Road test of BMWR 1300 GS 2024 Ruthless mastery.

on a mound of earth, stones, tar and rubber, a shadow has long since stunned all those who try to climb it. Scratches in the rock bear witness to more or less successful attempts. A few have come close to the sun, even basking in the warmth of success and the ashes of the vanquished. But none has succeeded in chasing away the dominant name planted on this summit, projecting its overwhelming letters over the trail world: GS.
The 1250 has just abdicated in favor of a 1300 that has yet to prove itself. It takes up the gauntlet with unparalleled assurance, a provocativeness that we've never seen before, to achieve an obvious and terrible end for its rivals. By taking the throne, she has also masterfully soaped up the slope.

in 2022, BM sold 3,000 GSs (and a little more GSAs) in France. By early November 2023, just one month after its launch, the 1300 had already booked over 1,000 orders, and sales are expected to top 2,000 by the end of the year. That's how popular this model is, and what's more, it's seriously shaking up the Gelände Strassedynasty. Not only is its technical evolution striking, but its dynamic capabilities have reached such a level that it can dispense lessons in efficiency like a good pair of slaps.

before we set off into Cathar country to (attempt to) identify our star of the day, let's be courteous and get to know her. Instinctively, we know it's a GS. But not the one that has accompanied our gaze and our desires for decades. It's no longer that fortress on two wheels, behemoth at first glance, then surprisingly agile. It looks much more compact, more nervous, almost prototypical from certain angles. As if someone had brought her back from a parallel dimension where her dynasty would be very different. A culture shock, perhaps more than a little disconcerting for some, who will no longer see this indestructible sea she-wolf, but rather a young buccaneer with an impregnable destiny.

taking a tour of the owner's quarters reveals the GS's high level of quality and finish. It's spotless, impeccably laid out and beyond reproach. But it only gives a glimpse of its personality. You'll have to be curious to discover the multitude of tricks distributed throughout. Under the rider's seat, a plate allows the seat angle to be varied slightly. Just behind, the passenger seat can be moved forward or back. Lower down, completely invisible, a tunnel is dug into the mud flap to generate an air flow that limits water splashes. The innovative center stand features a retractable spur, so that the heel is not in the way while riding. The bubble is adjustable in height, either manually or electrically, and also in positioning, with two possible screwing zones. The small space at the front of the tank is just the right size for a smartphone, with the USB port to match. Waterproof and well-designed, the niche is not to be confused with a glove compartment. It's either your phone, your papers and credit card, or a notebook and pen - but you can't use it as a tote bag, because it's not thick enough.

as for luggage, it's now at the level of a car boot. If you look at the rear frame of a GS equipped with the luggage racks, you'll notice the presence of small circular modules. These are plug-ins to power the suitcases and provide central locking and internal lighting. What's more, Vario cases are much more modular than before. There are no longer "compact" and "extension" formats, but a choice of width settings, thanks to a knob on the inside. As a result, you can calibrate the capacity to the exact width and liter.

but all this has to be weighed up. The many possibilities, tricks and goodies depend on the options you select. The 1300 GS has become an à la carte motorcycle, with so many combinations that your dealer will have to relearn his job. You'll be able to calibrate your machine either towards the legendary versatility of the GS, or towards a much more touring-oriented machine, or towards a much more rugged trail bike.

a cup of coffee, two tangerines, sunshine in your eyes and itchy fingers. It's time to set off on the many routes and exercises on offer at Lastours EnduroPark. An ideal place to test the GS's off-road investigations. Power up, start up, the boxer snorts, shaking the bike (moderately). Immediately afterwards, the ear grasps that this block is really new. The sound is drier, lighter, less thunderous, yet deep, with a forceful, flush sound. A few yelps highlight the low torque. With each generation of flat, BMW reduces the torque (except on the R18 cruiser), taking away some of that old-fashioned yet endearing charm. At idle, the engine scratches more than it vibrates. But rest assured, it hasn't become a mechanical clunker. The strong presence of the cylinders still expresses an august identity that can be felt with every twist of the throttle. But now you don't bump your shins on it. The important paragraph about the engine's new construction scheme isn't just window-dressing or techno-marketing; Munich has done a lot of hard work!

we're already 90 seconds into the ride, when Victor proposes the Hard Trail zone, where the climb in front of my apple gives me an immediate feeling: " Either I turn around, or I'm going to get it! The apprehension is there, ready to justify the beginnings of fear. Until the front wheel is engaged on a slope. That's when the 1300 GS shows off its superb engine, with so much torque that it's almost possible to go uphill on a trickle. On the second run, I engage the millstone without momentum and it climbs, easily, with such a reserve of breath that you can cut or re-engage the throttle at any time. Confidence grows with each difficulty. A little throttle as you reach the top of the hill, and the bike takes off with a slight "brooaapp", the terrain looking admiring. In the other direction, it's almost like vertigo between helmet and rock. Yet the 19-inch front wheel doesn't hesitate for a second, gradually pulling the team along, then tipping over. Two fingers, or even one, modulate the braking in symbiosis with the engine brake. The GS remains as stable and serene as ever, and above all, makes us forget its kilos in a place where gravity could call us back to perdition or a bowl. Once past the difficulty, a feeling takes control of the instinct: " Come on, let's go again. More dynamic this time, the bike's got it!

after a short warm-up run, the team takes us further into this immense domain of vast possibilities. The ideal way to fully grasp the possibilities of a GS or your own machine. We won't have time to do as much, but we're already feeling the urge to provoke the 1300 a little. To put it to the test? Not even close! It's way beyond the rider's capabilities.
The wide dirt lanes seem to lose themselves in all directions, giving way to speed and drifts. The Enduro Mode chews up the work very well, coaching the GS in any situation, with a good permissiveness to evolve with a lot of safety, a little play and a lot of smiles. A few strokes of the gas and the hips to jostle the GS give it a little nudge. Time to switch to the more permissive Enduro Pro. Sending more power to the rear wheel, it's much easier to rack up a few muscular commas. The rear axle chases more, the electronics give you more freedom, and then you catch up with the wheel in a more relaxed manner. The instructor is happy to give us a few tips, but it's the BM that puts them into practice. Of all the big trails I've tried so far, this is undoubtedly the one that put me most at ease, with an astonishing degree of ease and homogeneity.

after this aperitif, let's take a moment to explore the logbook in greater depth. Not the 349-page manual, but Connectivity. In renewing the (very good) 6.5-inch color TFT screen, BMW also retains all the interface and navigation of previous GS models. Perfect! No need for enthusiasts to relearn everything. It's intuitive, pleasant and complete, but with so many parameters that it's best to settle in quietly to adjust everything.

It's also an opportunity to get to grips with the "burger-button". A multi-function shortcut button. It provides direct access to a number of settings, and also lets you select a preferred function which is then controlled by the arrow button below. But if you set it for heating, you only have direct access to it. You'll have to click a few more times to adjust the bubble, or the suspension, or the traction control, or.... You've got it.
Once you've set everything up, it's easy to navigate the main functions while riding. Just keep an eye on the road, unlike all those idiots who text while driving.

let's end this pleasant day with an unplanned test. I turn off into a particularly open area. First, a few slow moves, just like in town, to take advantage of the GS's excellent manoeuvrability. The turning radius of this bike is impressive, as if the handles could touch the seat. Whatever the brand, maxi-trailers more or less TT-esque are happily presented two-wheeled above the ground, James Bond-style - with competition-grade riders at the helm. The domain of the day has everything you need to attempt jumps. A cross-country bike can jump high, but a trail-GT isn't made for it. Nevertheless, the GS doesn't shy away from a few controlled jumps. That doesn't mean you can't try a more convincing take-off, which isn't necessarily sustainable, and above all is punished by a fine volume at the finish. Dried to the ground, it spins around for a few moments, then calms down. Were the crash-bars effective? Perfectly. The scratches are barely noticeable. Only a protective plate for the breech edge has taken a beating - and even that. On this Trophy, there's no risk of cracking the expensive handguards with integrated indicators - because the gauges have migrated around the dashboard. The GS stands up (thanks Stef'), a few specks of dust escape... Not a bruise, no broken parts, nothing damaged. Costaude the 1300 GS!

the morning sun is a delectable foil to autumnal conditions, patiently fighting off the morning's low degrees and captivating the green and gold colors of the GS Tramuntana*. Definitely the most refined of the family, with multiple Option 719 milled parts, comfort seat, center stand and electrically operated high bubble, among others. The bike I'll be riding today also benefits from front and rear radar, windscreen side deflectors, DSA electronic suspension, shifter, sport brakes and Riding Assistant (I'm sure I'm forgetting). This system is really impressive, especially the forward collision warning. Let's say your mind wanders for a moment, and a commercial vehicle slows down expressly in front of you. The electronics will not only warn you of the danger, but also apply the brakes to avoid contact. In use, you're left speechless. It's as if an invisible hand grasped the right-hand lever with conviction but without brutality, going so far as to adjust the braking force according to the approach. Surprising, but by no means destabilizing. Then I took the control back quite naturally, and the changeover went smoothly.

i wish I'd been as impressed by the protection. It turns out to be correct, but I'm bitter. Basically, the R 1300 GS is nowhere near as protective as the 1250. To get something really effective, you need not only to have the bubble up high, but also to fix it as high as possible, both on the anchoring points and on the adjustment level. By overdoing the dynamic, streamlined look, BM has bypassed one of the primary qualities of its flagship model. The same applies to the handguards, which have an aminici look, but will need to be extended if they are to be effective in front of the noggins.

on the engine side, however, the manufacturer hasn't missed a beat. In addition to its flexibility and low-rev torque, already appreciated on off-road, it's a delight to have on the road. With no downtime and no uncertainty whatsoever, the twin kicks in and revs up the watts at any rpm and/or gear. You can put the 6 in gear and ride it all day long, and the engine won't even hiccup at legal city speeds.
Engaged in Road or Dynamic mode, it pushes instantly, vigorously and smoothly right up to peak power, and happily continues its ascent beyond that point. This serves no purpose, but shows that it could deliver even more watts under certain conditions (for an M 1300 GS?). The Shiftcam's entry into action is imperceptible, contributing to the sensation of a large rubber band relaxing smoothly and endlessly.

with so much torque at hand, you never really know what gear you're in. The right hand has a minimum of 13.2 mkg at the most common engine speeds (3,600 to 7,800 rpm). Road warriors and mileage devourers will appreciate this. It's almost a pity that the German block is so linear. Its power, availability and appetite for full-throttle midrange make it a worthy companion, but its character is too smooth. Its pistons have become more dynamic, benefiting from a particularly reduced inertia, but they no longer provide that patina, that specific fatness, the consistency of a big, chiselled engine.

while the watts keep us going valiantly, corner entry and above all the new feel of the front end remind me of the didactic observations on the chassis. The BMW staff patiently explained the technical engineering of this Telelever EVO. A real treat of design, Master2 level, worthy of a real little book of explanations. Except that for 99% of riders, it's the feeling on the road that counts. And here, too, the 1300 GS turns a corner. The tight winding roads of the Corbières massif allow us to validate this work with the appropriate dynamism. Without forcing the pace, but with conviction, you dive into every bend with a front end that's not only precise, but much more communicative than before. The forks no longer have that "don't worry about the road, I'll take care of it" wadded-up feel, and more readily convey the feel of the road, but not yet directly. There's still a bit of a "filter", preventing the Bavarian technology from having as much feel as a fork of standard design.

as I twirl without fatigue and almost with intuition, I realize that this morning is a real torture. How to discover all the functions of the GS, appreciate the superb landscapes of this corner of Languedoc, enjoy the road, feel the emotions of the moto.... all at the same time. Especially since it's all about seducing me. How do you want to be a critic with your hands and posterior warmed up in total peace and quiet!?!! Watch out for level 3, it's getting hot !!! Mr Rosemary still remembers.
On top of that, the suspension is set to Road mode, with a touch of -2 on the damping force, turning my ride into a magic carpet. It's all supple and relaxed. Perfect for long hours on the road. But inevitably, it jiggles when the pace picks up. Two presses on the Mode button to switch to Dynamic and the chassis transforms. Everything becomes stiffer, more precise, quicker; the engine response becomes much more responsive; everything suggests that the GS is becoming an RS. Carried away by the spirit that drives me, we become one body, chained to each other. Impatient and lively, blown by the wind, and superb in farandole, we fear neither the bends nor the shores of this force lost in the distance. The GS takes the edge of this trajectory that I cherish, then provocatively pulls away, so that I can grasp that the bike never pulls away, never carries me away, never embarks me with its weight. I praise its easy corrections, and marvel at the ease with which it dances, without disuniting or bending, let alone tarnishing the moment when the steering is so docile. Once invited to a waltz with a lady of the bourgeoisie, let a ritornello be born under the steps of a gymnast - you'd swear you had an 800 cc in your hands.

but what virtue would I have if my foot didn't call me to order. Despite all the progress made with the engine, the gearbox is not yet free from reproach. The selector doesn't play in butter, appearing somewhat firm and sometimes dry. The same goes for the shifter, which doesn't really like mid-range revs and only feels smooth when accelerating hard. BMW knows how to do better on other models.

a buzz has brought to light an evolution in maintenance on this GS, as far as the drive shaft is concerned. BMW now recommends replacement at 80,000 kms. A shock for some, accustomed to the almost indestructible image of the Paralever transmission. Let's put a bit of relief under this spotlight. Firstly, replacement should not be systematic; it will depend on general maintenance, wear and tear, and the type of driving. Secondly, the rods and gears have to cope with the huge torque that the 1300 throws into the transmission. Over 15 mkg! A far cry from the 11.5 mkg of a 1200 GS 15 years ago.

we were able to test the GS Trophy and Tramuntana style, allowing us to explore two worlds towards which it naturally tends. But what can a basic R 1300 GS achieve, without any packs, options or gimmicks? Bare to be confronted with its nativity? That's where the question lies... a question that hardly anyone will ask, for two reasons:
- Who today buys a BMW without options?
- BMW has done everything possible to enable customers to customize their GS to suit their profile and the size of their wallet.

call us sell-outs, but it's fair to say that the R 1300 GS is one of the best motorcycles in the world. Of course, there are plenty of other super bikes out there. An R1 is a delight on the track, a 765 Street Triple is a trippy roadster, the Goldwing is sublime for travel in pullman mode - the GS is simply a superbly accomplished machine, capable of satisfying many people and uses... like no other.
It's not without its faults, but they pale in comparison with the bike's overall and/or specific qualities. What's not to like? The rear indicators are not very visible, especially when the brake lights are on; the front suspension still doesn't feel as good as a conventional fork (but not by much); finally, it's a shame that some of the shortcut buttons have disappeared. It was so convenient to engage the heated grips or the ESA system with their dedicated controls. It's also a bit hard not to have a height-adjustable seat. BMW argues that, via the options catalog, customers can calibrate a seat within a range of 800 mm to 890 mm. OK, but still options....

Conclusion

as ever, the GS is a surprisingly versatile Swiss Army knife. But with this 1300, each tool is multi-functional and even more efficient. The knife is sharper and has multiple cutting edges, the scissors have multiple ferrules, the can opener is electric... In short, multiple blades for every blade.
To get the most out of them, however, it's best to take a little time to read the instructions, explore the various menus and discover the nuances, so as to be able to use them at your leisure. Even if it's easy to get to grips with, disconcertingly simple and immediate, the BMW R 1300 GS offers so many functions and possibilities that it's a good idea to do a little research. Let's introduce ourselves before we go dancing!

M.B - BMW photos

*the Tramuntana is a mountainous region on the island of Mallorca.