There's no arguing that BMW's GS models are iconic, or that they have spurred on the interest in big adventure bikes in the last 20 years more than any other model from any other manufacturer. BMW has continued evolving and fine-tuning and today we have the R 1300 GS - thank you very much, BMW. The R 1300 GS is arguably the pinnacle, at least at the moment, of go anywhere, do anything big-bore multicylinder adventure bikes. Along the way, the GS has become a rolling tech-fest, with myriad electronic rider aids and safety bells and whistles, not to mention electronic suspension, fancy ShiftCam boxer engines and heated everything. But all these doodads have come at a cost, and that is - the cost.

An R 1300 GS Option 719, Beemer's flagship GS model, will set you back over $40k, and that's before you festoon your GS with adornments from the accessories catalogue.

If you're like me, and like to venture off-road, I'd rather save a few bob and do without radars and the like, without going for the poverty-pack standard GS and losing many of the trick bits from the higher-end models, but cull some of what I think are superfluous bits - and that, my friends, is where the R 1300 GS Pure comes in.

The Pure shaves almost $7000 off the price of the 719, yet it is still packing some serious heat in its features reel. Check this list: ABS Pro and Dynamic Brake Control (otherwise known as cornering ABS and cornering traction control), Tyre Pressure Control, LED lighting all round, hand guards with LED indicators built in, sexy TFT dash with phone connectivity, cruise control, heated grips, riding modes, keyless ignition, Hill Start Control, Dynamic Engine Brake Control,storage compartment with charger, adjustable windscreen,12V socket, luggage rack, engine skid plate, and more - crikey.

The Pure also comes standard with electronic suspension adjustment, a quickshifter and, of course, that mighty 1300cc ShiftCam boxer twin engine putting out a claimed 107kW (145hp) and 149Nm of torque. Importantly also, for those that like to venture off-road, the Pure sports a set of laced wheels rather than the cast-alloy jobs on the standard model. So, what does the Pure do without? Well, a bit, but the main ones for me are the auto-lowering suspension, no Automated Shift Assistant (ASA) gearbox option (so only a manual six-speed gearbox), no heated seats, no touring screen, and no pannier frames. All this reduces weight and complexity, which is a good thing if you're taking your GS off-road.

Now, the core of the GS stays the same, so the Pure is still a superb adventure tourer in just about any way you care to measure it. Sure, an R 1300 GS Option 719 variant with all its bells and whistles will do the big road miles with a little more comfort, and the R 1300 GS Trophy X with its penchant for off-road silliness will tackle rough stuff a bit better, but I'll take the lack of fruit for a lower buy-in without making significant sacrifices in usability on road or dirt any day.

It still amazes me how good the GS is off-road for such a large unit. I've heard it said that “they are too big; they can't do the business off-road.” No! You cannot do the business off-road! There are some skilled riders doing amazing things in seriously ugly terrain on GSs, so do not blame the bike because they are eye-openingly good off-road if you know what you are doing.

The Pure's ability off-road is only surpassed by its insanity on the bitumen. I rode the Pure from Sydney to Melbourne via some of the best tarmac that NSW and Victoria have to offer and, despite being fitted with off-road-biased Metzeler Karoo 4s, much fun was had. On tight, twisty and bumpy roads, such as the 105 kilometres of cornering glory between Delegate in NSW and Orbost in Victoria, there is not much, if anything, that can match a GS - as one poor soul on a GSXR-1000 found out. I have ridden many, many GSs of many, many flavours for many, many thousands of kilometres and I am still in awe at how hard you can ride the things.

To be honest, even if money was no object, I reckon I'd buy the Pure because I don't covet billions of gizmos - rather a more basic ride. I'd rather save some bucks off the base price and choose the accessories I fit. Unless you're after supreme touring comfort, auto-lowering suspension because you're vertically challenged, or you're doing some serious dirt work and want the fruit that the Trophy X boasts, I reckon the Pure is a no-brainer.