Moto Review: 2024 BMW R1300GS

Whether you are commuting, discovering new places, or putting in big miles every day, there is only one adventure bike that comes to mind – the GS, which stands for Gelände/Straße (German: terrain/street). In the realm of adventure motorcycles, few nameplates evoke as much respect as BMW’s GS series due to its rugged style, durability, features and level of engineering. More importantly, it offers a great blend of on-road comfort and off-road capability, making it the go-to motorcycle for many adventure seekers on two wheels.

BMW updated the biggest, most capable and most expensive GS model this year, called the R1300GS. The new R1300GS is the largest displacement on a GS. Unlike BMW automobiles, the numbers still represent the displacement, but the changes are way more than just the extra displacement. The biggest and most significant change is the looks. The GS used to have a polarizing, unique, but cool design language, especially with the outgoing R1250GS and earlier models, it is no longer the case here.

Just like the previous model years, the new R1300GS continues to offer the rugged design language with a muscular stance, but it offers more traditional design elements with less distinctive details, mainly due to its new one-piece LED headlight design. The GS was never meant to win any beauty contest, but the new one is less polarizing and more aesthetically pleasing to look at. On the flip side, it is harder to recognize it is a GS from a distance, but as you get closer, you realize it just looks sportier and more modern compared to the outgoing model.

The rugged and sporty design language continues throughout the motorcycle from all angles, few important changes are worth noting, one is the integrated taillight with indicators. The GS no longer has a separate taillight like most newer BMW motorcycle models, it uses the indicators for everything. The bike has full LED lighting, so it doesn’t mean it is less safe, and the main reason is the blind spot monitoring sensor located right in the middle.

Compared to the outgoing R1250GS, the R1300GS is slimmer, easier to handle, and it feels smaller in general. BMW decided to make the R1300GS a little bit sportier to make it appealing to a wider variety of riders, and it is immediately noticeable. It still has the road presence and it is still wider than most entries, due to the large boxer engine, but it no longer feels as bulky. That said, it does not have the throne-like seating position we used to have with the R1250GS, still quite upright and comfy, but it’s a trade-off for slightly sportier ergonomics.

What makes the GS a good touring/adventure bike is the wind protection and touring-oriented features. The R1300GS offers an electronically adjustable windscreen that eliminates most of the wind hitting your helmet or chest. At 6’1″, I had no wind buffeting or even excessive wind noise at speed, and that’s where you feel the engineering difference compared to the other non-premium entries, where you constantly deal with extreme wind that causes buffeting or noise. The R1300GS also offers a relatively large cubby located in front of the tank, it is large enough to take any modern smartphone and can charge it via a USB port.

The windscreen can be adjusted through the physical controls located on the left, and BMW added a shortcut button to make riders’ lives much easier. You can also assign other important features to that shortcut button and adjust them on the fly, including the suspension setting, traction control, or riding modes. The TFT display and the software are unchanged for 2024, and the layout is quite easy to understand. You can also connect your phone, and use navigation through BMW Motorrad Connected App, or get the standalone navigation from BMW to have two separate screens – which is a better fit for long trips.

The biggest change for the R1300GS is the available adaptive cruise control and blind spot monitoring system. BMW is not the first motorcycle brand to offer those features, despite having all the resources as an automobile manufacturer, but they have done a terrific job of implementing those features to the R1300GS correctly. The adaptive cruise control system works flawlessly, the distance can be adjusted through the physical controls without going through the menus in the screen, and blind spot monitoring makes riders’ lives so much easier and safer in all circumstances.

The new R1300GS has a completely new engine, it is not just a displacement bump. It has less stroke compared to the outgoing R1250GS engine but has a significantly larger bore. It also has a new crankshaft and a much higher compression ratio of 13.3:1. The new engine offers a power output of 145 horsepower and 110 ft-lb of torque. It is the most powerful production BMW boxer engine to date.

As expected from a large displacement GS, it comes with a shaft drive with a single swingarm. The transmission has been re-designed, which is now mounted to the bottom of the engine and lowered the center of gravity. Unlike the previous generations, the R1300GS offers much more civilized and less industrial from the shifting perspective, even though it is still not as smooth as other entries with a chain drive, not having to lube the chain every 500 to 1000 km is a game changer.

The new R1300GS is approximately 26 pounds lighter than the outgoing version, makes more horsepower, slightly more peak torque, and a significant torque increase across the entire RPM range. Even by just checking the spec sheet, it is not difficult to realize that BMW decided to make the R1300GS more agile, slightly sportier and more appealing to a wider variety of riders.

The Telelever front suspension is a signature feature of any big displacement GS, but the R1300GS comes with a completely redesigned version to improve front-end responsiveness, which is one of the biggest criticisms of the earlier versions. The updated front suspension definitely communicates better with the rider, and it still eliminates the front-end dive in a magical way compared to any traditional motorcycle fork design.

One of the reasons why any GS has a cult-like following is that it does everything well, including light-duty off-roading. The suspension travel is unchanged from R1250GS at 7.5 inches front and 7.9 inches rear. New to 2024, you can opt for the sport suspension option which adds an extra 0.8-inch of extra travel front and rear, and it has a firmer suspension tune. Regardless of which trim you choose, it comes with a 19″ front and 17″ rear rim setup, which is the optimal choice for a touring machine.

The new bike has a slightly higher seat height, especially if you choose the optional sport suspension. The 33.5-inch seat height is manageable for above-average-sized riders, but the R1300GS comes with an optional Adaptive Vehicle Height Control that reduces the seat height by almost an inch when stopped or moving slowly, which makes it a lot easier for shorter riders. The way that it operates is quite fast and noticeable, unlike some other entries in the market.

Even though the touring capabilities aren’t any better with its slightly smaller tank and smaller footprint, the new R1300GS is a step forward for the brand. BMW decided to separate the two models, the GS and the Adventure for different types of riders. The non-Adventure GS is more fun and exciting to ride, more responsive, lighter, handles better, and easier to maneuver than the outgoing model, which makes the new R1300GS a better motorcycle everywhere, every day.

It is still a terrific touring machine with the fundamental features that make the GS the king of all types of terrain and now has more tech than ever. It does everything we throw at it without too much of a drama. However, the upcoming R1300GS Adventure would be the ideal choice for people planning to do cross-continental riding regularly with its much larger tank and more touring-oriented features.