The BMW R1300 GS is not what we thought it was, at first. When we first saw peeks at the deets on the new bike, we thought, “Oh boy! Another, even bigger, adventure bike.” But in reality, the machine is actually lighter than the old R1250. As we told you at the launch:
A new liquid-cooled design allowed BMW to shrink the engine’s size, and cut weight while increasing output to 145 hp at 7750 rpm and 110 lb-ft of torque at 6,500 rpm. These are both improvements on the ’23 1250 model, which made 136 hp and 105.5 lb-ft of torque. The engine is still a DOHC setup with four-valve Shiftcam heads. Compression is now 13.3:1; previously, it was 12:5:1. Stroke is decreased, while bore is increased.
There’s more. There’s a new shell frame made of sheet metal, instead of the traditional steel tubing model. The suspension saw an update. It’s still the Paralever/Telelever combo, and if you pay more, you can get the Dynamic Suspension Adjustment system, which auto-adjusts for road conditions.
Electronics such as ABS and traction control are managed through ride modes, and the bike comes engine drag torque control (sort of an adjustable engine braking system) as standard. If you can get a feature on a competing flagship ADV bike, you can get it on the new 1300.
Base price in the US is an $18,895 MSRP. Farkles are obviously extra, but if you pay more you can buy a version of the new Beemer that’s pre-built with practical pieces already added. Currently, those models include the GS Trophy variant, along with the Triple Black and Option 719. See a run-down of the differences between those bikes here.
Ryan Adams, the resident adventure-head at partner publication Motorcycle.com, had the chance to ride the R1300 GS at launch. You can see his full review here. If you don’t have that much time, take a quick peek below what he had to say about the bike:
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- The R1300 GS engine has power delivery similar to the R1250, says Ryan, with more mid-range grunt and perhaps a bit less torque right off the idle mark. Maybe that’s due to the shorter stroke? Photo: BMW
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- Obviously, the 145ish hp is more than enough to get that front 19-inch wheel up in the air. There’s minimal vibration with the new flat twin, and it is very manageable off-pavement. Photo: BMW
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- The liquid cooling system allowed BMW to trim weight off the motor. The shaft drive also went on a weight-loss program. Photo: BMW
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- The frame is welded-together sheet metal, a big departure from BMW’s usual tubular steel design. Why change? BMW says the new design allowed them to make the chassis more compact. Photo: BMW
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- Paralever and Telelever suspension carry the EVO badge. They’ve been retuned for better handling, and the system has reduced complexity and less friction than before. There are multiple variations available for the suspension; Ryan took the Sport suspension off-road and says it is more confidence-inspiring than previous GS models, and the changes make it easier to ride in some scenarios. Photo: BMW
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- Depending how much you want to pay, you can get auto-adjust electro-suspension that will also auto-lower itself at slow speeds or standstills. This setting can be adjusted to suit the user. Photo: BMW
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- More buttons than your first computer? The BMW’s R1300 GS has the company’s Riding Assistant feature, including adaptive cruise control, frontal collision warning, and lane change warning. These will keep you safe in wild traffic situations. Hey, an ADV has to be able to handle the superhighway, too. Photo: BMW
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- Here is a breakdown of the electronics systems available, and whether or not they’re optional. We’ve come a long way from the old R80 G/S. Photo: BMW
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- Speaking of the original R80 G/S: Here are the two bikes side-by-side. We’ve come a long, long way since the first BMW adventure bike hit the market. Some people might have hoped for a more retro take on the new R1300’s aesthetic, as other Euro adventure bikes (V85, eg) have gone that direction. But BMW kept things contemporary. Photo: BMW
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- The new X-shaped LED headlight is one of the more polarizing visual features. Check out Ryan’s riding position here; he says: “Saddling up on the R 1300 GS is a familiar experience, it’s just as if the entire bike has slimmed down underneath you, and again, what a great thing for a bike that was becoming what borders monstrous in Adventure trim. The rider triangle feels just the same but the slightly smaller five-gallon tank is now lower and the bike’s width between your knees feels much slimmer.” Photo: BMW
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- All in all, a very notable generational shift for BMW, not re-warmed leftovers. Ryan ends his review with this: “This new motorcycle is absolutely a GS in spirit, and the faithful won’t be disappointed, but it is also absolutely a new motorcycle.Considering the R 1300 GS, this may be one small step in the right direction for the Bavarians, but with the 900 GS looking a little spicier for the upcoming model year, BMW may be headed toward a giant leap for the company in terms of locking down the ADV market.” Photo: BMW
See the full review at Motorcycle.com.
