2025 BMW R 1300 GS Adventure Review

Photos by Dustin Woods and Tyson DeSilva

There are few motorcycles more synonymous with their respective segment than BMW’s GS, and with good reason.

Since its inception it has set the standard and continues to innovate in a way that raises the bar for all other ADV offerings on the market. Given the continued popularity of urban escapism and adventure riding around the globe, just about every manufacturer has joined the fray. Heck, even Harley-Davidson has launched a series of adventure bikes aimed squarely at taking market share from BMW.

The shots across the bow have not gone unanswered. The brand has been countering this onslaught by making incremental improvements to the R 1250 GS Adventure over the years before revising its flagship adventure-tourer from the ground up. The result is the 2025 BMW R 1300 GS Adventure. Virtually every aesthetic and mechanical detail has been thoughtfully considered and refined with purpose in order to maintain its place as the bar by which all others are measured.

Fundamental Improvements

Starting with the frame, which is now stamped sheet metal rather than a tubular sub-frame, the foundation benefits from added stiffness and less weight. It’s easy to spot the 2025 — you can’t help but notice the X-shaped headlights, which replace the previous asymmetrical units the previous GS was known for. 

Now displacing 1,300 cc rather than 1,254, the twin-cylinder engine is more compact and weighs less with higher output than the outgoing 1250 GS Adventure. Output of 145 hp at 7,750 rpm and 110 lb-ft at 6,500 rpm gives it the honourable distinction of being the most powerful production GS boxer engine ever. Premium fuel is recommended but not required.

For reference, the 1,158-cc Granturismo engine of the Ducati Multistrada V4S makes more power (170 hp) but less torque, both of which peak at higher engine speeds. The Ducati sounds objectively better, although you also pay more for the privilege of having an Italian soundtrack.

Pay a Lot, Get a Lot 

Starting at the basics, riders can choose from a selection of trims depending on how and where they ride, including the Trophy, Triple Black, and what is known as Option 719 Karakorum — named for a Kashmirian mountain range — that offers gold rims, decals, and millwork. Meanwhile, the basic R 1300 GS Adventure is more or less a gussied up R 1300 GS featuring a larger 30-L tank, more wind protection, and semi-active suspension for a starting price of $26,645 before options, freight, and taxes. 

My tester was fitted with the Touring package ($1,085), which added panniers and mounting brackets, chrome-plated exhaust, and an electrically-adjustable windshield, as well as preparation for a navigation unit that’s sold separately. It also features the GS Trophy Style package ($1,010) that adds Racing Blue Metallic paint, a black and red seat, black handlebars and red hand guard extensions, a sport windshield, larger radiator cowls and added rad protection, an auxiliary headlight, and black cross-spoked wheels (19-inch front, 17-inch rear).

It was also loaded up with the Enduro package ($535), as well as adaptive height control, adaptive cruise control, a security system, and a heated seat that brought the price tag up to $34,245. It costs a lot, but you get a lot.

Getting Crafty

Given that I had the bike booked during the second installment of the Moto Craft festival — and its first appearance in Picton, Ont. — I decided to load up the big GS for a weekend road trip. The side cases swallowed everything I needed for potentially poor weather and a weekend away with the exception of my tent, which I strapped to the luggage rack. (The left-side pannier is 37 L, and the one on the right is 36.5 to accommodate the exhaust.) 

The front fork tubes measure 45 mm, up from 37 mm before. The suspension soaked up speed bumps and potholes while I navigated stop-and-go traffic exiting Toronto. My tester was outfitted with the Automated Shift Assistant (ASA) option, which certainly took some time to get used to. Included in the Dynamic package ($2,345), the electromechanical clutch and shift system features semi-auto/manual or fully automatic modes, so you can shift yourself or let the bike do it — and all without your left hand.

The package also adds sportier brakes, as well as dynamic, dynamic pro, and enduro pro riding modes. Shifts are lightning quick and surgically smooth, but the shift lever doesn’t offer much in the way of feedback. You also have more predictability and throttle control over the friction point at slow speeds when you’re finessing the clutch lever yourself. I have a fully functioning left arm, so I’ve never found myself wanting to remove the clutch from my riding experience. However, BMW’s system is better than what I’ve experienced from competitors.

Once on the highway, I was able to open up the throttle, which required keenly monitoring the speedometer located on the large TFT display to prevent potential incarceration. Acceleration is effortless and very brisk, but also smooth, predictable, and easy to modulate. ShiftCam variable valve timing contributes to efficient power delivery even when the bike is loaded up, no matter where you are on the power curve. Gear ratios have been revised, with taller fifth and sixth gears, which are noticeable on the highway.

Electrically raising the windscreen reduces wind noise and buffeting for a more enjoyable ride at triple digit speeds. I was able to test out the adaptive cruise control and forward collision warning as I battled the unpredictability and frustration of long-weekend traffic. I was astonished at how nimble the BMW felt at slow speeds — much more spritely than its 269-kg (593-lb) curb weight would suggest. Steering is effortlessly light, but very precise.The additions of 12 -volt power ports and a USB-C phone charging compartment are nice touches. Keyless ignition, tire pressure monitoring, and Intelligent Emergency Call are also standard.

The further I got out of the city, the more I was able to explore winding country roads and play around with the riding modes. A handlebar-mounted button allows you to quickly switch among them as conditions arise or mood dictates. The Adventure is more than agreeable to leaning over and is quite adept at being brought down from speed without any hoopla thanks to twin 310-mm semi-floating discs with four-piston radial calipers up front and a single 285-mm rear disc mated to a two-piston floating caliper in the rear. Lean angle-optimized ABS Pro will also intervene if you get yourself into trouble.

I didn’t venture completely off-road, but I traversed a range of rough, pothole-ridden gravel roads with ease. Even being loaded up with gear for the weekend, I was able to navigate the big bike on bumpy trails and uneven campsite grounds at slow speeds without fear of dumping it, which is rarely the case on such a tall, large displacement adventure bike with so much ground clearance.

The Verdict

After logging plenty of seat time in a variety of conditions, I can attest that the 2025 BMW R 1300 GS Adventure not only looks different, but it feels different, too. It’s a thoughtfully developed, well balanced, and versatile all-around adventure tourer with meticulous details that demonstrate an understanding of the end user. It’s equally capable and comfortable navigating slow speeds on city streets as it is tackling remote access roads or consuming vast amounts of asphalt during long-distance riding.

For those looking to invest in a premium, large displacement, long-haul adventure tourer, the R 1300 GS Adventure is arguably among the most compelling offerings on the market thanks to proven reliability, intuitive ergonomics, impressive performance, and the latest motorcycle technology. You also have the option of getting it with a clutch lever or without, based on your own preference.