Since testing the new GS at the world launch in Spain, we've been hanging to get on the GS Adventure. We test the Manual and Automatic Shift Assist variants... Photos: Heather Ware HMC
A full year since the world launch of the R 1300 GS, I was itching to return to the Costa Del Sol and keen to get my hands on an R 1300 GS, any model. With my prayers answered and withdrawals fading, two 2025 BMW R 1300 GS Adventure’s landed at BikeReview HQ…
We had some bad luck with the new GSA, having three technical issues (one of them human error) cutting our testing short. We were nervous about it happening a fourth time, but we are pleased to say that we had absolutely zero problems with the two Triple Black models we tested for a month, and Nick gave them heaps!
After tech hiccups with three previous R 1300 GS press bikes, it was a matter of fourth time lucky and I finally took these beasts into some Aussie bush for proper dirt time after riding the standard GS variants over in Spain. I was nervous of a repeat issue, but in the end I wasn’t disappointed…
Nick riding the R 1300 GS at the world launch on Spain last year. The Adventure offers takes it to the next level off-road.
Read Nick’s World Launch Report of the new R 1300 GS model here…
BMW Motorrad sent us a pair of Triple Black editions, one with Automatic Shift Assist (ASA). The Triple Black model gets all of the top kit of the standard version, plus styling upgrades, the Dynamic Package, Touring Package and a top case rack and Headlight Pro with Riding Assist.
Scrapping and starting over from what is arguably the best-performing and best-selling adventure touring bike was a bold move by BMW Motorrad. Compared to the beloved 1250 GSA, it’s a complete redesign. But have they done it justice? Is this machine equal to, or better than, the sum of its tech, design, and parts? I reckon it is. I had already been impressed by the GS version when I tested it.
Our Triple Black had the Touring Package, including the BMW GPS device, electric centre-stand, electronically adjustable windscreen, and aluminium pannier brackets. It also had Michelin Karoo 4 tyres fitted for off-road use.
The 2025 GSA offers more variants than you might remember. As mentioned we tested the Triple Black variant—my favourite—with the Touring Package, including the BMW GPS device, electric centre-stand, electronically adjustable windscreen, and aluminium pannier brackets (more on those later), plus some angry-looking Michelin Anakee tyres wrapped on tidy 17 and 19-inch cross spoke rims.
Other options include Adventure Trophy, Trophy X, and Option 719. Each variant offers customisable packages, upgrades, and options, like the Dynamic Package with Pro riding modes, sports brakes, and Gear Shift Assistant. These are fantastic add-ons—but they push the price toward the $40,000 mark, making it out of reach for many.
The Triple Black edition is the touring variant, ready for two-up adventures Australia-wide, it costs around $9,000 more than the standard model and comes with everything you need ready to take the luggage options of your choice.
The most controversial aspect of the new GSA is its appearance. In my opinion, it’s not amazing-looking, but not as unattractive as initial press images suggested. The ‘square-ness’ and ‘blocky-ness’ are less obvious in person, but with a huge 30-litre tank and 1.3-litre boxer engine, there’s limited design flexibility. It grows on you, and you might force yourself to love it if you owned one.
However, this appreciation may stem more from it not being as bad as expected rather than being genuinely nice-looking. The Triple Black option best hides the massive tank, while Trophy and Trophy X are less subtle. Ultimately, do you buy it for looks or performance? That’s up to you.
The Triple Black is built for pillion comfort, with a heated pillion Comfort Seat and huge grabrails.
Regarding the 1.3-litre boxer, the GSA remains unchanged from the standard 1300 GS. BMW claims 143 horsepower, 110 ft-lb torque, and a 3.4-second 0-100 km/h time. I’d be hard-pressed to dispute these without a dyno. Whether merging onto the freeway or navigating bush roads, this bike absolutely rips. With variable valve timing and lift technology, it offers incredible fuel efficiency at lower rpm as well. Twist the throttle, though, and the cam profiles switch, transforming it into a beast.
I guess displacement really has no replacement. The torque is instant and responsive at virtually any (legal) speed. The boxer does make some ungodly noises, though, taking me back to my early Subaru days. There’s quite a bit of chatter under the covers, akin to an old sewing machine. Not to worry though, as at least on the Triple Black this is drowned out by the road noise from the knobby Michelin Anakee hoops. Regardless, the stainless exhaust system puts out a nice note, with a few pops and crackles apparent to turn some heads. Our ASA variant came fitted with the twin Akro system, which sounded even better.
Electric screen adjustment, GPS navigation, heated grips and seat, luxury!
The power delivery is near identical to the standard GS, except the automatic variant (more on that later). The bike still has an effortlessly light clutch paired with a shaft drive that doesn’t sap much power from the claimed 143 horsepower. However, I stalled it a couple of times, expecting the 1.3-litre engine to chug forward with fewer revs.
“Combined with dynamic electronic semi-active suspension that continuously optimises the ride, the set-up for such a huge bike is exceptional”…
Surprisingly, a bit more throttle is needed to get rolling—perhaps due to a light flywheel? Once adjusted to the bike, it’s a non-issue. The electronic quick-shifter performs flawlessly, though you won’t change gears much on dirt or road that matter. There seems to be torque just about anywhere.
Suspension-wise, the R 1300 GS Adventure handles its power and weight effortlessly. The adventure variant has an extra 20mm of travel at both ends, totalling 210mm front and 220mm rear. Both are adjustable via the dash for the individual rider and terrain. Combined with dynamic electronic semi-active suspension that continuously optimises the ride, the set-up for such a huge bike is exceptional.
Nick is 197cm and fits these big bikes well, but would still opt for small bar risers even on the GS Adventure.
It’s daunting to see how quickly and smoothly you navigate rough terrain. The new EVO-Telelever front end, extra travel, and heavy-duty sub-frame absorb impacts easily, transmitting little force to the handlebars and virtually eliminating brake dive on dirt or tarmac. It’s like riding a couch through the roughest tracks. Paired with traction control and ABS options, the 1300 GSA makes you feel like a pro as you slide safely.
“Despite the new GSA offering one of the best and smoothest rides I’ve had on the dirt at speed, when navigating single track and rocky trails, the weight isn’t hidden as well”…
You can adjust slide angle, duration, and extent to suit your preferences. Turn these aids off, however, and you’re dealing with a big, heavy, and angry beast that could throw you off. Despite the GSA offering one of the best and smoothest rides I’ve had on the dirt at speed, when navigating single track and rock gardens, the weight isn’t hidden as well.
Our Triple Black ASA variant had an Akrapovic slip-on and sounded fantastic. The front side bags were handy, too.
You can certainly feel it when you throw a leg down when the front washes out. I’d be genuinely cautious of my capacity to lift this machine up off its side and let that determine where I travel and how rough I go. You’re not making it back if you’re pinned under this, injured, in the mud. Oh, and wear quality knee braces!
Enduro Pro or Dynamic have extra settings within them for suspension fine tuning, they also have resets for levels of DTC and ABS that make the GSA sensational on the faster, flowing dirt sections where the bike shines.
The fuel tank capacity increased to 30 litres from 19 and extended aluminium pannier brackets bring the curb weight to just under 270kg. Add my 100kg frame and some adventure gear, and you’re looking at 380kg charging down a sandy track. This doesn’t even account for the immense storage capacity. Can you feel the extra weight on the tarmac? Not particularly. Despite the Triple Black coming with aggressive dirt tyres, it can still hold its own in the dry.
Unlike the slippery farm roads of Malaga, the dry tarmac around our parts offered far more grip to the knobbies than I’d ever have anticipated. Not enough to stop some big rolling skids across the white-topped roundabouts, mind you. It was quite the contrast. Unless you’re running serious dirt tracks to get to work each day, these tyres are completely unnecessary and a set of 60/40s would be just fine. Not to mention a bit easier on the wallet.
The R 1300 GS Adventure Triple Black comes with road bias adventure tyres but ours had full blown adventure tyres fitted, still, they were reasonable on the tarmac, very noisy though, the trade off off-road was worth it.
Pulling up on this machine is certainly doable. Could it be better? Yes. It doesn’t quite have the bite I’d hoped for despite twin 310mm four-piston fronts and a single 285mm piston rear. However, it isn’t an issue thanks to BMW Full Integral ABS and DTC, which let you grab as much as needed at lean angles, dirt or tarmac. Tech-wise, there’s enough to keep you busy.
Our Triple Black option was decked out with the BMW GPS system, useful where cell signal is weak, especially in State forests. It allowed recording rides, saving and sharing routes, and guiding repeat routes. That was neat, especially when handing the bike over to Andrew from Exhaust Notes. “You’ll have to take me up there one day, I’ve got no idea where I’m going”… “Just hit start and follow this on the GPS”…
The open dirt is where the GSA shines, Nick felt that perhaps it is getting a bit too big these days, and for him to say that, being a tall, heavy bloke used to big adventure bikes, he means it!
The BMW 6.5-inch colour TFT screen lets you access connectivity functions, lean angle, braking force, and more. Adaptive cruise control and front collision warning systems aren’t for everyone, but they add an extra safety layer on freeway commutes, which for me is 200km per day. The adaptive cruise control distance function can be frustrating but is adjustable. Blind spot indicators are fantastic, and the brake intervention system was interesting to experience on a bike, despite having used it in cars.
“A machine of this size with an engine like many small cars, to feel so manageable is spectacular”…
As mentioned in the previous GS 1300 review, my phone doesn’t fit in the allocated pocket, despite both iPhone 14 Pro Max and Samsung Galaxy 23 Ultra being top sellers. I prefer it on a Quadlock on the ‘bars, anyway, but you would like to have the ability to store it if needed. There’s also a 12V socket and USB port for charging devices when needed.
A machine of this size with an engine like many small cars, to feel so manageable is spectacular. Whether at the global launch or online, the first thing anyone says about the R 1300 GSA is how much lighter it feels once moving. Sure, it’s a menace to push around the garage and heavy to lift onto the centre-stand (even with electronic assistance), but once you’re above walking pace, it’s as nimble as any big dirt or tarmac bike. However, getting on and off may be difficult for smaller riders, with a seat height of 870mm–890mm depending on electronic ride height settings.
“Whether at the global launch or online, the first thing anyone says about the R 1300 GSA is how much lighter it feels once moving”…
You cannot deny that the 2025 R 1300 GS Adventure is absolutely decked with top-notch technology and equipment. I think you could also safely say that this thing is in a league of its own. Having said that, owning and riding a machine of such calibre comes with a host of fears I’m not typically used to.
First and foremost is the wallet; I can’t imagine the price of some of those parts, especially on the 719. I’ve mentioned this in the world launch review, the thought of dropping it or washing out in the gravel holds me back far more than I’ve ever had on any other bike due to the price, without even consciously knowing. Next is the tech. What would you do if the key died, and you were four hours deep on single track? I was really lucky that I was on a main road both times that two of the press bikes we had issues with failed. One time the bike could not be ridden, the other times it was in a limp mode sort of thing.
In any case, it’s not a bike you’d like to stop on you in the middle of nowhere. Sure, the vast majority of us wouldn’t be able to get it where we could get an ultralight enduro, or as quickly as we could on an S 1000 RR. I think we often forget the purpose of said machines. Would I buy one? Not unless my wallet was fat enough to allow me to thrash this thing worry-free. Which, I hope for many of you, is the case as there is some series fun to be had on this machine.
The Automatic Shift Assist Variant
The automatic ASA variant offers fully automatic (D Mode) and semi-automatic (M Mode) settings and I lived with the bike for a few weeks, riding it in highway conditions, urban commuted and off-road. It retains a gear selector but removes the clutch lever and includes a park mode for uneven terrain. Two electronically controlled actuators manage clutch and gearshift, automating shifts.
Gearshift requests are sent via a lever sensor connected to the foot shift lever, while sensors monitor rev speed and clutch position, sending data to the Transmission Control Unit (TCU) linked to the engine control unit. It is a great system for anyone with issues with their left hand, and Jeff rode it and mentioned how great it would have been for him when he was recovering from hand surgery.
The electronic engagement of the clutch was flawless on each ride, it would be near impossible to stall the bike, but if you did stall it on a hill, how would you restart the bike without finding neutral? Normally you can quickly pull the clutch in and get out of there… The upshifts under load were instant, much like the standard variant with the quickshifter, but laggy as usual due to the boxer engine characteristics. However, the downshifts were less predictable. During my first ride, a surprise downshift while setting up for a tight left-hander really spiked the heart rate, and could have caused a crash thanks to the engine braking and bike being unbalanced.
The system does a decent job of judging when and where to downshift, but it’s still not where it needs to be for complete balance, it needs work and more development. Cruising in third and giving it a heap of gas resulted in rough drops to second, with the system sometimes getting confused depending on throttle aggression, either holding third or jumping back to second without a clear pattern.
Some say that without the clutch or need for shifting, you can focus more on the road and corners. I’d argue the opposite; it takes away from the experience and connection with the bike for me anyway and gives another thing to worry about – when is the bike going to drop a gear, will it be at the right time? Too many distractions for this rider… The semi-auto mode saw little use but was entirely functional, only removing the clutch on stops compared to a normal bike.
I forced myself to stay in auto for as many rides as possible, I found it OK on wide open dirt roads but in technical areas and on fire trails I personally need that clutch control in my left fingers to keep an engine exactly in the rev range I want it at an instant. All in all, it’s a neat piece of tech. It might not appeal to many, but it’s good to have the option for those who prefer an exceptionally easy cruise.
2025 BMW R 1300 GS Adventure Triple Black Specifications
Price: Triple Black $36,530 + ORC, Triple Black ASA $38,525 + ORC
Warranty: Five-years unlimited km
Colours: Black Storm Metallic
Claimed Power: 107kW(145hp)@7,750rpm
Claimed Torque: 149Nm@6,500rpm
Claimed Fuel Consumption: 4.9L/100km
Fuel Range: + 500km
Wet Weight: 269kg
Fuel capacity: 30L
Engine: Air/liquid-cooled four-stroke flat twin engine with double overhead and chain driven camshafts (BMW ShiftCam) and balance gear wheels, 1300cc, 13.3:1 compression, 106.5 x 73mm bore x stroke, Electronic fuel injection, wet sump, six-speed gearbox, wet anti-hopping clutch, hydraulic actuation.
Chassis: Two-part alloy frame, engine as stressed element
Rake: 63.8mm Trail: 118.8mm
Suspension: EVO-Telelever, DSA, central shock absorber (f) with 210mm travel, EVO-Paralever, cast aluminium single-sided swingarm, transversal connected swingarm bearings, central WAD spring strut, spring preload fully adjustable, central shock absorber with 220mm travel (r)
Brakes: Twin semi-floating 310mm brake rotors, four-piston radial brake calipers (f),
Single 285mm rotor, two-piston floating caliper (r).
Wheels & Tyres: 120/70R19 (f) 170/60R17 (r) alloy cross-spoked tubeless whees, 3.00 x 19, 4.50 x 17.
Dimensions:
Wheelbase: 1534mm
Seat height: 870-890mm
Ground clearance: N/A
Overall width: 1012mm
Overall Length: 2,280mm
Overall height: 1588mm
Instruments & Equipment: 6.5-inch full-colour TFT screen, Riding Modes, LED Lighting, RDC, Keyless Ride, Dynamic Cruise Control (DCC) with brake function, Dynamic Traction Control DTC, standard fitment engine drag torque control (MSR), dynamic brake assist (DBC) and ride-off assistant (HSC), Automatic Shift Assist (ASA model).
BMW R 1300 GS TECH TALK
The BMW R 1300 GS is powered by an air/liquid-cooled four-stroke flat twin engine. This powerplant generates 107kW (145hp)@7750rpm. The maximum torque is 149Nm@6500rpm. It is the most powerful BMW boxer engine ever produced by the factory.
Equipped with BMW’s ShiftCam technology, the engine optimises valve timing and lift for varying riding conditions. This results in improved performance, efficiency, and reduced emissions, aligning with modern environmental standards. The engine has a displacement of 1300cc and operates with a high compression ratio of 13.3:1.
The engine’s internal dimensions are a bore of 106.5mm and a stroke of 73mm. The fuel system of the R 1300 GS is capable of adapting to varying fuel qualities ranging from 91 to 98 ROZ/RON. However, super unleaded 95 ROZ/RON is recommended. On the efficiency front, BMW claim the R 1300 GS fuel economy at 4.8L/100km, according to the WMTC standards. Power is transmitted to the rear wheel through a claw-shifted six-speed gearbox. The bike features a wet clutch system, enhanced with anti-hopping capabilities and hydraulic actuation.
The R 1300 GS utilises a cardan drive system for final drive duties. This system is renowned for its durability and low maintenance requirements, contributing to the overall practicality and reliability of the motorcycle, according to BMW. Furthermore, the Dynamic Traction Control (DTC) system is integrated into the drivetrain, providing an additional layer of safety and performance optimisation.
CHASSIS
The two-part frame design, which comprises a main frame and a rear sub-frame bolted together, provides a sturdy foundation that co-supports the engine, contributing to the bike’s overall stability and handling precision according to BMW.
The front suspension features BMW’s signature EVO-Telelever system, which is designed to decouple the handlebar tilting from the central shock absorber through a flex element. This innovative design results in enhanced road feedback and reduced dive during braking. With a generous 190mm of travel, the front suspension is well-equipped to handle diverse terrain.
At the rear, the EVO-Paralever system takes centre stage, incorporating a cast aluminium single-sided swingarm and transversally connected swingarm bearings. The central WAD (Weight Adjusted Damping) spring strut is fully adjustable for spring preload, providing 200mm of travel and enabling riders to tailor the bike’s response to their riding style and the demands of the terrain.
The R 1300 GS boasts a lengthy wheelbase of 1,518mm, paired with a caster of 112mm and a steering head angle of 63.8 degrees. These dimensions contribute to the bike’s stable and confident handling, particularly at high speeds and when navigating tight corners.
Rolling on aluminium cast wheels, with a 3.00 x 19in rim up front and a 4.50 x 17in rim at the rear, the bike is fitted with 120/70 R19 and 170/60 R17 Metzeler TOURANCE tyres, respectively. This wheel and tyre combination ensures a good balance between on-road stability and off-road agility.
The braking system is no less impressive, featuring twin 310mm semi-floating brake discs and four-piston radial brake calipers at the front and a single 285mm disc with a 2-piston floating caliper at the rear. Coupled with BMW Motorrad’s Full Integral ABS Pro, which is optimised for lean angles, the R 1300 GS offers exceptional braking performance and safety, regardless of the riding conditions.
At a road-ready, fully fuelled weight of 237kg, the bike maintains a commendable balance between robustness and agility. The permissible total weight stands at 465kg, providing a substantial payload capacity of 228kg, ensuring riders can pack all necessary gear for their adventures.
ELECTRONICS
Riding Modes and Assistance Systems:
The R 1300 GS now comes standard with four riding modes: “Rain”, “Road”, “Eco”, and the off-road-oriented “Enduro”. Each mode adjusts the bike’s characteristics to suit different riding conditions and preferences. The “Eco” mode, in particular, optimises fuel consumption for maximum range, supported by an efficiency indicator on the TFT colour screen. For those seeking an even more tailored experience, the optional “Riding Modes Pro” package adds “Dynamic”, “Dynamic Pro”, and “Enduro Pro”, along with the ability to pre-select and switch between modes on the go.
Innovative Technology for Safety and Comfort:
The bike’s innovative Riding Assistant package includes Active Cruise Control (ACC), Front Collision Warning (FCW), and Lane Change Warning (SWW), enhancing safety across various riding scenarios. The ACC system, using radar technology, helps maintain a safe following distance, while FCW provides alerts and brake intervention if a potential hazard is detected. SWW assists in safe lane changes, increasing situational awareness.
Advanced Electronics for an Optimal Ride:
The motorcycle features state-of-the-art lighting, connectivity, and convenience features. The full LED headlamp with an optional “Headlight Pro” feature adapts the light beam to the bike’s lean angle, ensuring excellent road illumination. The 6.5-inch full-color TFT screen, paired with the BMW Motorrad Multi-Controller, provides easy access to vehicle functions and settings.
The R 1300 GS is also equipped with Engine Drag Torque Control (MSR) as standard, enhancing stability during coasting or downshifting, with the control response varying across riding modes. Hill Start Control (HSC) is another standard feature, facilitating convenient hill starts.
Connectivity and Convenience:
Riders can enjoy heated grips, a 12-volt on-board power socket, and a USB-A socket for device charging, along with a ventilated smartphone charging compartment. A lightweight lithium-ion battery contributes to the bike’s performance and agility.
Ratings | Bike Review | 2025 BMW R 1300 GS Adventure (Manual and Auto)
The King
Since testing the new BMW R 1300 GS range at the world launch in Spain, we’ve been hanging to get our hands on the GS Adventure. We test the Manual and Automatic Shift Assist variants…
The Author
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