Charging north on the busy Ventura 101 freeway in anticipation of fun and familiar mountain curves ahead, it hit me just how big the new BMW R 1300 GS Adventure has become when our group overtook a rider on BMW’s first liter-class “adventure” bike, an early 1990s R 100 GS Paris-Dakar. Even with its 7.3-gallon fuel tank, next to the giant 1300 GSA the P-D looked absurdly small, like a Honda Grom with a boxer engine. Ironic, because I remember how big and intimidating the R 100 GS P-D felt at its introduction 35 years ago and how riding it off-road seemed unimaginable.

Although those same thoughts crossed my mind on first sight of the 2025 R 1300 GS Adventure at its recent U.S. launch, by the time our ride from Hollywood, California, to the Quail MotoFest in Carmel Valley was over, I was convinced that BMW’s 2025 GSA is its best yet for long-distance adventures. With only a 2-lb weight gain, loads more power and torque, sharper handling, and endless rider-friendly standard features and options, the bike’s size is much more manageable, and the intimidation factor is all but gone.

For example, the Adventure’s adjustable stock dual-height seat height starts out about 0.8-inch lower this year at 34.3/35.0 inches, and to get the seat lower still, BMW offers Adaptive Vehicle Height Control, which automatically lowers the suspension and the seat height 1.3 inches at slow speeds or a stop. An AVHC Comfort option lowers it an additional 0.8 inch, and according to BMW, combining that with the optional lower seat can get the rider’s perch down into the 31-inch range (a taller seat is available as well).

Our test bike also came with the new Automated Shift Assistant, which eliminates the clutch lever and offers full auto or manual shifting with the foot lever. All the GSA’s special equipment is bolted on to the R 1300 GS platform that was all-new for 2024, with a lighter, more powerful ShiftCam engine, new pressed sheet-steel main and aluminum sub frames, and upgraded suspension with improved stiffer EVO Telelever fork and longer EVO Paralever shaft drive for increased traction.

Related: 2024 BMW R 1300 GS Review

The 2025 Adventure is more fully based on the GS than ever before. In addition to its larger 7.9-gallon fuel tank, the base-model GSA gets 0.8 inch more suspension travel front and rear, a larger adjustable windscreen (with optional electric adjustment), side wind deflectors, and tubeless cross-spoke wheels instead of cast. Engine guards and a centerstand are also standard.

The most defining feature of the GSA is that big aluminum fuel tank, which holds 2.9 more gallons than the GS, bumping range to more than 300 miles. It’s so wide that BMW was able to add rubberized mats atop either side to rest tools and other items when stopped. The tank’s tapered shape leaves plenty of room for your legs sitting or standing, and attachment points on the top and back facilitate securing luggage.

Standard electronic and comfort/convenience features on the GSA are extensive, and many are controlled through the rotating Multi-Controller and switches (not backlit unfortunately) on the handlebar, the onboard computer, and detailed menus on the bright, Bluetooth-connected 6.5-inch TFT display. The GSA comes with BMW Full Integral ABS Pro that works in corners, semi-active Dynamic Suspension Adjustment, Dynamic Cruise Control with brake function (maintains speed on inclines), Dynamic Engine Brake Control, Dynamic Traction Control, Hill Start Assist, and four riding modes, including Road, Rain, Enduro and Eco.

Gear Up

• Helmet: Arai XD-5
• Jacket: Fly Racing Off Grid
• Gloves: IXS
• Pants: Olympia X-Moto
• Boots: Dainese Long Range

Ride mode selection has a dedicated button, and two of six basic functions (electric windscreen height, heated grips, DTC, DCC, AVHC, and suspension damping) can be programmed to a button and toggle switch on the left bar so that you don’t have to drill down into the display menu to make changes.

More GSA standard equipment is handy and familiar, such as the heated grips, tire-pressure monitoring system, Keyless Ride, handguards with built-in turnsignals, adjustable clutch and brake levers, a storage compartment in the tank with a USB-C port, a 12V accessory power socket, and a luggage rack. New full LED lighting adds a Star Wars-like matrix headlight and auxiliary driving lights, and the bike has a lightweight lithium battery. Intelligent Emergency Call can automatically or manually call emergency dispatch in the event of a crash (unless it is canceled with the covered button on the handlebar), and the initial 600-mile break-in service is included as well.

BMW North America rarely imports models with solely standard equipment, priced at the bike’s MSRP. Our “base model” Racing Red test bike, for example, had scads of options such as lightweight Enduro forged wheels, a hydraulic Comfort Prop-Up option that raises the suspension to make deploying the centerstand easier (and works very well), AVHC Comfort, ASA, electric windscreen, GPS Prep, dual-can Akrapovič muffler, and side case mounts. Riding Assistant upgrades the cruise control to active and adds Front Collision Warning and Lane Change Warning. Riding Modes Pro adds Dynamic, Dynamic Pro, and Enduro Pro ride modes that further adapt throttle response, ABS, traction control, and suspension, and the Pro modes can be customized for throttle response, DTC, and ABS. Damping levels for Road, Dynamic, and Enduro can also be adjusted.

Trying to add up individual or BMW’s Premium/Enduro package pricing for all of these add-ons made little drops of blood come out of my forehead. Suffice to say that the $22,745 base MSRP doesn’t remotely apply to our GSA, but you can order a base model from your dealer if desired. Endless luggage, navigation, comfort, and protection options are available, and in addition to our Racing Red bike, BMW offers three style variants: Triple Black, Trophy, and Option 719 Karakorum, which take colors, finishes, features, and cost up a notch or three.

With a claimed 145 hp and 110 lb-ft of torque, even with all of those accessories added to its starting wet weight of 593 lb, the new GSA is a monster stump puller right from idle and feels geared low enough in 1st to negotiate a nasty bit of trail without lugging. At higher speeds, immense power is on tap almost everywhere in the powerband, and when climbing hills or passing trucks, I rarely felt the need to downshift to generate more urge. Power delivery is smooth throughout, with just enough pulse feel to keep it interesting and a sonorous bark from the Akrapovič muffler.

BMW offers Shift Assistant Pro (up/down quickshifter) as part of the optional Premium Package, and Automated Shift Assistant is available individually. ASA bikes like ours have no clutch lever and use electromechanical actuators to automate the clutch and gear shifting of the 6-speed transmission. Its full auto and manual modes will both downshift into 1st automatically at a stop and using the foot lever (there is no handlebar shifter), the rider can override or change the current gear at any time.

I gave the D, or fully automatic mode, several tries throughout this test attempting to get used to its operation, but I found it disappointing overall. D upshifts too soon for a motorcycle, shifting more like a modern economy car, and both upshifts and downshifts could be abrupt and jerky on our test bike. The system doesn’t automatically “kick down” a gear or two with heavy throttle application (though it does when you roll off throttle), necessitating the use of the foot lever. In fact, I found myself overriding the D mode gear selection with my left foot so often that I ended up just using manual mode, performing all shifts myself. That suggests that Shift Assistant Pro may be the better choice, since you would still have clutch-lever-less foot shifting yet with a lever still available for fanning the clutch in the dirt, tight turns, and starting out.

BMW’s new Adaptive Vehicle Height Control for the R 1300 GS and GSA is a more successful innovation, working flawlessly and nearly unnoticed to drop the suspension and the seat at lower speeds (in case you have to dab your foot, for example) and at stops, which finally puts the GSA on this short-legged guy’s consideration list. An icon on the display indicates if the seat is up or down, and if AVHC is in auto or manual mode. Our test bike had AVHC Comfort, which drops the suspension another 0.8 inch. It’s very helpful at stops, but suspension compliance suffers compared to full extension on slow bumpy roads. So I programmed AVHC to one of the buttons on the left bar so that I could easily put it in manual, raising or lowering the suspension fully as desired.

With 8.3 front and 8.7 rear inches of suspension travel, the GSA soaks up bumps like a much lighter machine, and its semi-active Dynamic Suspension Adjustment makes appropriate changes to preload and damping based on the selected ride mode and load. Larger, stiffer fork legs and front axle and a new EVO Telelever design (with a flex plate addition that provides more steering feedback) noticeably quicken the bike’s handling compared to previous models – no more ponderous feeling in slow corners. Braking is strong and predictable though oddly not as sharp up front as before, perhaps due to the integration of Full Integral ABS Pro, which applies both front and rear brakes with either the brake lever or pedal. Dynamic Braking Control is a useful feature that prevents accidental throttle application while braking.

GSAs have always had superb ergonomics and wind protection, the kind of comfort package that makes a three-hour ride home in the dark after an all-day ride and photoshoot not only doable but appealing. The new bike’s adjustable windscreen, wind deflectors, and wide tank block excess wind effectively, and a taller windscreen is available in case the large stock one doesn’t cut it. A comfort handlebar, bar risers, and adjustable footpegs can be had as well. Combined with the tilt and height adjustable seat and low/tall seat options, this bike should be able to fit everyone well for long rides.

On the ride home from Cambria, photographer Kevin Wing and I enjoyed parts of the intro route in reverse as well as some old coastal favorites, like Santa Rosa Creek Road near Cambria. Our test bike was equipped with Metzeler Tourance Next 2 street tires, so I didn’t tackle any off-road tracks on our three-day, 750-mile ride. I can attest, however, that having ridden every P-D and Adventure model prior to this one off-road, whether at the challenging BMW Hechlingen Enduro Park in Germany or on the wet and rugged Baviaanskloof in South Africa, with the right tires it can be done. And based on its stellar performance everywhere else, I’m guessing that this new GSA will do it very well indeed.

Check out more new bikes in Rider’s 2025 Motorcycle Buyers Guide  

2025 BMW R 1300 GS Adventure Specs

• Base Price: $22,745
• Warranty: 3 yrs., 36,000 miles
• Website: BMWMotorcycles.com

ENGINE

• Type: Liquid-cooled, longitudinal opposed flat Twin, DOHC w/ 4 valves per cyl.
• Displacement: 1,300cc
• Bore x Stroke: 106.5 x 73.0mm
• Horsepower: 145 @ 7,750 rpm (factory claim)
• Torque: 110 lb-ft @ 6,500 rpm (factory claim)
• Compression Ratio: 13.3:1
• Valve Insp. Interval: 12,000 miles
• Fuel Delivery: Fully sequential EFI, 52mm throttle bodies x 2
• Lubrication System: Wet sump, 4.2 qt. cap.
• Transmission: 6-speed, hydraulically actuated slip/assist wet automatic clutch (as tested)
• Final Drive: Shaft

CHASSIS

• Frame: Two-section sheet metal main frame w/ engine as stressed member, cast-aluminum subframe, single-sided cast-aluminum swingarm
• Wheelbase: 60.4 in.
• Rake/Trail: 26.2 degrees/4.7 in.
• Seat Height: 34.3/35.0 in.
• Suspension, Front: EVO Telelever w/ single shock, fully adj., 8.3 in. travel
• Rear: EVO Paralever w/ single shock, fully adj., 8.7 in. travel
• Brakes, Front: Dual 310mm floating discs w/ radial-mount opposed 4-piston calipers & ABS
• Rear: Single 285mm disc w/ floating 2-piston caliper & ABS
• Wheels, Front: Cast, 3.00 x 19 in.
• Rear: Cast, 4.50 x 17 in.
• Tires, Front: Tubeless, 120/70-ZR19
• Rear: Tubeless, 170/60-ZR17
• Wet Weight: 593 lb (factory claim)
• Load Capacity: 476 lb
• GVWR: 1,069 lb
• Fuel Capacity: 7.9 gal.

Mark Tuttle was the editor-in-chief of Rider for several decades before he stepped down in 2020 to spend more time with family, riding motorcycles, camping, fishing, and looking for his reading glasses. He has road tested hundreds of motorcycles and ridden in 28 countries (so far) and every U.S. state except Nebraska, but only because he lost the directions.

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Source: RiderMagazine.com