MRW Issue 41

It’s no 1290 Super
Adventure with regards to
power and outright speed
though but BMW has
never wanted that for the
GS. The overall package is
well-rounded, even more
so than in 2023.
significantly reduced slimmer frontal area and a smaller electronic
screen offering a fresh perspective. It may take some time to adjust
to the revised switch layout, as most electronic adjustments are
consolidated within the new button on the left, including heated
seat and grips, screen adjustment, traction control, and vehicle
vitals. However, after spending a few hours on board, the logic
behind the engineers’ design becomes clearer and it becomes
easier to navigate.
Starting the engine for the first time revealed a somewhat hollow
sound emanating from the new muffler compared to the 1250,
slightly muffled as well, but the true indication of the motor and
gearbox’s significant improvements comes when on the move. It
really is a day and night difference. BMW has equipped the gearbox
with a sensor signal transmitter for the optional Shift Assistant
Pro, resulting in impressively smooth gear changes, whether up
or down, a gripe we had with the 1250s gearbox which had that
industrial feeling to it.
The newly upgraded engine delivers notably more power, as the
specs suggest, particularly from low to midrange, offering an
immediate throttle response that propels the bike forward smoothly
without the noticeable vibrations of its predecessor to a top speed
of around 235kph. The roll-on races we did between the two
weren’t close to being fair with the 1300GS effortlessly gapping the
now seemingly outdated 1250. With regards to the top end though
there wasn’t much of a difference at all. What BMW has done is
take perfection in many ways and made it even better. It’s no 1290
Super Adventure with regards to power and outright speed though
but BMW has never wanted that for the GS. The overall package is
well-rounded, even more so than in 2023.