Forty-three years after the BMW R 80 G/S kicked off the adventure bike movement, the 2024 BMW R 1300 GS offers more power and sophistication than any R-GS to date.
BMW Motorrad has announced a thorough overhaul for its top-selling model for 2024, now called the BMW R 1300 GS thanks to an increase in displacement from 1,254cc to 1,300cc. The GS’s signature opposed “boxer” Twin now makes a claimed 145 hp and 110 lb-ft of torque, up from 136 hp and 105 lb-ft on the R 1250 GS. With a claimed curb weight of 523 lb, the new R 1300 GS is 26 lb lighter than its predecessor.
The increased displacement results from a larger bore (106.5mm, up from 102.5) and a shorter stroke (73mm, down from 76). Not only did peak torque increase, BMW says there is a significant increase in torque throughout the rev range, with 96 lb-ft or more available between 3,600 and 7,800 rpm. The engine is also said to run more smoothly, and repositioning it within the frame reduces vibration. Returning is the BMW ShiftCam system that varies the valve timing and valve stroke on the intake side, but the camshaft drive arrangement has been revised. A new 2-into-1 stainless steel exhaust is lighter and optimized to work with ShiftCam. Of the 26 lb shaved off the GS, 8.6 lb came from the engine and another 5.7 lb from the rest of the powertrain.
The new 1,300cc Boxer makes a claimed 145 hp, making it the most powerful R-series Boxer ever.
As part of the redesign, the 6-speed gearbox was moved under the engine, which reduces the overall length of the powertrain and better centralizes mass. The transmission now uses a sensor signal transmitter and a torsion magnet for the optional Shift Assistant Pro quickshifter, which BMW says provides a more direct feel. The driveshaft now has larger universal joints that reduce rotational mass, and the rear axle now has a longer axle stub for easier mounting and dismounting of the rear wheel.
Four ride modes are standard: Road, Rain, Eco, and Enduro. The optional Riding Modes Pro adds Dynamic, Dynamic Pro, and Enduro Pro, and the “Pro” modes are customizable. The R 1300 GS can be further customized to show only preferred ride modes. Also standard is Engine Drag Torque Control (MSR), Dynamic Traction Control (DTC), Dynamic Brake Assist (DBC), and Hill Start Control (HSC).
The entire chassis of the 2024 BMW R 1300 GS has been revised. Replacing the former tubular-steel bridge main frame is a new steel sheet metal main frame, which BMW says allows for more compact packaging as well as increased stiffness. And replacing the former tubular-steel subframe is a die-cast aluminum unit that is said to be lighter, stiffer, narrower, and more tightly bonded to the main frame for added stability.
Suspension consists of the front Evo Telelever and rear Evo Paralever. The new Evo Telelever incorporates a novel flex element whereby the upper fork bridge is “pivotally and rotatably connected via a radial swivel bearing to a sturdy steering shaft tube, which in turn is guided in the main frame via a cylindrical roller bearing at the top and a deep groove ball bearing at the bottom.” BMW says the new design offers significantly greater rigidity as well as improved stability. The new Evo Paralever has a stiffer connection to the shock, a longer single-sided swingarm for increased traction, a quick-release axle, and a swingarm bearing that is now off-axis to that of the rotation of the cardan shaft joint.
The optional Dynamic ESA (Electronic Suspension Adjustment) has been updated as well. The system not only adjusts front and rear damping in real time based on settings and conditions, but it also now adjusts spring rate, automatically adjusts for different loads, and integrates with different ride modes.
Standard equipment on the R 1300 GS includes Full Integral ABS Pro, which has Pro settings that turn ABS off at the rear wheel. Optional Dynamic Brake Control prevents unintentional throttle application during braking and reduces drive torque to get the most out of the rear brake for optimal stability and shorter stopping distances.
Replacing the GS’s signature asymmetrical headlight is a new centralized LED headlight surrounded by an X-shaped matrix of four LED running lights, and the optional Headlight Pro adds cornering function. LED front turnsignals are now integrated into the handguards.
The R 1300 GS also comes standard with a 6.5-inch TFT display with Bluetooth connectivity, the Multi-Controller wheel on the left handlebar, tire-pressure monitoring, heated grips, USB and 12V outlets, Keyless Ride, and Dynamic Cruise Control. The new optional Riding Assistant adds radar sensors to enable Active Cruise Control (ACC), Front Collision Warning (FCW), and Lane Change Warning (SWW).
Three wheel options are available, all in 19×3.0-inch front and 17×4.5-inch rear sizes. Standard and Triple Black models come with cast-aluminum wheels. Trophy and Option 719 Tramuntana model variants are fitted with newly developed cross-spoke wheels featuring aluminum rings for dedicated off-road use. A third option is new Enduro forged wheels, which are intended for off-road use and are 3.9 lb lighter than the more robust cross-spoke wheels.
In terms of styling, the 2024 BMW R 1300 GS has a more aerodynamic look, with a sharper beak, a flatter tank, and a slimmer tailsection.
2024 BMW R 1300 GS Triple Black
In addition to the standard model, several variants will be available. The R 1300 GS Triple Black variant returns with blacked-out bodywork and components, comfort seats, comfort passenger footpegs, and a centerstand. It also features an electric windscreen, wind deflectors, and special cockpit trim.
2024 BMW R 1300 GS Trophy with optional Enduro forged wheels
The R 1300 GS Trophy has a Racing Blue Metallic colorway with red and white detailing and a White Metallic Matte subframe. A high rider’s seat and Sport passenger seat offer the look and ergonomics of a rally seat (34.2-inch seat height), and the seat cover continues onto the fuel tank. The Trophy also comes with radiator guards and cross-spoke wheels with black rims or optional gold rims.
2024 BMW R 1300 GS Option 719 Tramuntana with optional luggage
The new R 1300 GS Option 719 Tramuntana features cross-spoke wheels with gold rims, a gold anodized handlebar, and gold trim on the bodywork. The chassis and components are black, the fuel tank center cover is Luxor Black/Grey, and the cylinder head covers are Avus Black Metallic Matte. The side trim sections, the top of the front fender, the aluminum tank, and intake silencer are finished in Aurelius Green Metallic. Special optional equipment includes a top case carrier in Avus Black Metallic, a gray-colored handguard extension, cross-spoke wheels with black rims, and titanium-colored anodized sport brakes.
Pricing for the 2024 BMW R 1300 GS starts at $18,895. Find out more at the BMW Motorrad website.
The Hudson Valley Motor Parts Motorcycle Bar End Weights provide a smoother and more enjoyable ride on my BMW R 1250 GS.
After nearly two decades aboard various generations of BMW’s venerable RT-Series sport-tourers, I recently decided to learn how to ride off-road and made the switch to a BMW R 1250 GS adventure-tourer The GS is surely a capable machine, but it’s not quite the glass-smooth operator my RT was on the highway. Though by no means offensive, the GS’s handlebar transmits a modicum of vibrations to the rider’s hands as the revs climb, and Hudson Valley Motor Parts Motorcycle Bar End Weights represent a compelling antidote to this. By adding copious mass to the bar ends, these weights effectively quell the sympathetic resonance which plagues all motorized two-wheelers to some degree.
My HVMP test pair was perfectly finished in gloss black, with each bar end weighing a portly 8.9 ounces sans hardware and measuring 1.6 inches high by 1.5 inches in diameter at the base. For reference, the GS’s stock bar end weighs a scant 2.2 ounces sans hardware and measures 1 inch high by 1.5 inches in diameter at the base.
Stock BMW R 1250 GS bar ends (left) vs. Hudson Valley Motor Parts Bar End Weights (right)
Installation was a breeze and required only common hand tools. The GS’s stock bar ends must be removed by loosening the T45 Torx bolts which hold them in place. Then, they are replaced with the HVMP units, which are fastened via the included 6mm stainless Allen bolts. It’s a good idea to add some medium strength thread locking compound (Loctite or Permatex blue) to the bolt threads. Torque to 9 lb-ft, and you’re done. There is no interference whatsoever with the GS’s handguards, and the whole process takes less than 10 minutes for the pair.
On the road, the HVMP motorcycle bar end weights had a dramatic effect on handlebar vibes throughout the entire rev range. The GS’s handlebar is now dead still below 4,000 rpm, and the buzz which used to emanate from the grips above 4,000 rpm is now reduced by what feels like 75%, making spirited riding and downshifting much more enjoyable. My GS’s grips are smoother now than my RT’s in stock form ever were.
For the modest investment and effort required for installation, the HVMP bar ends are a worthy addition for commuters, long distance travelers, riders with carpal tunnel syndrome and other related afflictions, and anyone else who desires less buzz in the bars. HVMP offers a wide selection of its American-made motorcycle bar end weights for various BMW and other brand models.
Dr. Jekill & Mr. Hyde’s (J&H) novel exhaust system allows the rider to pick from three different sound modes on the fly. An illuminated, handlebar-mounted switch actuates a servo motor, which actuates a valve in the interior of the exhaust system to instantly adjust sound output to your preference.
In Dr. Jekill Mode, the valve is closed, diverting the exhaust gases around the valve and through perforations on side chambers of the exhaust, where they pass through patented single-strand fiber dampening material before being routed out. This is the quietest mode, most closely resembling the stock sound but with a much deeper tone.
A quick push of the button opens the valve halfway for Dynamic Mode, which adds a distinctive low-frequency bark. A final push of the button unleashes Mr. Hyde Mode, in which the valve opens fully and the rider is treated to the engine’s full guttural roar as exhaust gases pass through relatively unrestricted.
My BMW R 1250 GS exhaust system is governed by an ECU that plugs directly into the wiring harness, reading CANbus signals from the bike and allowing the exhaust valve to power on and off with the engine.
Installation of the J&H exhaust is straightforward. The small servo motor is mounted to the frame above the header connection, and its waterproof control wires are routed along the inside face of the muffler, where an integrated clamp holds them securely. The wiring harness is plug and play. (J&H has a helpful installation video on YouTube.)
Once installed, the J&H is a handsome pipe. Its flawlessly finished Nomad Black body leads to a glossy hexagonal carbon fiber end cap, punctuated by a gorgeous machined-aluminum accent plate on the rear. The inlet cover is finished in matching glossy carbon fiber as well. The appearance is sleek, serious, and decidedly upmarket, drawing loads of attention from fellow GS riders.
Out on the road, the BMW’s personality can be instantly transformed from mild to wild depending on my mood, and I love exercising that expression! Experienced readers are wise enough to know the difference between an annoyingly loud exhaust and an improved exhaust tone that fits with the character of each motorcycle. This J&H pipe unleashed my bikes inner growl, adding a healthy dollop of welcome character to the machine.
But in this case, it’s not about volume. Using an AudioControl DMRTA calibrated decibel meter, placing the measurement device about 20 inches from the exhaust at a 45-degree angle per the SAE J2825 standard, I measured all three modes at idle: Dr. Jekill came in at 85.9 dB, Dynamic measured 88.1 dB, and Mr. Hyde rang up 93.1 dB. For reference, SAE J2825 recommends a 92 dBA limit at idle for motorcycles.
Dr. Jekill & Mr. Hyde exhausts are the best of both worlds, allowing you to be naughty or nice without ever being obnoxious. They’re made in the Netherlands and are fully compliant with European emission laws. Testing is currently in progress for the U.S. market, and the company hopes to have CARB and EPA approval by the end of 2023.
MSRP for the BMW R 1250 GS Exhaust from Dr. Jekill and Mr. Hyde is $1,695 for black and $1,640 for silver. Each pipe is covered by a four-year, unlimited-mile warranty.
L-R: Markus Kapitzke, chairman of the Works Council BMW Group Plant Berlin; Dr. Markus Schramm, head of BMW Motorrad; and Prof. Dr. Helmut Schramm, head of BMW Motorrad Production, stand with the one-millionth BMW with a Boxer engine. (Photos courtesy of BMW Motorrad)
Marking another milestone in the “100 Years of BMW Motorrad” anniversary year, the company announced that on June 21, the one-millionth BMW GS equipped with a Boxer engine rolled off the production line at the BMW Motorrad plant in Berlin-Spandau. The motorcycle of note was a BMW R 1250 GS in Triple Black Style.
Continuing this momentum, BMW Motorrad also announced on Wednesday that the latest edition BMW GS with the Boxer engine – the R 1300 GS – will be presented on Sept. 28 at the grand opening of the new BMW Motorrad Welt in Berlin.
The BMW GS with a Boxer Engine: A Legendary Combination
BMW motorcycles have been manufactured in Berlin since 1969 and the BMW Motorrad GS models with Boxer engines since 1980. In autumn of that year, BMW Motorrad presented the R 80 G/S, a 798cc motorcycle with 50 hp that combined two areas of riding for the first time: off-road and on-road.
Between 1981 and 1985, the rugged G/S proved its mettle with four wins in the grueling Paris-Dakar Rally and three wins in the Baja 1000.
“With the R 80 G/S and its unique combination of on-road and off-road suitability, everyday qualities and long-distance touring abilities, BMW Motorrad created the new motorcycle genre of touring enduros in 1980,” said Dr. Markus Schramm, head of BMW Motorrad.
“The BMW GS with Boxer engine became an icon, which achieved global success in this segment. What is more: The BMW GS became a legend and at the same time an indispensable cornerstone in the BMW Motorrad model range. Its outstanding talents, such as dynamic riding performance, brawny off-road qualities, superior long-distance comfort and enormous robustness, have since been continuously developed by BMW Motorrad and transferred to other BMW Motorrad model series with great success.”
At the beginning of last year, we tested the 2021 BMW R 1250 GS 40 Years of GS Edition, featuring the 1,254cc Boxer with the ShiftCam variable-valve timing system, making 119 horsepower at 7,900 rpm and 91 lb-ft of torque at 6,500 rpm at the rear wheel on Jett Tuning’s dyno, as well as a host of other bells and whistles that also reflect that continuous development mentioned by Schramm over four decades.
“The GS’s enduring and broad appeal stems from its excellent handling, versatile performance, comfortable ride, comprehensive features, and renowned durability and reliability,” our reviewer said. “It’s a capable canyon carver as well as a comfortable highway cruiser, great for loading up with a passenger and gear, and is surprisingly capable off-road. Nearly every GS owner – and motojournalist – has, at one time or another, described the bike as the Swiss Army knife of motorcycles.”
The 2021 BMW R 1250 GS 40 Years of GS Edition. (Photo by Kevin Wing)
The new BMW R 1300 GS
Schramm said he was pleased to be able to announce the one-millionth BMW GS with a Boxer engine during the anniversary year, adding that he was “equally pleased that the unique history of BMW Motorrad models with Boxer engines will soon be supplemented by an exciting chapter with numerous innovations with the new R 1300 GS.”
BMW Motorrad called the new BMW Motorrad Welt, located directly next to the BMW Motorrad plant site in Berlin-Spandau, the new “heart of the brand.” The BMW R 1300 GS will be presented at an exclusive opening event on Sept. 28. Interested fans will have the opportunity to follow the opening ceremony via livestream on the BMW Group and BMW Motorrad social media channels, and BMW Motorrad Welt will be officially open to visitors starting Sept. 30.
Maneuvering the big R 1250 GS through an exercise. (Photos by Neale Bayly)
When I accepted the assistant editor position at Rider, I expected to ride motorcycles outside of what I was used to. That was one of the many exciting things about the job. This past January, I got what I was looking for – and then some. At the BMW U.S. Rider Academy two-day Street Survival On-Road course at the BMW Performance Center in Greer, South Carolina, I went from riding my usual Honda Rebel 250 the week before to a BMW R 1250 GS. I can handle some easy math, and that’s about five times the displacement of my personal bike. And at 5-foot-1 and 110 lb, I was feeling like I had bitten off a little more than I could chew. By the end of the weekend, however, I didn’t want to get off the big GS.
Just eight months after earning my MFA, I was back in school. This experience was a bit different than my writing classes though.
This was the first class I’d taken since the Harley-Davidson Riding Academy at my local dealership seven years ago. That course had been great fun, puttering around the parking lot on Harley Street 500s and taking each step nice and slow. While my riding has improved since then just by putting in the miles, I knew some real training with coaches would be beneficial. So off I went to the BMW Performance Center.
When the Student is Ready…
Upon arriving that first day, I chatted with some of the instructors while waiting for the class to start. When one of them asked me what bike I had reserved for the class, I told him I’d picked the G 310 R, thinking the smallest one would be the most comfortable for me. However, he said I should try the R 1250 GS instead.
The center of the track was our home base to park the bikes, have a seat, and chat.
I laughed, assuming he was joking. It wouldn’t be the last time I would be wrong over the course of the weekend.
“No, really,” he said. “A lot of people think that the smaller one will be easier, but the 1250 is so well balanced. Once you get used to the size, it’s the better bike for the exercises we’ll be doing.”
At that point, I shrugged my shoulders. I told him maybe I’d give the big bike a go later, with no real confidence that I’d feel up to it that weekend. Little did I know that I’d soon be riding side-saddle around the track on the R 1250 GS, asking myself what I had gotten myself into and thinking my momma’s going to kill me when she sees these photos.
I didn’t think I’d be on a motorcycle this big for a while, if at all, but it was a fun ride once I got going.
The morning began in the cafeteria drinking free coffee and chatting. At 8:30, we moved to the classroom, where we introduced ourselves and went through a slideshow about the types of exercises we’d be doing that day. There were five instructors and 10 students, so we’d get plenty of help and feedback. We spent less time in the classroom than I expected – only about 30 minutes – then we were off to meet our bikes and get started.
That’s when I ended up on the 1250. When we walked out, I spotted the 310 right away and walked toward it. For the first exercise, the instructors told us we needed to use a bike with a centerstand, so I moved over to a 1250. I never did get it up on the stand by myself, but the instructors were happy to help me out by steadying the beast while I tried. I did manage to get it off the centerstand by myself once – my first victory of the day.
In one exercise, we rode in circles at three different speeds to practice cornering.
After getting to know the bikes, we were ready to ride down to the track, so I once again walked to the 310. This time, a different instructor asked me if I was sure I wouldn’t rather use the 1250 since, again, it would be the best option for the upcoming exercise. At that point, I figured the instructors knew what they were talking about, so I trusted the process. I was there to learn and break out of my comfort zone anyway, right? I slung a leg over the 1250, struggled to reach the kickstand for a solid minute before finally catching it with my boot, and fired it up. Then we were off.
The first few laps went better than expected. We did some acrobatics that felt nuts to me at first but were actually easy and fun, like riding while standing on the pegs followed by a lap with our right knee on the seat. On the next lap, we put our right leg behind our left and sat side-saddle, and then we rode standing with the right foot on the left peg and the left foot dangling out to the side. Then we did the same thing with the other leg. During that exercise, I thought to myself, This isn’t so bad. I might not drop the bike after all. Wrong again.
The instructors watched us closely so they could provide helpful feedback and advice.
Then we got into the slow maneuvers, such as in-line weaving, riding tight circles in a box, and figure-eights. I dropped that big GS over and over and over. I must thank my instructors here for their resilient patience. They never complained or even looked slightly annoyed by having to continually pick my bike up for me. They offered words of encouragement and plenty of feedback and advice, so I always knew what to work on the next go-round. In fact, after every single attempt at an exercise, there was an instructor or two there to provide helpful feedback and cheer us on.
I looked forward to the breaks throughout the day, not only because sitting in a chair resulted in fewer bruises than dropping the motorcycle, but also because it gave us a chance to talk. We got to know each other and learned that, even if we came from different backgrounds – or different continents – we all had a lot more in common than we realized.
Lining up for our next exercise.
The only other woman in the class was Christine, and she is as badass as they come. She’s done other classes and trackdays and has four motorcycles at home, the most recent addition being a Ducati Multistrada. I also met Dave, who lives up near the Blue Ridge Parkway and met our EIC Greg and his wife, Carrie, at an Edelweiss Greece tour last year. There was also John, Terry, Yasser, William, Fernando, George, and Sam, all of whom were lovely to talk to and had plenty of their own experiences to share. The instructors sat with us too, joking and telling stories. Even Neale, the fantastic photographer for this story, found some time between taking photos to sit and chat with us. It was truly wonderful to feel that connection and friendship with a group of people I’d never met before.
At the end of the first day, they brought out a fleet of models for us to ride around the track for what they called the “ultimate test ride.” We’d hop on one bike, ride a couple laps, park it, and switch to something else. I tried out an F 900 XR, a gigantic R 18 cruiser, and other bikes. It was a fun way to end the first day, and it allowed me to make some headway toward my goal of trying out different motorcycles. After that, we were all ready for a beer and some food.
Riding the big R 18 was another new experience for me.
Waking up the second day in the hotel room, I was so sore from being tense while I rode the day before and from dropping the bike that the last thing my body wanted to do was get out of bed. But I rolled out, geared up, and met Neale and Dave in the lobby for breakfast. I’m glad I made the effort and that I chose the two-day course instead of the one-day course because the second day was pure fun.
By the second day, I was feeling more confident and more able to focus on the exercises
Don’t get me wrong, there were still exercises that challenged me and taught me to ride in ways I hadn’t before, but the nerves had vanished. I was able to relax and have fun. The other students were no longer strangers but rather new friends, and I knew I could ride that monster of a motorcycle this time because, although it hadn’t been pretty, I’d ridden it before. On the second day, I only dropped it three times! Quite an improvement on the previous day.
The exercises we did on Sunday consisted of putting together the individual techniques we’d learned on Saturday. We worked on emergency stops, cornering, emergency stopping in a corner, and other valuable skills. Halfway through the second day, my bike started leaking fluid (no doubt from the countless times I’d dropped it the day before), so they brought me out a new one. Christine offered to swap with me for the 1250 GS with low suspension that she was riding, and that was much better.
I only tried to pick the bike up once, and it gave me a new appreciation for the instructors who picked it up for me repeatedly.
We finished up in the classroom, and the instructors gave us some homework exercises, a goodie bag, and their cards. They encouraged us to reach out to them at any time with pictures of new motorcycles we get or whatever other moto-related activities we’re up to.
By the end of the weekend, I felt much more confident, although plenty sore, and was excited to practice what I’d learned and try out more new motorcycles. As I continue my own moto journey, I hope to see all my new friends from the BMW Street Survival class out on the roads, enjoying their new skills and the motorcycles that brought us all together.
It was a long weekend that challenged each one of us in different ways, but making it to the end was an accomplishment we were all able to enjoy.
SIDEBAR: BMW U.S. Rider Academy
The BMW Performance Center in Greer, South Carolina, offers several types of motorcycle courses. I took the two-day Street Survival On-Road course, but there’s also a one-day and three-day versions of the course, as well as a ladies-only version.
Sidebar photos by Killboy
Other training options include a two-day MSF Basic Rider course; a two-day USRA Authority School (for police-style training); one-day, two-day, and three-day versions of the Adventure Off-Road course; and a ladies-only Adventure Off-Road course. The instructors told us the off-road courses are the most popular (and most fun). They also said all BMW U.S. Rider Academy courses book up fast. The only reason I was able to find an open spot on short notice for the two-day Street Survival course is because someone else had canceled. Usually, they fill up several months in advance.
The track had a hill, curves, a straight stretch, and a nice rest area in the middle with chairs and snacks.
Pricing varies based on the length of the class. One-day classes are $900, two-day classes are $1,800, and three-day classes are $2,700. When I took the class, BMW offered the option of either using one of their motorcycles or bringing a personal motorcycle to use. I chose to rent, as most others in the class did, and I’m glad I did. Although I dropped my bike more than anyone else in the class, I was far from the only student to drop one. Now, BMW requires students to use one of BMW’s motorcycles, which removes any anxiety a student might have about damaging their personal ride. Each course comes with a chef-prepared lunch each day, which was delicious and included several dietary options. BMW also offers 20%-off coupons at rallies and events.
A full list of courses, prices, and availability can be found here.
The BMW Motorrad International GS Trophy 2022, taking place in Albania, roars into action on September 4 and includes 57 riders from 21 international teams. In addition to the popular interactive photo competition, this year’s event will include a new video competition. Read more in the press release from BMW Motorrad below.
Photo from BMW Group PressClub Global
There is only a little over a week until the start of the BMW Motorrad International GS Trophy 2022 in Albania on September 4.
The 57 finalists, who are competing in 21 international teams, have already received their BMW Motorrad rider kits, complete with names, national flags, and the GS Trophy 2022 insignia. They will soon begin their journey to Albania and will then be all set for unique GS Trophy experiences in one of the last largely untouched off-road paradises in Europe.
For those who can’t be there in person, BMW Motorrad will ensure comprehensive multimedia coverage of the event. GS fans from all over the world will be able to experience the GS Trophy 2022 every day in the form of reports, photos, and video clips and even to take part via a photo and video competition.
The GS Trophy Photo and Video Competition
The interactive photo competition was introduced in 2012 and was so well received, with many thousands of votes cast, that it has become a permanent feature of the event and will be expanded to include a video competition this year.
The teams themselves will capture the most exciting moments of their adventure in photographs and on film on two days of the GS Trophy 2022. The particular theme of the competition is completely open; it could be an action photo of teammates, a spectacular landscape, or perhaps a unique aspect of local life.
At the end of the two days, each team will submit its best photo or video, which will then be posted on the GS Trophy website. Voting also takes place on the website. Voting time will be limited to only 24 hours at a time.
Video competition:
Voting on September 6 from 12 a.m. to 11:59 p.m. CET (which corresponds with a voting start time on September 5 at 6 p.m. ET, 3 p.m. PT)
Photo competition:
Voting on September 8 from 12 a.m. to 11:59 p.m. CET (which corresponds with a voting start time on September 7 at 6 p.m. ET, 3 p.m. PT)
According to their voting results, the teams will receive points that will count towards their overall competition score.
How to Follow the GS Trophy
The GS Trophy website allows GS fans to not only take part in the photo and video competition but also find background information about the event and its participants.
Fans can also follow the excitement of the event on a daily basis via the following BMW Motorrad social media channels thanks to reports, photos and video clips:
BMW Motorrad USA has announced the first round of updates and changes to its 2023 lineup of motorcycles and scooters, which will begin production in August 2022. BMW says it has made an effort to streamline the range of available options, with one comprehensive equipment package available for most models.
2023 BMW C 400 GT
2023 BMW C 400 GT in new Callisto Grey Metallic with gold front brake calipers
The BMW C 400 GT saw several updates in 2022 and remains the only gas-powered scooter in BMW’s lineup. The 350cc liquid-cooled Single makes a claimed 34 hp at 7,500 rpm and 26 lb-ft of torque. Power is transmitted through a CVT (Constantly Variable Transmission) and a rigid aluminum double-sided swingarm with a swingarm bearing designed for reduced vibration.
In 2022, the C 400 GT got new throttle-by-wire, upgraded braking and traction control, and other updates. For 2023, the scooter has been updated so that the comfort turn indicator can be switched off in the menu for the instrument cluster. All U.S. models automatically add the Premium Package, which includes a heated seat and heated grips.
The C 400 GT starts at $8,245. Previous color options of Alpine White and Triple Black remain the same, while the Callisto Grey Metallic has added gold front brake calipers.
2023 BMW C 400 GT in Triple Black
2023 BMW C 400 GT in Alpine White
2023 BMW CE 04
2023 BMW CE 04 in Avantgarde Package with Magellan Grey Metallic
BMW took “urban mobility” up a level to “electromobility” in 2021 with the CE 04, an electric scooter that features a liquid-cooled, permanent-magnet electric motor making a claimed 42 hp. Top speed is 74.5 mph, with standing start acceleration of 0-30 mph in 2.6 seconds. BMW claims a range of 80 miles on the battery, with approximate standard charging time of four hours and 20 minutes (65 minutes with the optional quick charger).
ABS is standard, as are a 10.25-inch TFT color screen with integrated map navigation and extensive connectivity and three ride modes – Road, Rain, and Eco. For 2023, the CE 04 has been updated so the self-canceling turnsignal can be switched off in the menu for the instrument cluster.
2023 BMW CE 04 in Light White
All U.S. CE 04 models automatically add the Premium Package, which includes an adaptive headlight, Pro ride modes, cornering ABS, quick charge capability, a heated seat, tire-pressure monitoring, and a centerstand. The CE 04 starts at $11,795. Color choices of Light White and the Avantgarde Package with Magellan Grey Metallic remain unchanged.
2023 BMW G 310 R, G 310 GS
2023 BMW G 310 R in new Passion Racing Red
2023 BMW G 310 GS in new Rallye Kalamata Dark Gold Metallic
BMW’s entry-level roadster, the G 310 R, and G 310 GS adventure bike both have a 313cc liquid-cooled Single that makes a claimed 34 hp at 9,250 rpm and 20.6 lb-ft of torque. Power is delivered via a 6-speed gearbox and chain final drive, and the G 310s were upgraded in 2021 to include throttle-by-wire and a slipper clutch, as well as adjustable brake and clutch hand levers. ABS is standard, but other 2021 updates included a new LED headlight and indicators.
2023 BMW G 310 R in new Polar White/Racing Blue
2023 BMW G 310 R in Cosmic Black 2
For 2023, BMW hasn’t made any equipment changes to the G 310s, which starts at $4,995 for the G 310 R and $5,695 for the GS. For colors, on the G 310 R, Passion Racing Red style replaces Passion Kyanite Blue Metallic, Sport Polar White/Racing Blue style replaces Sport Limestone Metallic, and Cosmic Black 2 remains unchanged. On the G 310 GS, Sport Polar White/Racing Blue replaces Triple Black, the Rallye Kalamata Dark Gold Metallic style replaces Rallye Kyanite Blue Metallic, and Cosmic Black 3 remains unchanged.
2023 BMW G 310 GS in new Polar White/Racing Blue
2023 BMW G 310 GS in Cosmic Black 3
2023 BMW F 750 GS
2023 BMW F 750 GS in new Light White/Racing Blue/Racing Red
The BMW F 750 GS adventure bike features an 853cc liquid-cooled parallel-Twin that makes a claimed 77 hp at 7,500 rpm and 61 lb-ft of torque. The bike has a 6-speed gearbox, a slip/assist clutch, and chain final drive. BMW’s cornering ABS and traction control are standard, as are the Road and Rain ride modes.
For 2023, the F 750 GS has added RDC real-time gradient tire-pressure monitoring, and the self-canceling turnsignal can now be switched off in the menu for the instrument cluster. All U.S. F 750 GS models automatically add the Premium Package, which includes GPS Prep, cruise control, LED headlight, Gear Shift Assist Pro, Dynamic Pro and Enduro Pro ride modes, heated grips, a luggage rack with case holders, tire-pressure monitoring, MSR Dynamic Engine Brake Control, and Dynamic Electronic Suspension Adjustment (not available with low suspension). Individual options include low suspension, a centerstand, M Endurance chain, a comfort seat, and an extra-low seat.
2023 BMW F 750 GS in Triple Black
2023 BMW F 750 GS in Light White
The F 750 GS starts at $9,995. For colors, the Triple Black with Black Storm 2 and Light White remain unchanged for 2023, and the Sport Light White/Racing Blue Metallic/Racing Red replaces San Marino Blue Metallic.
2023 BMW F 850 GS and F 850 GS Adventure
2023 BMW F 850 GS in new Trophy Gravity Blue Metallic
2023 BMW F 850 GS Adventure in new Rallye Kalamata Matte Metallic 2
With similar displacement as the F 750 GS but a little more muscle, the F 850 GS and GS Adventure both have an 853cc liquid-cooled parallel-Twin making a claimed 90 hp at 8,000 rpm and 63 lb-ft of torque. Power is delivered through the 6-speed gearbox with a slipper clutch and chain final drive. Switchable cornering ABS, Automatic Stability Control (aka traction control), and Rain and Road ride modes are standard.
The F 850 GS has adjustable brake and clutch hand levers, and the GS Adventure adds adjustable rear brake and gear shift levers. Both models have an adjustable windscreen, and for 2023, RDC real-time gradient tire-pressure monitoring has been added, and the self-canceling turnsignal can be switched off in the menu for the instrument cluster.
All U.S. F 850 GS and GS Adventure models automatically add the Premium Package, which includes an LED headlight, Gear Shift Assist Pro, Pro ride modes, heated grips, luggage rack with case holders, Keyless Ride, tir- pressure monitoring, MSR Dynamic Engine Brake Control, Dynamic Electronic Suspension Adjustment (not available with low suspension). The GS Adventure Premium Package adds GPS Prep, cruise control, LED auxiliary lights, and aluminum side case holders.
2023 BMW F 850 GS Adventure in Light White
2023 BMW F 850 GS Adventure in Triple Black
Individual options for both bikes include low suspension, a centerstand, M Endurance chain, off-road tires, cruise control, a comfort seat, and an extra-low seat. The GS adds a Touring Package with GPS Prep and cruise control, and the GS Adventure adds low suspension, off-road tires, a centerstand (not available with low suspension), a double seat, a Rallye seat, and a low seat.
The F 850 GS starts at $12,595 for 2023. For colors, Trophy Gravity Blue Metallic replaces Racing Blue Metallic, and both Racing Red and the Triple Black with Black Storm Metallic 2 style remain unchanged.
2023 BMW F 850 GS in Racing Red
2023 BMW F 850 GS in Triple Black
The F 850 GS Adventure starts at $13,595, with the Rallye Kalamata Matte Metallic 2 style replacing Mineral Grey Matte Metallic. Light White and the Triple Black with Black Storm Metallic 2 style remain unchanged.
2023 BMW F 900 R and F 900 XR
2023 BMW F 900 XR in new Sport Racing Blue Metallic
Both the F 900 R roadster and F 900 XR adventure bike have an 895cc liquid-cooled parallel-Twin that makes a claimed 99 hp at 8,500 rpm and 67 lb-ft of torque. They have a 6-speed gearbox, a slipper clutch, and chain final drive. ABS, Automatic Stability Control, and Rain and Road ride modes are standard, as are adjustable brake and clutch hand levers and a 6.5-inch TFT display. For 2023, BMW has added RDC real-time gradient tire-pressure monitoring, and the self-canceling turnsignal can be switched off in the menu for the instrument cluster.
All U.S. F 900 R models automatically add either the Comfort Package (M Endurance chain, Keyless Ride, and heated grips) or the Premium Package, which includes the M Endurance chain, Keyless Ride, heated grips, GPS Prep, cruise control, saddlebag mounts, Gear Shift Assist Pro, Pro ride modes, MSR Dynamic Engine Brake Control, Adaptive Headlight, Headlight Pro, cornering traction control, tire-pressure monitoring, and a centerstand (not available with low suspension). The F 900 XR automatically adds the Premium Package, which includes everything in the 900 R Premium Package, plus cornering ABS.
Individual options on the 900 R include a high seat, a low seat, and low suspension. Individual options on the 900 XR also includes low suspension (not with Dynamic Electronic Suspension Adjustment or centerstand), as well as handguards, a centerstand, and a low seat.
2023 BMW F 900 R in Black Storm Metallic
2023 BMW F 900 R in Sport Light White/Racing Blue/Racing Red
2023 BMW F 900 R in Bluestone Metallic
The F 900 R starts at $8,995, and for 2023, the three colors of Black Storm Metallic and styles of Sport Light White/Racing Blue/Racing Red and Bluestone Metallic remain unchanged.
The F 900 XR starts at $11,695. The Sport Racing Blue Metallic style replaces Racing Red and adds an engine spoiler, and both Triple Black with Black Storm Metallic 2 and Light White remain unchanged.
2023 BMW F 900 XR in Triple Black
2023 BMW F 900 XR in Light White
2023 BMW R nineT, R nineT Pure, R nineT Scrambler, and R nineT Urban G/S
2023 BMW R nineT Pure in new Option 719 Underground/Light White
2023 BMW R nineT Scrambler in new Manhattan Metallic Matte
Introduced in 2013, BMW’s R nineT range – R nineT, R nineT Pure, R nineT Scrambler, and R nineT Urban G/S – saw updates in 2021, so there are only style and option changes for the 2023 lineup. The range still includes a 1,170cc air/liquid-cooled Boxer Twin that received newly designed cylinder heads with a new turbulence system in 2021. The engine makes 109 hp at 7,250 rpm and 85.5 lb-ft of torque (claimed). The R nineT range features a 6-speed gearbox, a single-plate dry clutch, and shaft final drive.
Cornering ABS, a new shock absorber with travel-dependent damping, and Rain and Road ride modes were added as standard to the entire range in 2021, as well as new instrumentation and LED headlamp and indicators. Automatic Stability Control is standard across the range, and with the exception of the R nineT Pure, each bike now offers Pro ride modes as part of the included Select Package, with the R nineT adding Dynamic ride mode and the Scrambler and Urban G/S adding Dirt. Pro ride modes, including Dynamic ride mode, are options on the R nineT Pure.
With the exception of the R nineT Pure, all U.S. R nineT models automatically add the Select Package for 2023, which includes Pro ride modes, heated grips, cruise control, Adaptive Headlight, MSR Dynamic engine brake control, and cornering traction control.
New individual options for the R nineT include an aluminum fuel tank (with or without sanded welds), Option 719 Wheels (Classic and Sport), and billet packs. The R nineT models starts at $15,945. For 2023 colors, Option 719 Mineral White Metallic/Aurum has been removed. Option 719 Aluminum Matte, Option 719 Night Black/Aluminum Matte, and Black Storm Metallic remain unchanged.
2023 BMW R nineT in Option 719 Aluminum Matte
2023 BMW R nineT in Option 719 Night Black/Aluminum Matte
2023 BMW R nineT in Black Storm Metallic
For the R nineT Pure models, new individual options for 2023 include spoked wheels, Design Option Silencer, low suspension, and heated grips. The Pure starts at $10,995. For colors, Teal Blue Metallic Matte has been removed, Option 719 Underground/Light White has replaced Blackstorm Metallic/Racing Red, Option 719 Pollux Metallic/Light White replaced Cosmic Blue/Light White, and Mineral Gray remains unchanged.
2023 BMW R nineT Pure in new Option 719 Pollux Metallic/Light White
2023 BMW R nineT Pure in Mineral Gray
For the R nineT Scrambler, individual options include low suspension, spoked wheels (only with low suspension), Design Option gold wheels (not with low suspension), black cross-spoked wheels (not with low suspension), off-road tires, a high brown seat, and billet packs. The R nineT Scrambler starts at $12,995. For 2023 colors, Manhattan Metallic Matte replaces Kalamata Metallic Matte, Option 719 Underground/Light White replaces Blackstorm Metallic/Racing Red, Option 719 Pollux Metallic/Light White replaces Cosmic Blue Metallic/Light White, and Granite Gray Metallic remains unchanged.
2023 BMW R nineT Scrambler in new Option 719 Underground/Light White
2023 BMW R nineT Scrambler in new Option 719 Pollux Metallic/Light White
2023 BMW R nineT Scrambler in Granite Gray Metallic
For the 2023 R nineT Urban G/S, individual options include Design Option Silencer, Design Option gold spoke Wheels, black cross-spoked wheels, chrome header pipe, off-road tires, low seat, and billet packs. The R nineT Urban G/S starts at $12,995, and the colors Light White and Imperial Blue Metallic have been added.
2023 BMW R nineT Urban G/S in new Light White
2023 BMW R nineT Urban G/S in new Imperial Blue Metallic
2023 BMW R 1250 GS and R 1250 GS Adventure
2023 BMW R 1250 GS in new GS Trophy Gravity Blue Metallic Matte
2023 BMW R 1250 GS Adventure in new GS Trophy Gravity Blue Metallic
The R 1250 GS and R 1250 GS Adventure are legendary travel enduro motorcycles. Both bikes have a 1,254cc air/liquid-cooled Boxer Twin that makes a claimed 136 hp at 7,750 rpm and 105 lb-ft of torque. They sport a 6-speed gearbox, a slipper clutch, and shaft final drive. Inclination- and corner-optimized ABS, cornering traction control, Hill Start Control, and three ride modes – Eco, Rain, and Road – are standard.
For 2023, the automatically added Premium Package for each bike includes Pro ride modes, which includes additional modes (Dynamic, Dynamic Pro, Enduro and Enduro Pro), riding mode preselection (individualization of numbers of riding modes), automated Hill Start Control Pro, Dynamic Brake Control, and engine brake control.
Both bikes also now come with RDC real-time gradient tire-pressure monitoring (added to the included Premium Package for the R 1250 GS and the Comfort Package for the 1250 GS Adventure), and the self-canceling turnsignals can be switched off in the menu for the instrument cluster.
All U.S. R 1250 GS and GS Adventure models automatically add the Premium Package, which includes, in addition to those details mentioned already, Keyless Rride, silencer, chrome header, heated grips, tire-pressure monitoring, GPS Prep, cruise control, handguards, case holders, Dynamic Electronic Suspension Adjustment, Gear Shift Assist Pro.
Individual options for the R 1250 GS include the Enduro Package, passenger kit (standard and low), low suspension, heated seat, M lightweight battery, sports suspension, LED auxiliary lights, handlebar risers, off-road tires, aluminum case mounts, black or gold cross-spoked wheels, low Rallye bench seat, and billet packs.
The R 1250 GS starts at $17,995, and for 2023 colors, GS Trophy Gravity Blue Metallic Matte replaces Edition 40 Years GS Blackstorm Metallic and includes cross-spoked wheels, Rallye seat, sport windshield, radiator protectors, frame protectors, enduro footrests. The Rallye Light White/Racing Blue/Racing Red style remains unchanged, as does the Triple Black with Black Storm Metallic/Black/Agate Gray style. Light White also returns for 2023.
2023 BMW R 1250 GS in Rallye Light White/Racing Blue/Racing Red
2023 BMW R 1250 GS in Triple Black with Black Storm/Metallic Black/Agate Gray
2023 BMW R 1250 GS in Light White
For the R 1250 GS Adventure models, individual options include passenger kits (standard and low), heated seat, LED auxiliary lights, handlebar risers, off-road tires, black or gold cross-spoked wheels, Rallye bench seat, and billet packs.
The R 1250 GS Adventure starts at $20,345. The GS Trophy Gravity Blue Metallic style replaces Edition 40 Years GS Blackstorm Metallic and includes cross-spoked wheels, Rallye seat, sport windshield, radiator protectors, frame protectors, and enduro footrests. All other color choices – Rallye Light White/Racing Blue/Racing Red style, Triple Black with Black Storm Metallic/Black/Agate Gray, and Ice Gray – remain unchanged.
2023 BMW R 1250 GS Adventure in Rallye Light White/Racing Blue/Racing Red
2023 BMW R 1250 GS Adventure in Triple Black with Black Storm/Metallic Black/Agate Gray
2023 BMW R 1250 GS Adventure in Ice Gray
2023 BMW R 1250 RT
2023 BMW R 1250 RT in new Option 719 Meteoric Dust 2 Metallic
In 2020, BMW announced several technical and aesthetic updates to the R 1250 RT sport-tourer. It features a 1,254cc air/liquid-cooled Boxer Twin that makes a claimed 136 hp at 7,750 rpm and 105 lb-ft of torque, a 6-speed gearbox with a slipper clutch, and shaft final drive. Starting in 2021, full integral and cornering-optimized ABS and cornering traction control were added as standard equipment. The Eco ride mode was also added as standard to the existing Rain and Road modes, among several other standard features. For 2023, RDC real-time gradient tire-pressure monitoring has been added to the Comfort Package, and the self-canceling turnsignal can be switched off in the menu for the instrument cluster.
All U.S. R 1250 RT models automatically add the ZPP Premium Package, which includes Keyless Ride, silencer, chrome header, central locking, heated seat, alarm, enhanced connectivity, 12V socket, Dynamic Electronic Suspension Adjustment, Gear Shift Assist Pro, Pro ride modes, active cruise control, adaptive headlight, auxiliary lights, MSR Dynamic Engine Brake Control, Headlight Pro, audio system, and tire pressure monitor. Individual options include the Option 719 bench seat, high or low seat, Option 719 Classic or Sport wheels, high windshield, sport windshield, tubular handlebars, and billet packs.
2023 BMW R 1250 RT in Sport Racing Blue Metallic
2023 BMW R 1250 RT in Triple Storm Metallic 2
2023 BMW R 1250 RT in Alpine White
The R 1250 RT starts at $19,695. For colors, Option 719 Meteoric Dust 2 Metallic replaces Mineral White Metallic, but the Sport Racing Blue Metallic style, Triple Storm Metallic 2, and Alpine White remain unchanged.
2023 BMW S 1000 R
2023 BMW S 1000 R in new Black Storm Metallic
The S 1000 R roadster was almost completely redesigned for 2021. The 999cc oil/water-cooled inline-Four was modeled off the S 1000 RR and makes a claimed 165 hp at 11,000 rpm and 84 lb-ft of torque. Power is transmitted to the rear wheel via a 6-speed gear box with longer gear ratios from 4th through 6th. The bike has a chain final drive, and slipper clutch was added in 2021.
Also added as standard in 2021 were cornering ABS and traction control, all-around LED lighting, and three ride modes: Rain, Road, and Dynamic. Pro ride modes – including Dynamic Pro with adjustable wheelie control, Hill Start Control Pro, MSR, and DBC – come as part of the 2023 Premium Package, which is included with all U.S. S 1000 R models. RDC real-time gradient tire-pressure monitoring has also been added to Premium Package, and the self-canceling turnsignals can be switched off in the menu for the instrument cluster.
Other aspects of the Premium Package include Keyless Ride, USB port, heated grips, cruise control, Shift Assist Pro, Dynamic Damping Control, engine spoiler, Adaptive Headlight, MSR dynamic engine brake control, and Headlight Pro. Individual options include passenger kit, M-forged wheels, seats, carbon pack, and billet packs.
2023 BMW S 1000 R in new Sport Bluestone Metallic/Black Storm style
2023 S 1000 R in M Package Light White/M Motorsport
The R 1000 R starts at $13,945. For colors, Black Storm Metallic replaces Racing Red in 2023, the Sport Bluestone Metallic/Black Storm style replaces Hockenheim Silver Metallic, and the M Package Light White/M Motorsport remains unchanged.
2023 BMW S 1000 XR
2023 BMW S 1000 XR in Racing Red
BMW says the S 1000 XR sport-adventure-tourer “combines athleticism and long-distance performance in perfect form.” The bike received updates for 2020 similar to those on the S 1000 R . Like its stablemate, the XR has a 999cc oil/water-cooled inline-Four that makes a claimed 165 hp at 11,000 rpm and 84 lb-ft of torque. It has a 6-speed gear box – with the gear ratios lengthened for 4th through 6th gear in 2020 – as well as a slipper clutch and chain final drive.
Partially integral Race ABS, cornering traction control, Dynamic Electronic Suspension Adjustment, and Pro riding modes – including Hill Start Control Pro and MSR – are standard, and all U.S. S 1000 XR models automatically add the Premium Package, which includes Keyless Ride, GPS Prep, USB port, tire-pressure monitoring, handguards, a centerstand, luggage rack, Dynamic ESA pro, Gear Shift Assist Pro, heated grips, cruise control, Adaptive Headlight, and LED auxiliary lights. The self-canceling turnsignals can be switched off in the menu for the instrument cluster, and RDC real-time gradient tire-pressure monitoring has been added to the Touring Package. Individual options include the M Endurance chain, Design Option Wheels, M-forged wheels, low suspension, high windshield, and high or low seat.
2023 BMW S 1000 XR in Triple Black with Black Storm Metallic 2
2023 BMW S 1000 XR in M Package with Light White/M Motorsport
The S 1000 XR starts at $16,945, and all colors – Racing Red, Triple Black with Black Storm Metallic 2, and M Package with Light White/M Motorsport – remain unchanged.
2023 BMW K 1600 GT, K 1600 GTL, and K 1600 B, and K 1600 Grand America
BMW 2023 K 1600 GT in new Option 719 Meteoric Dust II Metallic
All four models of the K 1600 range received updates for the 2022 lineup to meet Euro 5 regulations. All the bikes are still powered by 1,649cc oil/water-cooled inline-Six but included updated BMS engine control, two knock sensors, and two additional lambda probes in 2022. They still make a claimed 160 hp but at 6,750 rpm (1,000 rpm lower than before) and increased 133 lb-ft of torque – up from 129. Power is transmitted via a 6-speed gearbox, a multiple-disc wet clutch, and shaft final drive.
Engine drag-torque control, Dynamic Electronic Suspension Adjustment, and cosmetic and instrumentation updates were also made for 2022. Integral cornering ABS, cornering traction control, Hill Start Control Pro, tire-pressure monitoring, and three ride modes – Rain, Road, and Dynamic – are all standard. For 2023, Keyless Ride is also standard, the self-canceling turnsignals can be switched off in the menu for the instrument cluster, and RDC real-time gradient tire-pressure monitoring has been included with the Premium Package, which is automatically added to the K 1600 GT and GTL, and the ZBP Bagger Package and Grand America Package for the K 1600 B and Grand America respectively.
The Premium Package for both the GT and GTL includes Gear Shift Assist Pro, central locking, LED auxiliary lights, anti-theft alarm, and engine protection bars. The GT Premium Package adds an audio system.
Individual options for both include the Option 719 Bench Seat, floor lighting, and Option 719 Forged Wheels. The GTL adds a high seat and tubular handlebars.
2023 BMW K 1600 GT in Black Storm Metallic
2023 BMW K 1600 GT in Sport Light White/Racing Blue Metallic/Racing Red
The K 1600 GT starts at $23,895. For colors, Option 719 Meteoric Dust II Metallic replaces Mineral White Metallic, and both Black Storm Metallic and the Sport Light White/Racing Blue Metallic/Racing Red style remain unchanged.
2023 BMW K 1600 GTL in new Option 719 Meteoric Dust II Metallic
2023 BMW K 1600 GTL in new Exclusive Gravity Blue Metallic
2023 BMW K 1600 GTL in Black Storm Metallic
The K 1600 GTL starts at $26,895. For 2023, Option 719 Meteoric Dust II Metallic replaces Mineral White Metallic, the Exclusive Gravity Blue Metallic style replaces Elegance Manhattan Metallic, and Black Storm Metallic remains unchanged.
Both the Bagger Package (for K 1600 B) and the Grand America Package (for K 1600 Grand America) include Gear Shift Assist Pro, central locking, anti-theft alarm, audio system, footboards (or alternate compartment on the Bagger), LED auxilary lights, engine protection bars, and a centerstand. The Grand America Package adds a high windshield, additional speakers, and a top case.
Individual options for both bikes include a storage compartment, Option 719 bench seat, floor lighting, forged handlebars, Option 719 Forged Wheels, and high seat (only for Grand America).
2023 BMW K 1600 B in Black Storm Metallic
2023 BMW K 1600 B in Option 719 Meteoric Dust 2 Metallic
2023 BMW K 1600 B in Exclusive Manhattan Metallic Matte
The K 1600 B starts at $22,545 and the Grand America starts at $27,465. For colors on both bikes, all three options – Black Storm Metallic, Option 719 Meteoric Dust 2 Metallic, and the Exclusive Manhattan Metallic Matte style – remain unchanged.
2023 BMW K 1600 Grand America in Black Storm Metallic
2023 BMW K 1600 Grand America in Option 719 Meteoric Dust 2 Metallic
2023 BMW K 1600 Grand America in Exclusive Manhattan Metallic Matte
For four decades, the BMW R-GS series — 80, 100, 1000, 1100, 1150, 1200, and 1250 — has been the standard bearer in the adventure bike market. The 2021 R 1250 GS 40 Years Edition celebrates this milestone. (Photos by Kevin Wing)
When I first laid eyes on our 2021 BMW R 1250 GS 40 Years of GS Edition test bike, I thought of my Uncle Clive. He had worked for the doomed British Leyland for years before accepting a role with BMW. His garage, once the perpetual home to a gleaming Rover, was now occupied by a stunning 5 Series sedan, but it was the new motorcycle, waiting in the shadows, which drew my attention. It was unlike any I had seen before.
The air-cooled cylinder heads of its opposed Twin jutted out brazenly from the sides of the engine cases, protected by crash bars. Though it wasn’t a dirtbike, it shared some of the same characteristics, like a long, single-piece seat and a high, fixed front mudguard. Most distinguishing of all, the rear wheel seemed to float in space. Uncle Clive, always ready to explain an engineering feature, eagerly directed me to view it from the other side and began a lengthy monologue on the benefits of a combined single-sided swingarm and driveshaft. The details were lost on me. I was only 12 at the time.
1980 BMW R 80 GS
1987 BMW R 100 GS
It was 1984. What I didn’t know back then was how bold the path was that BMW had blazed a few years earlier with the R 80 G/S, the first motorcycle that delivered on-road comfort and performance and genuine off-road capability in equal measure. Between 1981 and 1985, the rugged G/S proved its mettle with four wins in the grueling Paris-Dakar Rally and three wins in the Baja 1000. And that single-sided swingarm – then called the Monolever – was lighter, stronger, and less expensive to manufacture than a two-sided swingarm with shaft drive, and it simplified repairs and maintenance.
1994 BMW R 1100 GS
1999 BMW R 1150 GS
What I also didn’t know back then was that those two letters – G for Gelande (“terrain” in German) and S for StraBe (“street”), the slash between them soon dropped – would evolve into an abbreviation for adventure long before ADV stickers found their way onto aluminum panniers. Or that, years later, I would watch Ewan McGregor and Charlie Boorman ride R 1150 GS Adventures – descendants of that original R 80 G/S – around the world and be inspired to embark on my own adventures.
2004 BMW R 1200 GS
2008 BMW R 1200 GS
I rode an R 1100 GS with the Dakar-style tank through the soggy mountains of Wales. My wife and I did two-up tours on R 1200 GSs through the canyons of Arizona and Utah, across Canada, and through the wilds of Chile and Argentina. I rode the first liquid-cooled 1200 down California’s fog-shrouded Highway 1 and around the Rockies of Colorado. I’ve ridden them in snow, rain, rubble, and the dreaded sand. Once, I somersaulted a GS down a hill at BMW’s off-road Rider Academy in South Carolina, picked it up, and rode it back to base.
2013 BMW R 1200 GS
2021 BMW R 1250 GS
The earlier models required close attention to the oil level, and although I’ve suffered the odd puncture, a torn tire, and a luggage rack that disintegrated after 11 hours on Chilean roads, I’ve never had one fail on me. Not once.
There’s an obvious through-line from Uncle Clive’s R 80 G/S to the 2021 R 1250 GS tested here, but BMW’s flagship adventure bike has come a long way over the past four decades. Over multiple generations, engine displacement grew from 798cc to 1,254cc and output increased from 50 horsepower to 136, measured at the crank. (On Jett Tuning’s dyno, our test bike grunted out 119 horsepower at 7,900 rpm and 91 lb-ft of torque at 6,500 rpm at the rear wheel.) Air cooling evolved into air/oil cooling and then air/liquid cooling. Cylinders had two valves, then four, and overhead valves evolved into dual overhead cams with variable valve timing. It had five speeds, then six, and a single-plate dry clutch evolved into a multi-plate wet clutch.
An R 100 GS flanked by the 40 Years of GS Edition R 1250 GS and R 1250 GS Adventure.
As the engine and drivetrain evolved, so did the chassis. The Monolever was replaced by the Paralever, solving the problem of shaft jacking. The telescopic fork was replaced by the Telelever, which moved suspension action from the fork tubes to a single shock attached to the front of the frame and an A-arm, reducing front-end dive under braking. A single-disc front brake and rear drum were replaced by dual discs up front and a single disc out back.
We recently tested the new Kawasaki KLR650, a dual-sport that was introduced in 1984 (as a 600), just a few years after the R 80 G/S. Resistance to change and dedication to simplicity (and affordability) have been points of pride for the KLR, so much so that adding electronic fuel injection and optional ABS on the 2022 model was a Big Deal.
Inspired by the “bumblebee” R 100 GS, the 40 Years of GS Edition Package also includes yellow handguards, special graphics, a gold handlebar, and a stainless-steel luggage carrier.
BMW, on the other hand, has taken an early-adopter approach to technology. Fuel injection and ABS were offered on the GS in the early ’90s. Traction control (known as ASC) and Enduro ESA (Electronic Suspension Adjustment) were offered in 2008. Five years later, the GS got throttle-by-wire, riding modes, a Multi-Controller wheel for navigating settings and menus, multiple ABS modes, and Dynamic ESA that adapted the suspension to riding conditions. In 2019, the GS got the ShiftCam variable-valve timing system, a 5.7-inch TFT color display, and infotainment via Bluetooth connectivity to a smartphone. And the latest GS has a 6-axis IMU, which provides input for cornering ABS, lean-angle-sensitive traction control, and semi-active suspension, all of which have different settings for each riding mode. A new option on the 2024 model will supposedly do your taxes, but don’t quote me on that.
Although many R 1250 GS owners stick to the pavement, in the right hands it’s a surprisingly capable off-roader.
The GS’s enduring and broad appeal stems from its excellent handling, versatile performance, comfortable ride, comprehensive features, and renowned durability and reliability. It’s a capable canyon carver as well as a comfortable highway cruiser, great for loading up with a passenger and gear, and is surprisingly capable off-road. Nearly every GS owner – and motojournalist – has, at one time or another, described the bike as the Swiss Army knife of motorcycles.
Riding through Chile and Argentina with my wife on an R 1200 GS is one of the highlights of my motorcycling experience. Patagonia’s vast mountain ranges are a delight, but finding fuel was sometimes a challenge, and on one desolate backroad, I gladly accepted a sheep farmer’s offer of some fuel he kept in an old watering can. It’s at times like these you will be grateful for the knock sensors, which allow the GS to run on low-octane gas.
Special engine guards and gold cross-spoked wheels are part of the 40 Years of GS Edition Package.
Riding the R 1250 GS, I recalled that first trip through the Welsh mountains on the ’90s-era 1100. The performance improvements are night and day, with a huge increase in power but only a few pounds of additional weight. While the difference in acceleration is notable, the most pleasing aspect of the 1250’s engine is the abundant torque across the rev range. It allows for lazy short-shifting when relaxed riding is called for, or rewarding grunt when you feel like pushing the envelope.
At the heart of the model’s enduring appeal is its exceptional versatility.
The most telling improvement is the difference in handling and suspension. While older GS models responded begrudgingly to spirited inputs, our 1250 test bike, which was equipped with the optional Premium Package ($3,925) that includes Dynamic ESA, Ride Modes Pro, and a whole lot more, rolls out the red carpet. The latest version of BMW’s semi-active suspension setup now takes input from the IMU and automatically adjusts for various loads. The Telelever front end has always dulled meaningful feedback, but you can push the GS close to its limits with relaxed confidence. Chassis pitch is minimal and suspension compliance is phenomenal. It’s like riding on air.
BMW’s Atacama soft luggage is designed for long-distance adventure.
BMW made a few updates for 2021, starting with standard Integral ABS Pro. As before, the system is linked front to rear, so the hand lever actuates both front and rear brakes, but the brake pedal only actuates the rear brake. The ABS software has been updated to improve braking stability, and it works in conjunction with the IMU for better control on inclines. ABS Pro adapts to different on-and off-road conditions based on riding mode, with special settings in Enduro Pro and Dynamic Pro modes, and a more compact ABS unit is one pound lighter. Overall braking performance was excellent, whether riding solo or with the GS fully loaded and my wife riding pillion.
Solo or with a passenger, with or without luggage, on the road or off of it, the BMW R 1250 GS is an excellent all-around touring bike.
A new Eco riding mode takes advantage of the ShiftCam system to maximize range from the 5.3-gallon tank. All-around LED lights are standard, and a new adaptive headlight is available as an option, adjusting the sideward angle of the beam up to 35 degrees relative to lean angle to light up curves. Hill Start Control also comes as standard and was a useful addition in the traffic of hilly San Francisco. Just apply sharp pressure to either the brake lever or pedal at a stop, and the rear brake stays locked until you pull away. With optional HSC Pro (part of the Premium Package), the function can be customized to automatically activate when coming to a standstill on a gradient, and there are special settings for use in Enduro and Enduro Pro off-road modes.
Our test bike featured the 40 Years of GS Edition Package ($1,750), which is inspired by the “bumblebee” black-and-yellow paint scheme of the R 100 GS. In addition to yellow accents and special graphics, it has a gold handlebar with yellow handguards, yellow cylinder head covers, gold anodized cross-spoke wheels, and a stainless-steel luggage rack. Our test bike was further equipped with BMW’s side case carriers and Atacama soft side cases and luggage roll ($2,352).
Throttle-by-wire works with an IMU to enable a full suite of rider aids, comfort features, and optional equipment. Ride modes, semi-active suspension, cornering ABS, and lean-angle-sensitive traction control are all customizable. They can be selected and adjusted using the Multi-Controller wheel and other switches, with info displayed on the color TFT screen.
There certainly is a lot of newness to this latest GS, with all its sensors and settings, with its customizability and high-tech sophistication. But for someone like me, who has put more miles on more GSs in more places than I have on any other motorcycle, there’s a lot of familiarity too. Like the distinctive sound of the boxer Twin when it fires up. Or the feel of the engine when hard on the gas. Or the sensation of leaning into a turn, aided by those horizontal cylinders keeping the weight down low.
Wherever you’re headed, the GS will take you there.
Experience can’t help but color our opinions, as unbiased as we may try to be. So, if I’m honest, I’m more than a little partial to the big GS. Uncle Clive certainly started the fire all those years ago, but the embers were stoked over the course of thousands of miles in all sorts of conditions on three different continents. The GS has proven itself to me time and again, and this latest model is the most impressive yet.
Our 2021 BMW R 1250 GS 40 Years of GS Edition is also equipped with the Premium package, Light package, side carriers, and Atacama soft luggage, for an as-tested price of $26,071.
2021 BMW R 1250 GS Specs
Base Price: $17,995 Price as Tested: $26,071 (Premium & Lights Packages, 40 Years of GS Edition, side case carriers & luggage) Warranty: 3 yrs., 36,000 miles Website:bmwmotorcycles.com
ENGINE Type: Liquid-cooled, longitudinal opposed-Twin, DOHC w/ VVT, 4 valves per cyl. Displacement: 1,254cc Bore x Stroke: 102.5 x 76.0mm Compression Ratio: 12.5:1 Valve Insp. Interval: 6,000 miles Fuel Delivery: BMS-X EFI Lubrication System: Wet sump, 4.2 qt. cap. Transmission: 6-speed, hydraulically actuated wet clutch Final Drive: Shaft, 2.91:1
CHASSIS Frame: Tubular-steel bridge frame w/ engine as stressed member & Paralever cast aluminum single-sided swingarm Wheelbase: 59.6 in. Rake/Trail: 25.5 degrees/3.9 in. Seat Height: 33.5/34.3 in. Suspension, Front: Telelever w/ single shock, electronically adj. & 7.5 in. travel Rear: Single shock, electronically adj. & 7.9 in. travel Brakes, Front: Dual discs w/ 305mm floating rotors, opposed 4-piston calipers & linked ABS Rear: Single disc w/ 276mm rotor, 2-piston floating caliper & linked ABS Wheels, Front: Spoked tubeless, 3.0 x 19 in. (as tested) Rear: Spoked tubeless, 4.5 x 17 in. (as tested) Tires, Front: 120/70-R19 Rear: 170/60-R17 Wet Weight: 548 lbs. Load Capacity: 455 lbs. GVWR: 1,025 lbs.
