BMW R 1300 GS Adventure 2025 Test

The appearance alone makes it clear that the new large GS Adventure fundamentally wants to distinguish itself from its slimmer sister - BMW openly states that the clientele of the two adventure bikes is completely different. The GS Adventure typically appeals to true long-distance enthusiasts who place more value on comfort. While the conventional R 1300 GS presents itself much more elegantly with many curves compared to its predecessor, the R 1250 GS, the new R 1300 GS Adventure remains true to its angular design, but in a completely new way with a functionally massive yet quite appealing exterior.

Amazingly, yes, because the new large adventure bike gets the same engine as the conventional R 1300 GS and benefits massively from the torque that has been further increased compared to the 1250 model. The power of 145 hp at 7750 rpm is, of course, nothing to sneeze at, and you can wind out the boxer engine if you wish, but the real joy on the Adventure is savoring the grunty torque from way down low. The maximum punch of an impressive 149 Newton meters is available at 6500 rpm, but there's plenty happening even before that—which you can clearly make excellent use of with a wet weight of 269 kilos! And we're talking about the factory specification without the many features that our test machines were equipped with. The massive luggage racks alone weigh a lot, which is why an average R 1300 GS Adventure, pimped with many features from the accessory list, will likely leave the BMW halls at no less than 280 kilos, probably much more.

I was particularly pleased during the test rides to find that this hefty machine can be moved surprisingly easily! The most challenging part is actually hefting the bike off the stand, which is naturally due to the reduced leverage with (my) shorter legs, given the relatively high seat position of 870 to 890 millimeters. However, BMW offers an effective solution for this on the large Adventure in the accessories - the adaptive vehicle height adjustment. A cumbersome name for a cool system that lowers the seat height by 30 millimeters from 15 km/h down to a standstill and raises it again imperceptibly from around 50 km/h. Don't worry, the system can be set so that it doesn't lower in Enduro mode, as it could be counterproductive off-road if ground clearance is restricted at walking speed. If you choose the "adaptive vehicle height adjustment comfort," the system lowers an additional 20 millimeters, and together with the lowest seat, you achieve a saddle height of just 800 millimeters! A real argument for the short or perhaps slight riders who no longer have to miss out on the pleasure of the R 1300 GS Adventure.

Once the big GS Adventure gets going, it surprisingly handles quite nimbly. This is partly due to the Metzeler Karoo 4 tires, which were fitted to the bikes because of the relatively high off-road portion during the presentation. The BMW R 1300 GS Adventure falls into corners with comparative agility. However, a significant part of this is also due to the low center of gravity and the longitudinally mounted boxer engine, which the hefty GS still uses as its major handling advantage. The pleasant handling wouldn't be complete without the successful suspension setup, which is noticeably tuned for comfort but doesn't shy away from a slightly sportier pace. This fits perfectly with such narrow roads with partly nasty asphalt, like those we encountered during the test rides in Spain - though they can be found in abundance all over the world! This once again highlights the big GS Adventure as an excellent globetrotter.

The reason I haven't yet mentioned the seat comfort is because the new big GS Adventure does exactly what you expect from it: It offers excellent comfort and wind protection, allowing you to probably ride through a full tank of the aforementioned 30 liters of fuel - and that could be up to 600 kilometers with very moderate riding!

In this context, it should naturally be mentioned that the BMW R 1300 GS Adventure is packed with many cool and practical features - starting with the numerous options for securing and storing luggage and gear, the practical luggage system with a flip-up tank bag for accessing the fuel filler, to the compartments on the massive fairing - everything is designed for the rugged yet comfortable journey. A complete worry-free package!

Regarding comfort, our test machines were also equipped with the intriguing ASA (automated shift assistant). The system, which I had previously tried on a conventional R 1300 GS, proved even more confident during the extensive test rides in Spain, including a significant off-road portion. The clutch lever is eliminated, with small electric motors taking over the clutch work. You have a foot shift lever to perform gear changes yourself as usual, which essentially works like a normal shift assistant with a blipper. However, you also have the option to leave the shifting to the electronics, which will autonomously perform gear changes earlier or later depending on the selected riding mode - in Eco mode, it shifts up very early, while in Dynamic Pro mode, it winds out a gear longer. In any case, these gear changes do not work poorly in any mode, so I wouldn't want to avoid using the system. On the contrary, the system even detects when you're descending steeply and stays in the gear that allows engine braking - truly very sophisticated and intuitively programmed. If you ever want to intervene, you can do so by simply operating the shift lever; the system accepts all commands from the rider and doesn't act up by immediately trying to restore the original state. No, it takes just as much time until the situation, perhaps a tight corner you wanted to take in a lower gear, is over. That's how it should be; such systems are meant to support the rider, not patronize them. The only situation where electronic intervention is absolutely necessary is abrupt braking to a standstill in a higher gear - then the system shifts back to first gear.

The only criticism from my side concerns the feeling at the foot shifter. It feels very synthetic, like using a joystick without the feedback of a click, as is typical with a real gearbox. However, according to BMW, this is precisely what makes the difference, as it allows for shifting up and down with minimal effort. If necessary (though I hope no one tries it!), even with flip-flops. And off-road, while standing, these incredibly precise and short gear changes were actually quite convenient for me - a clear sign that one will quickly get used to this initially somewhat sterile operation.

The brakes, of course, do exactly what they're supposed to do. The sports brakes, which are included in the Dynamic Package that was installed in our test machines, offer more visual than functional advantages—the improved heat dissipation of the sports brakes will never be necessary on an R 1300 GS Adventure. In any case, even with the standard setup, you have an extremely reliable and perfectly controllable brake system, which, by the way, comes from Brembo, although it doesn't carry the Brembo branding. This makes BMW a very rare customer of Brembo, choosing not to highlight the renowned Italian name!

For those who are so interested in the new BMW R 1300 GS Adventure that they also want to know what it will cost, they won't be too shocked by the approximately 22,500 euros in Germany and 25,000 euros in Austria. After all, the days are gone when you got a completely bare-bones motorcycle from BMW unless you ticked off a lot of options on the accessory list. The new R 1300 GS Adventure comes standard with all lean-angle-dependent assistance systems, a conventional cruise control, heated grips, RDC (tire pressure control), Keyless Ride, integrated auxiliary lights, and even the electronic suspension with load compensation. As usual, the Bavarians manage to make you want more - which isn't surprising given the great functionality of features like the ASA, the adaptive cruise control with radar support, the adaptive vehicle height adjustment, and many, many other accessories and packages. Thus, a large GS Adventure in Germany quickly approaches the 30,000 euro mark, and even far beyond that in Austria. However, anyone who takes the GS Adventure on long tours and also masters surprisingly good off-road passages will certainly not regret the money spent.