Touring test BMW R 1300 GS vs. S 1000 XR 2024 compared

Welcome to the "Land of 1000 lean angles", writes hotelier and motorcycling veteran Rocky on the homepage of his MoHo motorcycle hotel! And he's right! The Mühl and Waldviertel in the north of Upper Austria offer more than just picturesque landscapes - it's a genuine paradise for touring riders. Between the Danube and the Vltava stretches a region full of weathered granite formations, mystical erratic boulders and idyllic river valleys. Old farmhouses and castles tell eventful stories, while a dense network of well-maintained roads makes biker dreams come true.

With little traffic, smooth corners and diverse options for a bite to eat, the region offers both tranquility and enjoyment. Even during the summer holidays - we were on the road in early August - the area remains pleasantly empty, making it perfect for relaxed rides or longer round trips.

The starting point of our test is the MoHo run by Franz "Rocky" Rockenschaub in Liebenau. With only 23 rooms, half-board that pampers you culinarily, a wellness area and a heated outdoor pool, it's certainly possible to stick around here longer. Rocky, a motorcycle-enthusiastic host and certified tour guide, not only provides us with insider tips but also offers perfectly worked-out GPS routes on request. So we can start our comparison test ideally prepared.

The GS and the XR both offer well thought-out ergonomics, but with a different focus. The GS impresses with its relaxed, upright seating position and generous amount of space. "You sit like on a throne, long tours feel effortless," Philipp praises the comfort on the paddock hind. For pillions too, the GS remains unbeatable with more room and a relaxed knee angle.

The XR, on the other hand, is aimed at sportier riders. Although freedom of movement in the saddle has been increased compared to its predecessor, Gregor concludes after a scorching-hot stage: "You sit strongly integrated, almost becoming part of the bike." However, the more active seating position demands more effort, and the position of the footpegs dictates a sharper knee angle, which tires you out on long tours and forces more frequent breaks. In the second row there is less room than on the GS, which limits travel comfort with a pillion on the XR. The side grab handles are also hard to get a grip on, even with a narrow backside. On the plus side, there's a wedge on the seat that reduces the pillion sliding forward under braking.

The semi-active chassis of the GS is in a class of its own. "You glide over the roads, bumps are simply ironed out," Philipp raves. This level of comfort, paired with stability and composure, makes the GS the ideal companion on long tours - even on bumpy roads. Only the customization options of the chassis are limited. When riding in the road riding modes, only the Road and Dynamic settings can be selected, while in the off-road riding modes there's also a - significantly softer - Enduro setting available. If you want to ride in one of the two Enduro riding modes, the chassis in turn cannot be set to Road or Dynamic.

The S 1000 XR also lined up for this comparison with the optional semi-active chassis. It appeals to sporty riders who appreciate more precise feedback and more direct response. This directness, however, takes its toll on uneven roads. In a direct back-to-back comparison, it's noticeable that the XR's more comfortable Road chassis setting is still considerably harder than the Dynamic setting on the GS. Truly comfortable gliding is not in the nature of the BMW S 1000 XR, but in Dynamic mode nothing throws it off its stride. Through fast, wide corners it sits planted like a plank.

In tight hairpins or switchback corners, the S 1000 XR can't quite keep up with the handling wonder that is the GS. The wide rear tire (190-section) is certainly one of the reasons for this, since the GS runs the 170/60/17 dimension at the rear.

The GS's Boxer delivers an impressive 149 Nm of torque and shines with powerful drive regardless of engine speed, which is especially noticeable in a direct duel with the four-cylinder in the XR. "A true all-rounder that performs confidently in every situation," Philipp says, convinced. Whether lazy touring without much shifting or attacking uphill: the massive 1300 GS offers effortless riding pleasure, even though the engine character has changed somewhat compared to its predecessor and the punch from down low in the rev range no longer hits quite as hard. You'll find the detailed comparison of the technical data in our motorcycle comparison BMW R 1300 GS vs. BMW S 1000 XR

The XR relies on an inline four-cylinder with 170 hp, which presents itself as revvy and dynamic, although you still have to keep it in a high-rev range to unlock its full potential. "It wants to be revved, and if you indulge that wish, it rewards you with sporty riding pleasure," Philipp sums it up. The flip side of the coin is that when winding out the engine, you're already well beyond all speed limits in second gear. Even in the deserted Waldviertel, you can't fully give in to the rev-happy frenzy if you care about keeping your license.

But that's not the only reason the Boxer remains the more universal engine in everyday use - the four-cylinder's vibrations at constant speeds on the highway also somewhat cloud the picture. In addition, the 1000cc engine in the XR is noticeably thirstier than the 1300cc Boxer. Around 1.5 liters more premium fuel runs through the combustion chambers of the crossover bike per 100 km.

The GS offers comprehensive wind protection, which makes it untouchable in this comparison, especially on longer rides. Above all, the optionally available electrically adjustable windshield represents a unique selling point - it's not available on the XR for money or good words. From the hip upward, the GS takes the rider noticeably better out of the wind. The XR offers a windshield that can be manually adjusted between two positions via a lever, but its protective effect doesn't come close to that of the GS; on taller riders, a separation edge forms that hits the visor area of the helmet with pinpoint accuracy and partly causes turbulence. For the lower half of the body, things look better for the crossover bike - the wide four-cylinder chest protects the legs from moisture thanks to well-designed fairing, as Philipp and I discover involuntarily; here it's on par with its Boxer counterpart. If you want - as we did during our August test - fresh air in the saddle, the XR is the vehicle of choice, because even in its lowest setting, only a little of the cooling breeze reaches the rider on the GS.

Both the BMW R 1300 GS and the S 1000 XR offer solid deceleration. But even though we had the sport brake fitted on the GS, the pressure point is somewhat indifferent, and we know better in this segment of luxurious adventure touring bikes. Only the Telelever system takes some getting used to at first, as the lack of dive changes the feel when trail braking hard. Another feature that leaves mixed feelings in the saddle is the fully integral ABS. When the rear brake is applied, the front brake automatically engages as well - and vice versa. For riders like me who like to use the rear brake in tight corners to precisely control speed and lean angle, it feels unfamiliar and disruptive at first when the front brake suddenly joins in. After about 150 to 200 kilometers, a certain familiarity sets in, but a completely confident feeling never quite arrives.

The XR's brakes feel more precise, but could use a stronger initial bite. Here too, more sportiness would have been desirable. Of course, the ABS works lean-angle dependent and, as on the GS, engages sooner or later depending on the selected riding mode. In terms of control behavior, neither system can be faulted in the slightest - both work at the highest level and interventions are barely noticeable.

There's probably no motorcycle model with a comparable range of accessories as the BMW GS. That applies to the original accessories offered by BMW and the extensive factory configuration options, and even more so to the range of third-party products, as shown by the abundant Hepco & Becker equipment on our long term test bike. "There's nothing that doesn't exist," I blurt out somewhat flippantly in the video. In terms of resale value too, the GS is right at the top of the inexhaustible list of vehicles on the 1000PS marketplace. The XR is also quite well positioned in this respect, but can't keep up with the GS in the long run, as an analysis of the average prices of vehicles listed on 1000PS reveals. There are also considerably fewer accessory options for the S 1000 XR. The GS's higher purchase price can thus pay off upon resale, meaning the two bikes are close together in terms of value for money.

The BMW R 1300 GS and the S 1000 XR represent different approaches in the touring segment and appeal to different riders. The GS scores with exceptional comfort, confident handling and a versatile Boxer engine that enables both relaxed touring and dynamic riding. It particularly shines on long journeys, thanks also to its superior wind and weather protection as well as the diverse accessory options that leave almost no wish unfulfilled.

The S 1000 XR, on the other hand, offers a sportier riding experience that appeals especially to dynamic riders. Its agile four-cylinder delights with revvy character and power, but demands an active riding style and a willingness to stay in the high-rev range. The handling is also precise, though less playful than on the GS. For riders seeking the thrill of a sporty tour, the XR is an exciting alternative.

In sum, the 1300 GS remains the more versatile and comfortable choice even for pure road use, while the XR plays out its strengths in dynamics and sportiness.

Note: The verdicts were taken over from the previous individual tests.