BMW R 1300 GS (2024) - Technical Review

Price: from £15,990 | Power: 143bhp | Weight: 237kg | Overall BikeSocial Rating: TBA

Ladies and gentlemen, welcome to the biggest shakeup in the 40-plus-year history of BMW’s beloved GS legacy. The all-new R 1300 GS – and by ‘all-new’, we really do mean every single component on the bike – is more powerful, torquier, lighter and more sophisticated than the R 1250 GS it takes over from. The R 1300 GS is a true, literal, clean-sheet design: a totally redesigned engine, in a completely new chassis, featuring technology that’s never been seen on any production road bike before . And, perhaps most controversially, there’s also a dramatically different look from nose to tail.

Review – In Detail

2024 BMW R 1300 GS Price

In the UK a base-model BMW R 1300 GS will cost £15,990, while the higher-spec TE version starts at £18,465. For the base model, that appears to be a whopping £1000 price rise on top of a 2023 R 1250 GS – however, as the R 1300 GS’s base model spec is higher than the 1250’s, it’s not really accurate to directly compare the two. For TE models, the 1300 is a mere £65 more than the outgoing 1250.

然而,当那些曾经试图规范flagship BMW will know, prices (inevitably) don’t stop there. There are multiple packs, bundles and optional extras that can be added on top. The R 1300 GS TE comes with several options including extra riding modes, semi-active suspension, a two-way quickshifter, cornering headlight, pannier fastenings and more. But some of the headline-grabbing new features aren’t included on the TE, such as:

• Riding Assistant (£760) – radar-based active cruise control, forward collision warning
• Adaptive Vehicle Height Control (£490) – automatically lowers the bike at slow speed
• Comfort Package (£480) – centre stand, electric screen, improved pillion comfort

In addition there are myriad extras which can bump the price even higher including different paint schemes, wheels, seats, handlebars, exhausts, and a voice-activated artificial-intelligence BMW-branded pretzel maker. Alright, we made the last one up.

2024 BMW R 1300 GS Engine & Performance

The clue’s in the name, but let’s start with the increased capacity. The GS now features a bigger Boxer, the total displacement boosted to exactly 1300cc – up from the previous 1254cc design. This extra capacity hasn’t been achieved by simply adding bigger pistons or a longer-throw crank to the 1250: it’s a completely new design. The R 1300 GS motor is the most oversquare Boxer engine yet, with a massive 106.5mm bore (up from the 1250’s 102.5mm pistons) mated to a shorter 73mm stroke (down from the 1250’s 76mm, funnily enough back to the same stroke as the old 1200 motor).

Power and torque figures both represent a healthy increase over the 1250. Peak power is up from 134bhp to 143bhp, making for the most powerful production Boxer engine ever. Maximum torque is up from 105lb·ft to 110lb·ft, but more importantly BMW say there’s more grunt “across the entire engine speed range”. As evidence, they offer the factoid that the 1300 motor makes at least 95lb·ft of torque (more than the 2013 R1200GS’s peak torque figure) all the way from 3600rpm to 7800rpm. Maximum revs remains the same 9000rpm as the 1250, hopefully offering reassurance that the new motor hasn’t become any revvier than before, despite its shorter-stroke design.

通过空气/燃料混合物与更大的公司mbustion chambers are larger-diameter valves, with intakes up from 40mm to 44mm, and outlets up from 34mm to 35.6mm. BMW’s ShiftCam system is retained, which can change the valve timing and lift on the intake side by switching between two cam profiles on the same shaft. At lower revs and smaller throttle openings a milder “partial-load” cam reduces lift and duration, and also staggers the opening between each pair of intake valves to deliberately swirl the air/fuel mixture on its way into the chamber, all improving efficiency. Work the motor harder and ShiftCam switches to the “full-load” cam profile, opening the intake valves further and for longer to let the engine guzzle all the air and fuel it desires.

一旦混合的地方的ll find itself squished harder than before, with compression ratio raised from the 1250’s 12.5:1 up to a whopping 13.3:1. But despite this higher compression, the 1300 motor is still rated to run on regular 95RON unleaded. A knock sensor is included, so if you find yourself on your global travels with no choice but to fill up with low-octane fuel, the bike can compensate.

Despite the wealth of bigger numbers, not everything has gone up in size. BMW say this is a more compact Boxer engine than before, thanks to moving the six-speed gearbox from behind the engine to a new location underneath it. This means the motor is shorter and better balanced – in fact, the engine alone is now 3.9kg lighter, while the weight savings increase to 6.5kg across the whole powertrain.

Shorter, lighter, more powerful and gruntier across the revs – on paper, it certainly looks like BMW have done an impressively complete job of the most significant Boxer reinvention in more than a decade.

2024 BMW R 1300 GS Handling & Suspension

That “all-new” goes much further than the motor. While every flagship GS has used a tubular steel frame for as long as anyone’s known what a GS is, the R 1300 GS is held together with something quite different. The main frame is now constructed from sheet steel, rather than tubular, and is described by BMW as a “shell” design. They say this makes for more compact packaging and offers greater stiffness than the 1250. The bolt-on rear subframe is completely new too, and is now die-cast aluminium rather than tubular steel.

Suspension has been thoroughly overhauled. The R 1300 GS retains BMW’s Telelever system at the front end, though it’s been updated to what BMW calls “Evo Telelever”. Claiming to represent a hybrid of the sportier, stiffer Telelever design used on the HP2 Sport and R 1200 S combined with the more flexible design of the previous GS, BMW say that Evo Telelever is the best of both worlds, with improved stability, more precise steering and reduced friction. Similarly, BMW’s Paralever system at the back has been updated to “Evo Paralever”, which claims to create a stiffer connection, and uses a longer swingarm for improved traction. We haven’t seen either system in detail or up close yet – we’ll add more info as we get it.

And as for the actual suspension units… well, here’s where it gets complicated. The base model GS, as before, features straightforward monoshocks at both ends: an unadjustable front with 190mm of travel, and a rear with hydraulically adjustable preload and 200mm of travel. But it’s fair to assume almost all customers will opt for the new semi-active system known as DSA: Dynamic Suspension Adjustment.

DSA moves electronic suspension on to the next level by not only offering the ability to adjust front and rear damping in real time, but now also being able to change spring rate too. We’ve covered the system in detail before, sofor more information on how it works, have a read here.

The short version is that the suspension can now automatically adapt to offer a better ride across a wider range of use cases, from sporty solo riding, to fully loaded two-up cruising.

And, speaking of short versions, on top of the optional DSA is the option to have BMW’s new adaptive ride height control system. This can automatically reduce the seat height of the R 1300 GS by 30mm (dropping it from 850mm to 820mm) at slow speeds by quickly removing preload from both shocks, helping a shorter rider to put their feet down more confidently. As the bike speeds up again, a pump quickly adds the correct amount of preload, lifting the bike back up to its correct height, improving its centre of gravity, dynamics and ground clearance. Again, more details on how this works can be found at the link above.

But enough of the more, more, more… time for a bit of less. The kerb weight of the R 1300 GS is a claimed 237kg – that’s 12kg lighter than the R 1250 GS. Of that, 6.5kg comes from the powertrain, 2.5kg comes from a new lithium-ion starter battery and, if we’re being picky, a further 750g can be put down to carrying a litre less fuel. That suggests all the chassis changes contribute a reduction in the ballpark of around 2kg.

Stopping this reduced mass is a new braking system, with four-piston, radially-mounted, BMW-branded calipers at the front biting a pair of 310mm discs. At the back is a single 285mm disc with a floating two-piston caliper. All three discs are larger than those on the R 1250 GS (which used 305mm front and 276mm rear). In addition is something called Full Integral ABS Pro as standard, which in plain English is a linked braking system. Whether you squeeze the brake lever or push down on the pedal, both brakes are activated simultaneously. It’s all informed by an IMU, which means the ABS application is optimised for your lean angle, and there’s rear-wheel lift detection to stop stoppies. Skid fans haven’t been forgotten though: select either the Dynamic Pro or Enduro Pro riding modes and rear ABS can be deactivated.

2024 BMW R 1300 GS Comfort & Economy

For years the GS has generally been considered one of the most comfortable motorcycles money can buy – upright, relaxed, spacious and unstressed. Many consider it an even better bike for covering distance than BMW’s own R 1250 RT tourer, thanks to the GS’s more generous legroom. So all eyes (and backs, knees and bums) will be on whether the 1300 can match the same level of ergonomic luxury.

BMW aren’t giving us much to go on for now, only describing that the “ergonomic triangle of the new R 1300 GS has been optimised for a sporty, relaxed riding position”, but not offering any details of how it compares to the 1250.

What they do highlight instead is the choice available for a rider to personalise the riding position, with four different seats (including the option for heated rider and pillion seats), three footrests, and different handlebars choices including a Comfort bar as well as a 30mm bar riser. In addition, the optional adaptive ride height control will let shorter riders feel more at home without having to resort to a low seat, or a Low Seat Height model with reduced suspension travel and compromised dynamics.

As for fuel consumption, the 1300 is only a fraction down on the 1250 – a claimed 58.9mpg for the new motor, compared with the previous bike’s 59.5mpg. What will make a slight difference is having a 1-litre smaller fuel tank, with volume now just 19 litres. That gives a theoretical range of 246 miles, which is down on the R 1250 GS’s max range of 262 miles. For now all these are purely on paper – we’ll bring you tested economy and real-world range as soon as we’ve ridden the bike.

2024 BMW R 1300 GS Equipment

Blimey, deep breath… The base-model R 1300 GS comes with a higher specification than the base 1250. Four riding modes are now standard (Rain, Road, Eco, Enduro), where the 1250 had three. All versions of the GS will come with cornering linked ABS, traction control, engine braking control, cruise control and hill-hold assistance.

Standard equipment also includes a new lighting system, with indicators built into handguards, and a brand-new LED headlight that’s certain to split opinion. Where every GS since the 1150 has used an asymmetric, two-light face that’s become synonymous with the model, the 1300 boldly switches to a brand-new X-shaped unit.

The central LED unit at the middle of the X contains both low and high beams, while the four lines surrounding it serve as daytime running lights. BMW aren’t subtle in singing its praises, claiming it “illuminates the road with a hitherto unrivalled clarity, ensuring even better perception in traffic”. There’s also an option to equip the R 1300 GS with Headlight Pro, where the LED beam turns into the corner, informed by the bike’s lean angle sensor.

That’s just one of a very long list of optional extras, including all the aforementioned additional riding modes, semi-active suspension, quickshifters and so on. Perhaps one of the most anticipated, especially for those who spend a lot of time on the motorway, is active cruise control. BMW are calling the GS’s system “Riding Assistant”, and it brings together a number of features.

The first is Active Cruise Control (ACC) – which uses a forwards-facing radar to adjust the bike’s cruising speed to maintain a safe distance to the vehicle in front. On top of this is anew Front Collision Warning (FCW) system, which you can read more about here.

In short, this uses the radar sensor to anticipate potentially dangerous situations ahead even when the cruise control isn’t engaged, and can alert the rider, then even apply the brakes, in an attempt to avoid a crash or at least reduce its severity. The third element is Lane Change Warning, which uses a rear-facing radar to monitor traffic approaching from behind, and warn a rider if vehicles are travelling closely, or approaching at speed.

One other thing that’s a new option for the 2024 R 1300 GS, which hasn’t been available on previous models, is an electrically adjustable windshield. This doesn’t come as standard, but is included as part of the Comfort Package, or can be specified on its own.

As mentioned above there’ll be a TE version in the UK which includes many of the options (namely the Dynamic Pack and Touring Pack), but doesn’t include the Comfort, Enduro or Innovation Packs. In essence, it feels like BMW are offering so much choice that it isn’t a case of just asking for a bike with everything, but having the freedom to spec the exact bike that you want. Whether that’s a blessing or a curse may well come down to how much you like looking at online configurators, and how big your budget is…

2024 BMW R 1300 GS Rivals

There’s no doubt that the premium, flagship, big-cc adventurer is one of Europe’s most hotly fought categories, and one the GS has dominated for over a decade. For many GS buyers there really isn’t such a thing as a rival – if anything, the most pressing decision may be to stick with their existing 1200 or 1250, versus trading in for the 1300. But as far as the new-bike market looks in 2024, here’s the GS’s three closest competitors.

Ducati Multistrada V4| Price: from £17,161

Power/Torque: 168bhp/92lb·ft | Weight: 240kg

Triumph Tiger 1200 GT| Price: from £14,995

Power/Torque: 148bhp/96lb·ft | Weight: 240kg

KTM 1290 Super Adventure S| Price: from £16,599

Power/Torque: 158bhp/102lb·ft | Weight: 238kg (est)

2024 BMW R 1300 GS Verdict

For now, all we know is what BMW have told us about the R 1300 GS. On paper it sure seems like an immensely, comprehensively impressive package. It appears to have all bases covered – more performance, more adaptability, more versatility, more safety, more personalisation options, and yet all delivered in a more compact package, with a substantial 12kg weight saving. But the dramatic styling change will no doubt prove controversial to some, the fuel tank is a whisker smaller, and for those focused on peak performance the R 1300 GS remains less powerful than the Ducati, Triumph and KTM alternatives.

Stay tuned for our verdict once we’ve ridden the R 1300 GS in late October!

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2024 BMW R 1300 GS Technical Specification

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What is MCIA Secured?

MCIA Securedgives bike buyers the chance to see just how much work a manufacturer has put into making their new investment as resistant to theft as possible.

As we all know,the more security you use, the less chance there is of your bike being stolen.In fact, based on research by Bennetts, using a disc lock makes your machine three times less likely to be stolen, while heavy duty kit can make it less likely to be stolen than a car. Forreviews of the best security products, click here.

MCIA Secured gives motorcycles a rating out of five stars (three stars for bikes of 125cc or less), based on the following being fitted to a new bike as standard:

• A steering lock that meets the UNECE 62 standard
• An ignition immobiliser system
• A vehicle marking system
• An alarm system
• A vehicle tracking system with subscription

The higher the star rating, the better the security, so always ask your dealer what rating your bike has and compare it to other machines on your shortlist.