BMW’s standard ‘big boxer’ GS has been the best-selling adventure bike since the first R 1200 GS in 2004. It is the benchmark adventure motorcycle and, in recent years, the big tanked and more rugged ‘Adventure’ variant, as first introduced with the 2001 R 1150 GSA, has become as popular, if not more popular, than the standard model. So, on the back of this year’s all-new R 1300 GS, which we’ve tested previously on Insidebikes, this latest GSA has a lot to live up to. But while its unconventional looks continue to split opinion, on the road the 1300 GSA’s ride, spec and performance are all a big upgrade over the old 1250’s.
The ‘Adventure’ formula remains the same. Compared to the standard R 1300 GS it boasts a 30-litre fuel tank (up from the GS’s 19), extra touring comfort (via a taller screen), more rugged, off-road appeal (via wire wheels, crash bars and more) plus more sturdy luggage options (via a stronger rear subframe) and host of other add-ons such as extra riding lights. All of that has been packaged cleverly and compactly with a sort of boxy, ‘Tonka Toy’ styling which, although contentious, in the metal makes perfect sense. It retains the GSA’s traditional stature and presence, but in a more compact, manageable way. While the 1300’s basics (new 145bhp engine, lighter chassis, new tech including radar cruise and automatic seat lowering) are unchanged, the overall result delivers brilliantly, making the new GSA just as imposing and effective as ever, but far less intimidating, more manageable, faster and better equipped.
As it’s based on the new-for-2024 R 1300 GS, the GSA has the same all-new 145bhp engine (up from 136bhp on the 1250) – and you can immediately tell the difference those nine extra horses make. There’s an extra verve and immediacy over the old 1250 and, although it can’t quite match the 1300 GS due to the extra weight, it’ll still be entertaining enough for most while delivering the all-round flexibility and ease GS owners love. That said, with Ducati’s latest 1200 Multistrada V4 and KTM’s 1390 Super Adventure both putting out 170bhp, if outright performance is what you want from your adventure bike, the BMW still lags behind a little.
Handling-wise, ‘adventure’ versions of BMW’s big GS have always been a little more cumbersome and top heavy owing to their extra weight and higher stance but, with the new 1300 and its low, broad tank and clever design modifications, it’s less noticeable. Although heavier than the GS, the GSA’s steering and handling feels little different. Steering is sufficiently nimble, the ride is plush but controlled, optional ASA (Automatic Suspension Adjustment, which alters front and rear settings on the push of a button) is available and recommended, and the lower CofG makes switchbacks more fun. It takes less effort than the old 1250, too.
That said, the GSA remains a big, tall adventure bike, with all the upright poise; roomy, wide barred space and cossetted tall, adjustable screen and long-distance seat comfort that goes with it. What’s more, as ever with the GS, there are a myriad of options ranging from different seats of varying heights and styles, heated handlebar grips and alternate screens. But what’s new and seriously impressive is that, while bigger and more imposing than the standard GS, the 1300 GSA is barely more intimidating or awkward, and is significantly more manageable than the old 1250. The old R 1250 GS was a pretty big bike, but acceptable for most, although the old 1250 GSA was huge and sometimes intimidatingly so. Yet with the new 1300 GSA, although overall weight is little different, its saddle height is a 20mm lower (at 870mm) and the machine seems lower, slimmer and more manageable. The aforementioned optional suspension lowering device, and the additional option of BMW’s new semi-automatic gearbox system also contribute to make the GSA more accessible for riders with a shorter inside leg measurement.
Versatility has always been the GS’s ace card and a key reason behind its popularity. It’ll tour, take a pillion, is sporty, customizable thanks to a wealth of accessory options, has a prestige badge, attractive image and will even go off road. The Adventure, meanwhile, has always been all of that – and more. The new 1300 continues that theme and is also better in virtually every respect. It is sportier and better handling, lighter and more manageable and better off road. New features such as radar cruise and automatic seat lowering add to the appeal and being slightly smaller and more manageable makes it better around town than the old 1250 GSA too.
As for equipment, the R 1300 GS already has masses of it and the new GSA takes things further still. Three main variants are offered: the off-road Trophy, all-rounder Triple Black and top spec Option 719 Karakorum. All have an electrically adjustable screen, 6.5” TFT dash, riding modes, traction control, ABS, LED lights and X-shaped running lights, radar assistance and more. Keyless ignition and heated grips are now standard (which explains part of the price hike), plus there is also a plethora or options ranging from luggage to different (and heated) seats. The GSA has a bigger tank, taller screen and different rear subframe, while further options include forged wheels, Akrapovic exhaust and adaptive vehicle height control. One hot-off-the-press option is BMW’s new ‘Automated Shift Assistant’ (ASA) clutch lever-less semi-automatic system, which was launched to coincide with the GSA and is also available on the standard GS. It costs £600 extra and works impressively either in ‘Manual’ clutchless mode (where you simply change gear with the foot pedal without the need to pull in a clutch lever), or full ‘Auto’ where it’s almost like a ‘twist and go’ scooter!
What does the BMW R 1300 GS Adventure cost, and should I buy one?
At the time of writing, the R 1300 GS Adventure starts at £18,870, so is not only £2400 more than the basic 1300GS, but £2210 more than the outgoing 1250 GSA.
That’s a lot of money, but if you want the biggest, boldest, ‘ultimate’ version of the most popular and proven adventure bike of all, this is the one. Although some at first questioned its looks, they’re certainly better in the metal and the bike itself is significantly better than the old 1250 GSA, not just for the added performance and features but also for managing that rare trick of having all the big and bulky presence and stature of a true GSA yet hiding, disguising and packing it so well that you barely notice.
Yes, it’s more expensive than the old, but the performance and features such as keyless ignition, heated grips, crash bars and riding lights just about cover it. Overall, though, while the new R 1300 GS had already proved itself an exciting successor to the old 1250, the 1300 GSA now proves itself to be a bolder, more enticing version of that, with few of the compromises ‘A’ versions have previously brought.
BMW R 1300 GS Adventure Specification
Price: From £18,870
Engine: 1300cc boxer twin, DOHC ‘ShiftCam’, four valves per cylinder, air/liquid cooled
Power: 145bhp (107kW) @ 7,750rpm
Torque: 149Nm (110lb-ft) @ 6,500rpm
Transmission: Six-speed, shaft final drive
Frame: ‘Shell’ type
Suspension: (F) ‘EVO-Telelever, (R) preload adjustable ‘EVO-Paralever’
Wheels: Cross-spoke wires, 19”/17”
Tyres: (F) 120/70 x 19, (R) 170/60 x 17
Brakes: (F) 2 x 310mm semi-floating discs, four-piston radial calipers (R) 285mm disc, 2-piston caliper. Cornering ABS as standard equipment
Weight: 269kg (kerb)
Wheelbase: 1,534mm
Seat height: 870-890mm
Fuel tank: 30 litres
Fuel consumption: N/a
Service intervals: 6,000 miles
Warranty: 36 months unlimited mileage
Contact: www.bmw-motorrad.co.uk
Words: Phil West
Photos: Oli Tennant/BMW
