Also improved is the six-speed gearbox. No longer using sixth gear as an overdrive, the ratios are all closer together. The gears are helical-cut, and the shift mechanism has been updated for smoother shifts.

Internal bearings are also upgraded, and a glance at the spec sheet shows the service schedule at a remarkable 25,000 miles. Down at the left foot the changes are immediately evident, and in the exuberant words of Tom Van Beveran, “this is the best BMW transmission yet.” (He is a long time GS owner).

Taking the power to the rear wheel is a typical BMW Paralever shaft drive, albeit a lighter unit thanks to use of forged aluminum. Incredibly, it will never need to have its fluid changed as it is sealed for life.

The torque arm now sits above it, for more ground clearance, and the rear wheel uses a visually pleasing hollow axle.

Keeping the wheel in contact with the floor, the new rear shock remains adjustable for preload and rebound damping. There is a handy external adjuster knob located on the side of the bike, and it was easy to dial in a little more spring when we started getting wild in the dirt. Back on the pavement, traveling at law-abiding speeds, I relaxed it for a more compliant ride.

At the other end, the distinctive looking BMW Telelever system is lighter and stronger as it uses high-strength forged aluminum. Trail has been reduced 5mm for quicker steering, and the fork tubes enlarged to 41 mm for increased rigidity and strength.

Blasting down a tight, twisty dirt-trail, a left-hand bend came up a little too quick. No worries, as I lightly brushed the front brake lever, scrubbed off the desired speed and made my turn.

With the GS using power brakes, I had been initially worried that there wouldn’t be enough sensitivity in the dirt, as they were so strong out on the highway. With the bike featuring optional partial-integral ABS (try saying that at happy hour) it takes a while to figure what is happening at any given time.

With the ABS activated, the front brake not only works the two four-piston calipers as they grab a hold of their respective 305mm floating rotors, it also adds in the correct amount of rear brake: A single 255mm disc and single two-piston caliper set up.

The electric power-assist servo makes sure this is a very strong, precise process, and the brakes haul the 496-pound GS down very rapidly.

And, thanks to the ABS, there is no chance of locking the wheels. It does mean that you have to watch out moving the bike around with the ignition off as the brakes are not too strong, and I had an amusing incident on the edge of a steep cliff moving the bike for photos.

Switch the ABS off, by holding the ABS button on the left hand switchgear and turning on the ignition key, and you can control the front and rear brake independently. This is the preferred method for riding in the dirt; you just have to remember it reverts back to full time ABS every time you turn the ignition off. This comes standard, but there are plenty of things to be had for the accessory junkie.

The bike comes stock with a beautiful set of cast alloy wheels, but for a little more you can order your new GS with some very cool looking cross-spoke wheels. Heated handlebar grips are also available and were fitted to our test mules.

Heading into the mountains on a crispy morning, quickly gaining four thousand feet of elevation, they allowed me to ride with lightweight gloves on.

Continued...