The BMW R1300GS is Coming: This is what we know

Hardly anything fuels the rumor mill in the ADV motorcycle scene more than the anticipated launch of a new BMW GS. We have compiled the known facts and speculation surrounding the BMW R1300GS, which will be presented in Berlin on September 28th, 2023.

The current boxer GS leads the registration ranking in Germany and in many other important motorcycle markets by a wide margin. The current model embodies the “GS” spirit and capabilities with a nice balance between off-road fun and street touring magic. With each new generation BMW’s developers have achieved the feat of making the GS perform better in both disciplines than previous models.

With each new boxer generation, BMW seeks to preserve it’s GS heritage, but with some compelling improvements that give riders a reason to trade-in their favorite bike for the updated version. The engineers in Munich have taken their time with the new BMW R1300GS, which will most likely be the name of the new flagship ADV model, and kept the community guessing on many of the details.

BMW will present the R1300GS on September 28th, 2023. That’s not long way off, which is why one or another detail – intentionally or unintentionally – has already leaked to the press. We’ll summarize here what our colleagues from the editorial offices have researched about the new Super GS. All speculations are based on photos and videos that could be taken of camouflaged prototypes.

1300cc boxer completely liquid-cooled

Let’s start by looking into the heart of the R1300GS: the famous boxer engine. Here you can expect some details that have been proven in previous iterations, but also some new technology being included in this new generation. The ShiftCam variable valve timing introduced in 2018 can be considered a given. To ensure the thermal stability of the 1300 boxer, BMW seems to have heavily modified both the oil and cooling circuits. MOTORRAD magazine speculates, for example, that the “precision cooling” introduced with the R1200GS (K50) in 2013 will be replaced by complete liquid cooling on the boxer, which is presumably exactly 1300 cubic centimeters in size. This would also mean that the cylinders of the R1300GS would be surrounded by a liquid jacket. A solution that also seems plausible in light of stricter noise regulations.

The BMW developers seem to have made massive changes to the boxer’s oil circuit. From an oil viewpoint glass visible on the side next to the “hero’s chest”, the Stuttgart journalists conclude that a switch has been made to semi-dry sump lubrication in order to combat oil foaming that can be caused by the pressure pulsations of the Boxer.

The performance data of the R1300GS is expected to be accurate to the speculation because it come from a publication of the Swiss Federal Office for Roads (ASTRA), which is responsible for the regulatory approvals. According to this, the 1300GS will have a peak output of 145.5 hp at 7,750 rpm and a powerful torque of 109.9 ft-lb at 6,500 rpm.

Frame with light metal elements

Regarding the 1300cc boxer, and as much as the prototype photos of the R1300GS already reveal, it can be said that it will be integrated as a supporting element in a completely redesigned frame. The previous tube frame construction made of steel is giving way to a composite one that consists at least in part of cast light alloy components, as can be seen in the photos published by MOTORRAD.

Whether and how much the aluminum frame will reduce the weight of the R1300GS is the subject of much debate. The specialists from the online medium 1000PS estimate 243 kg (535 pounds) total weight, which would correspond to the value of the Ducati Multistrada V4.

At first glance, the paralever of the R1300GS is even more striking than the new frame. The swingarm appears more complex than on previous GS generations and shorter at the same time. The latter feature fits coherently into the overall concept of the new GS, which appears more compact overall and less massive. It’s likely that better off-road capability was a high priority for the development team on the R1300GS as well. This is underscored by the fact that a significant proportion of the spy shots published so far were taken during off-road tests. This bodes well for US riders who are more likely to venture off pavement than our European friends. With BMW’s recent support of Backcountry Discovery Routes, this all seems to make sense. They know we like to ride off-road and are trying to keep their flagship bike well-suited to what we like to do with our ADV bikes. It is certain that the telelever will continue to serve as the front wheel guide on the R1300GS, making it the king of the ADV class for street touring. The absence of brake dive on the asphalt is something riders grow to love and struggle to give up once we’ve had a taste of it.

As far as the suspension is concerned, a new generation of the Dynamic ESA electronic chassis can be expected. The always well-informed editors of MOTORRAD magazine speculate that in the future not only the damping but also the spring preload can be adjusted while riding. This would also make it possible to lower the seat height before stopping, as is already offered by the Harley-Davidson Pan America in the “Special” version with the Adaptive Ride Height (ARH) system.