DOSSIER

BMW

BMW R 1300GS

The GS concept was born 43 years ago when in 1980 BMW proposed its first trail model with the term GS from the German Gëlande (dirt) and Strasse (street/asphalt). Since then, the acronym GS has become a myth, a legend and even a dogma of faith among the more than one million GS motorcycles sold by the Munich brand. It is not easy to get to that point of being a “myth” and year after year occupying the best-seller positions not only in the specific trail market, but also in general terms in the motorcycle market.

DOMINANT...But it was clear that the trail market has positioned itself as the current benchmark and the offer has grown enormously, much greater in number of brands as well as models, and all of them always following the idea of the GS and having at German model as the rival to beat and to take measurements, and to invent its own path to try to surpass the GS by following its own.

BMW is celebrating its centenary as the birth of a motorcycle brand since it launched the first BMW that carried its logo and name on the tank. And it is no coincidence that the GS 1300 was launched this year, as the 100th anniversary was to be celebrated in style. That is why it presents one of the most anticipated motorcycles in recent years, the successor to the R 1250 series, which has its main bastion in the GS.

The truth is that since 2016 BMW has been working on creating the new GS, taking advantage of the moment to do much more than update the bike. At BMW, it has sought to renew the spirit of the GS, to go from “conservative” motorcycles that are not too seductive to look at, to eye-catching frames, even for a younger audience. Break with all the prejudices about the GS of being inconspicuous, dull, heavy, big... Remove all the “buts” that the numerous “hatters” of the model kept repeating. To make a GS more emotional, both in its design and in its behavior.

A more powerful, lighter, more versatile and much more impressive motorcycle. Its engineers have not simply tried to renew what existed, but have created a new motorcycle that has both a new engine and a new chassis. Seeking to catch the competition with a changed pace, since the direction that the GS was taking has now changed its orientation, maintaining the spirit but with a very different direction.

A sportier motorcycle, a description that until now was not applied to the GS, narrower, lighter, more comprehensive and open to customers who had never thought about a GS.

Preserving the particular image of the large GS, the new R 1300 GS has a new body in which its new Matrix Led optics stand out. Ergonomics have been taken care of with the possibility of changing the height of the handlebars with a riser, various types of handlebars, up to four seat variants and three footrest variants, optional.

There are four versions: standard (in white), Triple Black (black color and comfort equipment, center stand, electric windshield), Trophy (freestyle and with a higher seat, in blue/red) and Option 719 Tramuntana (in a exclusive “Aurelio metallic” green color and incorporates many machined aluminum parts, black luggage rack...

Each one comes with different and unique body colors, one thing I don't like is that in each version of the GS 1300 there are no more color options to choose from, limiting the customer in this sense.

All are equipped with wheels measuring 3.00 x 19” at the front and 4.50 x 17” at the rear. The basic model (€21,290) and the Triple Black variant (€908 more) have alloy wheels, while the Trophy variants (€936 more) and Option 719 Tramuntana (€3,090 more) have cross-spoke wheels with rim rings. aluminum for off-road use, in gold color in the Tramuntana.

There are four pre-configured equipment packages as an option, although, needless to say, the accessories that the customer wants can be purchased individually. Touring Package (€801): Central locking with keyless system, handlebar extension, suitcase support, navigation pre-installation and chrome exhaust manifold; Comfort package (€541): Windshield with electronic adjustment, center stand, comfort seat and footpegs for the passenger, and luggage rack with handles for the passenger; Dynamic Package (€1,816): Quickshifter Pro, DSA electronic suspension regulation system, Pro driving modes and sports brakes; Innovation Package (€1,257): Radar system and Pro headlight.

145 HP / 143 NM...The engine obviously maintains the DNA of the GS and is a twin-cylinder boxer, but it has been completely redesigned, with much more than an increase in displacement, which there is. Now its cylinders have dimensions of 106.5 to 73.0 mm, compared to: 102.5 to 76 mm of the 1,250 cc, which means creating a shorter stroke engine that reaches just 1,300 cc. Consequently, maximum power and torque have increased to 107 kW (145 hp) at the same speed of 7,750 rpm (149 Nm at 6,500 rpm, compared to values of 100 kW (136 hp) and 143 Nm at 6,250 rpm. These figures make it the most powerful BMW boxer created to date.

The maximum speed is the same at 9,000 rpm, but the torque available throughout the entire rev range has been increased, especially in the middle zone, between 3,600 and 7,800 rpm there is always more than 130 Nm available. Four-valve heads have a higher compression ratio, 13.3:1 versus 12.5:1. It has a larger diameter in both the intake valves, which go from 40 mm to 44 mm, and the exhaust valves, 35.6 mm instead of 34 mm. The two camshafts are driven by chains, with the right cylinder chain in front and the left cylinder chain behind.

The Shitftcam variable distribution system remains. There are four standard driving modes, including Enduro, and other optional modes in the “Driving Modes Pro” series with the “Dynamic”, “Dynamic Pro” and “Enduro Pro” modes, the last two with the possibility to personalize them. As standard, the 1300 GS has engine braking effect control and hill start assist.

BELOW GEARBOX...A relevant modification, perhaps the most important, is the new design of the crankcase and transmission, since the gearbox has been moved from the back of the engine to be located below. In this way, it is possible to reduce the length of the engine, and also concentrate the weight even more, which is moved forward. With this new design, the axles are shorter and the crankcase smaller, which has allowed its weight to be reduced by 3.9 kg, and 6.5 kilos less in the transmission train. The clutch is still located in front of the engine and is a multi-disc oil clutch.

The shift output to the secondary transmission is carried out with two spur gears, one of them with the integrated transmission damper. To increase the precision of the changes, a sensor has been installed that has a torsion magnet, to improve the operation of the shift assistant, which is optional.

The secondary cardan transmission with the Paralever system is maintained, but it has been modified. The engine crosshead is now positioned further forward, allowing for a longer swingarm length, installed at a lower angle. This new version called Evo Paralever involves a more rigid connection to achieve greater traction, in addition to changes in the axle to remove the wheel from the swingarm more quickly.

NEW FRAME...Until now the GS since the launch of the first 1100 had a multi-tubular steel chassis, but this 1300 changes to another, also made of steel, with a mixed structure with tubes in the front and sheet metal in the rear, which optimizes engine mounting and greater rigidity.

The subframe is now a die-cast aluminum piece instead of the steel trellis frame and is bolted to the rear area of the main frame, which includes the upper rear shock mount, anchored to the single-sided swingarm. The weight of is 237 kg. With the 19 l tank full, 12 kg less than the previous model, the first version of the GS that does not increase the weight of the previous one.

As for the Telelever front suspension system, now the upper fork tubes are rigidly anchored to the steering plate, and the connection of the handlebar bridge with the upper bridge of the fork are joined by a stainless steel plate that It forms the flexible element of the assembly and is capable of compensating for the tilting movement of the fork and, at the same time, transmitting steering forces without elastic filters. The suspensions have a travel of 190 mm at the front and 200 mm at the rear.

Optionally, there is the electronic regulation system, which has now taken a step further with the adjustment of the spring hardness in addition to the hydraulic ones in the so-called “Dynamic Suspension Adjustment (DSA). The preload adjustment allows you to modify the height of the motorcycle depending on the selected driving mode, road conditions and the type of driving.

It also allows you to have a new adaptive height control and sport driving mode as an option. When stopped and at low speed, the height of the motorcycle goes from 850 mm to 820 mm quickly and almost imperceptibly.

The adaptive height control can be customized by choosing between automatic or permanent lowering, and keeping the bike permanently high. It also has a central easel with a folding and extendable base for easy use. The sports suspension is focused primarily on off-road use and is optional equipment.

It offers 20 mm more spring travel both front and rear and a stiffer setting. With integral ABS, the handbrake lever activates both the front and rear discs, and the same goes for the lever. The “Full Integral ABS Pro” system is designed for use on the road and in the field with settings that depend on the driving mode. In the optional ABS Pro mode it is possible to lock the rear wheel with the pedal. In addition, the dynamic braking system (DBC) prevents the accelerator from being opened involuntarily during braking.

POWERFUL...BMW's staging for this first contact has taken us to the province of Malaga. Sensational environment that many of you know, for its spectacular roads (Mijas, Ronda, Alhaurín, Yunquera, El Burgo...) very good for testing a motorcycle. Also including a field environment, it is an enduro paradise, to ride with the GS Trophy.

A lot of guesswork before even seeing the bike in person and a lot of previous comments, especially numerous in terms of aesthetics, breaking with the image until now offered by the GS. I include myself in the group of those who were not interested in the GS before, very sober and not very seductive, for tastes, colors, and now the new GS catches their attention.

The change in the image, which initially may not be liked but which over time becomes spectacular, reflects what the new motorcycle is like. In nature it wins more than in the photos, especially because of the headlight theme - the motorcycle's hallmark, especially when you see it rolling from behind - and the whole set is more modern, an image of a smaller motorcycle, which probably The most “classic” ones, at first cause rejection, but then end up convincing.

The new chassis and subframe greatly lighten the image of the whole and make it feel like the GS has lost much more weight than the declared 12 kilos – they couldn't tell us in comparison to which version and if this reduction was the same for all versions. Weight reduction, by the way, achieved with decisions such as mounting the lighter battery (2.5 kg less) with what, really, in terms of weight of the redesigned vital parts it refers to 10 kilos.

A not very high figure that continues to leave the GS as what it is, a maxi trail of volume and packaging. Well, the fewer kilos are not what make her different, really in her behavior, although they can help something. At the end of the day, it is still a GS with a boxer engine, Telelever, Paralever... That is to say, the metallic mass continues to be significant. It will be lighter, but above 240 kg, removing 12 will not be appreciated too much.

MAXIMUM COMFORT... Tremendously efficient, fun, sporty, in the new GS you reach the ground very well, the seat is lower, offers great ergonomics, and has great riding comfort. Tallers will miss a higher seat height – they will have to ride one of the several higher ones offered. Larger riders may also miss greater aerodynamic protection, as the 1250 had.

At the controls I really like the position, although the standard seat of the “white” GS leaves my buttocks a little uncomfortable at the end of the day and I found the one on the GS Trophy, with a long bench, more comfortable.

I like the piece of rubber that now covers the tank and that gives more grip to the legs. The stock footpegs seem a little “cheap” to me and their image is not quite GS, although it provides good foot support – and there are also different types of footpegs as an option to gain surface area, comfort or off-road use.

By the way, very interesting is the possibility in the GS of being able to change the position of the passenger seat, more forward or behind the pilot, another of the many options that the GS offers and that our tested unit had. The passenger comfort is very good, having also thought a lot about it, knowing that the GS is a motorcycle that is shared as a duo, with good space for the co-pilot and a perfect position. Even for the passenger, many options are offered for the seat, the footpegs... BMW and its infinite list of accessories.

At the controls, visibility is good and the instrumentation looks very good, both in terms of position and brightness of the screen – it is only when the sun shines very overhead that some visibility is lost. The pineapple button is a great success, allowing us quick access to the functions that are most commonly used.

It is very appreciated to have a direct “route” to the functions that are most used and modified while driving (grips/heated seat, suspension, traction control, electric screen height, AAC proximity control...). By pressing the button on the left control panel for that menu we enter the screen that makes life easier in its use and in which we select what we want to regulate with the roulette wheel and confirm with the button.

POWERFUL ENGINE...The engine is very powerful, “fireworks” with a great thrust of 145 HP and tremendously solid torque. It is an athletic engine that accelerates forcefully and allows us to ride at the speed we want without stretching the gait, with sensational elasticity and a lot of recovery capacity.

It is surprising to have given this more sparkling character to the powertrain that we can also take advantage of by using the different driving modes that are easily changed even while driving, and that allow us to make very good use of the propellant. There are several GSs in the same GS and the pilot can take advantage of each use for each moment, especially noticing the different effect of the engine braking. For me, the GS holds more when decelerating, it has a lot of engine braking and although it is good help, it requires a little adaptation, especially at low/medium speed.

This engine has not changed its sound much, a hallmark of the GS and all the BMWs that have this mechanism. The engine is actually a “boxer” gene, although both the size and shape of the silencer have changed, and even with the new dual-exit Akrapovic, both the image and the sound are enhanced.

The big surprise is the behavior of the chassis and the Telelever. The bike rides very well at the front, transmits more information than before and provides spectacular confidence when riding on the road. The improvement in the Telelever in terms of feel is clearly appreciated and not only that, the GS has gained agility in changing direction and on mountain roads it even feels agile.

The new GS 1300 is packed with electronic "gadgets", and in this way, it increasingly looks like a car. I have tested the impact warning system with the vehicle in front and it works exceptionally well. At first it's scary to trust it, but it works spectacularly and is a great security aid. I have also tried the adaptive cruise control and the same thing: sensational operation, easy to regulate, being able to choose between different distances from the preceding vehicle, maintaining the chosen speed very well...

DATA SHEET

Price: €21,290 (standard version)

Engine>>>Type: 2 cyl. boxer. Liquid refrigeration.; Distribution: DOHC 8V; Bore x Stroke: 106.5mm x 73mm; Displacement: 1,300 cc; Compression: 13.3:1; Max power dec.: 107 kW (145 HP) at 7,750 rpm; Max torque dec.: 143 Nm at 6,250 rpm; Power: 2 injectors. 52 mm nozzles; Driving modes: 4; Electronic aids: TC, AC, DC, AC, DC; Acc.; Secondary transmission: Cardan; Gear: 6 ratios;

Chassis>>>Type: Steel sheet with supporting motor; Front/rear suspension: BMW Telelever EVO/BMW Paralever EVO II; Front/rear brake: 2 310 mm discs. 4-piston calipers, radial mounting/285 mm disc; ABS type/ Disconnection: In curve / Yes; Wheels: 120/70-19" / 170/60-17"; Tank capacity: 19 liters; Wheelbase: 1,518 mm; Seat height: 850 mm; Weight: 237 kg. (dry).

Reporting: Santi Ayala