Road test of BMWR 1300 GS Adventure 2025

A major Adventure!!!

adventure with a capital A takes on a special meaning at BMW with the R 1300 GSA. The model now known internally as the "rhinoceros" features a host of spectacular improvements since the 1250. The standard GS had already shaken things up spectacularly with new chassis and engine designs. Using the same solutions, in an imposing, extreme adventurer format, the Adventure imposes a new doctrine on expeditions around the world as well as on the highways of valleys and villages.

but can this pachyderm also extricate itself from rough terrain? With speed or over-considered effort? Under the guise of a certain experience or a genuine commitment to endurance?
A tour of the Ferté-Gaucher countryside will teach us the virtues, promises and obligations of this R 1300 GS Adventure.

succeeding the R 1250 GS Adventure is no easy task: taking the lead in the maxi-trail market is one thing, keeping it is quite another. Let's start with a quick tour of this new BMW opus. Of course, the styling is the same as that of the R 1300 GS, which appeared at the end of 2023. Gone is the asymmetrical headlamp; the new light signature is now a cross, the style of which has introduced a new GS identity. A daring choice that seems to be bearing fruit, given the number of sales.

the R 1300 GS Adventure is a golgoth

in terms of size, to say it's imposing is an understatement. Longer, wider, all for just 1 kg more. For a European, the Goldorak and Japanese manga look stands in stark contrast to its predecessor. The imposing 30-liter aluminum tank takes on taut lines, and the sides become square, with (if the option is taken) the possibility of attaching small 4-liter panniers to the side of them. The extremely flat top, equipped with a kind of anti-slip coating, could almost be used as a table to rest a can; surprising, but a detail that can come in handy when stationary. Large scoops to let the hot air from the radiators escape, oriented so as not to impede the driver, finish off the sides of our maxi trail. Rectangular long-range lights, positioned higher up and integrated into the bike, add a nice finishing touch. Here too, it's a complete stylistic departure from the previous Adventure series.

the turn signals have also been moved to the hand guards (unless you opt for the enduro pro package). The muffler common to the standard 1300 is much smaller than that fitted to the 1250. The small storage compartment above the fuel filler flap (ideal for a key, freeway tickets, credit card or laptop) has been redesigned to include a USB socket, while a pannier attachment system has been added. Of course, premium equipment worthy of the BMW name comes as standard. DSA electronic suspension, keyless keyless system, 6.5" TFT screen, electric bubble and heated grips are all standard. It's worth noting that the top case support is slightly mobile, the aim being to ensure proper weight centering when loaded. What's more, it is now equipped with an electrical connection for lighting and a USB-C port in the top case (optional). This system is also available for the left side case. Here's an overview of the available packages and options (which we'll look at later).

but let's get down to business! It's not every day you get to test a new version of a best-selling motorcycle. First observation: the 1300 GSA isn't just massive; it's also quite tall. In the saddle, even the smallest among us will have to use the levelling option, which lowers the chassis by limiting suspension travel by 20 mm. For the best possible access to the seat, saddle height options range from 800 mm to 890 mm, depending on the combination of trim levelling, suspension settings and saddle position (of which there are 2).

quick to get the hang of

for the first part of this test, we're going to take the small roads around the La Ferté Gaucher mechanical center. From the very first turns of the wheel, you instantly feel that, despite the colossal size of the machine, mastering it won't be a problem. The welcoming seat is comfortable, but the wider front tank means you have to spread your legs a little. The addition of wide, almost flat handlebars and fairly wide footrests means that you can maintain an upright position, which you can modify at will by moving the bike forward or backward. The landscape flies by, stress-free, everything under control... That's the impression you get on board, with a skilfully distilled tranquillity. It's soft, it's comfortable, and what's more, it protects better than well.

under the control of an ardor that begs to be awakened. The throttle control makes the engine react instantly. And depending on how the throttle is turned, you can either cruising along in peace, or awakening the 145 hp at your disposal. And yes, it's not just the plastic that has evolved. The engine, too, has taken its dose of steroids since the 1250, with 9 more hp and 6 additional Nm. In short, this is the most powerful BMW boxer engine ever produced - but not the biggest, that's for the R18. Among other things, the distribution system has been completely redesigned to deliver this performance gain. On the handlebars, there's no shortage of it, but since it's there, we'll take it! Pick-up is straightforward, and overtaking is no problem at all, even without dropping a gear. Pick-up is possible from just over 2,000 rpm, and you'll be pulling merrily along at 8,000. The engine sound is a little less metallic than on its predecessor, and even flattering to the ear, with a rather pleasant growl. It 's not explosive, but it's as full as an egg, and it'll always give you enough! Whether you're coming out of a corner or revving up, all you have to do is twist the handle. You wouldn't expect such velocity from this fake pachyderm.

as usual, several driving modes are available. The following come as standard:

• ECO, to optimize range via a restrained throttle.
• RAIN, for use on wet roads, with soft throttle control and maximum DTC (Dynamic Traction Control) intervention to limit grip loss.
• ROAD, for dry roads, with optimum throttle control.
• ENDURO, for off-roading with road tires, soft throttle and DTC adapted to off-roading.

you'll find 3 additional modes if you opt for the Dynamic Pack option, which include :

• DYNAMIC for dry roads, with throttle control more reactive than ROAD mode, and a more permissive DTC that allows slight rear-wheel drift and short wheeling
• DYNAMIC PRO same as DYNAMIC mode, but with throttle response, DTC and fully adjustable ABS
• ENDURO PRO for off-road with off-road tires, engine braking inactive, throttle response, DTC and ABS fully adjustable.

in use, and as on previous versions, each of these modes brings a different feel to the throttle, from the gentlest (ECO) to the most reactive (DYNAMIC). The former will make sense in urban environments, while the latter will give you a great feeling on open roads.

as for the transmission, this beauty is equipped with the Dynamic pack and therefore with a shifter, and our test of it brought no complaints whatsoever, either on the way up or on the way down. Importantly, although it may seem a little stiff, it has the advantage of not being activated inadvertently. Whether with or without a shifter, the gearbox, while not a model of smoothness, lets you feel the gears lock into place, and also responds in both directions to the slightest request. German engineers can be proud of their work.

a bike ready for anything

in terms of handling, we're in the presence of a finely tuned chassis, with DSA electronic suspension, Telelever EVO at the front and Paralever EVO at the rear, but how does it perform on the road?

let's not beat around the bush: when it comes to the chassis of a GS, you have to get up early to find anything wrong. The same rule applies to this new edition of the big Adventure. From the very first turns of the wheel, you can feel the bike balancing itself, and you'll never have to force yourself to guide it. Just as was the case with the GS and GSA of previous generations, the big adventurer has always had (due to its larger size and greater weight) a slight inferiority in terms of dynamic behavior compared to its "little" sister. This is still the case, and you'll notice the difference if you try out the 2 versions. Whether it's a change of angle, a course correction or just getting into a hairpin, the 1300 GSA will never ask you to commit. Despite its imposing weight, the GSA once again manages to remain easy and reassuring. The suspension, once adapted to the type of road and driving conditions you're on, ensures perfect comfort. There's no dive under braking, and a vigorous throttle response won't compress the rear end - the bike's attitude remains the same at all times, contributing to a feeling of confidence and comfort. Note that travel has been increased by 20 mm compared to the standard GS. In terms of protection, the adjustable bubble and the deflectors on either side of the fork head provide optimum rider protection.

on the braking side, 4-piston radial calipers at the front and a 2-piston floating caliper at the rear grip 310 mm and 285 mm discs respectively. On the handlebars, the power is there, and if my first impression was of a relative lack of bite, the few crashes I was able to try proved the opposite. It's efficient and, above all, provides a much better dosage. As mentioned above, the use of the brakes, regardless of the force applied, will never generate a change in attitude. While this may seem a little unsettling for those who have never ridden a GS before, it's a phenomenon you quickly get used to and understand the benefits of, not only in terms of the comfort it generates, but also in terms of the fact that the bike is easy to control, while remaining precise and free from parasitic movements.

riding aids beyond... riding

let's move on to the electronics - there's a lot of work to be done here! Depending on the options ticked on the order form, you're going to have to spend a little time figuring out how all these parameters work. Because here, almost everything can be adjusted. For example, on the shift light, you can set the trigger speed, the end speed, the brightness and also the flash frequency. As mentioned above, for each mode (if PRO mode), you can adjust the throttle response, as well as the trigger threshold for traction control and ABS. For cruise control, there are 2 possible settings: Comfortable or Dynamic. The forward collision warning system offers 4 choices: Early, Medium, Late, Deactivated. On the chassis side, damping settings can be adjusted to 5 positions for each driving mode.

of course, you'll also find all the information you need to know about your bike: tire pressure (reference values are also provided for those who never know how much to put in a tire), engine temperature, battery voltage, engine oil level and remaining range. In terms of connectivity, you can link a telephone and 2 headphones. Daily counters, including rest times, are also included. In short, you'll need to practice navigating the menus to find your way around. You'll find so many parameters that it's hard to get to them all easily.

to simplify the task, BMW has opted for the "Burger" button, a small knob that gives you quick access to the most common settings you need to adjust (bubble height, suspension, DTC, adaptive cruise control distance adjustment, damping, ride height). Once you've chosen a function, all you have to do is use the joystick to vary it. Disadvantage: only one function can be used at a time. If you've activated the bubble adjustment, you'll have to go back to the "Burger" button to select the saddle height if you want to change it. In their defense, given the number of adjustable parameters, a dedicated button for each one is unthinkable.

after this little electronic aside, let's return to a more down-to-earth subject... no pun intended!

does it like rolling around in the mud?

can a GSA do it all? For the road, that's a given. Now let's take a look at its off-road qualities. For this test, we're staying in La Ferté Gaucher, more precisely at Univers tout terrain, a site dedicated to the practice of TT, whether motorcycle, buggy or quad. To get a good idea of the new Teutonic's capabilities, two workshops await us - a track ride and a more radical cross-country section. We'll start with the simplest part, the gravel track.

a quick debrief before we set off: due to the rather capricious weather over the last few days, part of the track is not passable. We'll have to cut across the fields.... Perfect, that's what we're here for!

for this second part, we'll be testing an ASA version, i.e. with an automatic gearbox, THE big new feature in the 1300 GS range. As a reminder, to obtain an automatic gearbox version, you'll need to opt for the dynamic pack at €910 and add €900 for the ASA, i.e. a total of €1,810 to see the clutch lever disappear. Outch...!

the operating principle is simple. Once underway and with the gearbox in neutral, simply activate the brake lever (note that the front brake must be maintained until the engine is started) and engage 1st gear. The motorcycle will take off when you release the brake, just like a car's automatic gearbox. Then you have 2 options, auto mode "D" or manual mode "M". Auto mode is aptly named: you don't have to do a thing, the bike shifts gears for you. In manual mode, the rider takes back some of the control: it's you who shifts gears via the selector and without touching the clutch.... You'll have no choice, since they've removed the lever from the clutch! Shifting will depend on the mode you're in; in ROAD, downshifts will be slower than in DYNAMIC.

what does it feel like in use? First impression: you quickly get used to not moving your left fingers, and this will be a great advantage for the rest of the test. In fact, the ground is still quite soggy and in places looks more like little ponds than puddles. On the more rolling section, despite the presence of large puddles, the bike's balance is an asset. The rear end slips a little but doesn't wander too much, while gears are shifted when needed without jerking. The slimmer tank on the saddle side keeps the legs fairly tight when upright, while the wide handlebars give a reassuring sense of guidance, although a hair higher would have been nice.

the electronics play their part very well, particularly throttle management, which is perfect here. Once again, everything goes smoothly... The ASA gearbox comes into its own here. Not having to manage the clutch is a real advantage on this type of terrain.
After the rolling track, let's move on to the quagmires. A few water-filled ruts have been dug up by previous passes. While the principle is simple: keep the right amount of throttle - enough to avoid getting stuck, but not so much that you lose your rear end - the implementation with a machine of this weight is a whole other kerfuffle. Once again, thank you ASA! Worrying only about turning the throttle without having to manage a clutch, at the risk of losing traction, is really a big plus.

adventure has to be earned! Discover the Adventure

now let's dare to do a little crossing. The menu unveils a large bute to climb, followed by a fairly steep descent that lands on a 20-metre quagmire to cross before returning to the track. On the uphill section, my speed is too low... As I reach the middle of the hill, a slight twist of the handle gives me just enough momentum to make it to the top without a hitch. A formality! And thanks to the machine's perfectly mastered handling, the descent goes off without a hitch. The brakes and ABS handle this part of the trip perfectly, the only thing to do being to stay on course - the limit is more psychological than technical.

all that remains is to get through the quagmire... A little more throttle, but not enough, the rear end chases without regaining grip, the front end gets stuck and brakes the bike again. Fine anguish, slight hesitation, I lose too much speed and at the same time my balance: I'm in for a mud bath. This is a good opportunity to check out the protection, with the hand guards and the set of side guards playing their role perfectly. Just one blinker (integrated into the handguard) will have come off. For the lift, 2 people is not a bad idea if you don't have the techniques to do it alone. So as not to fail, I try again, without any further success; clearly lack of experience and slush to make a warthog cough.

The BMW R 1300 GS Adventure in the "punctured boar" position

all in all, this R 1300 GSA remains faithful to the GS lineage, with a constantly evolving electronic and mechanical package. A machine designed to devour kilometers without tiring, offering every possible comfort with an ever-increasing number of driving aids. The road, yes, but not the only one! It can also leave the asphalt behind without a care in the world. The German can also put its wheels down on steeper roads, but that's where it's up to you to get the hang of it! While the autobox version may be a little questionable on the road, it really comes into its own off-road. A 2-wheeled best-seller whose road-going pretensions make perfect sense in the face of a GS that's become more of a go-getter than a traveler.

Lionel "Guido" Baffert - Photos Lionel Baffert and BMW

what about options?

• Enduro pro package 390 €: handlebar riser, shorter levers, height-adjustable rider footrests.
• Finishing pro package €3,600: Includes innovation, touring and dynamic packs.
• Dynamic Pack €910: Pro riding mode (Dynamic, Dynamic pro, Enduro pro with customizable settings), HSC pro (hill-start assist), Sport brake (specific color with red monogram), but above all this is the pack to choose if you want the automatic gearbox called ASA for an additional €900, the default option is the Shifter pro.
• Innovation pack €1,280: riding assistant (same as in the Finition pro pack), rear collision warning, pro high beam.
• Touring pack €1025: electrically adjustable windscreen, aluminum pannier holders with electric functions for the left pannier, GPS preparation with handlebar controls (also serves as phone holder), chrome-plated collector.
  

but the list of options doesn't end there. The R 1300 GS Adventure can also be fitted with forged wheels, gold spokes, a levelling system (replacing the lowering kit), an Akrapovic exhaust, a comfort saddle in various sizes, and a host of other equipment to enable you to configure the GS of your dreams... without forgetting that dreams come at a price. And to lay the foundations, the entry ticket is €23,800 - for a full-option version, the pain can exceed €38,000, depending on the packs selected.