A personal view.
I bought my HP early July 2006 and have been using it on a good mixture of A and B roads, motorway and trail riding. No racing or competition.
I average 9-10,000 miles a year. It’s my only bike, and use it all year round. Unfortunately I have to use a car for work, but try to commute at least one day a week on the bike.
Haven’t really toured on it, but have loaded up the back end, tank bag and rucksack on occasions for weekends away – no problems.
I’ve only ever had the off road wheel set up.
I’ve had a few GSs over the last 25+ years and this is probably the best so far.
The G/S was certainly better off road in tight conditions, and the Adv better for piling on the miles, but the HP is a near perfect compromise. In the past I have described the feel of the HP as like a 650 Dakar on steroids – similar riding position etc but with a bonkers engine.
Servicing
Have done all my own (with agreement from my dealer).
I’ve used a 4,000 mile not 6,000 interval for the basic servicing, with final drive and gearbox oils at 6,000 mile intervals.
No problems, and so far straight forward.
Warranty issues – all performed by my dealer.
Forks (see later), and steering head bearings (13,000 miles), together with sump guard rubbers etc.
Now out of warranty.
Extras
I’ve fitted bar risers to increase comfort off road, and a Wunderlich screen to ease wind blast on road.
A TT sump guard has given better protection (but fitted after a rock had already dented my exhaust). The guard mounts to the frame as well as the sump, so should also spread any loads better.
TT headguards on my Adv worked well, surviving and protecting the heads on a few occasions, so I fitted some to the HP. Unfortunately the underside mounting point on the 1200 head can snap off in a drop, so they don’t really offer good protection.
I replaced the battery with an Odyssey PC545 before the original failed.
The sidestand switch was disconnected before it gave any problems.
I fitted rear Xchallange flexi indicators after a “mishap” destroyed the originals (they are a direct replacement – they don’t upset the canbus).
Failures
My rear drive seal had to be replaced at 25,000 miles. Simple enough to DIY, but the new seal still leaked until it was seated correctly (had to tap it in about 0.2mm further!)
The alternator belt needs replacing (noticed at 26,500 miles - service life is 37,500), as it has a slight tear in it.
The “chocolate” front wheel spindle nut disintegrated. Although there is a new design for this, I was still given the old style again as a replacement.
One of my spark plug covers went AWOL (excessive use of WD40?)
Two headlight bulbs have blown, and the front sidelight has been replaced.
Front forks
No problems with the feel, or the way they perform (at the speeds I ride), but the bushes wear and they become loose. I’m on my fourth set of forks (all replaced under warranty – no questions). My dealer is currently looking into yet another replacement set (well out of warranty – fingers crossed).
Looking for bolt on alternatives, does anyone know of any?
It did take a while to get used to fork dive again after a couple of years on my Adv.
Rear suspension
Again no problems with the air shock. But it has to be set softer than is recommended in the manual for low speed off road riding.
Don’t know what pressure I have in it, but measuring between the indicator bolt and paralever arm bolt (on sidestand – no weight on bike) I keep it between 495mm and 500mm.
Electronics
Only annoying for those of us who like to tinker. Nothings gone wrong yet, but I don’t think my multimeter will be much use when it does.
The switches in my left cluster have started playing up – left indicator coming on by itself, no horn etc. This is a well documented problem suffered by 1200s.
Wheel rims and tyre changing
I like to change my tyres myself, but the tubeless rims make this difficult, they have a rather deep set groove. I’ve managed to change the front but not the rear.
A local shop changes my rear and they’ve expressed concerns about the tight fit and possible damage to the tyre putting it on.
I use TKC80s which I find a good compromise for the use I put it to.
I’m getting 2,900 to 4,300 miles from the rear, and double that from the front.
Lack of centrestand
Only for ease of maintenance, wouldn’t go as far as to put one on though.
I find the bike quite awkward to lift onto my paddock stand (not the BM one), I think it’s because the solid front mudguard means my lifting arm has to remain bent – or am I just getting weaker?
The sidestand is designed to also work with the optional smaller front wheel, so the bike leans a bit with the 21” wheel on - I always chock up the stand when parked. There is now some play between the steel bolt and alloy hanger though, but no failure yet.
Fuel range
I can get between 110 and 140 miles out of a tank. Not too bad really, but I find I’m always calculating when to fill up and whether I’ll have enough to finish a ride. The countdown from 50 miles is a bit annoying (flashing reminder for nearly half the tanks range), should be cut to 30 ish or have an accurate gauge.
I had six months of no (or intermittent) low fuel warning light. All seems OK now, but I still reset one of the trips whenever I fill up.
Brakes
Not the brakes fault, but less weight and same power as a 916 and a thin 21” wheel with off road tyres can lead to trouble on the road. I managed to run into the back of a wagon in the first month of ownership (low speed impact resulted in smashed headlight, bent bracket and damaged mudguard). No complaints off road though.
I don’t have much confidence in the front end in icy/wet/slippery conditions, it feels prone to “tucking in” – hasn’t happened yet, but I ride accordingly.
Front pads are lasting 8 – 10,000 miles, with the rears double that. Fluids were changed at 18,000 miles.
Engine
Yeeha!
But a little too fierce at times. Not a plodder.
Engine revs up quickly, and puts its power directly to the rear wheel, so have to be careful exiting corners. Fourth and fifth gear overtakes on a wet road can also induce wheel spin.
Everyone should experience an HP2 accelerating hard in third gear at least once. It’s why owners grin a lot.
I had a bit of rough running at 8,000 miles, and thought a coil had failed, but four new spark plugs cured the problem, and I now replace the plugs at this mileage.
On the road
Motorways are not ideal on the HP but possible (commuting over 120 miles each way). The engine doesn’t have a balance shaft, and this is where it’s felt the most. At a steady 70 to 75mph I get annoying vibration through the footpegs (tingling feet), at 75 to 80 it’s through the handlebars (tingling hands). 80 to 85 eventually brings on numb bum and 85 to 90 is smooth as you like – but not good for my licence!
There’s less vibration using premium fuel rather than super.
Torqueing up the engine mounts helps a bit. LHS inlet has to come off to access all the bolts though.
Best to stick to A and B roads where I don’t notice any vibration at all.
Like all GSs it’s a great road bike, deceptively quick A to B, but not a sports bike. Considering its height, long travel suspension and tyres it handles superbly (but then I’m preaching to the converted anyway). I actually like the lazy steering you get with the 21” wheel.
Just remember the front brake though.
I do miss not having heated grips, but still manage to ride all year round in summer gloves.
Off road
The HP does suffer from a lack of rear end grip.
I noticed it the first time I rode it off road. Especially in low speed situations. Obviously chunkier tyres will help, but compared with the Dakar and 1150 Adv on TKCs the HP suffers. Softening the rear suspension helps, but I guess the HP is designed more for speed than nadgery trails. I find I have to ride quicker than I’d prefer to keep momentum on the technical stuff.
It’s also annoying trying to “blip” the front end over obstacles (logs, puddles etc) when the back end just spins up.
I think it’s more a geometry issue rather than engine characteristics (it can lose grip on a neutral throttle).
The bikes light weight is relative I suppose, certainly lighter than my 1150 Adv, but still heavy off road. Feels heavier than the Dakar, but is better balanced. Light enough to manually lift out of ruts, but I did need assistance to pull it out of a bog once. Wouldn’t like to have to lift it over a locked gate!
Not had any ground clearance problems as such, but watch your toes in deep ruts. The height hasn’t really been a problem, but I’ve had a couple of “where’s the ground gone?” moments.
There is plenty of room to move around when stood up with quite a reach to the bars (certainly compared to the Xchallange I rode recently). No rubbing frame rails and all the controls are easy to use. The front wheel is unsighted but there’s good “feel” - so no problems.
Comparisons to other GSs
Obviously bigger (and heavier?) than the 80G/S and doesn’t have the feel and control off road that the earlier bikes had on low speed nadgery stuff. Once above 20mph though it’s a different story, you can ride the HP - not just hang on! The fact that I’ve not taken the HP along some of the more difficult trails is more down to my age than what the bikes capable of.
The HP is generally easier to ride off road than the 100GS, but again the 100 did have better power characteristics on the slower stuff making it easier to nurse over obstacles.
If I only had to ride on the road the only GS I’d choose over the HP would be the Adv. A lot more relaxed and comfy. I enjoyed my time trailing the Adv though, it’s more capable than most think – there’s not many trails it can’t do (eyes closed, brain disengaged). Again the Adv engine is better suited to trail riding, and (shock horror!) the Adv engine in the HP would be ideal.
The Dakar is the closest in feel to the HP, similar weight and size, and apart from less low speed balance can negotiate obstacles better then the HP. Similar comfort on the road too but more strained on the motorway (similar vibrations though).
Next bike
Difficult. I need a bike that is happy at 80mph on the motorway and light and agile enough for trail riding. I am a fan of single cylinder bikes and will look closely at the KTM 690 Adv if they ever make one. The KTM twins seem a bit bulky for serious trailing, and I can’t see myself off roading a 1200GS and the Adv is just far too heavy. I’d be happy with a Dakar again and would consider an Xchallange with larger tank (I like the look of the TT set up, and I’ve visited far too many petrol stations these last three years).
Ideally I need two bikes – but that’d be too easy. And I’ve a feeling I’d get bored on a dedicated off roader.
Recently I’ve been changing my bikes every couple of years and the fact that I’ve kept the HP for three must mean something.
Looks like the HP is a keeper………………. (maybe).
I bought my HP early July 2006 and have been using it on a good mixture of A and B roads, motorway and trail riding. No racing or competition.
I average 9-10,000 miles a year. It’s my only bike, and use it all year round. Unfortunately I have to use a car for work, but try to commute at least one day a week on the bike.
Haven’t really toured on it, but have loaded up the back end, tank bag and rucksack on occasions for weekends away – no problems.
I’ve only ever had the off road wheel set up.
I’ve had a few GSs over the last 25+ years and this is probably the best so far.
The G/S was certainly better off road in tight conditions, and the Adv better for piling on the miles, but the HP is a near perfect compromise. In the past I have described the feel of the HP as like a 650 Dakar on steroids – similar riding position etc but with a bonkers engine.
Servicing
Have done all my own (with agreement from my dealer).
I’ve used a 4,000 mile not 6,000 interval for the basic servicing, with final drive and gearbox oils at 6,000 mile intervals.
No problems, and so far straight forward.
Warranty issues – all performed by my dealer.
Forks (see later), and steering head bearings (13,000 miles), together with sump guard rubbers etc.
Now out of warranty.
Extras
I’ve fitted bar risers to increase comfort off road, and a Wunderlich screen to ease wind blast on road.
A TT sump guard has given better protection (but fitted after a rock had already dented my exhaust). The guard mounts to the frame as well as the sump, so should also spread any loads better.
TT headguards on my Adv worked well, surviving and protecting the heads on a few occasions, so I fitted some to the HP. Unfortunately the underside mounting point on the 1200 head can snap off in a drop, so they don’t really offer good protection.
I replaced the battery with an Odyssey PC545 before the original failed.
The sidestand switch was disconnected before it gave any problems.
I fitted rear Xchallange flexi indicators after a “mishap” destroyed the originals (they are a direct replacement – they don’t upset the canbus).
Failures
My rear drive seal had to be replaced at 25,000 miles. Simple enough to DIY, but the new seal still leaked until it was seated correctly (had to tap it in about 0.2mm further!)
The alternator belt needs replacing (noticed at 26,500 miles - service life is 37,500), as it has a slight tear in it.
The “chocolate” front wheel spindle nut disintegrated. Although there is a new design for this, I was still given the old style again as a replacement.
One of my spark plug covers went AWOL (excessive use of WD40?)
Two headlight bulbs have blown, and the front sidelight has been replaced.
Front forks
No problems with the feel, or the way they perform (at the speeds I ride), but the bushes wear and they become loose. I’m on my fourth set of forks (all replaced under warranty – no questions). My dealer is currently looking into yet another replacement set (well out of warranty – fingers crossed).
Looking for bolt on alternatives, does anyone know of any?
It did take a while to get used to fork dive again after a couple of years on my Adv.
Rear suspension
Again no problems with the air shock. But it has to be set softer than is recommended in the manual for low speed off road riding.
Don’t know what pressure I have in it, but measuring between the indicator bolt and paralever arm bolt (on sidestand – no weight on bike) I keep it between 495mm and 500mm.
Electronics
Only annoying for those of us who like to tinker. Nothings gone wrong yet, but I don’t think my multimeter will be much use when it does.
The switches in my left cluster have started playing up – left indicator coming on by itself, no horn etc. This is a well documented problem suffered by 1200s.
Wheel rims and tyre changing
I like to change my tyres myself, but the tubeless rims make this difficult, they have a rather deep set groove. I’ve managed to change the front but not the rear.
A local shop changes my rear and they’ve expressed concerns about the tight fit and possible damage to the tyre putting it on.
I use TKC80s which I find a good compromise for the use I put it to.
I’m getting 2,900 to 4,300 miles from the rear, and double that from the front.
Lack of centrestand
Only for ease of maintenance, wouldn’t go as far as to put one on though.
I find the bike quite awkward to lift onto my paddock stand (not the BM one), I think it’s because the solid front mudguard means my lifting arm has to remain bent – or am I just getting weaker?
The sidestand is designed to also work with the optional smaller front wheel, so the bike leans a bit with the 21” wheel on - I always chock up the stand when parked. There is now some play between the steel bolt and alloy hanger though, but no failure yet.
Fuel range
I can get between 110 and 140 miles out of a tank. Not too bad really, but I find I’m always calculating when to fill up and whether I’ll have enough to finish a ride. The countdown from 50 miles is a bit annoying (flashing reminder for nearly half the tanks range), should be cut to 30 ish or have an accurate gauge.
I had six months of no (or intermittent) low fuel warning light. All seems OK now, but I still reset one of the trips whenever I fill up.
Brakes
Not the brakes fault, but less weight and same power as a 916 and a thin 21” wheel with off road tyres can lead to trouble on the road. I managed to run into the back of a wagon in the first month of ownership (low speed impact resulted in smashed headlight, bent bracket and damaged mudguard). No complaints off road though.
I don’t have much confidence in the front end in icy/wet/slippery conditions, it feels prone to “tucking in” – hasn’t happened yet, but I ride accordingly.
Front pads are lasting 8 – 10,000 miles, with the rears double that. Fluids were changed at 18,000 miles.
Engine
Yeeha!
But a little too fierce at times. Not a plodder.
Engine revs up quickly, and puts its power directly to the rear wheel, so have to be careful exiting corners. Fourth and fifth gear overtakes on a wet road can also induce wheel spin.
Everyone should experience an HP2 accelerating hard in third gear at least once. It’s why owners grin a lot.
I had a bit of rough running at 8,000 miles, and thought a coil had failed, but four new spark plugs cured the problem, and I now replace the plugs at this mileage.
On the road
Motorways are not ideal on the HP but possible (commuting over 120 miles each way). The engine doesn’t have a balance shaft, and this is where it’s felt the most. At a steady 70 to 75mph I get annoying vibration through the footpegs (tingling feet), at 75 to 80 it’s through the handlebars (tingling hands). 80 to 85 eventually brings on numb bum and 85 to 90 is smooth as you like – but not good for my licence!
There’s less vibration using premium fuel rather than super.
Torqueing up the engine mounts helps a bit. LHS inlet has to come off to access all the bolts though.
Best to stick to A and B roads where I don’t notice any vibration at all.
Like all GSs it’s a great road bike, deceptively quick A to B, but not a sports bike. Considering its height, long travel suspension and tyres it handles superbly (but then I’m preaching to the converted anyway). I actually like the lazy steering you get with the 21” wheel.
Just remember the front brake though.
I do miss not having heated grips, but still manage to ride all year round in summer gloves.
Off road
The HP does suffer from a lack of rear end grip.
I noticed it the first time I rode it off road. Especially in low speed situations. Obviously chunkier tyres will help, but compared with the Dakar and 1150 Adv on TKCs the HP suffers. Softening the rear suspension helps, but I guess the HP is designed more for speed than nadgery trails. I find I have to ride quicker than I’d prefer to keep momentum on the technical stuff.
It’s also annoying trying to “blip” the front end over obstacles (logs, puddles etc) when the back end just spins up.
I think it’s more a geometry issue rather than engine characteristics (it can lose grip on a neutral throttle).
The bikes light weight is relative I suppose, certainly lighter than my 1150 Adv, but still heavy off road. Feels heavier than the Dakar, but is better balanced. Light enough to manually lift out of ruts, but I did need assistance to pull it out of a bog once. Wouldn’t like to have to lift it over a locked gate!
Not had any ground clearance problems as such, but watch your toes in deep ruts. The height hasn’t really been a problem, but I’ve had a couple of “where’s the ground gone?” moments.
There is plenty of room to move around when stood up with quite a reach to the bars (certainly compared to the Xchallange I rode recently). No rubbing frame rails and all the controls are easy to use. The front wheel is unsighted but there’s good “feel” - so no problems.
Comparisons to other GSs
Obviously bigger (and heavier?) than the 80G/S and doesn’t have the feel and control off road that the earlier bikes had on low speed nadgery stuff. Once above 20mph though it’s a different story, you can ride the HP - not just hang on! The fact that I’ve not taken the HP along some of the more difficult trails is more down to my age than what the bikes capable of.
The HP is generally easier to ride off road than the 100GS, but again the 100 did have better power characteristics on the slower stuff making it easier to nurse over obstacles.
If I only had to ride on the road the only GS I’d choose over the HP would be the Adv. A lot more relaxed and comfy. I enjoyed my time trailing the Adv though, it’s more capable than most think – there’s not many trails it can’t do (eyes closed, brain disengaged). Again the Adv engine is better suited to trail riding, and (shock horror!) the Adv engine in the HP would be ideal.
The Dakar is the closest in feel to the HP, similar weight and size, and apart from less low speed balance can negotiate obstacles better then the HP. Similar comfort on the road too but more strained on the motorway (similar vibrations though).
Next bike
Difficult. I need a bike that is happy at 80mph on the motorway and light and agile enough for trail riding. I am a fan of single cylinder bikes and will look closely at the KTM 690 Adv if they ever make one. The KTM twins seem a bit bulky for serious trailing, and I can’t see myself off roading a 1200GS and the Adv is just far too heavy. I’d be happy with a Dakar again and would consider an Xchallange with larger tank (I like the look of the TT set up, and I’ve visited far too many petrol stations these last three years).
Ideally I need two bikes – but that’d be too easy. And I’ve a feeling I’d get bored on a dedicated off roader.
Recently I’ve been changing my bikes every couple of years and the fact that I’ve kept the HP for three must mean something.
Looks like the HP is a keeper………………. (maybe).
That way the sauce can be more dedicated to dirt work 
.
Really glad BMW and KTM locked horns and came up with the HP2 and the 950 SE 
