BMW R 1300 GS Trophy X 2024 Review

BMW has been an undisputed heavyweight in the adventure segment ever since it released the boxer-powered R 80 G/S back in 1980.

The German marque has incrementally evolved its flagship dual sport model over the years, with each subsequent version getting bigger, more capable, more powerful, and more high-tech.

Now, almost 44 years after the R 80 G/S first appeared, BMW has offered its latest entry into the GS lineage – the R 1300 GS.

Replacing the R 1250 GS, the new 1300 is lighter, faster, and compatible with a whole new array of tech features that make it one of the best-equipped machines in the big-bore adventure segment.

The R 1250 GS was universally loved (albeit a touch outdated), meaning that the 1300 has incredibly big shoes to fill.

So, does the R 1300 GS hit the mark? Or are you better off holding onto your beloved R 1250 GS? Let’s dig in and find out.

The 2024 BMW R 1300 GS starts from $26,000 plus on-road costs. That might sound like a bargain, but hold your horses.

For starters, good luck trying to find a stock standard GS anywhere in Australia. Every bike that leaves a BMW dealer floor will have some optional equipment on it. In fact, BMW recommends certain options in its price list, which takes the total up to $33,485 plus on road costs.

Here is where it gets confusing though. There are several variants that punters can purchase with differing levels of equipment and options. The R 1300 GS Pure is $28,990 plus on-roads, while the Trophy variant is $34,590 plus on-roads and with recommended options.

There is also a Triple Black version for $34,490 plus on-roads, and a range-topping Option 719 version for $36,690 plus on-roads.

Our test unit is the Trophy X variant, which comes in at $33,690 plus on-roads. It is the most dirt-friendly of the bunch and comes standard with the “Enduro Package Pro”. That adds things like handlebar risers, engine protection, rally-style footpegs, adjustable levers, off-road tyres, and sports suspension.

But while the Trophy X does come with many of BMW’s top-shelf electronic and safety features, it misses out on some newer features like radar-enabled active cruise control, lane-change and front collision warning, and blind spot detection.

Add on-road costs and the Trophy X comes in at roughly $35,690 ride away (depending on your location). That places it in the ballpark compared to other bikes in the segment.

You might have already seen images of the new R 1300 GS Adventure, which offers a wildly different look to any GS before it, but the regular R 1300 GS is not that far removed in style from the R 1250 GS.

There are some differences, of course. The headlight is one the most obvious change, with a new ‘X’ design, while there is also new bodywork.

Overall, the 1300 looks a lot smaller and thinner than the 1250, and much of this has to do with the relocation of the gearbox to underneath the boxer engine, as well as a new chassis design that uses the engine as a stressed member.

That said, a quick look at the spec sheet reveals the new GS isn’t actually that much smaller. But it is slimmer, and most definitely lighter.

BMW claims up to a 12kg weight reduction compared to the 1250, depending on which variant you end up with. The spec sheet lists the standard R 1300 GS as 237kg with a full tank of fuel.

The weight reduction is noticeable too, with the new bike feeling more agile and manoeuvrable. It’s still a big and heavy machine and will bounce around a bit when throwing it through the twisties but, overall, it handles very well.

Suspension is once again taken care of by the forever-reliable Paralever and Telelever setup, but both the front and rear ends are improved over the 1250. The semi-active suspension system works a charm, and the addition of firmer Sport Suspension on this Trophy X variant is brilliant.

The feel and control of the front end in off-road scenarios is excellent, giving the new GS’s dirt credentials a significant boost.

And what about the engine? Well, it’s still very much a boxer twin with a similar character to the 1250, but capacity has been increased, as has power and torque. The result is a bike that undoubtedly feels livelier, with more grunt available across the whole rev range.

The power is smooth and urgent, and the engine is versatile, meaning you can pretty much leave it in third gear and never feel like losing momentum.  

Off-road work is a breeze too, with smooth but plentiful low-end grunt that will help you get through technical terrain without too much fuss.

Elsewhere, the brakes are also flawless, and the ride position is spot-on in both sitting and standing positions. The short windshield on this variant does a suprisingly good job of preventing wind buffeting, while the Akrapovic double silencer puts out a good note.

The electronic features are much the same as the 1250, and enough has been written about that bike, so I won’t delve too deeply. But most of the features work well, including the ABS, traction control, and ride modes.

BMW doesn’t often put a foot wrong. The Germans are known for quality and precision, and, while the R 1300 GS might not be the brand’s most perfect creation, it is still very hard to fault.

If anything, I found the quickshifter a little clunky in the lower gears. Other reviewers have mentioned this too, but it’s not a dealbreaker, and it just means using the clutch a bit more. You know, the old-school way.

I find it a little annoying that the Trophy X does not come with the radar features as standard. These whiz-bang new gadgets are really the only thing that sets the R 1300 GS above the R 1250 GS in the electronic department. Of course, you could simply add them as optional extras, but I imagine that will add a fair bit to the price tag.

Radar features aside, I didn’t notice too much difference in the electronics compared to the 1250. The TFT is still the same old TFT, and could have done with at least an aesthetic update, while the left-hand switch block has a bit too much going on.

Am I nitpicking? Yes I am. And besides, as I mentioned above, the electronics still do their job without fault.

The only other thing I’ll mention is that I’d prefer a more aggressive set of tyres for off-road use, but that is a very simple fix.

The R 1300 GS is a better bike than the R 1250 GS – there is little doubt about that. It is faster, lighter, better-equipped, and arguably better looking.

But does that mean you should automatically trade in your 1250 straight away? Well, that’s ultimately up to you, but we don’t think it’s necessary if your 1250 is still in good condition. As good as the 1300 is, it is not a world above the 1250, and it won’t hurt to hold on to your current bike and wait a year or two before splashing out on a new bike.

Of course, if you don’t currently own a GS, and want one, then the 1300 is your bike. It is not necessarily as good on tar as a Ducati Multistrada V4, or as good off-road as a KTM 1290 Super Adventure R, but it is probably the best all-rounder on the market.

The GS is better than ever before. Long live the GS.

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, 190mm travel
Rear suspension: BMW EVO-Paralever, 200mm 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: 237kg
Seat height: 850mm (standard)
Wheelbase: 1518mm
Fuel capacity: 19L

OTHER STUFF
Prices: $33,690 as tested plus on road costs
Warranty: Three-year/unlimited kilometres