BMW R 1250 GS Adventure vs. R 1300 GS Adventure Test

Two days, two generations of what is probably the most famous adventure bike in the world, and one question that's on the mind of many GS riders. Is the leap from the proven BMW R 1250 GS Adventure to the new R 1300 GS Adventure really worth it? Franky and Gregor sent the two battleships into the foothills of the Eastern Austrian Alps, up to the Pfaffensattel and to the Stuhleck, over asphalt, through tight hairpins and a few kilometers of gravel. The test was structured around five pillars, from everyday riding to long-distance touring to light off-road terrain. No desktop spec sheet comparison, but honest impressions from two days in the saddle, with a full tank, mixed weather, and the full range that a big adventure bike is supposed to cover.

At first glance, both machines seem like the wrong tool for city traffic. The R 1300 GS Adventure is a battleship, as wide as some bikes are long, and the R 1250 GS Adventure isn't far behind. But as soon as the mass gets rolling, it disappears remarkably well. The boxer carries its center of gravity low, the engine's refinement is beyond reproach, and the clutches can be finely modulated. Both rigs sneak confidently through traffic queues and over the odd manhole cover.

In a direct comparison, however, differences emerge. For the first time at BMW, the R 1300 GS Adventure comes with an automatic ride-height lowering function that drops the seat by a few centimeters when stopping. This takes a lot of the intimidation out of the tall adventure bike build, especially for shorter-legged riders. In terms of ergonomics, the 1300's flatter handlebar stands out, while the 1250 noticeably lets the rider sit more upright on the bike. Surprisingly, despite the flatter handlebar, the new GS can be maneuvered through narrow alleys just as well.

When it comes to the engine, the 1250 impresses with its grunty composure at very low revs, and the throttle response feels a touch more analog. And when it comes to the brakes, a technological leap separates the two. The 1250 works with a semi-integral system, while the 1300 is fully integral. During very slow, tight turning maneuvers, Gregor found the more conventional metering of the 1250 more pleasant, because the front brake doesn't engage as early. A small nuance, but noticeable in everyday use. In the end, this pillar narrowly goes to the R 1250 GS Adventure, carried by engine refinement and brake feel.

On long-distance rides, both adventure bikes play to their signature strength. With the 30-liter tank, well over 400 kilometers are possible in one go, even 500 kilometers with a relaxed riding style, and fuel consumption of around 4.8 liters has barely changed between the generations. In terms of wind protection, for the 1.85-meter-tall Gregor, the 1250 actually comes out slightly ahead, because its screen cleanly directs the airflow over the helmet. The 1300 adjusts its windscreen elegantly via electronics and offers a dedicated thumb button for it, which is comfortable especially with changing temperatures. That said, the wind hits the helmet a touch lower.

On the topic of electronics, the R 1300 GS Adventure pulls away. Radar system, adaptive cruise control, and blind spot assist are on board or available, state of the art in the segment. That said, the testers remained honest. The adaptive cruise control is hidden away in the menu, its smallest following distance is rather generous for faster riders, and it shows its appeal more in stop-and-go traffic than during brisk touring. The seats on both machines are wide and soft, though the 1300 leaves more room to slide around at the back and is padded a touch firmer for long highway stretches. Because the technology noticeably eases long-distance riding, the long-distance category goes to the R 1300 GS Adventure.

Both generations made their biggest technical leap in the chassis. The 1250 rides on the semi-active Dynamic ESA, which set benchmarks in its time. In the new generation, the 1300 additionally regulates the damping more finely and opens up a significantly wider spread between plush comfort and crisp sportiness, all at the push of a button or via riding mode. The result is more feedback from the tires' grip level, more confidence, and the courage to pull into a corner faster. The new Continental TKC 80 plays right into this feeling.

When it comes to the engine, the numbers are close together. The R 1300 GS Adventure produces 145 hp and 149 Newton meters, the R 1250 GS Adventure 136 hp and 143 Newton meters, so a difference of about 9 hp and 6 Newton meters. On the road, a different picture emerges than on paper. The 1300 boxer revs out more willingly and with a more modern character, its sweet spot noticeably starting at around 5000 rpm. The 1250 counters with the classic, grunty GS torque from way down low, letting you push out of the tightest radius in a tall gear. The quickshifter works a touch more pleasantly in the 1300, with less pressure and less dive. Combined with the forward-leaning ergonomics, this results in a more dynamic riding feel. Anyone wanting to ride the adventure bike sportily will be faster on the R 1300 GS Adventure — this pillar belongs to it.

Both machines rolled on the new second-generation Continental TKC 80, a true classic with a 50/50 character between road and off-road. Visually, it stays very close to the old familiar tire, but it has been completely reworked, with new block design, new rubber compound, and new carcass for more robustness and more traction on loose surfaces. The predecessor's biggest weakness was in the wet, and it was precisely there that the new generation impressed on the wetter sections of the tour with good, honest feedback. A tire that announces its limit in good time instead of concealing it. More information on the Continental TKC 80² here.

As soon as the asphalt ends, the tables turn. In terms of chassis, Franky prefers the 1250, because with a bit more travel it works a touch more forgivingly over rough terrain. In very slow off-road going, the semi-integral brake is also preferred, because the front brake doesn't engage unbidden during careful maneuvering. Add to that the more upright standing position, further supported on the test bike by Touratech risers, as well as the somewhat more analog throttle, which makes fine metering easier. The 1300 counters with more finely regulated tech like the Hill Start Controller, but in real off-road terrain, feel is what counts.

The scale delivered a surprise on weight. Fully fueled with 30 liters and with the side cases removed, the 1250 tipped the scale at 284 kilograms, the 1300 at 285 kilograms — practically identical. The off-road portion was deliberately kept light, because you ride with respect in front of such heavy and valuable machines.

In terms of economy, the 1250 leverages its mature track record. Fuel consumption has stayed the same, the used market is well documented, and depreciation runs at around seven percent per year. The cardan shaft is worth a closer look. Up to the 1250 series, there was effectively a very long trouble-free period, while BMW specifies a cardan service at around 80,000 kilometers starting with the 1300 model series. The cardan shaft alone costs about 800 euros, a bit more in Switzerland, plus mechanic's hours, so a four-figure sum quickly adds up. For high-mileage riders this is manageable, though a residual unknown remains with the younger model. Off-road and

Anyone getting the big GS ready for travel can't avoid good luggage. The Westwind Heavy Cavalry is one of the first soft bags that fit directly onto the original racks of the R 1300 GS Adventure without modification, and it also stays light and slim, causing less worry off-road than heavy aluminum cases. More information on the soft luggage for the R1300 GSA can be found on the official product page of Westwind Moto

For darkness, the Lonerider Moto Lights MTL9 were fitted to the 1300. They connect to the GS's onboard system via the universal ring, blink along with indicators, serve as a supplement to low and high beam, and illuminate up to 700 meters ahead, turning night almost into day. For Franky and Gregor, currently the cleanest and smartest solution if you're looking for high-end quality auxiliary lights. More information on the Lone Rider MTL9 here.

After five pillars and two days in the saddle, it's remarkably close. The R 1250 GS Adventure takes everyday riding, off-road, and economy, the R 1300 GS Adventure takes long-distance touring and riding dynamics. On points, then, a razor-thin edge for the proven generation, but both testers agreed that in the end it remains a matter of belief. The gap is smaller than expected at almost every point.

Franky likes to compare the GS to a pirate ship, and that quirky feeling lives on in the 1300 as a major revolution, just sharper, more dynamic, and with clearer feedback. Anyone who loves the grunty boxer, the composed calm, and the well-documented resale value will still find an all-round coherent machine in the 1250. Anyone looking for more dynamics, the more finely regulated chassis, the new electronics, and the forward-leaning seating position won't regret the switch.

Perhaps that's the nicest realization of this tour. Both generations get to live on side by side, each in its own way, and the end customer benefits from the greater range. Two extraordinary adventure bikes, a foothill region full of hairpins and gravel, and in the end what remains above all is respect for what these bikes can do.