BMW R 1300 GS Adventure Triple Black 2025 Review

Few motorcycle monikers are as legendary as BMW’s GS nameplate, and the latest addition to the range might help the German marque re-establish itself as the globe-trotting king of the adventure bike world. 

The 2025 BMW R 1300 GS Adventure arrives on the heels of the standard R 1300 GS, which debuted at the beginning of 2024 as a complete overhaul of the preceding R 1250 GS platform. The 1300 platform, for the most part, was well received, but many punters were holding out for the bigger and bolder GS Adventure, which arrived late last year. 

With a bigger fuel tank, increased suspension travel, more equipment, and more luggage capacity, the GSA has long been a favourite amongst worldly adventure riders. 

But the R 1250 GSA was getting a bit long in the tooth by the end of its lifespan, with tough competition from the likes of Triumph, KTM, Ducati, and Harley-Davidson. 

Now, complete with the new 1300 platform, and the option for an automatic transmission system, the GSA is primed to take back the crown as the best large-capacity adventure bike on the market. 

Pricing will be the deciding factor for many punters, with the new R 1300 GSA starting at $35,790 before on-road costs. A bare-bones GSA is listed for $30,490 before on-road costs, but that is with very minimal equipment and features. And traditionally it is impossible to get your hands on a GSA without "optional" equipment in Australia anyway. 

As tested here in Triple Black, and with Adaptive Ride Height and Automatic Shift Assistant fitted, the GSA is a whopping $38,525 before on-road costs. 

There are other variants too – a “standard” GSA (from $35,790 plus ORC), the Trophy X (from $36,090 plus ORC), the Trophy (from $37,190 plus ORC), and the range topping Option 719 (from $38,790 plus ORC).

Expensive, yes. But, as they say in the classics, greatness comes at a cost.   

As we discussed in our review on the standard R 1300 GS, the updated boxer twin is a gem. It packs extra torque and horsepower, but it is versatile and easy to ride. It is a monster on the tarmac, which helps it make up ground to its competitors, and it provides plenty of manageable low-end grunt for off-road work.

The GSA does weigh in heavier than the regular GS, but it does well hide its 269kg wet weight when on the move. I heard automotive journalist Chris Harris say on a podcast once that “mass is just a number unless you can feel it”. And you’ll find there is some truth in that where the GSA is concerned.

On the tarmac, the GSA tips in and out of corners with relative ease, and the advanced braking systems do a great job of pulling the big girl to stop. The weight does start to reveal itself a little in tight and tricky off-road terrain, but the bike still is agile enough to pick its way through most obstacles. Just don’t miss leg day at the gym. 

Handling is boosted by the impressive suspension setup, which is perhaps the single most important attribute of this machine. In particular, the front-end exhibits incredible feel and control given the extra weight of that 30L fuel tank, and the semi-active electronic system seems to give you the right settings in every situation. 

Of course, you’ll find its limits if you start sending big jumps or ploughing head-on into big logs or potholes, but the GSA is impressive for its size. 

Comfort is excellent, as you’d expect. With a nice plush seat, adaptive ride height for starting and stopping, good positioning of the ‘bar and controls, a big electronically adjustable windshield, and heating, there is little to complain about on long hauls in the saddle. 

The electronics work well and are easy to use, while the optional GPS unit can slot straight into the holder. We used an aftermarket unit called Chigee, which also fits into BMW’s GPS holder, and gives you access to Apple CarPlay.  

Automatic transmissions are contentious, and are not for everyone, but BMW has done a pretty good job here with its own system. At a basic level, it is a traditional manual gearbox that uses electronic actuators to operate the clutch and gear shift mechanism. This means there is no need for a clutch lever, but the gear shift pedal remains to allow you to override the system. You can also switch to “manual” mode, which lets you use the gear shift pedal in the same way you’d use a quick shifter. 

Not everyone is going to love it, but there are some benefits. The removal of the clutch lever means the bike is near-impossible to stall, while taking off and stopping is made easier. Using automatic mode also allows you to put all your focus into body, foot, and hand positioning, ultimately improving your cornering technique. And, it goes without saying, but the auto system will also benefit people living with disabilities. 

In general, the system works really well. It does a good job of shifting at the right moments, and you just forget about it after a while. It’s not perfect though, which I’ll touch on in a moment, but it is optional. 

The main downside of the automatic transmission is that it gives you less control in technical off-road scenarios. On flowing tracks and gravel roads, there are no issues, but once the terrain gets tighter and deeper, you’ll be wishing for more clutch control.

I found it to be a hinderance mostly in mud and deep sand. When traction is no longer available, the system will sort of pulsate instead of just spinning the wheel. It works just okay at best, but it’s no substitute for using the clutch to power out of tricky situations. 

Elsewhere, there is not too much about the GSA that disappoints. A better set of tyres is highly recommended for off-road use (you can get them with the Trophy X version), and the large amount of technology might overwhelm some, but that is about it for complaints. The bike’s biggest issue is probably its price tag, but in the context of the big-bore adventure segment, it’s not really that outrageous. 

Adventure bikes are all about context. Many will say the GSA is too heavy, too techy, or not cut out for hard off-road use. But large capacity adventure bikes like this are designed for big dual-sport journeys where comfort and luggage capacity are paramount. And, when you place the GSA in that context, it is hard to look past it as one of the best all-rounders in the segment. 

KTM’s Super Adventure might be better in the dirt, while Ducati’s Mulitstrada might be better on the tarmac, but few bikes do everything as well as the GSA does. 

If the price tag is within your budget, then take a serious look at the new R 1300 GSA. In time, it may well be remembered as one of the greats. 

ENGINE
Type: Air/liquid-cooled, DOHC, eight-valve flat-twin
Capacity: 1300cc
Bore x stroke: 106.5mm x 73mm
Compression ratio: 13.3:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 145hp (107kW) at 7750rpm
Claimed maximum torque: 149Nm at 6500rpm

TRANSMISSION
Type: Six-speed
Clutch: Wet, multi-plate
Final drive: Shaft

CHASSIS AND RUNNING GEAR
Frame: Two-section frame, co-supporting engine
Front suspension: BMW EVO-Telelever, 210mm travel
Rear suspension: BMW EVO-Paralever, 220mm travel 
Front brakes: Dual 310mm discs with radial-mount four-piston calipers
Rear brake: Single 285mm disc with twin-piston caliper

DIMENSIONS AND CAPACITIES
Claimed wet weight: 269kg
Seat height: 870mm/890mm
Wheelbase: 1534mm 
Fuel capacity: 30L

OTHER STUFF
Prices: $38,525 as tested plus on road costs
Warranty: Three-year/unlimited kilometres