BMW Motorrad made no empty promises when they claimed to bring "The next level of the GS." With the R 1300 GS, the Munich-based company unleashed a veritable spectacle of innovations: an all-new boxer engine, a new frame and extensive revisions to the telelever and paralever systems.
The New Boxer Engine makes its debut in the R 1300 GS:
Open-heart surgery is considered very risky. And yet BMW has once again taken the heart of the R series, the boxer engine, and brought it up to the very latest technical standard. The new boxer engine makes its debut in the R 1300 GS.
But what is new about the 1300 boxer? Almost everything. Let's start with what hasn't changed. Contrary to some speculation, BMW has not completely converted the boxer engine to water cooling, but has kept the proven precision cooling. This means that only thermally highly stressed parts such as the cylinder heads or parts of the cylinders have coolant flow.
As with the previous model, the boxer engine's gas exchange takes place vertically, from top to bottom, ensuring optimal filling.
Picture ©BMW Motorrad
ShiftCam with shifted timing chain shafts:
Known technologies include the variable valve control ShiftCam that was introduced for the 2019 model year - but now things are getting really interesting. To minimize the displacement of the two cylinders, BMW used a trick. On the right side, the timing chain shaft is in front of the cylinder, while on the left side it is behind the cylinder. The remaining longitudinal shift caused by the crank pin is barely visible.
The new Boxer produces 145 horsepower from 1,300 cubic inches:
The swept volume of the latest BMW Boxer engine is exactly 1,300 cubic centimeters. With this volume, the engine delivers 145 horsepower at 7,750 rpm, and maximum torque of 149 Newton meters is available at 6,500 rpm. This makes the 1,300-boxer nine horsepower more powerful than its predecessor. The increase in torque is six Newton meters, but to experience this, the Twin must rev up 250 rpm.
The 1300-boxer has the transmission under the engine:
The most radical innovation of the 1300-boxer, however, relates to the placement of the gearbox. Instead of being behind the engine, the gearbox is now underneath it. From BMW's point of view, there are good reasons for this: the unit becomes more compact, which benefits the centralization of mass, and the drive unit is also lighter thanks to shorter transmission shafts.
Electronic assistance systems for greater safety:
Even in its standard configuration, the R 1300 GS is generously equipped with electronic assistance systems. For example, engine drag torque control (MSR), dynamic brake assist (DBC), hill start assist (HSC) and dynamic traction control (DTC) are available to the rider at no additional cost.
Picture ©BMW Motorrad
Four riding modes as standard for the R 1300 GS:
Standard equipment on the R 1300 GS includes the Enduro riding mode, which was previously available only as an optional extra. This mode makes it possible to lock the rear wheel even when the ABS is activated. In addition to this mode, which is of particular interest to adventure riders, the R 1300 GS also has Road, Rain and Eco riding modes. Under the heading "Riding Modes Pro," additional options can be purchased to customize the performance characteristics and control intensity of the anti-lock braking system and traction control.
Integral brake with Brembo components:
As mentioned earlier, the choice of riding modes affects not only torque, but also how the ABS works. The R 1300 GS comes with the fully-integral ABS Pro as standard. The integral function ensures that the front and rear brakes are activated simultaneously when the handbrake is applied. The foot brake lever now works on the front and rear brakes as well. At the front wheel, two new radially mounted four-piston calipers from Brembo grip the two discs.
Sheet steel main frame as the backbone of the R 1300 GS:
The Munich engineers' drive for innovation is far from exhausted by the aforementioned innovations. Since the R 1200 GS, the appearance of the boxer engine GS has been characterized by a lattice frame made of tubular steel. Not so with the R 1300 GS. The fine construction has given way to a structure of welded pressed sheet metal parts. BMW claims this solution is more compact, lighter and stiffer. Even the familiar rear frame has had to give way to a compact component made of cast aluminum.
Everything Evo: Paralever and Telelever:
The wheel suspension system of the BMW R 1300 GS has been thoroughly improved. To make this clear, both systems now bear the suffix "Evo." But what exactly does that mean? The propeller shaft is equipped with larger universal joints and a smaller deflection angle reduces the unevenness in rotational transmission typical of propeller shaft joints. For easier installation and removal