BMW R 1300 GS Pure Evaluation – Bike Check


BMW R 1300 GS Pure Evaluation

Bike Check by Wayne Vickers – Pictures RbMotoLens

BMW isn’t the sort to relaxation on its laurels. The ‘GS’, the unique large-capacity journey bike, the bike that arguably all different huge journey bikes are measured towards, continues to be close to the highest of the mountain it constructed. Maybe proper on the prime in some eyes – and it’s onerous to argue towards that place.

Lighter, slimmer, and far bangier.

For 2024, the GS might have merely obtained incremental tweaks and refinements to maintain everybody else sincere. However, no. Staff Motorrad determined to present it a just about top-down redesign. It’s a markedly totally different bike. It’s smaller, lighter, has extra capability, and with that, extra energy and torque. It’s a brand new engine and gearbox, each of that are considerably lighter. The suspension has been considerably redesigned and the electronics revised. It’s, primarily, a brand new bike. So, tons to take a look at.

It’s a must to love the sound of sprayed gravel.

And I can inform you it’s largely an excellent factor. Largely. However there may be one space that has a giant query mark over it (or at the least the bike I examined did). We’ll get to that.

A lot of the issues I wished modified from the earlier mannequin had been addressed. Being smaller and lighter, for a begin, is a large transfer in the appropriate course. It’s down a whopping 12kg during the last mannequin and sits at 237kg absolutely fuelled. That weight drop, mixed with its new dimensions, has it feeling noticeably extra nimble and usable. Ergos really feel nice—it nonetheless looks like a GS. And the switch-gear and sprint all nonetheless look acquainted.

Nonetheless among the finest sprint’s available on the market.

One flipside of these new dimensions is that I’m unsure if the pillion is as well-catered for, which could be a problem for some. The GS has all the time been one of many nice two-up driving prospects. Roomy and cozy with mountains of torque to deal with the additional load. So I do hope BMW hasn’t sacrificed that side. Personally, I don’t look after pillions. The quickest method to damage a motorcycle experience, in my view, however not everybody shares that mindset.

The opposite space I wished improved was the progressiveness of the suspension. Particularly, the front-end. I felt the previous one fell too far by way of the highest of the stroke too rapidly.

Secret telelever enterprise in there.

The brand new front-end? What a revelation. One of many nicest, in truth most likely the nicest, funky telelever front-end I’ve had the pleasure of sampling. At each sluggish and quick speeds, it instils lots of confidence. There’s heaps of really feel and suggestions. At sluggish speeds, it’s supple and easy; wick it up, and it companies up automagically. The more durable you tip right into a nook on the street, the higher it feels. Superb.

Arguably one of the best back-road blaster on earth.

And then you definately go to check the anchors. You may just about squeeze these unhealthy boys as onerous as you dare from excessive speeds and it simply… pulls up. No fuss, no subject. That entrance doesn’t appear to dive in any respect in that state of affairs. The primary time you do it you’re left with a ‘Did that simply occur?’ kinda feeling. These stoppers are BMW-branded Brembos, by the way in which. And so they do Brembo issues very properly.

See/ They’re Brembos.

So the dealing with updates are a giant hit. I added one step of firmness to each the Dynamic Professional and the Enduro Professional suspension damping settings and was as completely satisfied as a clam.

Telemetry for the lots.

Whereas we’re speaking electronics, aside from tweaks, the foremost new characteristic on the sprint is a sport view that exhibits reside telemetry as another bikes do. It additionally data your highest scores!

That is the acquainted Command Central now with a hamburger button.

The opposite introduction on the 1300 is a ‘Hamburger’ button on the left switch-block that permits for fast toggles of traction management, damping, and heated grips, through a second toggle change. Sounds nice in concept, however considerably wanting in follow. Damping and TC as an example – you solely get the flexibility to toggle between two selections through that methodology, versus a number of if you happen to dive into the menu correct. And I simply don’t perceive why. It’s simply irritating. I do know they are often tweaked in finer increments if I dive into the menu and faucet a dozen or extra choices to get there. Why not floor these choices in that hamburger menu?

Just about covers all you could know.

Visually, I didn’t thoughts the current technology’s styling, which was all the time on the butch and purposeful facet of issues, however was perhaps slightly busy. In contrast, the brand new design is way easier and extra svelte, with some terrific surfacing and a focus to element. I’m a fan. Massive fan. It appears much more polished and well-executed.

These are all the time an awesome concept.

Very like on the massive R18, I just like the ‘breast plate’ on the entrance of the boxer engine that serves as a mudguard of kinds – and the comparatively easy-to-clean design of assorted elements. The exception is underneath the entrance guard, which appears unnecessarily uncovered and prepared for dust, even when it does have a decrease front-hugger to assist cease dust flicking up.

The brand new display screen within the down place.

The display screen is adjustable for 2 positions and may be finished on the go simply sufficient. I felt some buffeting at freeway speeds within the higher place, which is uncommon for me. When within the decrease place, the non-compulsory cellphone cradle sits up within the breeze and can be uncovered to the weather, which appeared a bit odd. However I’m positive there will likely be a plethora of display screen choices to maintain everybody completely satisfied, in order that’s not a biggie.

It’s wonderful what BMW retains doing with that Boxer configuration.

The opposite factor I hoped for was extra refinement when it comes to engine noise. Sadly, that space appears to have worsened in comparison with the final mannequin. I’m a giant believer that the appropriate symphony of mechanical noises provides immensely to the character of the bike. I’m speaking consumption, exhaust, vibrations, actuations, gear-shifts – all including to the aural drama.

You may simply inform it’s been fully re-done.

The 1300, to my ears, is loud and clattery, at the least on this specific instance anyway, particularly at idle. Possibly it’s an acquired style I’m but to develop. Cue the hate mail in 3, 2, 1… It’s solely an opinion individuals, relax.

Effectively, what else would you write there?

Out on the freeway, and when you rise up previous third gear and throw some wind noise in, you don’t discover it a lot. However at a standstill, commuting and filtering amongst automobiles, it isn’t precisely an engineering tune of pleasure. Let’s depart it at that…

Can verify it does these simply.

How the engine performs although, is one other constructive level. Clearly up in capability with extra energy and torque than the outgoing mannequin. The previous engine was already a stump-puller, and it’s now so rattling robust I’m actually questioning the necessity for the additional torque. It has gargantuan quantities of it. A complete 149Nm. Greater than the brand new KTM Superduke R, in truth. Suppose third-gear wheelies with out the clutch… simply. Do you want that a lot in an journey bike? Am I shedding my thoughts? Possibly. It’s bloody spectacular regardless.

And who doesn’t like a little bit of sideways motion?

Usable too. The fueling is fairly bang on and it simply pulls from as little as 2-2500 rpm. When you get it up round 4000, it actually begins to return into its personal, smooths out slightly additional, and it’s go time. Make no mistake – this factor is a jet. BMW’s strongest boxer ever at 145 hp.

Nevertheless it’s that bottom-end hump that’s so spectacular. You may cruise alongside and simply use the easy grunt and short-shift away. Or… you might. If it wasn’t for the Achilles heel I discovered on this specific instance of the brand new bike.

Operating from the wind farms.

Now, I don’t know but if it was this bike particularly, or if it’s an issue throughout the board. We’ll discover out once I check the Trophy variant in every week or two. However the brand new gearbox that’s now sitting underneath the engine as an alternative of behind it (which has enabled all of the packaging and dealing with tweaks), in our check bike has some pretty severe points. Most notably within the decrease three cogs.

It’s not so unhealthy if you happen to’re out by yourself and going at an honest tempo when it comes to acceleration, however in case you are in sluggish commuter visitors, or filtering alongside at half throttle, the decrease three gears are very clunky. The short-shifter isn’t completely satisfied working at half throttle within the decrease three gears and was jerky to the purpose of past frustration – notably when the remainder of the bike is so good.

The ergos stay excellent for the rider.

I resorted to clutching it, and even then the shifts had been clunky. And greater than as soon as, whereas stopped at lights, it refused to seek out impartial. Then when it was time to return into first, it was a shuddering and not-particularly-mechanically-sympathetic clunk.

Time will inform if it was this bike as an outlier. Nevertheless it was unhealthy sufficient that if you happen to wished to incorporate commuting amongst sluggish visitors in your common utilization on this bike I’d be critically questioning it. I did additionally see some oil weepage from the shaft drive too – perhaps this press bike had been flogged mercilessly throughout the desert earlier than it obtained to me? Potential. Undecided. Nevertheless it solely had 5 thousand kays or thereabouts on it once I picked it up.

BMW R 1300 GS Pure Evaluation

So, in the long run, I’m conflicted right here. There’s a entire lot to like in regards to the new 1300 GS: that front-end, the up to date ergos, decreased weight and improved styling. However then there may be the gearbox query mark on this bike that must be resolved. And I’d wish to see additional tweaks to that hamburger toggle set-up.

Am I being vital? You guess I’m. It is a BMW, in any case. It’s a thirty-plus thousand greenback bike by the point you tick some containers. And keep in mind that this is identical firm that brings us the bike I selected as my bike of the yr final yr, the M1000R (with one of the best gearbox and quick-shifter set-up I’ve ever ridden). I, and little question BMW followers in all places, have excessive expectations.

Hopefully, this one was an outlier.

BMW R 1300 GS Pure Evaluation
I like the brand new R 1300 GS Pure as a result of:
  • That front-end is a serious enchancment, simply good
  • Much less weight and smaller dimensions = a extra usable machine
  • That engine has planet-turning ranges of torque. What a tractor
I’d like the brand new R 1300 GS Pure extra if:
  • That clunky-jerky gearbox subject. That’s a biggie
  • Can the hamburger/toggle setup embrace the finer increments of adjustment please?
  • I’d take a look at a special display screen form, I feel too
“What’s down there?”
BMW R 1300 GS Pure Specs
Engine 1,300 cc Air/liquid-cooled four-stroke flat twin engine with double overhead and chain pushed camshafts (BMW ShiftCam) and stability gear wheels
Compression Ratio 13.3 : 1
Energy `107 kW (145 hp) at 7,750 rpm
Torque 149 Nm at 6,500 rpm
Emission management Closed-loop 3-way catalytic converter
Bore x stroke 106.5 mm x 73 mm
Compression ratio 13.3:1
Combination management Digital consumption pipe injection
Exhaust emission requirements EU 5
Most velocity over 200 km/h
Gasoline consumption per 100 km based mostly on WMTC 4.8 l
CO2 emission based mostly on WMTC 110 g/km
Gasoline sort Tremendous unleaded, 95 ROZ/RON; adaptive gas high quality regulation, 91-98 ROZ/RON
Alternator `Three-phase alternator with 650 W (nominal energy)
Battery 12 V / 10 Ah, maintenance-free Lithium-ion battery
Clutch Moist clutch, anti-hopping clutch, hydraulically operated
Gearbox Claw-shifted 6-speed gearbox
Drive Cardan
Traction management BMW Motorrad DTC
Body Two-part body idea consisting of foremost body and rear body bolted to it, co-supporting engine
Entrance-wheel location/suspension BMW Motorrad EVO-Telelever, handlebar tilting decoupled through flex component, central shock absorber
Rear wheel location/suspension BMW Motorrad EVO-Paralever, solid aluminium single-sided swingarm, transversal linked swing arm bearings, central WAD spring strut, spring preload absolutely adjustable
Suspension journey, entrance / rear 190 mm / 200 mm
Wheelbase 1,518 mm
Castor 112 mm
Steering head angle 63.8 °
Wheels Aluminium solid wheels
Rim, entrance 3.00 x 19“
Rim, rear 4.50 x 17“
Tyre, entrance 120/70 R19
Tyre, rear 170/60 R17
Brake, entrance Twin disc brake, semi-floating brake discs, diameter 310 mm, 4-piston radial brake caliper
Brake, rear Single disc brake, diameter 285 mm, 2-piston floating caliper
ABS BMW Motorrad Full Integral ABS Professional (lean angle optimized)
Seat peak at unladen weight 850 mm
Inside leg curve at unladen weight 1,900 mm
Usable tank quantity 19 l
Reserve Approx. 4 l
Size 2,212 mm (over splash guard)
Top 1,406 mm (above windshield)
Width 1,000 mm (over hand guard)
Unladen weight, street prepared, absolutely fuelled 237 kg
Permitted whole weight 465 kg
Payload (with customary tools) 228 kg
Included as customary
Dynamic Package deal (DSA, Gear Shift Assistant Professional, Using Modes Professional
Sports activities Brake
Preparation for GPS System
Black Cross Spoke Wheels
Riders Seat Top (850mm)
Gold Cross Spoke Wheels: No price choice

BMW R 1300 GS Pure Evaluation Pictures



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