BMW R 1300 GS 2025 — Specifications

Forty-six years after two flat-twin prototypes devoured 2,200 kilometers of South American trails to give birth to the R 80 G/S, BMW Motorrad decided to question everything. Not a reasoned evolution, not a cautious facelift to avoid upsetting loyal customers of a model that represented more than a third of the brand's total production. No, the BMW R 1300 GS is a clear, almost brutal, break with a lineage that the R 1250 GS had brought to its commercial peak. The result is divisive, and that’s precisely what makes it interesting.

Let's start with what's hidden between the horizontal cylinders. The flat-twin goes to 1,300 cm3 with a bore of 106.5 mm for a stroke of only 73 mm, a geometry even more square than that of the 1250. Direct result: 145 horsepower at 7,750 rpm and 149 Nm at 6,500 rpm, respectively 9 hp and 6 Nm more than its predecessor. On paper, these figures seem out of place for a long-range trail bike; in reality, they mainly translate to a more responsive engine, boosted by enlarged 44 mm intake valves and a knock sensor that constantly refines injection. The announced consumption of 4.75 L/100 km, coupled with the 29.9-liter tank, promises a range that exceeds 600 kilometers. This is the argument for the great long-distance travelers, those who count kilometers before turns.

What the 2024 BMW R 1300 GS fundamentally changes is its architecture. The tubular steel trellis rear frame, a visual hallmark for generations, gives way to a die-cast aluminum frame. Direct consequence: the line becomes slimmer, the profile lengthens, and the bike loses 12 kilograms to reach 237 kg fully fueled. It is the lightest GS in its segment today, ahead of the KTM 1290 Super Adventure and the Honda Africa Twin 1100 Adventure Sports. EVO Telelever and EVO Paralever suspensions inherit a revised geometry, and the DSA (Dynamic Suspension Adjustment) system now intervenes on the front and rear preload simultaneously, according to the selected riding mode. The wheelbase lengthens to 1,534 mm to stabilize the whole on highway and paved roads.

As standard, the machine includes four riding modes (Road, Rain, Eco, Enduro), traction control DTC, Full Integral ABSPro, engine torque management MSR, hill start control, Matrix LED lighting with integrated turn signals in the handguards, a 6.5-inch TFT screen, and heated grips. This is a solid equipment level. Options, on the other hand, constitute a catalog in their own right: adaptive cruise control ACC, front collision warning, lane change detection, heated seats, electronically adjustable seat height between 820 and 848 mm. For the 2025 model year, the ASA gearbox — automated clutch and gear selection — makes its appearance on the Adventure version. A first on a trail bike of this category, which completely eliminates the clutch lever and radically simplifies off-road riding.

What is the price of a 2025 BMW R 1300 GS? The base starts at 19,870 euros. This is the entry level. Once you start ticking the options, the bill quickly rises above 25,000 euros, and some configurations exceed 30,000 euros. This price positioning definitively distances the GS from the general public to reserve it for experienced riders seeking a machine capable of swallowing the Galibier Pass on a Tuesday and a rutted track on a Thursday. Facing the Ducati Multistrada V4 or the Triumph Tiger 1200, it holds its own with solid technical arguments. The only serious reservation concerns the reduced windshield, which is more of a wind deflector, whose actual effectiveness on long distances remains to be validated in use. The rest is a machine built for those who compromise on nothing when it comes to efficiency.