Back in 1980, many motorcycle riders scratched their heads at the new BMW R80 “G/S” (below), an odd-looking, ungainly 800cc-class street-legal motorcycle that looked like a mad scientist amalgamation of a street bike, dirt bike, touring bike, and SUV. But BMW was tapping into a nascent trend now known as “adventure” or “ADV” riding. The R80 G/S – the “G/S” appendage stands for “Gelände/Straße,” which roughly translates to “for offroad and street” – was specifically created to meet the needs of those new two-wheeled overlanding explorers.
Over four decades later, the BMW GS adventure motorcycle is an icon, made even more famous by the hugely popular Long Way ‘Round series that followed celebrities Ewan McGregor and Charlie Boorman as they circled the world on BMW G/S models in 2004. As the years went by, the G/S grew in displacement, size, sophistication, and capability, topping out at 1,250 cc’s in 2024.
The New 2025 BMW R1300 GS Adventure
Now, BMW has heavily reworked the big GS (it lost the slash a while ago) once again and introduced the R1300 GS (above) in four adventure-riding trims for 2025. There will be a base Adventure model, Trophy, Triple Black, and top-spec Option 719 Karakorum trims. Most of the differences are down to color schemes and tech bits, the base mechanicals are essentially identical. For now, no pricing has been announced, but we expect that information will be announced closer to the bike’s fall launch window. The base “not adventure” R1300 GS has been given a $18,895 price tag in the U.S.
What’s New With The New R1300 GS Adventure?
The 2025 R1300 GS Adventure is not a lightweight year-over-year update. It retains the basic overall design of the 2024 model (and the other three GS models), but almost every part and system has been rethought, reworked, or restyled, starting with the iconic boxer engine. The R1300 GS is now the largest displacement overlanding boxer ever produced, yet BMW has managed to up displacement and power while maintaining a 593-pound wet weight – just two pounds over the 2024 model. Cooling is still by air for the big boxer twin, but targeted liquid cooling and internal oil spray tame the hotter areas, allowing it to make more power and run higher compression.
READ MORE: Gear Showcase: Hygiene, Safety, and Water Storage
The frame has been rethought and now features an aluminum subframe for better strength and improved access to mount the inevitable add-ons riders will mount ahead of their next adventure. But the first real difference for 2025 comes from a complete redesign of the engine, which adds nine horsepower over the 2024 model for a total of 145, and five more pound-feet of torque for 110 total. Compression jumps to 13.3:1 from 12.5:1 in the 1250 motor, so be sure to opt for premium gas when possible. The sophisticated fuel-injection system on the GS should be able to handle fuel grades a bit lower on octane from places that may not offer much choice. BMW’s Shift-Cam tech changes up valve timing for power or efficiency.
Not new but always worth mentioning is the unique Telelever/Paralever monoshock rear suspension system, which gets a design makeover including on-the-fly adjustability on Adventure-spec models. First introduced in 1993, the system minimizes braking effects due to the unique geometry and stress-diversion technology, minimizing front end dive under braking and allowing for more and simpler adjustability, especially up front. However, the motorcycles appear to use conventional suspension forks (they don’t). As a BMW street bike owner that uses this suspension system, I can attest that it is effective on the open road, but I have not used it off the pavement. But many BMW riders swear by it and support it over traditional forks.
The Automatic Option
Sticking with the motor, the gearing attached to the shaft final drive has been relocated to the bottom of the engine as it has been thoroughly re-engineered to accommodate a new feature from BMW: an optional automatic transmission. Called Automated Shift Assistant (ASA), the system retains the familiar left-foot shift lever, but the clutch lever is gone. Riders can opt for full-on automatic operation or a “manual” mode with the shift lever, but the BMW’s brains and internal clutch system do the tricky work of engaging the clutch plates. Additionally, riders can kick the shift lever at any time they want a different gear without having to go to Manual mode. How the system will work in technical riding that typically requires judicious use of a clutch remains to be seen, but I would imagine BMW has spent no small number of hours sussing out that and other scenarios that might trip up the system. There are also four ride modes include Rain, Road, Enduro, and Eco mode.
Why the automatic option? BMW says they are looking to expand the opportunities for more riders to enjoy (and buy) this and other BMW models, and this option is clearly aimed at those who may balk at having to learn to operate a manual transmission. An R1300 GS is likely not the best first bike for aspiring riders, but it does give more riders more options for operating the bike. As someone who has used other automatic options, I have to admit putting the box on Auto and just enjoying the ride has merit, even for an old-school rider. Retaining the shift lever is a nod to experienced riders who want to maintain control over gear changes (much like the paddle shifters in a car), but Honda’s innovative E-Clutch system that retains the shifter and the clutch lever may have an advantage over BMW’s ASA. Stay tuned.
Adventure bikes have never been the aesthetic swans of the motorcycle world, and it would seem BMW has decided to lean in on the “ugly adventure bike” aesthetic with the boxy new look, but again, the new look is largely form defined by function rather than industrial design beauty contests. BMW heavily revised the bodywork on the ’25 GS, including a very squared-off gas tank that retains a 7.9 gallon fuel capacity.
The new blocky style of the tank is designed to allow riders to more easily mount gear to the tank, just like four-wheeled overlanders use MOLLE racks and such. Indeed, one R1300 GS Adventure rider seen at BMW’s launch event in Germany had two spare tires mounted to the sides of the tank (below). He and two other riders set off from Germany to Namibia on the new bikes from the event. A notch mount on the back of the tank allows quick attachment and removal of a specialized tank bag that can quickly pivot out of the way at gas stops.
“The appearance of the new BMW R 1300 GS Adventure is sure to attract attention. The big GS is not only visually different from its almost dainty sister. Never before have seating comfort, ergonomics, and wind and weather protection been so harmoniously combined with precise handling, exceptional suspension comfort, and smooth running. The new BMW R 1300 GS Adventure has set itself the goal of becoming the benchmark for large adventure motorcycles.” Christof Lischka, Head of BMW Motorrad Development, said in a press release.
It’s arguable that the biggest GS bikes have been the “benchmark” for big-bore adventure bikes for some time now, perhaps for decades, despite ever-evolving competition. BMW has come in for criticism that the biggest GS models have become the motorcycle equivalent of a Mercedes-Benz G-Wagen; certainly built for and capable of going off-road, but rarely actually turning a tire in the dirt.
Bumping displacement to 1.3 liters and with a dry weight close to 600 pounds does not make for the most lithe and maneuverable off-road mount, but judging by the huge numbers the company sells and the many we’ve seen being ridden off the pavement, riders would seem to disagree, at least most of the time. BMW designers gave that common dig a small wink in the technical drawings of the new gas tank and its attachment system: one schematic shows a (fictional, we hope) gas tank cup holder “accessory” with a certain very familiar drive-through coffee cup along for the ride (bottom photo).
Overland Expo hopes to have a ride review of a new R1300 GS Adventure later this year. Sans coffee cup.
