Riders Preferred Membership
Shop by Vehicle
Track Order
Contact Us
Utter the words “BMW Motorrad” to any rider and the GS series probably comes to mind. Dating all the way back to the R 80 G/S (1980), BMW likes to credit the line with kick-starting the modern adventure bike category. With such lofty claims resting on GS’s shoulders, motorcyclists have grown to expect nothing less than class-defining performance from the range-topping model. The Bavarian brand is well aware of that fact and aims to exceed those expectations with the 2024 R 1300 GS.
Boxer adds muscle, loses weight
As the new nameplate implies, the big-bore ADV touts even more capacity this time around. But BMW goes beyond a simple displacement bump in revising the new boxer engine. A shorter crankshaft reduces stroke from 76 mm to 73 mm, while cylinder bore increases from 102.5 mm to 106.5 mm. Larger-diameter valves, recalculated timing, and a 13.3:1 compression ratio help the 1,300 cc opposed-twin pump out a claimed 145 horsepower (at 7,750 rpm) and 110 foot-pounds of torque (at 6,500 rpm).
The Munich marque doesn’t abandon all the 1250 holdovers, however. The madeover mill still benefits from ShiftCam technology and BMW’s engine drag torque control (MSR) now comes standard. Road, Rain, and Eco ride modes remain, but Enduro mode is available right out of the box, as well. In classic BMW fashion, the optional Riding Modes Pro unlocks Dynamic, Dynamic Pro, and Enduro Pro ride modes, at an extra cost, of course.
The new powerplant’s layout also differs from its predecessor. Whereas the 1250 GS housed its six-speed gearbox behind the engine, BMW integrates the new transmission and clutch into the boxer’s underside. This allows the 1300 to utilize shorter transmission shafts, which favorably affects curb weight. The engine alone loses 8.6 pounds. Thanks to additional driveshaft revisions, the overall powertrain sheds 14.3 pounds.
BMW isn't satisfied with just trimming the boxer’s fat. It also claims to centralize its mass and mitigate vibration by repositioning the flat-twin in the all-new chassis.
Fresh framework
Instead of the tubular steel units of past generations, the R 1300 GS turns to a sheet metal shell frame and a lightweight die-cast aluminum subframe. Heavily revised EVO Telelever front end and EVO Paralever rear suspension enhance rigidity, stability, and precision, according to BMW. Customers can also upgrade to Dynamic ESA Next Generation electronic suspension, which offers off-road-oriented sports suspension and height-adjusting adaptive vehicle height control as additional options.
Along with the boxer engine’s weight savings, the new chassis also shaves precious pounds from the GS grande. In total, the 2024 model sheds 26 pounds, with BMW listing a 523-pound curb weight. Even so, the R 1300 GS gains extra stopping power with radially mounted four-piston front calipers and Full Integral ABS Pro linked braking. The system proportionately distributes braking force when the brake lever or pedal is exclusively actuated. Still, ABS Pro allows users to lock the rear wheel for off-road use.
When it comes to the wheelset, all variants sport a 19-inch front hoop and a 17-inch wheel out back. The base trim comes with cast aluminum wheels, while the Trophy and Option 719 Tramuntana benefit from newly developed cross-spoke wheels. Enduro forged wheels are also available as an option and save 3.9 pounds compared to the cross-spoke wheelset.
More in store
All around LED lighting comes as no surprise, but the new X-style headlight array and handguard-integrated indicators certainly switch up the GS’s established aesthetic. BMW also includes its 6.5-inch, full-color TFT screen (with Bluetooth connectivity), Intelligent Emergency Call system, and Service Assistant as standard equipment, but owners will have to pony up for Adaptive Headlight Pro. That’s not the only tech upgrade sitting behind a paywall.
The brand’s Riding Assistant add-on offers rider aids such as Active Cruise Control (ACC), Front Collision Warning (FCW), and Lane Change Warning (SWW). Radar-assisted ACC operates just like adaptive cruise control systems currently on the market, maintaining a buffer between the GS and preceding vehicles. As the name suggests, the Front Collision Warning assists riders “with brake intervention designed to prevent collisions and help reduce the severity of accidents.” A rear-facing radar drives the Lane Change Warning system, which alerts users to potential hazards during passing and lane-changing maneuvers.
The bottom line
BMW offers the 2024 BMW R 1300 GS in four different versions, including the standard variant, Triple Black trim, dirt-ready GS Trophy, and feature-laden Option 719 Tramuntana. The model starts at $18,895 and will arrive in dealerships in early 2024. In addition to the available variants, BMW also offers Premium, Comfort, and Enduro Pro accessories packages. Customers can even purchase optional add-ons a la carte.
Yes, the R 1300 GS has large shoes to fill, and BMW takes great steps to meet those standards. We will have a chance to test ride a 2024 R 1300 GS in a few weeks and then we’ll know whether the big-bore ADV lives up to GS expectations.
| 2024 BMW R 1300 GS | |
|---|---|
| Price (MSRP) | $18,895 base |
| Engine | 1,300 cc, air/liquid-cooled, eight-valve, flat twin |
|
Transmission, final drive |
Six-speed, shaft |
| Claimed horsepower | 145 @ 7,750 rpm |
| Claimed torque | 110 foot-pounds @ 6,500 rpm |
| Frame | Steel, sheet metal shell |
| Front suspension | BMW EVO Telelever; 7.5 inches of travel |
| Rear suspension | BMW EVO Paralever; 7.9 inches of travel |
| Front brake | Dual four-piston radial calipers, 310 mm discs with ABS |
| Rear brake | Two-piston floating caliper, 285 mm disc with ABS |
| Rake, trail | 26.2 degrees, 4.4 inches |
| Wheelbase | 59.8 inches |
| Seat height | 33.5 inches |
| Fuel capacity | 5.0 gallons |
| Tires | 120/70R19 front, 170/60R17 rear |
| Claimed weight | 523 pounds (wet) |
| Available | Early 2024 |
| Warranty | 36 months |
| More info | bmwmotorcycles.com |
Image Gallery
