Incredibly, I must’ve travelled 400 km in 6th gear! Far from engaging all 85 ponies, the generous dollop of torque, 61 ft-lb at 5,570 rpm, allowed me to move forward efficiently with minimal effort. Truly, the longer I rode, the more the engine reminded me of the buttery smooth three-cylinder mill of the BMW K75 of yore. However, the engine’s vibrations were enough to blur my view out the mirrors and numb my fingers. Plus, either the engine is lacking a bit of flywheel or the carburetion is poorly calibrated, because the engine reacted abruptly at the slightest throttle input. Though trivial at first, it becomes quite unpleasant when riding in a group over long distances. And lastly, I kept burning my ankle through my boot on the left crankcase. Despite these shortcomings, the engine was gratifying enough on this touring trip to make me forget about said vibrations, abruptness and heat. A darling little engine it is!

Photo: Philippe Champoux, Matthieu Lambert/Moto123.com

The GS’s behaviour on the road is flawless. Super stiff frame, 45-mm inverted fork, wide handlebars that ensure easier cornering, ground clearance that only comes with long-travel suspensions, all these things make for a bike that immediately carries out your slightest wishes. After a 40-km prologue on a beautiful winding road, I enthusiastically launched myself at a barely 18 kilometre long course peppered with no less than 318 curves. Not a straight stretch to be seen, and the exit of one corner was practically the apex of the next! According to the recommended cornering method, you should look towards the corner exit, but on this road, you have to be a contortionist to do so. Anyways, I eagerly threaded my way down the road until I came screaming up to a trike ridden by someone who should’ve stayed on the highway. I was forced to slam on the brakes, and at that precise moment I realized my mount was equipped with ABS… With no great commotion, a slight vibration of the front brake lever let me know that the two 300-mm discs had reached the end of their traction rope. I simply had to urge the single 280-mm rear disc on a little more to change the dynamics and slow down sufficiently.

The little wind deflector is efficient, reducing air pressure on the rider’s chest. Once I had understood the complex workings of the Vario cases, they proved more than willing to swallow a good deal of stuff, even if they aren’t too convenient. The saddle is nice and firm, and when you spend most of your time there, I imagine it’s comfortable. Unfortunately, for my first long-distance outing, my behind, much too wide for the saddle (for any saddle, for that matter, except on the most decadent of customs), was not up to par. The handlebars/saddle/foot peg trio was perfectly configured for me, even if when stopped my 30-inch inseam seemed rather short. But that’s the way I like it. Plus, you can always use a low 850-mm number instead of the 880-mm seat I had. An inch is an inch.

Photo: Philippe Champoux, Matthieu Lambert/Moto123.com