BMW Motorrad celebrated its centennial anniversary with the launch of its completely re-engineered flagship adventure bike—the 2024 BMW R 1300 GS. Reincarnated from the wheels up with a 1301cc powerplant, the new form factor is both lighter and more powerful than its 1254cc predecessor and packaged in a sportier aesthetic that ushers in a new epoch for the pedigreed GS and relegates my personal BMW GS hex-head as a necessary means to this end.
Since birthing the adventure bike segment in 1981 with the debut of the BMW R 80 G/S—short for Gelände/Straße—the Bavarian marque has faced increasing competition from European and Japanese manufacturers who have introduced an abundance of models to disrupt the dominance of the BMW GS and get their shares of the open-class adventure bike market. Even Harley-Davison joined the fray with the launch of Pan America in 2021.
Over six years ago, BMW Motorrad quietly commissioned Project Pacesetter. It was squarely aimed at disrupting BMW’s traditional thinking around GS development and embracing a contrarian engineering ethos where every part, feature, and system would be scrutinized. The only non-negotiable constraint would be that the new GS must utilize the iconic boxer engine configuration.
It is the classic Innovator’s Dilemma—the need to disrupt one’s own thinking, even at the risk of undermining one’s current products, to avoid being overtaken by the competition. The objective was to create an R-series GS that was much more than the sum of its parts—thoroughly distilled, technologically advanced, yet elegant in both form and function.
The stakes could not be any higher. The GS has been the undisputed torchbearer for BMW Motorrad and claimed to be the best-selling premium motorcycle in the world. It garners a lion’s share of annual sales revenue for BMW Motorrad.
With unbridled enthusiasm and a fair amount of journalistic skepticism, and as an earlier-generation GS owner, I headed to the south of Spain to put the new R 1300 GS through its paces. The test venue is the beautiful coastal mountains surrounding Málaga and the Costa del Sol. Two days of cool sunshine greeted me as the rugged terrain proffered up gorgeous twisty tarmac and even a few off-piste stints through damp sand washes and cobble-strewn trails. Here are the 19 Fast Facts that you need to know about the completely redesigned 2024 BMW R 1300 GS.
- The new flagship GS appears slimmer and more compact, with a refined, uniform appearance. Pictures do not do it justice. Subjectively speaking, previous GSes have had a more industrial look—an amalgamation of various parts that earned it affectionate monikers such as the Mastodon of Adventure and the Swiss Army Knife of Motorcycles. The new R 1300 appears more monolithic and indivisible, distilled into its essentials, rendering only a small handful of parts that remain interchangeable and backward compatible with the previous R 1250. Mounting the new GS, it’s immediately apparent that the svelte bodywork allows additional sight lines. I can see more of the tarmac around me, making it feel visually smaller from the cockpit. The distinctive X-shaped LED headlamp makes a strong statement in the early morning light.
- The 1301cc boxer twin engine fires up and idles smoothly with a syncopated thump, yet audibly roars with a snap of the throttle. Peak output has increased from 136 to 145 horsepower. Peak torque is up 5 ft-lbs to 110 ft-lbs, and the new GS hits peak torque at 6500 rpm, over 1000 rpm sooner than the 1250. To achieve this level of performance, the compression ratio is raised from 12.5:1 to 13.3:1, and the engine is made even more oversquare by shortening the stroke 3mm and a 4.5mm widening of the bore. Combined with BMW’s Shift Cam technology that adjusts intake valve timing and duration by shifting between partial and full-load cam profiles, the result is an ultra-broad powerband that delivers at least 96 ft-lbs of grunt from 3600 to 7800 rpm before redlining at 9000 rpm.
- A new sheet metal monocoque frame and diecast aluminum subframe provide the 2024 BMW R 1300 GS with spot-on responsiveness and rider feedback. BMW has eschewed the tubular steel frame and its multitude of mounting points, replacing it with a hollow fuselage-like steel frame that utilizes the engine as a stressed member. Tightly bonded to the new frame is the powdercoated diecast aluminum tail section that is much more receptive to rider inputs. Carving through twisty tarmac, the new GS responds well to handlebar and footpeg pressure, naturally but purposefully pulling through apexes and setting up for the next corner. The precision handling and feedback from the new frame make it feel more like a surgical scalpel than a Swiss Army Knife.
- A completely redesigned powerplant and transmission help to shave 26 pounds from the new GS. The new 6-speed transmission has been relocated beneath the big boxer twin engine, rather than behind it. This drops 14 pounds and creates a more compact setup without raising the center of gravity. This also has the extra benefit of reducing engine length, which allows for a longer swingarm and increased grip. Another eight pounds are reduced from the engine itself. A new lithium-ion battery, plus a 0.2-gallon reduction in fuel capacity to an even five gallons, saves another four pounds from the curb weight. Although the final weight will depend on the buyer’s penchant for packages and optional equipment, the weight savings is welcome. However, make no mistake—at 523 pounds, the R 1300 GS is still firmly planted in the heavyweight adventure segment.
- With four ride modes included as standard, and another three available as optional equipment, the BMW R 1300 GS has a setting for every occasion. Road, Rain, Eco, and Enduro modes come with the standard base model. Regardless, an R 1300 GS on the showroom floor is highly likely to be fully featured and include the optional ride modes, and that’s a good thing.
- The optional Dynamic, Dynamic Pro, and Enduro Pro modes are welcome additions for spirited riding and fine-tuning rider preferences. The Pro modes allow for customizations across the R 1300 GS’s wide array of electronic aids, including throttle response, traction, cornering ABS, semi-action suspension, engine braking torque, auto-off throttle during braking, and hill-start assist. While that’s a mouthful, even without the marketing acronyms stripped away, it feels much simpler in application. My go-to ride modes are Dynamic Pro for carving up the tarmac and Enduro Pro for off-road excursions, with my handlebar toggle switch configured to turn traction control off for either one—more on this later.
- The 2024 BMW R 1300 GS is entirely at home carving up circuitous mountain roads. Although the new GS is exceptionally comfortable for long-haul adventures, it’s amazingly fast and nimble through the twisties. Spirited time attacks through the Sierra de las Nieves aboard the new GS is an exuberant exercise for the throttle hand. Pulling out onto the highway and shifting through the gearbox, the new engine is a gem. Connecting apexes and accelerating out of hairpin corners, the gearbox shift lever becomes an afterthought as the Shift Cam technology dishes out loads of pulling power. This is where the broad torque of the 1301cc boxer really shines.
- Semi-active suspension has been around for a while, and BMW’s Dynamic Suspension Adjustment takes it to the next level. Typical semi-active suspension monitors and adjusts damping in response to rider demands and prevailing conditions, with more sophisticated systems also adjusting spring-preload. This works well, but it cannot stiffen or soften the inherent spring rate in the installed springs. Dynamic Suspension Adjustment cleverly uses secondary springs located within the front and rear shocks to dynamically adjust the stiffness of the spring effect on the suspension. It’s the suspension tuner’s equivalent to having his cake and eating it too. The outcome is a spectrum of adjustability to suit slow and technical off-road terrain, as well as aggressive tarmac excursions.
- The Telelever front suspension has been redesigned to eliminate friction and increase rider feedback. By eliminating ball joints on the top of the fork stanchions and utilizing a cleverly designed metal flex plate to absorb torsional forces, the Telelever suspension now provides the stiffness and precision I felt it lacked in previous iterations. Executing figure-8s in a parking lot, it’s readily apparent that the twisty flex that my personal GS has been all but eliminated. Pair this with a lighter and stiffer front axle, and the overall package is a giant leap towards more precise steering.
- Fully integrated braking subtly combines superb lever feel with a host of electronic aids. Typically, we think of rider aids or electronics in general as a disintermediation between the rider and the bike. In the case of the braking action, it’s a wonderful collaboration that operates imperceptibly. Both front and rear brakes are applied whenever the hand lever or foot pedal is actuated, while the semi-active suspension keeps the chassis controlled. The result is exceptionally stable braking, even while cornering, and fantastic feedback and feel. In the background, the electronics are in play as a safety net, so the rider is free to focus on the ride.
- Metzeler Karoo 4 tires bump up the off-road fun factor on the 2024 BMW R 1300 GS. This is, perhaps, my favorite new 50/50 adventure rubber. The Metzeler Karoo 4 is perfectly paired to GS Trophy variant of the R 1300 GS. Fantastic on cobbly trails, the Karoo 4s handled everything that came their way in my limited off-road excursions – loose gravel, sandwashes, and wet tarmac. The Karoo 4 is an excellent compromise, allowing canyon carving, blasting through riverbeds, and everything in between. With wire-spoke rims and 19/17-inch wheel sizing, the Metzeler Karoo 4 ratchets up the off-road performance of R 1300 GS nicely.
- The R 1300 GS could be the most off-road capable GS yet. Front-end feel is the key to getting the most out of motorcycle performance; when off-road aboard a 500+ pound motorcycle, it’s paramount. The new GS frame and Telelever front suspension have eliminated the flexy and somewhat vague feel I have experienced on previous versions. Feedback from the front tire is very direct and inspires confidence to steer the machine with more front-end inputs and utilize the entire profile of the Karoo 4. With less bodywork obstructing sight lines, maneuvering and hitting your marks in off-road terrain is greatly facilitated. I’m looking forward to trying the Sports Suspension option, which includes an additional 0.8 inches of travel at both ends, plus firmer damping settings.
- Although I did not get a chance to test the Adaptive Vehicle Height Control, we’d be remiss if we did not mention it. When the Harley-Davidson Pan America debuted with adaptive ride height, it was a shot across the bow for all other adventure bike manufacturers. It leveled the playing field for riders of all shapes and sizes, helping increase rider confidence in technical riding scenarios. The BMW implementation is fully configurable and designed to automatically lower the motorcycle by 1.2 inches for slow-speed handling, or mounting and dismounting. I’ve seen it work, and it was flawless, but I reserve final judgment until I ride with it.
- Radar modules mounted fore and aft monitor blind spots and enable adaptive cruise control. As motorcyclists, we’re constantly scanning for potential threats and dangers; it’s ingrained in us. Still, sometimes the adventure entails a bit of relaxation and smelling of the proverbial roses. With active cruise control, I can keep a set speed and pre-set distance to any vehicle in front of me. For leisurely lane changes, clever indicators on each side mirror illuminate when I have a vehicle in my blind spot. If I am overcome by the smell of roses and fail to notice that traffic has stopped ahead, Front Collision Warning summons my attention by automagically applying the brakes. Nice to haves? You bet.
- The 6.5-inch full-color TFT display is loaded with information and easily viewable whether seated or standing. The bright interface isn’t new for the 2024 R 1300 GS. The TFT is easy to see in all light conditions and works well with the lefthand thumbwheel and switches. I particularly like having a configurable button that lets me quickly toggle between two settings of my choice, without glancing down. This is convenient for toggling traction control on or off, heated grips, seats, or whatever suits you.
- With seven different seat combinations, the GS can be configured with a seat height from 31.5 to 35 inches. That’s a lot of variability, but the standard seat at 33.5 inches proved to be the best overall rider triangle for my 31-inch inseam frame. The transition from the seat to the fuel cap is nicely done—roomy, and padded.
- With four model variants, three optional equipment packages, and a smorgasbord of elective gadgetry to choose from, there are literally thousands of possible combinations. In addition to the base model, the new GS is scooped up in three additional flavors. The Trophy is kitted up for the off-road explorer, the Triple Black is aimed for the long-haul adventurer, and the Option 719 Tramuntana is for the edgy and avant-garde, each with their own colorways, seats, windscreens, and other accouterments. Add the optional Premium, Comfort, and Enduro Pro packages to the mix, and degrees in mathematics and probability are required to calculate the number of possible combinations consumers can create. While it may be daunting, getting it right means you have what is essentially a custom-built motorcycle.
- The 2024 BMW R 1300 GS will be available soon at a dealer near you. BMW is known for importing its fully featured bikes to North America, so be prepared to wait a few months if you plan on special ordering the $19,890 base model. The GS Trophy variant is my favorite, although the Triple Black makes a bold statement, and the edgy Option 719 Tramuntana combines metallic green and gold that will surely appeal to the avant-garde among us, especially if we’re also Notre Dame college football fans.
- Whether it’s carving up the canyon roads or exploring faraway backcountry routes long after the pavement ends, there is no doubt that this is the most capable BMW GS ever created. No other adventure motorcycle on the planet can deliver the visceral feel that comes with the boxer twin experience, and now it is lighter, faster, and more powerful than ever before. Arguably more impressive is the newfound precision and feedback from the symbiotic combination of structural rigidity, improved suspension componentry, and wiz-bang electronics. The 2024 BMW R 1300 GS is incredibly exciting, and we can’t wait to get our hands on a long-term test model. Fifteen years ago, the BMW GS inspired my wife and me to believe we could conquer the world on a motorcycle. And we did. It’s time to do it again.
RIDING STYLE:
2024 BMW R 1300 GS Specs
ENGINE
Type: Horizontally opposed twin
Displacement: 1301cc
Bore x stroke: 106.5 x 73mm
Maximum power: 145 horsepower @ 7750 rpm
Maximum torque: 105 ft-lbs @ 6500 rpm
Compression ratio: 13.3:1
Fueling: EFI w/ 52mm throttle body
Valvetrain: DOHC w/ dual profile cams; 4vpc
Cooling: Liquid and air
Transmission: Constant-mesh 6-speed w/ optional quickshifter
Clutch: Hydraulically actuated wet multiplate w/ slipper function
Final drive: Shaft
CHASSIS
Frame: Two-section steel sheet metal w/ bolt-on subframe
Front suspension; travel: BMW Evo Telelever 37mm fork w/ central spring strut; 7.5 inches
Rear suspension; travel: BMW Evo Paralever and WAD strut w/ shock; 7.9 inches
Wheels: Cast aluminum (wire-spoke and forged aluminum optional)
Front wheel: 19 x 3.00
Rear wheel: 17 x 4.50
Tires: Metzeler Karoo 4
Front tire: 120/70 x 19
Rear tire: 170/60 x 17
Front brakes: 310mm discs w/ radially mounted 4-piston calipers
Rear brake: 285mm disc w/ dual-piston floating caliper
ABS: BMW Motorrad ABS Pro
DIMENSIONS
Wheelbase: 59.8 inches
Rake: 27.2 degrees
Trail: 4.4 inches
Seat height: 33.5 inches
Fuel capacity: 5.0 gallons
Curb weight: 523 pounds
2024 BMW R 1300 GS Price: $18,895 MSRP
2024 BMW R 1300 GS Review Photo Gallery
