2024-on BMW R1300GS Adventure review | an adventure bike that blends access with excess

Although the GS Adventure is a mighty beast in terms of its sheer stature and weight, it’s not only accessible and friendly to manage but is also incredibly comfortable too.

The riding position is roomy and comfortable, with the ‘bars, ‘pegs and riding triangle vast, but not too far to reach. Somehow, the positioning manages to fit a 5’7 frame with no complaints alongside a host of six footers who are riding with us as well. The screen is very effective (albeit slightly short) in terms of protection and a lack of buffeting, while the standard seat offers a good level of comfort too, especially if you’re slightly larger due to its sheer size.

That updated, long travel telelever and paralever set-up working its magic to transform over 270kg of metal into a machine that can be ridden as softly, or as savagely, as your mood on the ride is willing to go.

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The standard R1300GS has been created to be far sportier and road biased, and the Adventure does retain a bit of that spirit; the brakes offer an ample amount of stopping power, the chassis is well balanced and the suspension set-up works wonders, with the Dynamic Spring Adjustment allowing for a softer, plush ride in the calmer, Road mode, and a more supportive stance when nailed down in Dynamic.

It’s a machine that doesn’t only soak up undulations and poor surfaces but is also happy to push on and support no matter how much weight is stuck on top of it.

The big BMW is made to eat through miles, and with a combination of motorway, B-roads and off-road the R1300GS Adventure tends to sit mainly between the 42mpg and 46mpg mark, which offers a real-world tank range that will very nearly make the 300-mile mark – and that will stretch to over 330 miles on an economical ride where the figure sits closer to 50mpg.

But, that 1300cc motor does still have a thirst to be revved relatively hard; for a monstrous, boxer motor it feels at its happiest when ridden a little harder, which isn’t something that is always necessary for such a machine that’s built to traverse continents. It’s more eager, and slightly less relaxed than ever before in its thirst for the redline when bouncing from corner to corner.

Another thing to note comes in the form of noise; the motor sounds a little more metallic which is slightly grating after a long day in the saddle and is also more noticeable than on the previous generation 1250 motor.

The GS Adventure does look like a quality product, and after seeing a few of them hit the deck off-road it’s fair to say that they’re built fairly robust as well.

However, the first year of the R1300 platform hasn’t all been plain sailing for BMW; there have been a few cases of electronic gremlins that haven’t been rectified straight away, and our BMW R1300GS long-term test bike even experienced a slight issue too.

Although the R1300GS Adventure starts at £18,870, the likelihood of seeing any bog-standard machines on the road is very small; even our test bike (which has very little in terms of extras) is closer to the £20,000 mark with the Enduro pack and a few other bits fitted.

However, that’s still not too extravagant when you consider the GS Adventure’s big-tank rivals: Ducati’s Multistrada V4 Rally will set you back £24,195 as standard, while Triumph’s Tiger 1200 Rally Explorer starts at £18,695.

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If you’re after the latest tech, then you’re going to want to read our review of a fully pimped out R1300GS Adventure which is even equipped with their new ASA system too. The standard model comes equipped with electronic suspension, heated grips, four riding modes and a host of electronic rider aids.

In terms of equipment, the big GS can be customised with a raft of accessories, from chunky, hard cases to Adaptive Height Control which lowers the whole machine at a standstill for more accessibility.