BMW R1300GS (2024 - ) review

Taking BMW’s best-selling model to the next level was a big challenge, requiring an all-new design and full seven-year development programme that started before the previous R1250GS was even launched in 2019. While there’s a lot to take in it would seem in virtually every respect it’s been an unqualified success. The new engine retains the GS’s character and practicality but boosts its performance significantly. More impressively, the radical ‘shell’ chassis makes this a far more compact, manageable and better-handling GS while new tech like the radar-controlled cruise and novel ride height adjuster work well and give the GS a new dimension. The new look won’t please everyone and the adventure version is still a year away, but the 1300GS is still a massively impressive accomplishment, and the BMW remains the adventure bike to beat. But only just.

Familiar, typical upright GS adventure style but also smaller, lighter and more manageable than before. The latter mainly thanks to the new automatic ride height adjuster – or Adaptive Vehicle Height Control, to give it its formal name – which ‘squats’ the bike’s suspension by 30mm below 9mph. At first the bars seem overly wide and the electric screen too small but the latter is easily adjustable and effective at cruising speed. Rider comfort is good, too, although we have heard a few comments that it’s not quite as good for pillion passengers as the previous model.

Spearheaded by the R1200GS of 20 years ago the huge popularity of adventure bikes is largely driven by their versatility and practicality, being at once excellent two-up, fully loaded tourers, fun solo bikes for a Sunday blast and even off-road capable. The new 1300 raises the bar even further, primarily due to its extra tech and performance but also for the improved accessibility of its more wieldy nature. BMW specifically set out to buck the trend of adventure bikes becoming ever larger and, in this respect, the new 1300 is a breath of fresh air compared to the burly R1250GSA it replaces. As a result, it’s less intimidating to ride, easier around town or off road and yet faster and more involving, too. With all the versatility and options of before.

The all-new 1,300cc boxer engine’s 145 horsepower is a healthy boost over the 136 horsepower of its predecessor, with its extra torque and mid-range flexibility even more impressive. On paper it still can’t match the superbike standard 170 horsepower of Ducati’s V4 Multistrada, or even KTM’s 1290 Adventure. But in the real world it’s more than enough and less frenetic, too. Braking sees the slightly controversial Hayes calipers of the old 1250 replaced with new Brembo made (but BMW branded) radial four-pots which, combined with the bike’s reduced weight, perform with zero complaints all aided by slick cornering ABS.

While the new R1300GS’s performance is a step up from the old 1250 the improvement in handling is even more significant. Thank the overall 12kg weight saving, 6.5kg of that due to the new and more compact engine which now houses the gearbox underneath rather than behind the motor. There is also a lighter battery, lighter frame and more. The suspension has also been revamped front and rear to new EVO Telelever and EVO Paralever respectively, with the aim being a tauter, more precise ride. A lower centre of gravity helps, too. The result is noticeably sharper, more nimble and more intuitive riding style. The ride is a touch less plush than before, perhaps, but it’s not a problem at all.

It’s a little early to say as the bike is so new. Revealed 100 years to the day after BMW showed the R32 in 1923 – its first ever bike, no less – first deliveries started soon after. BMW claims that even with the increased performance fuel consumption is unchanged, which early tests seem to bear out. Despite the fairly hefty upfront purchase price the big GS has always enjoyed strong residuals as well, which helps. Hunger for consumables like brakes, tyres and so on is also better than many rivals while the traditional shaft drive removes the costs and faff associated with more conventional chains.

Again, it’s a little early to be certain. On the one hand BMW is a premium marque with a largely enviable reputation for quality and reliability and its GS models are long-established, proven and refined. On the other, there’s no getting away from the fact the 1300 is a completely new model, so there will almost inevitably be some glitches. We have heard some reports of electronics requiring dealer resets and suchlike but nothing major. Overall, though, we have no significant reason for concern.

Reassuringly, the all-new R1300GS comes with a manufacturer-backed three-year/unlimited mileage warranty covering all parts and labour, which is a year over the industry standard and should be enough to calm any concerns. Despite the all-new engine the big GS’s recommended service schedule is unchanged over that of the outgoing R1250GS, meaning dealer services are required every 6,000 miles or annually, whichever comes first.

It’s more a case of what the R1300GS hasn’t got! The old R1250GS was loaded with technology, especially if you started ticking the optional extras and this new 1300 takes things to the next level. In standard trim the there are four variants, comprising the R1300GS with cast wheels, manually adjustable screen, BMW’s standard 6.5-inch TFT dash, four riding modes, traction control, ABS, LED lights and X-shaped running lights, heated grips, keyless ignition and hill hold control. There is also the Triple Black with black finishes, taller electrically adjustable screen, comfort seat, different pillion seat and handles and centre stand. The more off-road focused Trophy has the race livery, wire wheels and radiator grille. The Option 719 Tramuntana is the top spec with wires, electric screen, comfort pack, centre stand and more. On top of that option packs include the Riding Assistant (radar cruise control, blind spot indicators and collision avoidance), Dynamic Pack with adaptive ride height, Dynamic Suspension Adjustment and extra modes, Touring Package (central locking, handguard extension, pannier fastenings, GPS holder, chrome exhaust), Pillion Package (comfort pillion seat, peg and luggage carrier), Comfort Package (electric screen, centre stand) and more including even heated seats. You pays you money…

For some, the new R1300GS will be a reflexive, no-brainer choice. It’s a significant upgrade on what was already the best-selling bike in Britain, and one that’s topped the sales charts for over a decade. The 1300 is lighter, more powerful, faster and more invigorating. Yet at the same time it is also lighter, more manageable and less intimidating, without losing anything in the way of versatility. As such it can do it all, be that touring, commuting, ‘scratching’ back roads or off-roading, with options to tailor the specification to suit your particular needs and tastes. The only question marks regard as-yet unproven reliability, the fact that pillion comfort is a tad lacking as standard and that the possibly even more appealing Adventure version isn’t available yet.