrain is worth trying out: The Ride Modes Pro, which have been extended to up to seven with new dynamic engine brake control, ensure optimum control on any terrain. The standard ECO Mode gets more range out of every tank of fuel: for relaxed longer trips.

DTC AND ABS PRO IN SERIES: The nicest thing about adventure is you never know how you’ll reach your destination. With ABS Pro and DTC, you are ideally prepared for any surface. Both when braking or if surface grip suddenly changes.

TFT DISPLAY WITH CONNECTIVITY, USB CHARGING SOCKET AND ADJUSTABLE WINDSCREEN: On the TFT display, the BMW Motorrad Connected App gives you a clear view of your navigation and all your data. The large windscreen can be adjusted using the knob and offers you protection from changing weather conditions. Thanks to the USB charging socket, your smartphone always has enough power.

GO RELAXED INTO UNKNOWN TERRAIN: The comfortable ergonomics and seating position of the R 1250 GS Adventure offer outstanding vision and let you control the bike easily. As the handlebars can be raised by up to 30 mm, you can ride comfortably and confidently even as a tall rider or standing up while off-road. In addition, the wide range of seat heights from 790 to 910 mm and the extensive selection of seats will help you find the right R 1250 GS Adventure for you. And the seat heating system ensures that you and your passenger enjoy every tour even more.

LED LIGHTING TECHNOLOGY: More radiance, visibility and prominence: The full-LED swiveling headlights and adaptive headlights help improve illumination and constant range - to the side, up and down. Depending on the ground gradient, payload and inclination in curves. This way, the light is with you wherever you ride. The LED turn signals with Cruising Light option provide an eye-catching appearance with constantly dimmed lighting at the front. While at the rear, the multifunctional LED indicators increase passive safety. Further highlights: the Welcome and Goodbye function as well as the driving lights, which can be activated when the ignition is switched off - very practical when maneuvering in the dark.