German manufacturers know how to do many things very well. One of these consists in evolving a model for decades, keeping the archetypal characteristics of the parent model intact. A 2024 Golf is undoubtedly related to the first Golf from 1971, despite being very different from it in many respects. On the other hand, in the same period FIAT launched the 127, then the Uno, then the Punto and today in Europe it doesn’t have a model that has taken its place. And the same goes for any other model of this maker, like many others.

The R-GS series is the exact motorcycle equivalent of the Golf. Its history began in 1980 with the R80 G/S (Gelände/Strasse, i.e. terrain/road) and the 2023 R1300GS is but the latest incarnation of this concept.

However, during this evolution, not all new models have had the same importance; some were simple restylings or overall marginal evolutions. The models that really brought about substantial innovations were the following.

  • The 1987 R80GS and R100GS. Very similar to the progenitor, they were the first to be equipped with Paralever rear suspension, which eliminated the typical “kangarooing” of motorbikes with shaft transmission, i.e. the tendency of the suspension to extend during acceleration and compress during braking,
  • The 1994 R1100GS, the most revolutionary of all. It was the first to be equipped with the innovative air/oil-cooled 4-valve boxer and Telelever front suspension, but above all it was much larger and more powerful than previous models: the first SUV in the history of motorcycling.
  • The 2004 R1200GS. Still large, but decidedly lighter, more powerful and more effective than the previous R1150GS, it was also the first to be equipped with the CAN-BUS system, with a notable simplification of the electrical circuitry.
  • The 2013 R1200GS. Although it kept the same name, it was a completely different motorcycle from the previous twin-cam R1200GS and was the first to be equipped with a liquid-cooled engine with vertical intake cylinders, significantly more powerful, and a wet multi-disc clutch.

The new R1300GS fully deserves to be part of this list because it is undoubtedly highly innovative compared to the previous R1250GS. The main technical innovations lie in the completely redesigned engine-transmission group and in the introduction of radar-based ADAS, but what is most striking about this motorbike is the turning point given to the general philosophy of the model, more slender, compact, and sporty than all the other models.

To be clear, the R1300GS is not a small bike, it remains a worthy successor to the R1100GS. However, it is undeniable that it does not fully follow the line held by the Bavarian company up to the R1250GS.

How it is


What is immediately striking about the R1300GS is the greater visual slenderness of the whole, to which the lighter and more tapered rear part with a shorter seat support frame and cantilevered license plate holder without a central light unit contributes a lot – all the lights are concentrated together with the direction indicators – the more tapered tank (with a reduced capacity from 20 to 19 litres), the new padded cover that reaches up to the tank cap. Other elements that break with the past are the smaller windscreen, which in the basic non-electrically adjustable version is even smaller, and the new frame, which radically differs in concept and aesthetics from previous models. The result is in my opinion more elegant, less Teutonic, and more dynamic than the 1250 series.

Incidentally, the recently launched F900GS shows a similar philosophical evolution in the sense that the new model is decidedly lighter in design and off-road oriented than the previous F850GS. On the contrary, the F900GS Adventure has maintained the classic pachydermal appearance of the genre. BMW’s desire to further differentiate the standard versions from the Adventure versions would seem clear. Everything suggests that the new R1300GS Adventure will confirm this trend.

Versions and equipment

The R1300GS in the basic version (20,850 Euro in Italy) is white with blue lettering and alloy rims and includes a rather complete set of accessories as standard:

  • TFT display with BMW Motorrad Connectivity
  • LED matrix headlight
  • daytime low beam
  • dynamic traction control (DTC)
  • Fully integral ABS Pro
  • 4 riding modes (Eco, Rain, Road, Enduro)
  • Hill Start Control (HSC)
  • Dynamic Brake Control (DBC)
  • cruise control (normal, non-adaptive)
  • adjustment
  • braking motor torque ion during downshifting (MSR)
  • tire pressure control (RDC)
  • Keyless Ride
  • heated grips
  • charging compartment for smartphones with USB charging socket
  • hand guards with integrated direction indicators
  • E-Call (Intelligent emergency call system)
  • Teleservice

There are also the following three special versions, which additionally include the following as standard:

  • Trophy (21,700 Euro), dedicated to off-road, blue, white and red, including:
    • comfort rider’s seat in three different heights
    • spoked rims
  • Triple Black (21,700 Euro) black, including:
    • alloy wheels
    • oversized electrically adjustable windscreen with additional deflectors
    • central stand
    • comfort rider’s seat in three different heights
    • passenger kit (comfort saddle, comfort footrests and luggage rack)
  • Option 719 Tramuntana (23,650 Euros. God only knows where they got this word; from what I know, the north wind is called this only in some Italian regional dialect), metallic green with gold writing and decorations, including:
    • spoked rims with gold-colored channel
    • oversized electrically adjustable windscreen with additional deflectors
    • comfort rider’s seat in three different heights
    • passenger kit (comfort saddle, comfort footrests and luggage rack)
    • central stand
    • Option 719 Shadow aesthetic package including various levers and covers in dark milled metal.

As always at BMW, it is possible to have some standard packages from the factory and a series of accessories that can be purchased individually.

The packages are as follows.

  • Dynamic Pack including:
    • Pro electro-assisted gearboxDSA – Dynamic Suspension Adjustment (electronic suspension with load compensation and elastic excursion adaptation)Pro riding mode
    • Sport Brake (special lightened brake calipers with red writing and greater effectiveness, only with Dynamic Pack)
  • Innovation Pack including:
    • Riding Assistant
    • Headlight Pro (adaptive LED matrix headlight)
  • Comfort Package (standard on Triple Black and Option 719 Tramuntana) including:
    • oversized electrically adjustable windscreen with additional deflectors
    • central stand
  • Touring package including:
    • centralized locking of suitcases and topcases combined with Keyless Ridehand guard extensionside suitcase supportsGPS navigator preparation
    • chrome plating of exhaust manifolds.

The accessories that can be purchased individually, although present in some versions and packages, are as follows.

  • Theft Protection
  • Central stand
  • Cross-spoke rims with black aluminum channel
  • Cross-spoke rims with gold aluminum channel
  • forged enduro rims
  • Adaptive Height Control (only with Dynamic Pack)
  • Enduro Package Pro:
    • raised handlebars
    • crash bars
    • short front brake lever
    • GS Vario driver footrest adjustable to two heights
    • Adjustable gear and brake levers
    • traditional dipstick direction indicators instead of hand guards
    • Additional LED spotlights
  • Headlight Pro
  • Passenger kit (comfort saddle, comfort footrests and luggage rack)
  • Raised handlebar
  • Electric windshield
  • Knobby tires
  • GPS navigator preparation
  • Riding assistant
  • Comfortable rider’s seat in three different heights
  • Heated seat for rider and passenger
  • Long-travel Sport suspension (only with Dynamic Pack)
  • Supports for side cases
  • Topcase support

Furthermore, BMW supplies, as usual, a wide range of accessories in the aftermarket which include suitcases, tank bags, various types of protection, etc.


The chassis is still based on the front Telelever and rear Paralever combination, but everything has been profoundly revisited.

Previously, the frame was essentially composed of straight aluminum tubes with a circular section, the trellis of which strongly characterized the aesthetics of the bike. On the R1300GS, however, there is a sheet steel frame, formed partly by a shell structure and partly by quadrangular section elements, which supports the engine, the front end, and a die-cast aluminum seat support frame that is shorter than the previous one, but sturdy enough to allow the installation of a large roof rack and a trio of suitcases.

According to the Bavarian manufacturer, the new system is more rigid and allows all the accessories and sensors available on the motorcycle to be housed more easily.

The rear suspension is a classic Paralever parallelogram made by a single-swinging arm on the left side of the bike, over which a light hollow reaction bar is superimposed. The two elements connect the frame to the hub/bevel gear assembly. The transmission shaft with two cardan joints rotates in the swinging arm and everything is controlled by a WAD progressive absorption spring-shock absorber group placed almost vertically under the saddle, which connects the arm to the frame without any kinematics. The parallelogram is sized to behave like a normal transmission and the position of the joints and the rigidity were revisited.

The front suspension is based on the now classic Telelever geometry. The fork, whose legs are devoid of springs and shock absorbers, is hinged above the frame and below to an oscillating triangle which is in turn hinged to the frame, and everything is controlled by an exposed spring-shock absorber assembly which connects the triangle to the frame. With this scheme, when the suspension compresses, the rake of the fork with respect to the vertical increases, so that the wheel axis moves almost vertically, rather than following the rake of a traditional fork.

The advantages of this geometry compared to a traditional fork are the following:

  • marked anti-dive effect when braking, without any need to brake the hydraulics or stiffen the spring
  • greater comfort when braking, especially for the passenger, due to the more stable set-up and better absorption of bumps
  • greater stability when braking, due to the fact that the wheelbase does not shorten when the fork is compressed
  • faster load transfer to the front tire when braking, with less propensity for the wheel to lock
  • possibility of entering corners heavily pinched

On the other hand, a traditional quality fork ensures greater handling when entering corners, due to:

  • the shortening of the wheelbase
  • the spring effect which, when the front brake is released, “shoots” the front end into the curve.

On the R1300GS there is a new type of Telelever, renamed “Telelever EVO”. In fact, it incorporates a very interesting absolute novelty, which gives full credit to the “EVO” suffix.

Not many know that on previous BMW models the Telelever was available in two different types, based on the height of the handlebars. As we saw above, a typical characteristic of this geometry is the fact that, as the fork compresses, it increases its inclination with respect to the vertical and this obviously affects the handlebars. This is not a problem on models equipped with half-handlebars, where the handgrips remain practically stationary when the inclination varies, but it could become a problem on motorcycles with high handlebars such as the GS, because, in the absence of measures of some kind, the handgrips would move backwards and down noticeably at every disconnection, making driving unpleasant. This is why on models like the R1200S and K1200RS the upper steering plate (and therefore the handlebars) is rigidly fixed to the stems and is connected to the frame via a ball joint, while on the R1250 RT and R1250GS the upper steering plate is rigidly pivoted to the frame, while the connection with the forks occurs via two elastic joints, so as to promote comfort, but with a significant loss in terms of steering precision.

In the Telelever EVO of the R1300GS the upper fork plate is fixed to the frame with a spherical bearing, it is rigidly fixed to the stems and tilts together with them, as on the R1200S, while the handlebar is mounted on a small separate plate fixed to an axle rigidly pivoted to the frame, which passes through the spherical bearing of the fork. The steering function is ensured by an ingenious U-shaped flexible steel plate, called “flex element“, which is fixed at the ends to the upper steering plate and at the center to the handlebar plate, making them rigidly connected during steering, while leaving them the freedom to take on different inclinations.

This video clearly shows how the new system works.

According to BMW, this solution should combine the driving precision of the sports versions with the comfort on uneven terrain of the tourist versions. As we will see below, I would say that they completely succeeded. The only drawback of this geometry is that there is no more space for the ignition lock. This is why the R1300GS has the Keyless system as standard, with the power button moved to the right handlebar.

The main chassis data are as follows (R1250GS data in brackets).

  • front travel 190mm (190mm)
  • rear travel 200mm (200mm)
  • wheelbase 1518 mm (1514 mm)
  • trail 112 mm (100.6 mm)
  • rake 26.2° (25.7°)

Interesting are the increase in trail, which leads to greater stability, also considering the higher top speed, and the increase in the rake, which in itself increases the lightness of the steering at the expense of readiness, probably more than compensated by the greater precision allowed by the Telelever EVO and by the concentration of the masses.

The standard wheels are alloy, but crossed spoke rims and forged off-road rims are also available, always with tubeless tires and in the sizes 120/70 R 19 on a 3.00 x 19″ rim at the front and 170/60 R 17 on a 4.50 x 17″ rim at the rear. The forged rims save a total of 1.8 kg compared to spoked ones.

The DSA (Dynamic Suspension Adjustment) system is available on request. It is a new semi-active suspension system, which automatically and instantly varies the calibration according to the driving dynamics and the road surface situation. The novelty lies in the fact that the semi-active adjustment not only acts on the hydraulic brakes, but also on the elastic coefficient of the rear spring, calling into question an additional spring located in the oil tank of the rear shock absorber.

The DSA includes automatic preload adjustment based on the weight on board and provides three settings: Road, Dynamic and Enduro. The first two can be selected indifferently with all road riding modes, while the Enduro setting is available in Enduro and Enduro Pro. Changing from one setting to another can be done while driving. Furthermore, with the bike stopped, each of the settings can be set to five different positions, to personalize the behavior as much as possible. Adaptive height control is also available on request and only in combination with the DSA. The system allows you to set the height of the motorbike as follows:

  • In ECO, Rain, Road Dynamic and Dynamic Pro driving modes, automatic height setting or always high
  • In Enduro and Enduro Pro gear modes, always high or always low.

In any case:

  • when stopping, the motorbike goes into the low position, to make it easier to rest on the ground
  • when the central stand is opened, the motorbike moves to the high position, to facilitate maneuvering, and returns to the low position once hoisted onto the stand.

Engine and transmission

The R1300GS engine resembles that of the 1250 in many ways, but it actually is a completely new unit.

It is still a boxer twin, that is, with opposite cylinders and connecting rods connected to two different cranks 180° away from each other, so that the pistons move in opposition to each other, like the fists of two boxers. The engine is still arranged with transverse cylinders and a longitudinal crankshaft, something which nowadays is only found on BMW Boxers and related Eastern European clones, on Moto Guzzis and on three-cylinder Triumph Rockets.

There still is a mixed air/liquid cooling system, with two radiators placed laterally. The distribution is still double overhead camshaft with four valves per cylinder, and here too there is the ShiftCam phase variation system introduced starting from the 1250 engine. In this system, the intake side camshafts (i.e. the upper ones) are equipped with two cams per valve, one for partial loads and one for full load, with greater lift and duration.

The on-board electronics slide each intake shaft longitudinally using a desmodromic drum depending on the speed, power demand and selected driving mode, so as to select the cam best suited to needs.

This video clearly illustrates how the system works (on the 1250).

Let’s now see what’s new, which is quite a lot.

The greater displacement (exactly 1,300 cc versus 1,254) is obtained with an increase in the bore from 102.5 to 106.5 mm, but with a stroke reduced from 76 to 73 mm. The compression ratio has risen from 12.5:1 to 13.3:1, while the valves have grown from 40 to 44 mm at the intake and from 34 to 35.6 mm at the exhaust. The combination of these changes made it possible to reach 107 kW (145.5 HP) against 100 kW (136 HP) at the same speed of 7,750 rpm and a torque of 149 Nm at 6,500 rpm against 143 Nm at 6,250 rpm of the previous engine.

The torque curve is particularly impressive, with a truly unrivaled performance and always above 110 Nm from 2,000 rpm up to the maximum power regime. The slight hole in torque visible in the graph around 5,500 rpm is completely imperceptible when driving.

The gearbox is still contained in the engine crankcase but is now placed under the crankshaft rather than set back from it. The result is greater centralization of the masses, which is advantageous in terms of handling, and, from what BMW says, a better working angle of the universal joints of the drive shaft. It should be noted that the gearbox has been moved forward, but not downwards, because already on the R1200/1250 it was at a lower level than the crankshaft and cylinders. For this reason, the height of the engine from the ground does not appear to have been changed.

We weighed the R1300GS (both specimens tested, a Trophy and an Option 719 Tramuntana, at this link you can find the list of the bikes put on the scales by us to date) and we can confirm that the new layout of the mechanics – among other things, the engine block is now moved further forward, very close to the front wheel – has significantly changed the weight distribution, which now is approximately 52% on the front end, against approximately 50.6% of the R1250GS. Furthermore, the center of gravity is around 5 cm higher than the R1250GS, probably also due to the greater weight of the double steering plate of the Telelever Evo. The shift of weight up and forward and its overall reduction are all elements that favor sports driving.

Weighing the R1300GS Option 719 to determine the position of the center of gravity

The weights, measured with a full tank and without suitcases, were as follows:

  • R1300GS Trophy 246.9 kg
  • R1300GS Option 719 255.2 kg

A standard R1250 GS weighed by us two years ago totaled 259.2 kg. We can therefore say that, with the same equipment, the R1300GS actually weighs about a dozen kilos less than the R1250GS. The fact is that the range of accessories is even more extensive than on the previous model – just think of the electrically operated windscreen, the radars and the suspension lowering system – so the difference between a strictly basic model and a full optional one is particularly marked.

Also in this regard, it should also be noted that the kinematic chain now includes one less shaft than before, because the clutch is mounted on the primary shaft of the gearbox rather than on a dedicated shaft. For this reason, the crankshaft now rotates clockwise (viewed from the front), whereas in previous liquid-cooled R models it rotated in reverse. This is why on the R1300GS a sharp gas twist with the clutch pulled causes the bike to move slightly to the right rather than to the left. In both cases the thrust is truly minimal and almost not noticeable, but those who get off an R1200-1250 will easily notice the difference.

Diagram of the mechanics of the 1250 engine

Diagram of the mechanics of the 1300 engine

Speaking of shafts, apparently there is no vibration-damping shaft. Apparently, because BMW declares that there is a shaft, but I have searched the entire engine spare parts catalog without finding it. Probably, they refer to the crankshaft and the alternator, the only counterweighted among those I know of. Nonetheless, this GS vibrates very little. As on previous liquid-cooled models, the overturning torque is almost canceled out by the counter-rotating clutch.

As on previous liquid-cooled R models, the transmission of the R1300 GS includes a hydraulically operated 10-plate wet slipper clutch located at the front of the engine crankcase and accessible via a cover – on air-cooled boxers it was necessary to detach the entire gearbox/transmission assembly – a six-speed constant mesh gearbox and a shaft with two cardan joints integrated into the Paralever suspension.

On request (only with the Dynamic Pack) the Pro electro-assisted gearbox is available, i.e. BMW’s quickshifter, which also works when downshifting and is equipped with a new type of sensor which should (I use the conditional deliberately) improve its operational readiness.

As for the gear ratios, I had to solve a little mystery, one of those things that intrigues me a lot.

The transmission of a motorcycle usually includes the following elements:

  • the primary reduction, i.e. the one between the crankshaft and the primary shaft of the gearbox
  • gear ratios
  • the final reduction, which on motorbikes with chain drive is given by the ratio between crown and pinion, while on motorbikes with shaft drive it is given by the ratio of the rear bevel gear, i.e. between the crown of the wheel and the pinion of the crankshaft.

However, in this case – as on other motorbikes with a cardan shaft – there is a further reduction between the secondary gearbox shaft and the transmission shaft. Usually, its value is reported among the technical specifications in the use and maintenance manual, but it is not in the R1300GS manual, nor is it found in the press kit.

The data published by BMW are as follows:

  • primary reduction 1,479
  • 2,438
  • 1,714
  • 1,296
  • 1,059
  • 0.906
  • 0.794
  • final reduction 2,910.

If we calculate the actual speeds of the bike starting from the published data alone, considering the diameter of the rear wheel, the results do not add up. For example, the speed in sixth gear at 4,000 rpm should be slightly above 140 km/h, when in reality it is around 116 km/h actual speed (119 km/h indicated).

In the breakdown of the transmission issued by BMW, the reduction is clearly visible.

This other image, coming from the spare parts catalogue, allows you to easily understand that the largest gear, the one connecting cardan shaft (no. 3), has 45 teeth. It is more difficult to count the teeth of the lower gear (no. 6, equipped with flexible couplings), which from the axonometric view could be 37, 38 or 39.

To make ends meet, gear no. 6 must have 37 teeth. In this way, the reduction ratio would be equal to 45/37 = 1.21621 and the resulting speeds in the various gears would coincide with those detected while driving.

Having said this, the following table shows the speeds in the individual gears:

  • at 1,000 rpm
  • at the speed where the engine starts to push hard
  • at maximum power
  • to the limiter.
GearSpeed @ 1000 rpmSpeed @ 2500 rpmSpeed @ 7750 rpmSpeed @ 9000 rpm
628.872.1223.5259.6 (theoretical)

Compared to the R1250GS, the speeds in the first four gears are practically the same, while fifth and sixth have been significantly lengthened. The limiter is set at 9,000 rpm and the engine gets there with some ease, showing a rather interesting acceleration.

ADAS (electronic driving aids)

From the point of view of electronic driving aids, the R1300GS offers the following as standard.

  • DTC (Dynamic Traction Control) – Anti-slip system. It can be deactivated and is reactivated every time the ignition is turned off.
  • ABS Pro – Anti-lock braking system with rear wheel lift control and cornering function, which reduces the initial braking power at the front when the bike is tilted and serves to minimize the effects of applying the front brake too abruptly when cornering.
  • Driving mode:
    • ECO for maximum fuel economy, favors the use of the ShiftCam system’s part-load cams and includes a green bar on the dashboard showing the amount of torque available before the system is forced to switch to full-load cams
    • Rain for driving on wet and slippery surfaces
    • Road for driving on dry roads
    • Enduro for off-road use with road tyres.
  • HSC (Hill Start Control) – Hill start assistant, allows you to automatically engage and maintain the brake when the motorcycle is stationary by forcefully pulling the front brake lever, with the advantage of having your hands free and simplifying uphill starts.
  • DBC (Dynamic Brake Control) – Function active in the event of emergency braking, which acts in two ways:
    • detects if the throttle is erroneously opened during braking and resets it, in this case improving the stability of the motorbike and braking distances
    • in the case of emergency braking that is not very decisive, it increases the pressure in the rear braking circuit, shortening braking distances without compromising stability.
  • Cruise control – On the website the ACC (Active Cruise Control) is listed among the standard accessories, but it is an error: only the normal cruise control is present, which becomes Active only if you purchase the Riding Assistant (see explanation below) ,
  • MSR (Motor Schleppmoment Regelung, who knows why the acronym is in German) – System that automatically adjusts the engine braking, decreasing it (i.e., giving gas) in the event of sudden downshifts in order to avoid the rear wheel skidding.

The following is available on request.

  • Electro-assisted gearbox Pro – Shifting assistant, allows clutchless shifting in many situations and works both when upshifting and downshifting.
  • DSA (Dynamic Suspension Adjustment) – Self-adaptive suspension system, described in the paragraph dedicated to suspensions.
  • Adaptive height control – Automatic height adjustment system of the motorcycle. It is only available if DSA is present and is described in the paragraph dedicated to suspensions.
  • Pro riding modes – They are the following: Dynamic for sporty riding, Dynamic Pro for sporty riding, customisable, and Enduro Pro for off-road riding with knobby tyres, customisable. In the presence of the Pro driving modes, the HSC Pro is also active, a function of the hill start assistant which allows it to be automatically engaged in the circumstances in which it is useful, without the need to pull the brake lever forcefully, which can be deactivated by menu.
  • Riding Assistant – Driving aid system based on the presence of two radars, front and rear, which includes the following functions.
  • ACC (Active Cruise Control) – Active cruise control. If the vehicle in front is slower than the set speed, the system slows down the motorbike to maintain a safe distance chosen from three different options, and then accelerates again up to the set speed if the vehicle in front accelerates or once the lane has changed. Switching on the indicator before starting to overtake automatically accelerates the motorbike before changing lanes. The system can be deactivated and in this case all we have a normal cruise control. The memorized setting is maintained when the ignition is turned on again.
  • FCW (Frontal Collision Warning) – Frontal collision warning system which, in the event of approaching a slower vehicle in front, provides two levels of warning: pre-alarm, with a warning on the dashboard and a light brake caliper to attract the attention, and acute alarm, with a more evident warning on the dashboard and braking support, which initiates light braking eliminating the pilot’s reaction time, but does not replace the pilot in carrying out emergency braking. The FCW monitors the driver’s attention based on driving behavior and its intervention can be set at three levels: early, medium and late. It can be deactivated altogether, or it is possible to keep the warnings on the dashboard and exclude braking interventions. The chosen settings are retained when the ignition is turned on again.
  • SWW (Spurwechselwarnung, another acronym in German) – Lane change warning system, informs if there are vehicles in the side-rear blind spots and provides two levels of alarm: informative warning, which lights up a yellow triangle in the mirror in the presence of vehicles in the corresponding blind spot, and a high-pitched alarm that flashes the triangle in the mirror if, in the presence of a vehicle, the driver switches on the direction indicator on the same side. The system can be deactivated en masse, or it is possible to maintain only the acute alarm. The settings are retained when the ignition is turned on again.

The choice of riding mode influences all the electronic aids, including braking distribution, to harmonize them in different situations. Below are the configurations provided in all riding modes.

  • moderate throttle response
  • ABS in Road mode calibrated for road use
  • rear wheel anti-lift adjusted to maximum
  • ABS Pro (cornering function) fully active
  • Distribution of the maximum braking force between the two wheels
  • DTC calibrated for road use with road tires with delayed intervention compared to Rain, but which still prevents rear wheel slipping as much as possible
  • active anti-lift of the front wheel
  • smooth throttle response
  • ABS in Road mode calibrated for road use
  • rear wheel anti-lift adjusted to maximum
  • ABS Pro (cornering function) fully active
  • Distribution of the maximum braking force between the two wheels
  • DTC calibrated for road use with road tires with immediate intervention to guarantee maximum driving stability
  • active anti-lift of the front wheel
  • normal accelerator response
  • ABS in Road mode calibrated for road use
  • rear wheel anti-lift adjusted to maximum
  • ABS Pro (cornering function) fully active
  • Distribution of the maximum braking force between the two wheels
  • DTC calibrated for road use with road tires with delayed intervention compared to Rain, but which still prevents rear wheel slipping as much as possible
  • active anti-lift of the front wheel
  • direct accelerator response
  • ABS in Dynamic mode calibrated for road use
  • anti-lift of the rear wheel which allows for slight lifting
  • ABS Pro (cornering function) with reduced functionality
  • Reduced braking force distribution between the two wheels
  • DTC calibrated for road use with road tires postponed compared to the Eco, Road and Dynamic Pro driving modes, so as to allow slight drifting when exiting corners
  • anti-lift of the front wheel which allows short wheelies when exiting corners
  • direct throttle response, customizable in the Setup menu
  • ABS in Dynamic mode calibrated for road use and customizable in the Setup menu
  • anti-lift of the rear wheel which allows for slight lifting
  • ABS Pro (cornering function) with reduced functionality
  • Reduced braking force distribution between the two wheels
  • DTC calibrated for road use with road tires with delayed intervention compared to Rain, but which still prevents rear wheel slipping as much as possible
  • active anti-lift of the front wheel, all customizable in the Setup menu
  • smooth throttle response
  • ABS in Enduro mode calibrated for off-road use with road tyres
  • anti-lift of the rear wheel which allows for slight lifting
  • ABS Pro (cornering function) with reduced functionality
  • Reduced braking force distribution between the two wheels and calibrated for off-road use
  • DTC calibrated for off-road use with road tyres
  • anti-lift of the front wheel which allows short wheelies when exiting corners
Enduro Pro
  • normal accelerator response, customizable in the Setup menu
  • ABS in Enduro Pro mode calibrated for off-road use with knobby tyres, deactivated on the rear wheel and customizable in the Setup menu
  • rear wheel anti-lift deactivated
  • ABS Pro (cornering function) deactivated
  • Braking force distribution unbalanced as much as possible towards the rear using the handlebar lever and braking exclusively on the rear using the pedal
  • DTC calibrated for off-road use with knobby tyres
  • front wheel anti-lift deactivated, all customizable in the Setup menu


The R1300GS is equipped with the traditional two 310 mm front discs with Brembo four-piston fixed radial calipers (the experience with Hayes seems to be over).

At the rear there is a 285 mm disc with a two-piston floating caliper. Both brakes are operated by traditional master cylinders through metal braided hoses.

The standard ABS system is completely integral. As always in BMW, the two braking circuits are hydraulically independent, while the integral function is obtained via the ABS pump and is therefore only active when the ignition is on. The braking distribution is not fixed, but depends on the load, the control used and also the selected driving mode, as explained in the paragraph dedicated to ADAS.


The control blocks of the R1300S are aesthetically similar to the previous ones, but the button layout has been revised. They always have no backlight, but all in all they are few and after a minimum of training they can immediately be found even in the dark without difficulty.

The right block contains the following.

  • The control panel and steering lock management button, which can no longer be housed on the steering plate, due to the particular geometry of the Telelever EVO. It has taken the place of the button to manage the heated grips – which therefore must be controlled via the menu or possibly via the multifunction switch – and works as usual: a short press turns only the ignition on or off, while a long press turns it on or off also the steering lock.
  • The button for selecting Riding Modes. Allows you to quickly choose between up to four riding modes, which can be pre-selected from those available via the Settings menu.
  • The red rocker button for turning the engine on and off.
  • A separate innermost block houses the E-Call emergency call system, the button of which is covered by a cover with the word SOS in a red field. As always, the system includes a microphone, a speaker and a dedicated SIM, and is activated automatically in the event of a fall or major collision, or can be activated by pressing the button.

The left block contains the following.

  • The Multi-Controller dial. By rotating it, you choose an item from a list, pressing it to the right confirms the choice, pressing it to the left exits the selection.
  • The command of the turning lights. The Settings menu allows you to activate or deactivate the Comfort function, i.e. automatic switching off based on the route. A long press of the button to the left after turning off the ignition turns on the parking lights, which then go off when the ignition is turned on again.
  • The horn button.
  • The red button for the hazard lights.
  • The menu selection rocker button. By pressing it downwards you access the screen menu and, after selecting the desired screen with the Multi-Controller, you go down to the various submenus, while by pressing it upwards you go up one level. From any screen or menu, a long press upwards immediately returns you to the Pure Ride base screen.
  • The function list button (small button with a white border), with which it is possible to assign two functions to the multifunction switch (described below) chosen from the following:
    • adjustment of the ACC safety distance
    • adjustment of the heating of the grips and rider’s seat (the passenger seat is equipped with a control that can be operated by the passenger)
    • optional windscreen height adjustment
    • DTC adjustment
    • spring adjustment
  • The multifunction rocker switch (white bordered with two arrows), through which it is possible to manage the primary function assigned with the function list button and, by holding the latter pressed, the secondary function.
    • The cruise control control. It works as follows:
    • moving the cursor to the right and left controls the system on and off
    • a short press on the forward stick sets the current speed
    • at set speed:
      • a short press on the stick forward increases the speed by 1 km/h, while a prolonged pressure increases it in steps of 10 km/h.
      • a short press on the stalk backwards decreases the speed by 1 km/h, while a prolonged pressure decreases it in steps of 10 km/h.
      • if you accelerate, the set speed is kept in memory and is restored when you release the gas
      • if you brake or force the throttle to close or pull the clutch for more than a second and a half, speed regulation is deactivated
    • pulling the lever briefly restores the previously stored speed.

Unlike previous models, cruise control maintains the set speed even when changing gear.

If ACC is present, the controls remain the same, but cruise control reduces speed if there is a slower vehicle in front. The safety distance is adjusted via the settings menu or possibly via the multifunction button.

The new system based on the function list key + multifunction switch combination, which allows quick access to two functions of your choice, constitutes an interesting innovation, which partially compensates for the absence of keys dedicated to some individual functions.


The R1300GS is fitted as standard with the color TFT screen with 6.5″ display typical of current BMW production. The basic view, called Pure Ride, includes the perimeter analogue tachometer, the speed in figures and the main information, and you can quickly return to it from any other view by holding down the Menu button at the top.

By pressing the same button below you access the following views:

  • Sport, in which the rev counter is central and semicircular, with in the center the indicator of the instantaneous and maximum lean angles on both sides, and on the sides those of the maximum braking deceleration in meters per second squared and the percentage of maximum torque cut by the ASC anti-slip system
  • My Vehicle, which includes the tabs:
    • My vehicle
    • On-board computer
    • Trip computer
    • Tire inflation pressure
    • Maintenance due
  • Settings, where you set the parameters of all on-board functions.

There are also three other views, accessible when connected to a smartphone with the BMW Connect app installed:

  • Navigation
  • Phone (requires helmet also attached)
  • Media (ditto).


The R1300GS features a full LED lighting system as standard and Headligh Pro on request, i.e. the adaptive lights that turn on when the bike is inclined and allow better illumination of the trajectory when cornering.

The light unit is new and original, X-shaped and composed of a central element for high and low beam and four radial elements, dedicated to daytime running lights and cornering lights. Height adjustment is done via a screw. BMW has lost the good habit of installing a lever for quick switching in two standard positions, which allows you not to touch the basic adjustment in case you accommodate a passenger on the fly without adjusting the preload of the rear suspension. Fortunately, most GSs sold have DSA self-leveling suspension.

Through the Instrumentation Settings menu it is possible to set the low beam always on or the daytime running light with automatic switching by default. The button to manually choose between the two modes has been eliminated and I don’t think it will be missed.

The power, range and homogeneity of the new headlight are excellent, including the very wide and powerful adaptive lighting.

At the rear, the absence of a central light cluster stands out, all the lights are integrated into the direction indicators. Their visibility is still good even during the day, but I would still prefer to have a large stop, as is the case on the R1250GS.

Riding position

The riding position is obviously excellent, due to the perfect triangulation of seat-footpegs-handlebars, which allows for a relaxed posture, even if not excessively touristy. I didn’t take precise measurements, but I think the position is not very different from what you have on the R1250GS.

The standard seat is firm, but not uncomfortable. It is flat and allows the rider the greatest freedom of movement. There is no height adjustment, but on request for 50 Euros it is possible to have the high, standard or low comfort seat. The possible seat heights in the various configurations are as follows:

  • low saddle 830 mm
  • standard saddle 850 mm
  • saddle height 870 mm.

With the adaptive height control the seat lowers by 30mm when the bike is stationary, therefore up to a minimum of 800mm. For this reason, a lowered suspension setting is no longer available.

On the contrary, with the Sport suspensions, designed for the toughest off-road and available only in combination with the DSA adaptive suspensions and without adaptive height control, height increases by 25 mm.

Interesting detail: if optional heating is present, all seats are 10 mm higher.

The mirrors are the standard BMW ones, a little small, but well-spaced, they are at such a height as not to interfere with those of the cars, they do not vibrate and allow sufficient vision.

Passenger accommodation

As for the passenger, a basic R1300GS provides a rather spartan setup, more naked than crossover, with a rather hard and thin seat, aluminum footrests not too spaced and handles very close together, almost under the seat.

A luggage rack is also available to mount in place of the rear seat.

Alternatively, a passenger kit is available (standard on the Triple Black and Option 719 Tramuntana variants), which for 100 Euro provides a much thicker, more comfortable, and longitudinally adjustable seat, the luggage rack with large handles and footrests with removable rubber covering which, given the greater distance from the seat, are much more comfortable.

Compared to the R1250GS, the passenger seat is in any case a little narrower and shorter.

Load capacity

The new Vario suitcases are completely different from the previous ones and, obviously, not compatible with them. They are trapezoidal and not at right angles and have partly lost the characteristic “Bosch toolbox” look that had always characterized them since the first R1200GS in 2004. They are still adjustable, no longer in two positions using an inner lever, but continuously with a knob, and are equipped with central locking – which unlocks when the ignition is turned on and can be locked automatically when the ignition is turned off or with the keyless key remote control – internal lighting and USB sockets located in the topcase and in the left case.

As regards the capacity of the suitcases, BMW claims 24 to 30 liters for the left suitcase, 25 to 32 liters for the right suitcase, 28 to 36 liters for the topcase, with a 98 liters maximum overall capacity. It is interesting to note that on the R1200/1250GS the maximum overall capacity of is 103 liters, with 35 for the topcase.

Various series of soft bags are also available, and the aftermarket already offers numerous types of aluminum suitcases.

In addition to the suitcases, on the R1300 GS there is a comfortable and well-made compartment for the smartphone, equipped with a soft rubber mat and a retractable USB socket for charging. There is no lock, but the handlebar in the steering lock position prevents it from opening.

How it rides


The starting is particularly prompt, as on all the latest BMW engines. The mechanical noise is highlighted by the very silent exhaust, but in my opinion the new boxer no longer produces that rattling noise that was particularly noticeable in the liquid-cooled 1200 engine and, to a lesser extent, in the 1250.

The output is perfect, I have never any problem, the throttle response is always exactly what is expected.

Acceleration by pulling the gears is truly exhilarating. The front wheel tends to rise vehemently in first and second gear even in ECO mode, despite the slight reduction in torque that it should entail – further demonstrating the fact that bikes in this category have much more power than they really need – and the thrust remains impressive up to at least 200 km/h.

Making some comparisons at BMW, the acceleration up to around 120 km/h is roughly the same as that which can be obtained with the R1250GS and the S1000XR, while as you go beyond the 1300 it is more snappy than the 1250 and less than the S1000. The comparison with my K1200GT is equally interesting: the R1300GS is noticeably faster than the K up to 180 km/h, after which it gives way to the better aerodynamics of the big tourer. I have never taken the acceleration data of the Ducati Multistrada or the KTM 1290, but I am positive that up to 140 km/h they are no better than the GS, given the overwhelming torque and the short ratio of the low gears of the latter, and that their greater cavalry emerges only above such speeds.

The engine also runs quite well in low gear, so much so that it is possible to open the throttle from 50 km/h in 6th gear – corresponding to just 1700 rpm. Starting from this speed, the thrust is initially smooth, though not very strong, but already between 60 and 70 km/h it becomes truly powerful. From there on, the torque grows in parallel with the increase in resistance and produces a practically constant thrust up to 200 km/h. With this bike, starting from 70 km/h you can shift into 6th gear and completely forget about using the gearbox, even for fast overtakings.

For comparison, the R1300GS goes from 50 to 180 km/h in 6th gear in 13.15 s, compared to 16.75 s for the K1200GT and 15.57 s for the Moto Guzzi V100 Mandello.

The response to the rotation of the throttle knob is sweet in Rain and Eco, a little quicker in Road and even a little quicker in Dynamic and Dynamic Pro. However, the difference in throttle behavior between the different modes is not abysmal and you can drive quite sportily even with the Eco or go for a walk with the Dynamic without particular difficulties.

The DTC (Dynamic Traction Control) system is precise in its intervention and minimally invasive. It can be deactivated, but I don’t see why I should do this on the road.

The test took place in February with temperatures between 5 and 15 degrees; therefore, I could not detect any heat problems.


As usual on recent large BMWs, the slipper clutch is very smooth. In this case it is also quite progressive.

I didn’t have the opportunity to test the bike with the stock gearbox. With the gear shift assistant, the gearbox lever is a little hard. The system works quite well in normal driving, where it allows you to downshift even when cornering without problems, but if in sports driving you operate the lever with little decision, the ignition cut becomes unexpectedly long, much more than necessary, and unpleasant. Therefore, even on the R1300GS I continue to prefer traditional shifting, which always comes exactly how I want it. The problem is that the gear shift assistant is included in the Dynamic Pack, so to avoid it, you have to give up other interesting things, including the DSA adaptive suspension, which would be a shame.


Braking is prompt, very powerful, resistant, and progressive. Stability remains impeccable even in the most violent braking situations.

To stop from 100 km/h the R1300GS takes 40.67 m with an average deceleration of around 1 g, an excellent result and even slightly better than that achieved by the Moto Guzzi V100 Mandello (40.75 m).

The new completely integral braking system, similar to the one already present on the restyling version of the R1250RT, is really interesting, because as we saw in the paragraph relating to the ADAS, in it the braking is not distributed between the two wheels in a fixed way, but variable depending on the load, the control used and the driving mode. Thanks to this feature, it is possible to obtain balanced braking with both controls (in Eco, Rain and Road), or a strong differentiation between lever and pedal (in Dynamic), which therefore allows you to effectively correct the trajectory in curve.

The ABS works very well and its Pro function, active with the bike at an angle in all maps, limits imbalances in the set-up as much as possible when braking along curves. If the front brake is applied decisively when cornering, the ABS intervenes well in advance of the actual loss of grip, drastically limiting the front braking power in the very first moments, and then gradually making increasingly greater deceleration possible. In this way the start of braking when cornering is always very progressive, as if the lever were pulled slowly rather than suddenly, and this avoids the sudden change in steering direction typical of clumsy braking when cornering, to the benefit of stability.

Steering and attitude

The steering of the R1300GS is superb because it eliminates any feeling problems with the front end. The new Telelever Evo geometry, described above in the dedicated paragraph, truly combines the comfort of the old solution with excellent steering precision, combined with a disarming ease of trajectory correction, for which the greater centralization of the masses must not be extraneous.

The Paralever rear suspension is also top-notch. The sensation is that of significantly greater traction compared to previous models. I am not able to say whether this is due to a different arm length (it could be, given the more compact engine block) or to a different position of the fulcrum, because on the R1300GS this is covered by the frame.

The suspension is excellent in both Road and Dynamic. In the first case it is obviously more comfortable, but never rocking, in the second it is sportier, but not harsh, and the fine adjustment on 5 levels via the Settings menu allows you to finely customize both modes. I can’t say anything about the Enduro mode because I only tested both bikes on the road, I’ll leave the judgment to those who really know how to ride off-road.


The driving assistance of the R1300GS constitute one of the great innovations compared to the previous model.

Adaptive cruise control (ACC)

It works quite well as long as you use it outside the city and drive correctly, keeping the center of the lane. Its particularities are described below.

  • If you encounter a slower vehicle and want to overtake it, by inserting the left indicator the motorbike accelerates before moving into the overtaking lane, speeding up the manoeuvre.
  • If you encounter a slower vehicle in a lane to the left of yours – typically, on motorways and three or more lanes – ACC slows down and prevents overtaking; to proceed it is necessary to apply the gas manually or insert the right arrow.
  • When cornering, the system reduces speed and prevents strong acceleration and deceleration.
  • If the vehicle in front stops and then starts again, the motorbike stops, but obviously does not start again.
  • The system is capable of braking, but does not perform emergency braking, so if the vehicle in front slows down suddenly, manual intervention is required.
Forward Collision Warning (FCW)

It is the function that I understand the least. I think it only makes sense if the driver… doesn’t drive, but does something else, which is not very intelligent. The warnings on the dashboard are clearly visible, but you must be looking at the dashboard, which is much smaller than the vehicle you risk hitting. The warning tweezers are undoubtedly more useful because they infallibly draw your attention if you are doing something else, but if the system is set to early or normal intervention and you drive cheerfully in congested urban traffic, the tweezers become the rule and this is rather annoying, while if it is set to late it almost never intervenes. In Switzerland this is a non-problem, because the motorbike must be driven as if it were a car, but in the chaotic traffic of Italian cities all this hinders easy and “between the lines” driving. On my bike, this system will probably remain turned off.

Lane Departure Warning System (SWW)

This system works very well and, unlike FCW, is also very useful for those who drive carefully. If you don’t want to change lanes, the little triangle comes on very discreetly, while when you look at the mirror, it becomes quite obvious. If you then switch on the turning light, the little triangle flashes in case of danger (acute alarm) and becomes particularly visible. If desired, it is possible to maintain only the high-pitched alarm function, to avoid the constant turning on of the little triangle when you are overtaken and do not want to change lanes, but personally I would keep everything on.

Driving behavior

In town

The perfectly fluid power delivery and the very soft clutch allow for very easy control in relation to the power of the bike, which however remains unsuitable for beginners.

The reduction in weight compensates for the higher center of gravity (see the paragraph on Engine and transmission), which in any case remains rather low overall, therefore the R1300 GS is still a relatively easy motorcycle to handle when stationary and in traffic.

The two motorbikes tested did not have adaptive height control, but it is certainly an extremely interesting option, because it lowers the motorbike by roughly the same amount allowed by the previous optional lowered set-up, but with the advantage of a standard height while driving, which aids maneuverability and increases ground clearance when cornering and on uneven surfaces. Such a system is recommendable not only to those with shorter legs, but also to anyone else who isn’t really tall, because the advantage of better ground support is priceless in every situation on a motorbike of this size, and to have it you are no longer forced to pay duty on ground clearance, as was the case before.

Out of town

The suspension is significantly stiffened compared to the R1250GS, but the greater customization possibilities can make it like that of the previous series or much sportier, according to taste.

Aerodynamic protection with the electrically adjustable windshield is significantly superior to that offered by the standard R1250GS. With the windshield all the way up, I, who am 1.78 m tall, can see the road above the upper edge, but my head is largely protected from the air flow and, above all, this is free of any turbulence. Obviously, with the small windscreen the air increases, but it always remains pleasantly free of turbulence.

The vibrations are really very low for a twin-cylinder. Usually, after an hour of riding on a boxer my hands tingle, while on the R1300GS this has never happened to me. With this engine maybe I could even start accepting an RT.

The longer 6th gear allows you to travel at an effective 130 km/h at exactly 4,500 rpm, a fairly calm speed, about 10% lower than the R1250GS, and this fact, combined with the significantly quieter exhaust and the effectiveness of the aerodynamics, iguarantees significantly quieter motorway journeys than those possible with the previous model.

In short, despite being sportier in behavior, the R1300GS undoubtedly remains an extremely comfortable motorbike for long journeys, in my opinion overall superior to the other standard liquid-cooled R-GSs, at least for the rider. If the passenger kit is present, this also travels very comfortably, even with a smaller seat than in the past.

Along twisty roads

The R-GS have always been good twisty roads bikes, thanks to the not excessive tire width, excellent ground clearance, wide handlebars, torque-rich engine and not too long wheelbase. In particular, the R1200GS LC, lighter and with a higher center of gravity than the R1250GS, has always been a rather tough nut to crack, which in good hands is capable of giving decidedly sportier models a run for their money.

The R1300GS raises the bar quite higher, because in addition to the advantages mentioned above, it can count on an even more powerful engine than the already remarkable one of the R1250GS, better braking, lower rotational inertia due to the greater centralization of the masses and , last but not least, on the excellent precision of the front end guaranteed by the new Telelever Evo. The last two characteristics in particular are responsible for an evident characteristic of this motorbike, that is, the ability to travel with disarming ease at speeds significantly higher than the previous models.

Like all large touring bikes, the R1300GS is only marginally affected by the presence of a passenger and luggage, provided that the springs are adapted accordingly. For this reason, I strongly recommend purchasing it with the DSA suspension, which eliminates any need for adjustment and allows for very sporty and casual driving even with a full load.

When driving fast, it is certainly preferable to switch to Dynamic, not so much for the suspension, which never becomes too hard even in Road, but above all because in this way the different braking distribution allows you to correct your trajectory when cornering.

As regards the throttle response, the Rain mapping should certainly be reserved only for low grip conditions because the cut in torque when accelerating in corners is particularly evident and such as to severely limit the effectiveness and driving pleasure. On the other hand, The Eco is in my opinion particularly convincing from this point of view too, because despite an improvement in consumption declared by the company, in practice it does not take anything away from the Road, which in turn is only marginally less ready than the Dynamic. In short, if you feel like having fun along a twisty road, don’t waste too much time in fiddling for settings and just have fun, obviously in safety.

Fuel consumption

The R1300GS drinks more or less the same as the R1250GS, that is, not much and significantly less than any Ducati Multistrada, KTM Adventure and BMW S1000XR. At touring speed it is quite easy to travel around 21 km/litre, and it is difficult to go below 17 even when riding very fast.

The overall average of our test, including some urban sections, a bit of motorway, a lot of highways and many sections at a very fast pace, was around 18 km/l.

The 19-litre tank allows for travel between 300 and 380 km.


As is known, I have always been a BMW K lover. I love old-style sports tourers and I own a K1200GT, for me the best motorbike in the category. Yet, the effectiveness of riding the R1300GS bewitched me, to the point of deciding to purchase it. I couldn’t pay a bigger compliment to a motorcycle.


  • Very precise and effective steering even in sports driving
  • Very balanced engine with exceptional torque
  • Very powerful, progressive, and resistant brakes
  • High level comfort
  • Low consumption for the category
  • Adequate supply of accessories


  • Gear lever a little stiff in the presence of the gear shift assistant
  • Shifting assistant sometimes slow

Thanks to BMW Motorrad Roma for making the bikes available for the test.

2 Responses

  1. I think you give a technically very good explanation of the R1300GS. However, I cannot understand where you get the wisdom to say it has such great brakes. I do NOT agree with you at all. The brakes on the R1250GS require much less power to achieve the same deceleration. On the 1250, you can operate your brake lever with one finger to get serious deceleration, on the 1300, you need at least 3 fingers to do that. This is not exemplary, this is structural. On forums you read this complaint! I already know enough 1300 users who have replaced the brake pump and/or the calipers and/or the brake pads to get a better result.
    Comfort is just less compared to the R1250GS! How so high?
    And fuel consumption is also higher with the same driving style as the R1250GS. In short, your conclusions are coloured as far as I am concerned.
    Fortunately, you are also critical of the way you shift gears. Which, in short, is worthless for such an expensive bike. Shifts are choppy, not clean and certainly no better than the R1250GS. The quickshift system just doesn’t work as you should expect from such an expensive bike.

    • Thank you for the comment and for the kudos on the technically very good explaination.

      I got “the wisdom to say it has such great brakes” from facts.
      First, the hardware is basically the same you can find on the 1200 and 1250, which is already great. Second, I measured the stopping times and distances, and they are excellent, absolutely among the best.
      Third, maybe you (and the guys of the other forums that you mentioned) don’t consider how the new “full integral” ABS system works.
      In the previous models, if you pull the front brake lever, you have a perfect integral braking, with 100% front and rear brakes applied, while the pedal operates the rear brake only. The new system works in a different way: Both commands activate both brakes, but the braking distribution varies according to the riding mode.
      In Rain, each lever operates both brakes, but when you move to the sportier modes, the integral function is progressively reduced, up to the point that in Dynamic Pro you basically have near-to-zero integral function. This means that in most cases, if you use the front brake lever only on the 1300, you apply virtually the front brake only, therefore you get a weaker deceleration compared to the 1200-1250, where you have the full power of both brakes.
      Before judging something, I like to understand how it works first. Probably also the forum guys should do the same.

      About confort, I clearly stated that the bike is basically harder on suspension compared to the 1250, even if it has a wider adjustment range, but it has a better aerodynamic (at least for a 5′ 10″ guy like me) and a queter exhaust. it is a matter of personal tastes, then. I never wrote “the 1250 is uncomfortable, the 1300 is”. Please read my words, not your opinions about them.

      About consumption, if you enjoy the higher speed that this bike can reach, of course you need more gas.

      And it is not “fortunately” that I criticize the quickshifter: it simply deserves it.

      You can have any opinion about my review, you live in a free country. What is sure is that I do not get a single penny from BMW – or anybody else – for this reviews, that states exactly what I think of this bike, no colors applied.

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