Some models are iconic: Honda Gold Wing, Suzuki GSX-R, and Harley-Davidson Sportster, just to name a few. Each segment has its god-tier machine, and for adventure motorcycling that’s BMW’s GS—the big-boxer-powered R-model GS, to be specific. The R80 G/S was introduced as a production model in 1981 following an after-hours ISDE prototype racebike project in the late ’70s yielded a motorcycle that was capable on and off-road. Gelände and Strasse—woods and street, the G/S.How and why did adventure motorcycles become so popular? In a word: versatility. It’s the do-anything, go-anywhere nature of these motorcycles. They provide long-legged power and range that competes with the best sport-tourers. But ADV bikes also have suspension that smooths the roughest patches of asphalt while eating up dirt roads and trails, and enough comfort to stay on the bike on long travel days for weeks at a time. From the start BMW’s G/S defined the adventure bike and it maintains its category-defining status as the GS (BMW dropped the slash beginning with the R 100 GS).Every competitor that joined the segment after 1981 is a riff on the original Bavarian formula. But after 45 years and several generations, it was time for a quicker tempo with new chords. If the previous R 1250 GS was rock and roll, the R 1300 GS is metal.

The R 1300 GS is technically the fifth-generation R-powered GS, but in reality it’s the third philosophy in the way BMW thinks about its bestselling model. First was the R 80 G/S and R 100 GS, light and nimble but with enough comfort that you wouldn’t hate it after bouncing across Morocco for five days straight. Then ADV got supersized. Each bump in displacement also saw the comfort, as well as the complexity and overall size, increase for the GS. From the R 1100 GS to R 1150 GS to the R 1200 GS to R 1250 GS, BMW crushed the competition in sales and on the world stage of adventuring. Each new model brought innovation in the ADV space from Berlin. The R 100 GS’s paralever swingarm nearly eliminated the the influence of the cardan drive shaft on the rear suspension, the R 1100 GS saw the introduction of the Telelever front suspension that threw out the downsides of a conventional telescopic fork, and the R 1200 GS brought electronic suspension adjustment on world travelers. In 2019, the R 1250 GS got increased power and reduced emissions with the introduction of ShiftCam variable intake valve lift/timing.

As the R 1250 GS hit the scene, other ADV manufacturers began nipping at BMW’s heels, breaking into more niche offerings like KTM’s rally-inspired dirt-slinging Adventures and Ducati’s pavement-scorching Multistrada. While these bikes could historically do one element of adventure riding better than the GS, every new model got closer to replicating BMW’s recipe for ADV success. Was the dynasty of all-things-for-all-riders coming to an end for BMW?

Absolutely not. With the third coming of the GS, BMW set out to prove it knows ADV best, by increasing the bike’s capability off-road, increasing power, and slashing physical size and weight. The core of GS is still firmly intact, but this new model branches out, cutting into those other model’s standout attributes. Is it enough to allow it to still rule the ADV world? Only one way to find out: Chase the horizon over all types of surfaces to see if the R 1300 GS’s capabilities have grown. That horizon lies beyond the mountain ranges surrounding Cycle World’s Southern California office. The plan for this test was to head to the high desert to stretch the legs of the GS as a test of touring comfort. That run north from Randsburg, California, finds flowing curved roads that drop into the valley holding Lake Isabella for an examination of high-speed handling. Then the route up the other side of the basin provides a ribbon of asphalt that nearly doubles back on itself to further assess the on-road handling of the R 1300 GS. In the mountains, there are plenty of dirt roads and trails to push the big boxer to its off-road limits.

Touring It is universally accepted that BMW’s big GS has been a nice place to sit as the odometer clicks off the miles, especially as the bike’s frontal area became wider and taller. Now, the R 1300 GS’s face is slimmer, chiseled down to a sharp modern look. But does it keep the wind in check like its forefathers? Absolutely. Our Triple Black R 1300 GS (a $995 upgrade) comes with an electronically adjustable windscreen that not only keeps the airflow smooth over our Arai XD-5 adventure helmet, but also removes any unwanted pressure on the upper body for a relaxed ride.

The Triple Black version also comes with a comfort seat, and the name describes it perfectly. But we have spent a full day on the standard seat and it is still plenty comfortable. With my 31-inch inseam, legroom is great when wearing street riding boots at the standard 33.4-inch height. But with off-road or motocross boots, a taller seat position would put less of a squeeze at the knees. I had no issues getting firm footing at a stop in the high-seat position. Ergonomics are only one part of touring comfort. For the GS, the 1300cc ShiftCam-equipped boxer plays a massive role in crushing miles with ease. On the Cycle World Dynojet 250i dynamometer, the R 1300 GS made 128.4 hp at 7750 rpm and 95.8 lb.-ft. of torque at 6410 rpm. Between 2000 and 8000 rpm there’s more than 80 lb.-ft. on tap.

At our performance testing facility, the R 1300 GS (on Metzeler Karoo 4 tires) blasted down the quarter-mile in 11.84 seconds at 120.98 mph. Acceleration from 0–60 mph was achieved in 3.63 seconds. It will be quicker still on the more street-oriented available tire, Metzeler’s Tourance Next 2.The engine’s flat torque curve not only allows the R 1300 GS to exit corners nearly effortlessly, but it also makes for the ability to shift less for a more relaxed ride. Further easing the workload on the highway is the excellently calibrated adaptive cruise control. And then there’s the smoothness at cruising speeds, devoid of annoying vibes that can slowly sap your will to see what’s beyond the next stateline. On-Road HandlingThis generation of big GS got a new frame that increases stiffness and reduces weight for more precise handling. Attached to the new small and light sheet metal shell frame are the Evo Telelever front and Evo paralever rear suspension setups. In the middle, the 1300cc big boxer functions as a stressed member. The new engine is also shorter thanks to the transmission being mounted below the crankshaft rather than behind it. And all of this combines to create the best handling GS to date. There is less mass, and it is more centralized.

BMW’s big GS has always benefited from a low center of gravity thanks to the boxer engine layout, but now the mass of the lowered transmission makes the GS lighter handling with an increase in stability. At low speeds, the R 1300 GS is supremely balanced and easy to maneuver. Ramp up speed on winding roads, and the GS rolls in either direction in a predictable but quick manner that hides its CW-measured 566-pound wet weight.

Balance from both shock-equipped ’lever suspensions is uncanny. There’s virtually no dive on braking, no squat on acceleration, just a flat ride that makes it easy to carve an arc though corners on your favorite mountain passes. It’s as if this GS doesn’t care about rider body position, a passenger, or filled panniers; aim for an apex and the 1300 will put you there without drama.

Our Triple Black test unit is fitted with the $4270 Premium Package that includes additional ride modes atop the standard Rain, Road, Eco, and Enduro settings. There’s Enduro Pro, Dynamic, and Dynamic Pro mode. The latter two not only liven up throttle response, but set the electronic Dynamic Suspension Adjustment (DSA) to a stiffer setting to sharpen up the GS’s handling. Even though the big-block-knobby Metzeler Karoo 4 tires exhibit a bit of a stepped character when transitioning from the center to the side knobs, the GS provides agility that would give sport-tourers a run for their money. Once done slaying the corners, you can return to Road mode and enjoy a little extra plushness. Suspension can also be adjusted to your liking and tied to a ride mode of your choice—a perfect example of the versatility of the R 1300 GS.

Braking performance is exceptional, hauling the quarter-ton of GS down from speed with sportbike levels of power and communication. Up front, dual four-piston radial-mount calipers grip 310mm discs and at the rear a twin-piston floating caliper squeezes a 285mm disc. BMW’s Dynamic Brake Control will automatically reduce throttle input when the brakes are applied aggressively, and ABS Pro is lean-sensitive for increased stability and control. Stopping from 30 mph was achieved in 35.21 feet at our test facility, and from 60 mph the distance was measured at 136.27 feet. Again, this is on Karoo 4 big-block knobbies. More street-oriented tires will improve these numbers.

Off-Road HandlingSince that first R 80 G/S, all GS models have been capable of tackling off-road duty, repeatedly surprising us with how far these bikes will take you from the relatively smooth and predictable world of asphalt. BMW has again increased the line’s off-road capability with the R 1300 GS. The first part of that increased dirt friendliness is ergonomics. That more compact chassis does factor into the superb on-road handling, it pays off in spades on gravel roads and trails.

BMW removed a quarter of a gallon from the previous GS’s capacity to create a 5.0-gallon tank that gives the 1300 a narrowness at the knees not seen from a big BMW ADV since those early G/S models. Even with the more compact chassis, standing up is comfortable, thanks in part to its nice wide handlebar. In the standard configuration, bar position is a tad low for hardcore enduro riding, but the Enduro Pro package adds a bar riser, off-road pegs, and adjustable foot controls to give an even better connection to the bike when the going gets gnarly. Add that to a loss of 26 pounds, and this latest unit is the most capable GS yet. Switch into Enduro mode, and the suspension gets off-road damping, preload, and stiffness, the rear ABS is deactivated, and the throttle response is tailored for controllability in the dirt. But with the Premium Package comes Enduro Pro mode that allows more rear wheelspin, wheelies, and customization of the ABS, engine response, and TC. It’s the immediate go-to when hitting the dirt, as it gives the GS its highest potential there.

Suspension damping is well calibrated for washboard and chunky dirt roads, and will even handle some bouncing through whoops (at sensible speeds). If you want to put distance that is measured in feet rather than inches between the tires and ground, consider upgrading to the Enduro Pro package with the Sports Suspension. It adds 0.8 inch to the standard 7.5 inches of front and and 7.9 inches of rear travel and is equipped with stiffer springs.

This is the best off-road GS ever and will take skilled riders to unlikely places. Even some single-track is possible on the R 1300 GS—as long as the boxer’s cylinder heads have room to squeeze through. Tight boulder sections will slow or stop your forward progress depending on how close together the rocks are at engine level. Rear ABS can be deactivated, but the front cannot. Only in the most extreme situations will you find the limits of the Enduro Pro mode’s front ABS calibration, and overall it works well. What extreme situations? One example is slowing on steep, sandy downhills, which can invoke front ABS when you may not want it. Admittedly this is a fringe case, but if you’re in this situation while trying to scrub speed from overzealous throttle application, your eyes might get really big as the bike takes longer than expected to slow. Again, In virtually all other settings front ABS is super solid.

Is BMW’s R 1300 GS Still the Gold Standard? Over the last 45 years, BMW’s big-bore GS has been the adventure motorcycle that all others are compared to and measured by. Its do-it-all versatility consistently put it at the head of the class. But the competition has been nipping at its heels, and even performing better in certain situations. But the new R 1300 GS has increased performance in every key category. On-road handling is now improved at no detriment to the bike’s supreme comfort. And thanks to the more compact chassis its off-road chops are at an all-new level for GS. The BMW GS remains the most complete adventure-touring motorcycle, and the 1300 expands comfort and capability over the broadest conditions. The R 1300 GS is the gold standard of adventure motorcycles.

BMW R 1300 GS Specs

GearboxHelmet: Arai XD-5Jacket: Alpinestars Techdura Pants: Alpinestars Techdura Gloves: Alpinestars Techdura Boots: Alpinestars Tech 7 Enduro