2025 BMW R1300GS Review – Lighter, Faster, and Still the Adventure King

Evolution of an Icon

The BMW GS line needs little introduction. For decades, the GS (Gelände/Strasse – “off-road/road”) has been the benchmark for large adventure motorcycles, revered for its versatility and telepathic handling. With the new 2025 R1300GS, BMW faced the task of updating their flagship without losing the magic. On paper, it looks like they’ve succeeded: the R1300GS gets a displacement bump, a significant weight reduction, and a raft of new tech features. Visually, the bike is familiar yet sleeker – BMW has sharpened the styling with a more compact LED headlight assembly and slightly tighter bodywork, but it’s unmistakably a GS with its tall stance, distinctive beak, and wide fuel tank (still around 5 gallons capacity). Throw a leg over and it feels a bit slimmer between the knees than the old R1250, which hints at one big improvement: weight.

BMW claims the R1300GS is about 26 pounds lighter than the R1250GS it replacesbennetts.co.uk. In adventure biking, shedding weight is the holy grail, and 26 lbs is no small sum. Much of this comes from an all-new chassis – BMW switched to a new frame design and lighter shaft drive swingarm. You notice it right away when lifting the bike off the side stand or manhandling it in the garage. “Lighter, Faster” is BMW’s marketing tagline, and the first half certainly rings true. Despite still being a hefty machine (claimed ~523 lbs wetcyclenews.com), the R1300GS feels more manageable at low speeds, which will boost confidence for many riders, especially off-road or when fully loaded with gear. It’s impressive that BMW did this while also increasing engine size and adding features. Parked next to an R1250GS, the new model looks a tad more compact – an illusion or subtle dimensional change? Either way, it’s a handsome brute that draws the eye of anyone remotely interested in ADVs.

Power Boost from the New Boxer

Thumb the starter and the familiar boxer-twin rumble springs to life – but with a bit more vigor than before. BMW enlarged their signature opposed-cylinder engine to 1300cc (from 1254cc) by increasing the bore and stroke. The result is a boost in output to a claimed 143 horsepower at 7,750 rpm and about 110 lb-ft of torque at 6,500 rpmadvrider.com. That’s roughly +9 hp and +4 lb-ft over the outgoing modeladvrider.com, making the R1300GS one of the most powerful adventure bikes in the liter-plus class (rivaling Ducati’s V4 and KTM’s 160hp 1290 twin in sheer ponies). In practice, the GS powerplant remains as friendly as ever – it might have superbike-rivaling torque on paper, but it’s delivered in such a linear and predictable way that it never feels overwhelming or snatchy. From just above idle, the shift-cam boxer pulls with tractor-like authority. Lug it at 2,000 rpm in a high gear and it chugs along smoothly; open it up past 5,000 and it surges forward with an urgent roar, the exhaust emitting that distinctive BMW twin thump.

On the road, the extra power is noticeable mostly in the mid-to-high rev range. The R1250 was already a torque monster down low, so the R1300GS feels similar off the line (i.e. excellent). But as you rev it out on a highway on-ramp or while overtaking, the new GS has a bit more top-end zing. It doesn’t sign off as early, pulling strongly toward redline. BMW likely tweaked the cam profiles and intake to let it breathe better at high RPM. The 6-speed gearbox is unchanged – still relatively slick shifting (for a big twin) with the help of a quickshifter that works up and down. Gear ratios remain well spaced for both technical terrain and high-speed cruising. One update is the addition of an Adaptive Ride Height system, an option that can automatically lower the suspension when stopped to help riders reach the groundsupport.bmw-motorrad.com. Our test bike had it, and it’s a neat party trick – you can feel the bike settle down a couple inches at a stop, making the effective seat height more like ~32 inches instead of ~34 (standard). Then as you accelerate, it smoothly rises to full height for max ground clearance. It’s great for shorter riders or those nervous about balancing such a machine when stationary. As a tall rider, I didn’t need it, but I can see it being a highly popular add-on.

Suspension and Handling – Even More Agile

If there’s one aspect where the GS has always dominated, it’s handling – both on pavement and off. The Telelever front suspension (a BMW hallmark that separates steering from suspension duties) returns in “EVO” form, paired with a Paralever rear shaft drive. It might sound techy, but to the rider the effect is simple: the front end doesn’t dive much under braking and the bike feels really planted and confidence-inspiring. For 2025, BMW updated the suspension with new semi-active Dynamic ESA tuned to the lighter weight and increased capabilities of the R1300GS. Hitting a twisty mountain road, I was immediately reminded why many call the GS the “sportbike of ADV bikes.” It flicks into corners way easier than something with a 19-inch front wheel and tall suspension should. The weight loss (about 12kg) is very apparent in quick side-to-side transitions – the R1300GS changes direction noticeably quicker than the outgoing model, and you exert less effort on the wide handlebars.

At speed, the GS feels rock steady. We pushed through some fast sweepers at 80+ mph and the bike held an arc like it was on rails, the Telelever front providing excellent stability and feedback. That feedback is even better now; BMW said they refined the Telelever linkage for more front-end “feel”, addressing a minor gripe some sport-oriented riders had about previous GS generations. I’d say mission accomplished – you can confidently trail brake and know what the contact patch is doing. The Telelever also means under hard braking, the bike doesn’t pitch forward dramatically. Emergency stopping this ~540 lb machine felt almost absurdly composed; the new Brembo Stylema calipers (same as on BMW’s sportbikes) and cornering ABS hauled it down quickly with minimal drama. Whether a hairpin on asphalt or a downhill dirt switchback, the chassis inspires trust.

Off-road, the GS remains incredibly capable for its size. We tackled a mix of gravel roads, some rutted two-track, and a shallow creek crossing. With the Enduro Pro mode engaged (which dials back ABS/traction and adjusts suspension), the R1300GS practically begged to be pushed. Standing on the pegs, it balances nicely. That slightly lower weight and revised balance (thanks to a new frame) make slow-speed maneuvers a bit easier – it’s subtle, but veteran GS riders will notice the bike feels marginally less top-heavy. The big 1254cc boxer was already known for good low-end grunt and tractability; the 1300 continues that tradition, chugging up loose rocky climbs at low RPM without needing excessive clutch slip. The electronic suspension in Enduro mode softens up to absorb bumps well. While I didn’t have a chance to truly punish it in deep mud or sand (where any 540 lb ADV is a handful), the R1300GS seems to have nudged the needle forward in off-road prowess. It continues to be that rare “do-it-all” bike – one you can comfortably ride hundreds of highway miles, then confidently tackle trails that you’d normally associate with much smaller dual-sports.

Technology and Features Galore

BMW loaded the R1300GS with state-of-the-art tech. The bike now comes with a generous TFT display offering smartphone connectivity, turn-by-turn nav prompts, and myriad settings to customize. Riders can toggle between ride modes (Road, Rain, Dynamic, Enduro, etc.), adjust suspension preload on the fly, and even modify engine braking levels. An interesting addition is the Adaptive Cruise Control option (using radar) which will maintain distance behind cars – a boon for highway drones, though not everyone will want radar tech on their adventure bike. Still, it shows BMW’s commitment to bringing their touring innovations into the ADV segment.

Also new is a suite of active safety features: blind spot warning lights on the mirrors, front collision alert, and even a tire pressure monitoring system standard. It’s comforting to know these things are watching your back on long tours. The bike also finally got full LED lighting all around, including a nifty adaptive headlight that swivels into turns at night. Little touches like heated grips and seat, a USB charging port, and keyless ignition return, making the R1300GS as luxuriously equipped as many sport-touring bikes. For 2025, BMW also improved the aerodynamics – the adjustable windshield and deflectors do a fine job, and turbulence at highway speed was minimal for me. It’s quiet enough to ride with the visor up if you wanted.

One of my favorite bits: the Adaptive Vehicle Height Control. This optional system works with the Dynamic ESA to lower the suspension when you come to a stop. It’s seamless – you barely notice it unless you’re paying attention. But suddenly your feet can be flat on the ground instead of on tiptoes. As a 6-foot rider I appreciated the extra ease; for someone 5’8”, it could be the difference that makes the GS accessible. With a bike that has a tall ~33.5” seat, this tech is a game changer. You can also manually set a lower suspension mode if you know you’ll be doing a lot of stopping in city traffic.

On the Road: Long Haul Comfort

After a full day’s mixed riding, it’s clear the R1300GS is not just about specs – it’s about delivering the GS experience riders love, now enhanced. The new seat is comfortable, possibly with updated foam density (it felt a bit softer to me). Ergonomics remain excellent: upright seating, ample legroom, and a commanding view over traffic. The wide handlebars give great leverage. Over 300 miles of combined pavement and dirt, I experienced no significant aches – the hallmark of a bike truly designed for long-haul capability. Wind protection is improved but still not Gold Wing-caliber; you get wind on your shoulders, though the critical helmet area is in mostly clean air. An aftermarket taller screen might benefit highway junkies, but the stock one is a good all-round compromise.

The improved engine efficiency (BMW claims slightly better fuel economy despite more power) meant I was seeing close to 45 mpg on easy highway stretches, dropping to mid-30s when flogging it off-road or at high speed. With a ~5 gallon tank, you’re looking at roughly 200-mile range give or take – decent for adventure touring, though some might wish for an “Adventure” model with a bigger fuel tank (rumors suggest a higher-spec R1300GS Adventure is coming later with more fuel and other extras).

What really sticks out after riding the new GS is how effortless it is. Be it in traffic, attacking twisties, or negotiating a rocky trail, the bike seems to operate a step ahead, making difficult tasks easier. It’s a combination of that telelever stability, the grunty engine, the electronics smoothing things out, and the lower weight. Does it still feel like the king of ADV bikes? Absolutely. Smaller bikes like the Yamaha Ténéré 700 are lighter off-road but can’t touch the GS’s highway comfort and power. Larger rivals like the KTM 1290 Super Adventure might have a higher power peak, but the GS’s balanced approach and refined Telelever handling still win many riders’ hearts. With the R1300GS, BMW has managed to make the Adventure King a little more athletic and modern while keeping its core strengths.

Conclusion: Reigning Supreme

The 2025 BMW R1300GS had big boots to fill, and it does so impressively. By giving it more muscle, trimming the fat, and adding clever features, BMW ensured the GS stays at the forefront of the ADV pack. After testing it in varied conditions, I can confidently say the R1300GS remains one of the most versatile motorcycles on the planet. It truly feels lighter and a tad more responsive, yet still rock-solid and reassuring – a difficult balance to strike. Importantly, it retains that intangible GS charm: you feel like no journey is too long or terrain too daunting when you’re in the saddle of this bike.

Of course, with premium performance comes a premium price tag. The R1300GS isn’t cheap, especially when you load up on options like adaptive suspension and radar cruise. But you are getting essentially three bikes in one: a long-distance tourer, a sporty canyon carver, and a capable adventure/off-road machine. Few, if any, competitors merge those identities as seamlessly.

The Adventure King is not just alive and well – it’s lighter on its feet and wielding a mightier punch than ever. BMW has evolved the GS without revolutionizing it, and that will likely sit just fine with the faithful. If you’re looking for the pinnacle of do-it-all motorcycling in 2025, the R1300GS should be at the top of your list. Long live the king – it seems firmly entrenched on the throne.

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