Paul Yaffe of Bagger Nation has recently revealed his latest creation: the BMW R 18 One Eight “C” built on a BMW R 18 Transcontinental. This custom incorporates hot-rod appeal while remaining as authentically BMW as possible and joins Yaffe’s extensive list of customized bikes. 

Yaffe is well-known to the custom motorcycle world. His bikes show up across the globe at various bike shows, rallies, and events, and he’s been awarded recognitions such as three “World’s Most Beautiful Motorcycle” awards from the Oakland Roadster Show and two “Builder of Year” and three “Trendsetter of the Year” awards from Easyriders Magazine. He was also inducted into the Sturgis Hall of Fame in 2015. 

To get accustomed with the BMW R 18 Transcontinental, Yaffe rode more than 6,000 miles on one before getting started with the project. The BMW R 18 Transcontinental was introduced for 2022 as a luxury touring version of the company’s R 18 cruiser platform. It features the same 1,802cc “Big Boxer” opposed Twin as other R 18 iterations. The Transcontinental comes with a handlebar-mounted fairing, a passenger seat, locking hard saddlebags, and a top trunk with integrated passenger backrest – everything needed for racking up miles on cross-country trips.  

Related: 2022 BMW R 18 Transcontinental | Road Test Review 

Yaffe’s goal with this custom was to create a big-wheel bagger that retained as many original BMW parts as possible. The eye-catching 26 x 5.5-inch front wheel was commissioned and cut from solid aluminum, and the 180mm front tire is handmade. To accommodate the large front wheel, the frame was stretched and raked. 

The R 18’s batwing-style fairing was cut into several pieces and restructured, and the steel front fender was made from scratch. The bike also features a chin spoiler that conceals the radiator and closes the gap between the fairing and the fuel tank. Also included is a set of Yaffe Monkey Bars. 

In keeping with Yaffe’s goal to keep as many BMW components on the bike as possible, his team retained the saddlebag lids, latches, and speakers but included a new set of “skins” that create a stretched look. The team also extended the original rear fender by crafting a second R 18 fender. 

Yaffe kept the original R 18 taillights and fitted them into handmade filler panels. He also included a spot for a license plate in the fender and stretched the side covers to cover more area and flow toward the saddlebags. 

The R 18 One Eight “C” features air suspension with a Yaffe-designed air tank and distribution system. A frame under the saddlebags accommodates components of the air suspension. The team’s goal with the side pipes was to “preserve the distinct BMW feel” of the build. They kept the classic Boxer head pipes, removed the catalytic converters from the head pipes, and installed a perforated high-flow baffle system. They also included a three-step muffler system and a wide-open megaphone for a classic hot-rod sound. 

The focus on the bike’s cosmetics was centered on elegance and simplicity. “We went to work perfecting all the fabricated body panels and smoothing everything to a glass-like finish,” said the Bagger Nation team. Painter Hector Martinez applied the gloss black paint for a timeless look, and Guys Upholstery created the oxblood red saddle and the dash console. Martinez matched the front calipers’ color to the saddle. 

The BMW R 18 One Eight “C” will debut at the Motor Bike Expo in Verona, Italy, the weekend of January 19-21, 2024. 

The post Paul Yaffe Creates Custom BMW R 18 One Eight “C”  appeared first on Rider Magazine.

BMW has released details on two models that will replace the BMW R nineT: the BMW R 12 nineT and the new cruiser-styled R 12. The “12” in the names of these two models comes from their 1,170cc boxer Twin, and both bikes feature a new frame, new technology, and other updates. 

The R 12 nineT “classic roadster” carries on in the tradition of the R nineT with suitability for urban riding and a dynamic ride, while the R 12 features some different components and ergonomics designed for comfortable cruising. 

The two new models are powered by an air/oil-cooled 1,170cc flat-opposed Twin with DOHC, the same engine found in the R nineT. In the R 12 nineT, BMW claims 109 hp at 7,000 rpm and 85 lb-ft of torque at 6,500 rpm. For the R 12, it claims 95 hp at 6,5000 rpm and 81 lb-ft at 6,000 rpm. The engine redliens at 8,500 rpm. 

Related: 2023 BMW R nineT 100 Years Edition Review | Road Test 

Different from the R nineT, the 2024 R 12 models get a new airbox that is now integrated under the seat. Also new is the twin pipe exhaust system. The two rear mufflers on the left-hand side feature a reverse-cone cap design. On the R 12 nineT, the front muffler is chrome-plated, and the rear muffler is electro-polished. On the R 12, the front muffler is electro-polished while the rear muffler has a brushed finish. 

Another big update from the previous R nineT is the new one-piece trellis steel main frame to replace the previous two-piece frame. BMW claims that this new frame weighs less and gives the R 12 models a cleaner look. 

Both models feature cast light-alloy wheels, with 17-inch front and rear wheels on the R 12 nineT and 19-inch front with 16-inch rear wheels on the R 12. Both bikes also get dual 310mm brake discs up front with radially mounted 4-piston monoblock calipers and a single 265mm disc in the rear with a 2-piston caliper, and BMW Motorrad ABS Pro comes standard. 

The R 12 nineT has a wheelbase of 59.5 inches, a rake of 27.7 degrees, a trail of 4.4 inches, and a seat height of 31.3 inches. The R 12 features a wheelbase of 59.8 inches, a rake of 29.3 degrees, a trail of 5.2 inches, and a lower seat height of 29.7 inches. 

Related: 2024 BMW R 1300 GS Review | First Ride 

Both new models also feature a new 45mm inverted telescopic fork, which is fully adjustable on the R 12 nineT. Rear suspension is provided by a Paralever swingarm with a linked shock with adjustable spring preload and rebound damping. Suspension travel front and rear is 4.7 inches on the R 12 nineT and 3.5 inches on the R 12. 

These two new models also come equipped with plenty of tech and electronic rider aids. The R 12 nineT has three ride modes (Rain, Road, and Dynamic), and the R 12 gets two ride modes (Roll and Rock). These ride modes adjust throttle response and the equipped Dynamic Traction Control and Engine Drag Torque Control. Engine Drag Control works to prevent rear wheel slip when abruptly releasing the throttle or downshifting. 

These models also come standard with a Keyless Ride function, with the key now only being needed for the steering lock and fuel cap. BMW’s Intelligent Emergency Call, which calls for help in case of an accident, is also included as standard on both models. 

Related: BMW Announces New Intelligent Emergency Call Feature, 2024 Motorcycle Lineup 

Adding to the list of technology available on the BMW R 12 models is new instrumentation. The R 12 nineT is equipped with two round analog gauges (speedometer and tachometer), a USB-C charging port, and a 12V socket. The R 12 gets only the speedometer. Control lights and a digital display are integrated into the speedometer on both models. The display functions as a scrollable menu on the R 12 nineT and displays gear and ride mode on the R 12. Riders can also choose to purchase the option Digital Display, which replaces the round analog units with a 3.5-inch TFT display. Both models also come with full LED lighting. 

In addition to many standard electronic elements, the BMW R 12 nineT and R 12 offer several optional rider aids. The optional Shift Assistant Pro allows for clutchless shifting, and Hill Start Assist Pro holds the brakes when on a hill and releases the brakes when starting from a stop. Another option is Connected Ride Control, which allows for Bluetooth connectivity to a smartphone. From the BMW Motorrad Connected app, the rider can find vehicle data, riding dynamics data, weather info for the current location, and map navigation. The MotoMount is available as an option to allow for mounting a smartphone to the handlebar. 

The BMW R 12 models will each come in three color options. The standard color for both models is Blackstorm Metallic. The R 12 nineT will also come in an optional San Remo Green Metallic, while the R 12 will be available in an optional Aventurine Red Metallic. Both models will be available in Option 719 colors. Pricing has not yet been announced, but BMW expects these models to arrive in dealerships during the first quarter of 2024. 

Check out more new motorcycles in Rider’s 2024 Motorcycle Buyers Guide. 

The post 2024 BMW R 12 nineT and R 12 Review | First Look  appeared first on Rider Magazine.

BMW Motorrad pulled out all the stops in 2023 to celebrate the 100th anniversary of its first production motorcycle (the R 32). It launched 100 Years Editions of the R 18 cruiser and R nineT roadster, it hosted its first-ever BMW Motorrad Days Americas at the Barber Vintage Festival, and on Sept. 28, exactly 100 years after the R 32 was unveiled at the Berlin Motor Show, it introduced the 2024 BMW R 1300 GS, the latest version of its bestselling model.

Related: 2023 BMW R nineT 100 Years Edition Review | Road Test

With a pedigree that goes back 43 years to the original R 80 G/S, which introduced the Gelände/Straße (“off-road/road”) concept and started the adventure bike revolution, the R 1300 GS is new from the ground up. Only the butterfly valves and a few bolts and connectors carry over from the R 1250 GS.

You can read our full review here.

2024 BMW R 1300 GS Specs

• Base Price: $18,895
• Warranty: 3 yrs., 36,000 miles
• Website: BMWMotorcycles.com

ENGINE

• Type: Air/oil-cooled, longitudinal opposed flat Twin, DOHC w/ 4 valves per cyl.
• Displacement: 1,300cc
• Bore x Stroke: 106.5 x 73.0mm
• Compression Ratio: 13.3:1
• Valve Insp. Interval: 6,000 miles
• Fuel Delivery: Fully sequential EFI, 52mm throttle bodies x 2
• Lubrication System: Wet sump, 4.2 qt. cap.
• Transmission: 6-speed, hydraulically actuated slip/assist wet clutch
• Final Drive: Shaft

CHASSIS

• Frame: Two-section sheet metal main frame w/ engine as stressed member, cast-aluminum subframe, single-sided cast-aluminum swingarm
• Wheelbase: 59.8 in.
• Rake/Trail: 26.2 degrees/4.4 in.
• Seat Height: 33.5 in.
• Suspension, Front: EVO Telelever w/ single shock, fully adj., 7.5 in. travel
• Rear: EVO Paralever w/ single shock, fully adj., 7.9 in. travel
• Brakes, Front: Dual 310mm floating discs w/ radial-mount opposed 4-piston calipers & ABS
• Rear: Single 285mm disc w/ floating 2-piston caliper & ABS
• Wheels, Front: Cast, 3.00 x 19 in.
• Rear: Cast, 4.50 x 17 in.
• Tires, Front: Tubeless, 120/70-ZR19
• Rear: Tubeless, 170/60-ZR17
• Wet Weight: 523 lb (factory claim)
• Load Capacity: 502 lb
• GVWR: 1,025 lb

PERFORMANCE

• Horsepower: 145 @ 7,750 rpm (factory claim)
• Torque: 105 lb-ft @ 6,500 rpm (factory claim)
• Fuel Capacity: 4.5 gal.

The post 2024 BMW R 1300 GS Review | Video appeared first on Rider Magazine.

On Sept. 28, 2023, BMW Motorrad celebrated the 100th anniversary of its first production motorcycle (the R 32) by unveiling the latest version of its bestselling motorcycle, the 2024 BMW R 1300 GS. With a pedigree that goes back 43 years to the original R 80 G/S, which introduced the Gelände/Straße (“off-road/road”) concept and started the adventure bike revolution, the R 1300 GS is new from the ground up. Only the butterfly valves and a few bolts and connectors carry over from the R 1250 GS.

Development of the R 1300 GS started six years ago – two years before the R 1250 GS was introduced. Having squeezed as much as they could out of the existing platform, which started with the R 1200 GS introduced in 2004, BMW’s designers and engineers knew that taking the R-series GS into the future and maintaining its position in the market required a clean-sheet design.

Related: 2021 BMW R 1250 GS 40 Years Edition | Road Test Review

BMW R 1300 GS: New from Stem to Stern

The design objectives were to make the R 1300 GS lighter, more compact, more powerful, and more capable than its predecessor. The only thing that couldn’t change was the engine configuration; the new GS had to have a flat-Twin boxer, but nearly everything else about the engine is new. Displacement increased from 1,254cc to 1,300cc, achieved by a larger 106.5mm bore (up from 102.5) and a new crankshaft that shortened the stroke to 73mm (from 76). Peak horsepower increased from 136 to 145, peak torque increased from 105 to 110 lb-ft, and there’s more torque throughout the rev range, with more than 96 lb-ft available from 3,600 to 7,800 rpm (redline is 9,000 rpm).

GEAR UP

• Helmet: Shoei Hornet X2
• Jacket: Tourmaster Ridgecrest
• Gloves: Tourmaster Overlander
• Pants: Tourmaster Ridgecrest
• Boots: Sidi Adventure 2 Gore-Tex

Like its predecessor, the new boxer has air/liquid-cooled cylinders, ShiftCam variable valve timing, and DOHC with four valves per cylinder. The cams are driven by a new timing chain arrangement, with the right cylinder’s timing chain in front of the cylinder and the left cylinder’s timing chain behind the cylinder. Helping achieve the increased power and torque result are revised cam timing, larger valves (44mm intake, up from 40; 35.6mm exhaust, up from 34), and a higher compression ratio (13.3:1, up from 12.5:1).

The R 1300 GS has four standard ride modes: Road, Rain, Eco, and Enduro. Optional Ride Modes Pro adds three additional modes – Dynamic, Dynamic Pro, and Enduro Pro – and the two Pro modes can be customized. Each mode has presets for various standard electronic functions, including throttle response, Dynamic Traction Control, cornering ABS Pro, Dynamic Brake Control, MSR (engine braking torque), and Hill Start Control Pro, as well as optional Dynamic Suspension Adjustment.

Claimed wet weight for the R 1300 GS is 523 lb – 26 lb less than the R 1250 GS. Despite the increase in displacement and power, the engine is nearly 9 lb lighter, while the entire powertrain is more than 14 lb lighter. A new lithium battery shed another 5.5 lb, and reducing fuel capacity from 5.3 to 5.0 gallons saved 1.8 lb. The gearbox was moved under the engine, which was made possible by reducing the number of transmission shafts from three to two. The more compact engine allowed BMW to package everything more tightly and better centralize mass. Even though the engine was moved up to accommodate the gearbox, the bike’s overall center of gravity and weight distribution have not changed.

As part of the GS’s tighter packaging, the previous tubular-steel space frame has been replaced with a precisely formed and laser-welded sheet-metal main frame that uses the engine as a structural component. The tubular-steel subframe has been replaced with a cast-aluminum subframe that is said to be lighter, stiffer, narrower, and more tightly bonded to the main frame. Since the weight of the rider, passenger, and luggage is carried by the subframe, the new design improves stability and riding dynamics.

For three decades, the R-series GS platform has used BMW’s proprietary Telelever front suspension system, which separates suspension forces from steering inputs. The Telelever uses a swingarm that connects the frame to the lower triple clamp through a ball joint. The fork’s stanchions slide within the tubes like on a telescopic fork, but the fork doesn’t control damping; that’s handled by a single central shock between the Telelever’s swingarm and the frame. The tops of the fork stanchions are connected to the handlebar plate via ball joints. As the suspension moves through its stroke, the swingarm moves through an arc, and the upper and lower ball joints compensate for the Telelever’s torsional movement.

The R 1300 GS is equipped with the next-gen EVO Telelever system, which eliminates the ball joints atop the fork tubes and instead uses a metal flex plate between the handlebar plate and the upper triple clamp. The flex plate accommodates the Telelever’s torsional movement but does so with less friction and more stiffness than the ball joints. To further reduce friction, a radial spherical plain bearing connects the upper triple clamp to the steering stem, which is guided within the frame via a cylindrical roller bearing at the top and a deep-groove ball bearing at the bottom. There’s also an extra roller bearing for the ball joint that connects the Telelever swingarm to the lower fork bridge. Increasing the front wheel axle’s diameter by 0.2 inch to 1.0 inch contributes additional stiffness to the front end, and the new axle is 1.7 oz. lighter.

There’s also a new EVO Paralever rear suspension. Moving the gearbox under the engine allowed the single-sided swingarm to be made longer for better traction (wheelbase has increased by only 0.2 inch). The EVO system has a stiffer connection between the rear shock and the frame, and the swingarm bearing is arranged off-axis to the rotation of the cardan shaft joint. The driveshaft has larger universal joints, and a longer rear-axle wheel stub makes it easier to remove and mount the rear wheel.

The optional Dynamic Suspension Adjustment not only electronically adjusts damping depending on suspension mode and conditions, it also automatically adjusts preload to compensate for varying loads. Within the front and rear shocks’ remote reservoirs are secondary springs that allows DSA to use different spring rates for on-road and off-road ride modes.

Two new suspension options are also available. One is adaptive vehicle height control, which lowers seat height from 33.5 to 32.3 inches and can be set to automatically adjust seat height or to stay at the low or high heights. In the other direction, sports suspension, which is designed for aggressive off-road riding, adds 0.8 inch of front/rear travel and firmer damping.

With its sharper beak, more integrated bodywork, and new frame and subframe, the styling of the R 1300 GS is a radical departure from the R 1250 GS, so much so that initial reactions were mixed when we posted an announcement online. While styling is highly subjective, the new GS is best appreciated in person; photos don’t do it justice, and I count myself as a fan of the new look.

The R 1300 GS has a more aggressive and aerodynamic profile, with a flatter tank and a slimmer tailsection. Perhaps most controversial of all is the centralized X-shaped headlight that replaces the asymmetrical headlight that’s been a signature GS styling element for many years. The new design was guided in part by new homologation requirements but also by a desire to create a distinctive new look that will be instantly recognizable.

Riding the BMW R 1300 GS

We spent two days riding the R 1300 GS on- and off-road for nearly 300 miles at the global press launch in southern Spain. Over the past 15 years, with thousands of miles ridden on intros, road tests, and nearly a dozen overseas tours, I’ve logged more miles on BMW R 1200/1250 GS models than any other motorcycle. Hands down, the R 1300 GS is the best GS yet. The traits that the boxer-powered GS are known for – engine character, balance, comfort, and versatility – are better than ever. It looks and feels much slimmer than before, and the increased power and torque are impressive.

Thanks to the stiffer chassis and new EVO Telelever/Paralever suspension, the R 1300 GS feels more stable both on-road and off-road, yet its steering is lighter and sharper. Whereas the previous Telelever setup offered responsive handling but muted feedback, the EVO Telelever sends clearer signals to the rider through the handlebar.

During our off-road test, we rode the Trophy variant of the R 1300 GS with cross-spoke wheels and Metzeler Karoo 4 tires. Balanced and predictable low-speed handling has long been a hallmark of boxer-powered GS models, and the R 1300 GS chugged along happily on singletrack gravel trails and wooded paths. At higher speeds up and down an unpaved road covered in fist-sized rocks, the GS improved upon what it’s known for: handling better off-road than a bike of its size should. Standing on the pegs felt very natural thanks to the slimmer tank and midsection and 1.2-inch-taller handlebar.

Our off-road test was no more than 10 miles total, primarily just a photo opportunity at an enduro park in a former rock quarry. We made fast runs on gravel, slow runs on rocky singletrack, and chugged up a rocky road to a vista high above the Mediterranean coast – enough for a taste test but certainly well short of a full meal. We’ll have to wait until we get a test bike to do a more thorough assessment of the bike’s off-road prowess.

On-road is where we logged most of our miles, everything from freeways to traffic-choked city roads with slippery roundabouts to a 10-course meal of backroads that snaked from the coast up into the mountains and back down again. The GS was responsive and easy to handle in all conditions, but it really came alive on tight, twisty roads in the Sierra de las Nieves range. I was able to push harder with more confidence, especially with the firmer suspension damping in Dynamic Pro mode.

The added power and torque allow the R 1300 GS to launch forward quickly with a flick of the wrist in almost any gear or rpm, yet the bike doesn’t feel edgy or aggressive. The revamped boxer runs more smoothly, which long-distance touring riders will appreciate. Whether light pulls on the lever or hard squeezes, the GS slows down with precision and power, enhanced by the electronic wizardry of cornering ABS and semi-active suspension.

Not only does the new GS handle, accelerate, and stop better than the R 1250 GS, it’s also more comfortable. At 33.5 inches, its nonadjustable seat height is the same as the low position on the 1250. I’m 6-feet tall with long arms and a 34-inch inseam, and the ergonomics of R-series GS models have always suited me. The 1300’s taller handlebar opens up the rider triangle, which I found agreeable whether seated or standing. We tried two different windscreens, the short Sport windscreen and the electrically adjustable windscreen with side deflectors, and both managed airflow well, the latter providing more protection at any height.

BMW R 1300 GS: The Every Bike

State-of-the-art technology has always been an important aspect of the GS. The R 1300 GS has more standard features than before, including the electronic rider aids listed above along with a 6.5-inch TFT with connectivity, tire-pressure monitoring, heated grips, cruise control, handguards with integrated turnsignals, Keyless Ride, a 12V socket, and a smartphone charging compartment with a USB port.

Since the R 1300 GS is the continuation of its bestselling model line, BMW Motorrad tried to ensure that almost any customer preference will be satisfied. Four model variants are available:

• The base model R 1300 GS has a Sport windscreen and a 33.5-inch seat height, and it comes in Light White with a two-tone black/gray two-piece rider and passenger seat.
• The Triple Black variant has a black-on-black color scheme, an electric high windscreen with side wind deflectors, comfort seats, comfort passenger footpegs, and a centerstand.
• The Trophy variant has a red/white/blue Racing Blue Metallic colorway as well as a high rider’s seat (34.2 inches) and a Sport passenger seat that give the appearance of a one-piece rally seat.
• The Option 719 Tramuntana variant has an Aurelius Green Metallic paint scheme and special finishes, a gold anodized handlebar, cross-spoke wheels with gold rims, and a rear luggage rack.

There are three options packages:

• The Premium Package adds lean-sensitive Headlight Pro, Dynamic Suspension Adjustment, Shift Assistant Pro, Riding Modes Pro, Sport Brakes, Central Locking, preparation for navigation, a chrome-plated exhaust manifold, Vario side and top case mounts, handguard extensions, and the new radar-enabled Riding Assistant, which includes Front Collision Warning, Active Cruise Control, and Lane Change Warning.
• The Comfort Package adds an electric high windscreen, a centerstand, a Comfort passenger seat and footpegs, and a luggage rack.
• The Enduro Pro Package adds handlebar risers, engine protection bars, an enduro aluminum engine guard, short enduro handlebar levers, GS adjustable rider footpegs, an exhaust mount for single seat, adjustable foot brake and gearshift levers, large frame guards, and narrower turnsignal stalks.

And there are more than 60 individual options and accessories. Depending on how the R 1300 GS is configured, there are seven seat heights to choose from ranging from 31.5 inches to 35 inches. There are four different suspension options to choose from: Series (manual adjustment), DSA (Dynamic Suspension Adjustment), DSA + Sport Suspension, and DSA + Adaptive Vehicle Height Control. There are different windscreens, footpegs, levers, protection bars and guards, wheels, and a dizzying array of luggage options.

By completely overhauling the R-series GS platform, BMW Motorrad risked alienating some of its core customers and possibly jeopardizing sales of its flagship motorcycle. But it’s also no surprise that the most powerful, capable, and sophisticated R-series GS made its debut during BMW Motorrad’s 100th anniversary. It’s the perfect motorcycle to carry the marque into its next century.

Check out more new motorcycles in Rider’s 2024 Motorcycle Buyers Guide.

2024 BMW R 1300 GS Specs

• Base Price: $18,895
• Warranty: 3 yrs., 36,000 miles
• Website: BMWMotorcycles.com

ENGINE

• Type: Air/oil-cooled, longitudinal opposed flat Twin, DOHC w/ 4 valves per cyl.
• Displacement: 1,300cc
• Bore x Stroke: 106.5 x 73.0mm
• Compression Ratio: 13.3:1
• Valve Insp. Interval: 6,000 miles
• Fuel Delivery: Fully sequential EFI, 52mm throttle bodies x 2
• Lubrication System: Wet sump, 4.2 qt. cap.
• Transmission: 6-speed, hydraulically actuated slip/assist wet clutch
• Final Drive: Shaft

CHASSIS

• Frame: Two-section sheet metal main frame w/ engine as stressed member, cast-aluminum subframe, single-sided cast-aluminum swingarm
• Wheelbase: 59.8 in.
• Rake/Trail: 26.2 degrees/4.4 in.
• Seat Height: 33.5 in.
• Suspension, Front: EVO Telelever w/ single shock, fully adj., 7.5 in. travel
• Rear: EVO Paralever w/ single shock, fully adj., 7.9 in. travel
• Brakes, Front: Dual 310mm floating discs w/ radial-mount opposed 4-piston calipers & ABS
• Rear: Single 285mm disc w/ floating 2-piston caliper & ABS
• Wheels, Front: Cast, 3.00 x 19 in.
• Rear: Cast, 4.50 x 17 in.
• Tires, Front: Tubeless, 120/70-ZR19
• Rear: Tubeless, 170/60-ZR17
• Wet Weight: 523 lb (factory claim)
• Load Capacity: 502 lb
• GVWR: 1,025 lb

PERFORMANCE

• Horsepower: 145 @ 7,750 rpm (factory claim)
• Torque: 105 lb-ft @ 6,500 rpm (factory claim)
• Fuel Capacity: 5.0 gal.

The post 2024 BMW R 1300 GS Review | First Ride appeared first on Rider Magazine.

BMW Motorrad has announced the release of two long-distance sportbikes for 2024. The updated 2024 BMW S 1000 XR offers increased engine power, improved ergonomics, design refinements, and expanded standard features. The new 2024 BMW M 1000 XR, which was first teased in June 2023 as a prototype, is a bike that BMW says is designed to “meet the highest demands, from dynamic riding on winding roads to long-distance touring and to time spent on track.”

See all of Rider‘s BMW coverage here.

2024 BMW S 1000 XR

The new S 1000 XR shares the S 1000 RR’s liquid-cooled 999cc inline-Four with DOHC and 4 valves per cylinder mated to a 6-speed gearbox, optimized Shift Assist Pro, and a slip/assist clutch.

Compared to its predecessor, claimed power has been increased by 5 hp to 170 hp as a result of the flow-optimized geometry of the intake runners and customized engine mapping. Peak power comes at the same 11,000 rpm, and the maximum torque generated also remains at 84 lb-ft at 9,250 rpm.

Related: 2020 BMW S 1000 XR | Tour Test Review

The S 1000 XR comes with Dynamic Traction Control, Dynamic Brake Control, Dynamic ESA, Dynamic Engine Brake Control, and Ride Modes Pro. Stopping power still comes from dual 4-piston fixed calipers grabbing 320mm discs up front and a single floating caliper and 220mm disc in the back. Integral ABS is standard, and Race ABS is linked to the ride modes. The 43mm inverted fork and rear shock have been optimized to provide a more sensitive and comfortable ride and they offer 5.9 inches of travel front and back.

From an ergonomic standpoint, the seat of the S 1000 XR has been completely redesigned. It now offers an extra 0.4 inch of seat height (33.5 inches) and provides more space by increasing the usable length and width of the seat, allowing for better adjustment of the seating position depending on the riding conditions. A total of three different seat heights are available. The handlebar clamp has also been redesigned.

The new S 1000 XR comes with an expanded standard equipment list, including Headlight Pro with an adaptive turning light. Keyless Ride and a 12 Ah capacity battery are also now standard features. Additionally, the new BMW S 1000 XR is equipped with a standard USB charging socket. Other updates include the standard Intelligent Emergency Call feature, the option to equip the S 1000 XR with the M GPS Laptrigger, and the availability of M Carbon wheels.

The new S 1000 XR also benefits from redesigned visual elements, including new side panels and air intakes on the rear section. Additionally, the radiator trim now has a textured surface, and the previously black-colored “beak” front fender is now painted in body color.

The 2024 S 1000 XR comes standard in Blackstorm Metallic 2, Gravity Blue Metallic, or Light White / M Motorsport starting at $18,190. It’s available with the optional Premium Package and M Package as well as numerous individual options and accessories.

2024 BMW M 1000 XR

At the end of 2018, BMW Motorrad introduced the M model range strategy for motorcycles and has been offering M special equipment and M performance parts since. The BMW M 1000 XR follows the M 1000 RR superbike and the M 1000 R roadster, introduced in 2020 and 2022 respectively.

Related: 2023 BMW S 1000 RR and M 1000 R | First Ride Review 

“Based on the current S 1000 XR and S 1000 RR, the product substance of the M 1000 XR – M XR for short – has been tuned to meet the specific requirements of a long-distance sports bike,” said Dominik Blass, M 1000 XR product manager. “The riding dynamics speak for themselves, both on the country roads as well as on the track and on long-distance journeys.” 

The new BMW 1000 XR uses the liquid-cooled 999cc inline-Four with DOHC, 4 valves per cylinder, and throttle-b-wire adapted from the M 1000 RR that makes a claimed 201 hp at 12,750 rpm and 83 lb-ft at 11,000 rpm. The M XR engine also uses BMW ShiftCam technology for an increase in torque and pulling power in the low and medium speed range with simultaneous gain in peak power. The new M XR engine offers almost the same high torque range in the lower and middle ranges as the previous S 1000 XR engine but with the same peak power as the RR. The engine is mated to a 6-speed gearbox with a slip/assist clutch.

In the rev range above 10,000 rpm, which is relevant for supersport riding as well as for use on the track, significant improvements have been made over the engine of the S 1000 R. In the range from 10,000 rpm to 12,000 rpm, noticeably more horsepower and torque, and thus acceleration power, is available.

Increased rear wheel pulling power in all gears is also provided by a shorter secondary gear ratio through the use of a sprocket with 47 teeth (compared to 45 teeth on the S 1000 XR). In addition, 4th, 5th, and 6th gear ratios are shorter compared to the S 1000 XR.

The M XR engine is also equipped with variable intake runners. The length of the intake runners is varied in two stages by a map-controlled servomotor mounted on the airbox. At a speed of 11,000 rpm, the short intake paths favorable for achieving maximum power are opened.

BMW Motorrad’s developers pursued the overriding goal of further enhancing the new M XR in terms of power and torque delivery compared to the S 1000 XR, while at the same time significantly reducing weight for the new exhaust system. It features two three-way catalytic converters and a more steeply angled titanium rear muffler with a carbon end cap.

The new M XR features four ride modes – Rain, Road, Dynamic, and Race – as standard, as well as the additional Race Pro 1, Race Pro 2, and Race Pro 3. The latest generation of the standard Dynamic Traction Control (DTC) with a 6-axis IMU and fine adjustment has four fixed basic settings for the respective riding modes, as well as the adjustable DTC wheelie function. In the Race Pro ride modes, fine adjustment (+/- Shift) is available.

As standard, the new M XR features three throttle maps that are linked to the ride. The newly added third throttle map – Direct Throttle Response – with a very steep gradient for particularly spontaneous response, is configurable in Race Pro modes. As a further component, Engine Brake mode in Race Pro modes offers adjustability of the engine drag torque in overrun mode.

The 2024 M 1000 XR also offers Launch Control for race starts, Pit Lane Limiter for keeping to given speeds in the pit lane, Brake Slide Assist when brake drifting, and Hill Start Control Pro for comfortably starting off on inclines. 

The suspension and chassis of the new M XR are based on the S 1000 XR with the aluminum bridge frame as the centerpiece. It is a welded construction consisting of four gravity die-cast elements and integrates the engine, which is inclined forward by 32 degrees, as a supporting element. The frame was designed to transmit power directly to the engine structure via the shortest possible paths. The frame, known as the “Flex Frame” due to the optimal interaction of the main frame, rear frame, and swingarm, offers further advantages due to its very narrow design.

When designing the suspension of the new M XR, BMW says the aim was to realize both the best possible lap times on the track and an exceptional riding experience on country roads. The M XR features a 45mm inverted fork with an adjustable steering damper, an upper fork bridge with an elaborately milled-over handlebar clamp, and a more front-oriented black aluminum tubular handlebar with lasered “BMW M XR” lettering.

The new M XR is equipped with the electronically controlled Dynamic Damping Control (DDC) suspension as standard. The basic settings of the DDC are linked to the ride modes. In Rain and Road mode, the DDC’s tuning focus is on compliant damping and can thus be described as sporty-comfortable. The Dynamic mode is intended for very smooth roads, and in the Race mode, the basic damping is increased for track use. In the Race Pro modes, the individually adjustable Race DDC damping characteristic optimally supports track riding and provides an even firmer damper setting. DDC is also able to take into account how much load the bike is carrying, and a new feature of the M XR’s DDC is the additional adjustability of the fork preload. Suspension travel is 5.4 inches front and rear.

The fork legs have also been modified to accommodate the new M brake calipers. The M brakes were developed directly using the experience gained with the racing brakes on BMW Motorrad factory racing machines in the Superbike World Championship. The development of the M brakes incorporated all of BMW Motorrad’s previous findings, including those from customer sport and from the ABS track functions. Front braking comprises M-design dual 4-piston fixed calipers biting 320mm floating discs. At the rear wheel, a single-piston floating caliper in M design grabs a 265mm disc.

The new M XR is equipped with lightweight forged aluminum wheels as standard, with the very low weight M Carbon wheels (3.3 lb lighter) available as part of the M Competition Package.

In addition to drive and suspension technology, aerodynamics was also a key item in the specifications for developing the M XR, which was given winglets on the front side panels with the aim of achieving faster lap times on the track and the best possible riding stability at high speeds. The additional front wheel load that results from the winglets counteracts the wheelie tendency during acceleration, the traction control system has to regulate less, more drive power is converted into acceleration, and the rider achieves a faster lap time.

The 6.5-inch TFT instrument cluster of the new M XR is essentially the same as the M RR, with four screens. The Pure Ride screen provides all the necessary information for normal operation on the road, while the three Core screen displays are designed for the track and provide a corresponding range of information. In addition, the rev counter is displayed here both in analogue form (Core 1 and 2) and in the form of a bar graph (Core 3).

In addition to the digital display of speed, rpm, selected riding modes, settings for ABS Pro and DTC, as well as the menus, detailed information about vehicle dynamics, chassis behavior, etc. is available.

The electrics and electronics of the new M XR are based on the proven systems of the S 1000 XR. However, the M XR has a battery weighing only 2.8 lb. It also features a USB charging socket installed at the rear of the vehicle as standard, as well as electronic cruise control and heated grips.

The 2024 BMW M 1000 XR comes in Light White or Blackstorm Metallic starting at $24,990. Optional upgrades include the M Competition Package and various individual options and accessories.

For more information, visit the BMW Motorcycles website.

Check out more new bikes in Rider‘s 2024 Motorcycle Buyers Guide

The post 2024 BMW M 1000 XR, S 1000 XR Review | First Look appeared first on Rider Magazine.

The BMW R nineT (“ninety”) was introduced in 2013 to celebrate BMW Motorrad’s 90th anniversary. That’s the same year the “water boxer” R 1200 GS debuted, marking a shift from air/oil cooling to air/liquid cooling. The same engine in various states of tune made its way to other R-series models, but as the first model in BMW’s new Heritage line, the R nineT retained the air/oil-cooled version of the boxer.

Designed as a modular platform that would not only allow multiple model variants but also customization by owners, the R nineT’s chassis consisted of BMW’s Paralever single-sided swingarm with shaft drive and a conventional inverted telescopic fork instead of the Telelever setup used on other R-series models. The R nineT was stylish in a classic sense, with gloss black paint that honored BMW’s long history of building black bikes, brushed aluminum tank sides and tail cowl, and spoked wheels.

The first BMW R nineT was followed by a succession of cool retro-inspired models: the stripped-down Pure, the cafe-styled Racer, the high-piped Scrambler, and the ’80s throwback Urban G/S. Each one was a sweet piece of German eye candy, fun to ogle and fun to ride, though the stretched-out riding position of the Racer brought to mind a medieval torture rack (Ja, you vill tell us vhat ve vant to know!).

Rider received an R nineT Pure test bike in 2017, and its simplicity appealed to me. I threw a bag on the tank and another on the passenger seat, bungee-corded a tent on top, and hit the road for a couple of days. As I wrote in my review, “From the first time I started it until the last mile I rode it, the R nineT Pure reminded me of why I fell in love with motorcycling. It’s not about what brand you ride or a bike’s horsepower or specs. It’s about the freedom to get away, to be out in the world.”

Related: 2017 BMW R nineT Pure | Road Test Review

In 2019, BMW unveiled the R nineT /5, with its tank and front fender finished in Lupine Blue with white double pinstripes, to commemorate the 50th anniversary of the “slash five” series. Two years later, to celebrate 40 years of the GS line, BMW revealed a stunning yellow-and-black version of the Urban G/S that was inspired by the R 100 GS.

GEAR UP

• Helmet: Scorpion EXO-R1 Air Juice
• Jacket: Highway 21 Primer
• Gloves: Highway 21 Jab Full Leather
• Pants: Highway 21 Stronghold
• Boots: Fly Racing Tradesman

It’s fitting, then, that for its centennial this year, BMW Motorrad created a 100 Years Edition of the R nineT, along with a similar commemorative edition of the R 18 cruiser. Production of both models is limited to 1,923 units worldwide to honor the year BMW started manufacturing motorcycles.

Related: 2023 BMW R nineT and R 18 100 Years Heritage Editions

As with other R nineT models, the 100 Years Edition is powered by the classic air/oil-cooled 1,170cc opposed flat-Twin with a longitudinal crankshaft, a 6-speed transmission with a hydraulically actuated single-plate dry clutch, and shaft final drive. Claimed output for the engine is 109 hp and 85.5 lb-ft of torque – enough to push the 487-lb motorcycle down the road with gusto.

To appropriately honor such a signficant milestone, the R nineT 100 Years Edition is dripping with factory-custom details. Since BMW Motorrad’s earliest days, code number 719 has represented special customer requests that were fulfilled at the factory using top craftsmanship. Today, Option 719 parts are upgrades over stock items and are made of high-end materials or created using small-batch processes. The 100 Years Edition features the Option 719 Shadow and Shadow II Billet packs, a set of black anodized parts with milled surfaces, including the cylinder head covers, front engine cover, oil filler plug, seat holders, hand levers, rider and passenger footpegs, bar-end mirrors, and hydraulic reservoir covers.

There was no doubt that a motorcycle commemorating BMW Motorrad’s 100th anniversary would be painted black with white double pinstripes, and the front fender, tank, and rear seat cover are finished in a special Avus Black. BMW motorcycles are not known for lots of chrome, but one of the company’s most iconic models – the R 75/5 with the “Toaster” tank – had chrome-plated tank panels and side covers.

The R nineT’s tank and rear seat cover feature Classic Chrome, a “paint on chrome” process that uses Chromium III, which is REACH compliant (an EU health standard). The parts are polished to a high gloss, immersed in a series of electoplating baths (copper, nickel, and chromium), painted in multiple layers, and finished in a clear coat. The result is a stunning mirror finish that fades into the black paint that surrounds it. The exhaust manifolds are also chrome plated, while the twin silencers have a brushed aluminum finish.

Continuing the black aesthetic are Option 719 Classic spoked tubeless wheels with black anodized rims that pair well with the black on the tank knee pads, tubular steel frame, swingarm, fork tubes, and air intake snorkels. There’s a splash of color, albeit a dark one, on the two-tone black/oxblood red seat.

All those details add up to a head-turner of a motorcycle whose beauty is more than the sum of its parts. Frankly, the R nineT 100 Years Edition made me a little nervous. I was afraid of scratching it or, heaven forbid, tipping it over. But this motorcycle isn’t a showpiece – it’s meant to be ridden, and I’m happy to report that I got my jollies scraping down the peg feelers and narrowing the chicken strips without incident.

Those familiar – or in some cases obsessed – with the R-series air/oil-cooled boxer Twin already know its sound and feel are unmistakable: the raspy burble upon start-up, the deep bass chug-a-lug at idle, the crankshaft twist when revving it at a stop, the steady lope at cruising speeds, and the authoritative bark under acceleration. The one-two, one-two cadence of the boxer, with both pistons pushing outward and pulling inward simultaneously, each 360 degrees from the other on the suck-squeeze-bang-blow cycle, is like a heartbeat: lup-dup, lup-dup, lup-dup. No wonder rolling on the throttle feels so invigorating!

As a roadster, the R nineT has an agreeable seating position, with a modest reach to a wide, upright handlebar, a reasonable amount of bend in the knee, and a flat saddle. The thinly padded seat will encourage most riders to take a break well before the 4.5-gallon tank’s low-fuel light comes on. In standard trim, the 100 Years lacks a passenger seat, though it does have passenger footpegs, and a pillion seat is available as an accessory.

With a wet weight well below 500 lb and roughly 100 hp reaching the rear wheel, the R nineT scoots along briskly when asked to do so. Its compact dimensions, taut suspension, and strong brakes are perfect for a sporting pace, allowing it to bend into corners eagerly and rewarding the rider with a satisfying rush upon exit.

Despite its classic styling, the R nineT 100 Years Edition is thoroughly modern. It doesn’t have BMW’s latest air/liquid-cooled 1,254cc boxer with ShiftCam variable-valve technology because the radiator and attendant plumbing would detract from the styling, but it’s equipped with Ride Modes Pro (Dynamic, Road, and Rain), ABS Pro, Automatic Stability Control, Dynamic Brake Control, Dynamic Traction Control, Dynamic Engine Brake Control, and LED lighting with an Adaptive turning headlight. As with most contemporary motorcycles, these electronic aids operate behind the scenes and don’t interfere with the riding experience.

Instrumentation is appropriately subdued, with a pair of round analog gauges – speedometer on the left, tachometer on the right – with white type on a black background. Inset at the bottom of each gauge is a digital display for various settings and information. The bike is also equipped with cruise control, heated grips, and a USB charging port.

Atop the R nineT 100 Years Edition’s tank is a chrome badge engraved with “1 of 1,923” and the “100 Years BMW Motorrad / Make Life a Ride” logo. The badge marks this as a special bike, not just because it’s built in limited numbers and adorned with custom parts and finishes but also because of what it stands for. It represents a century of hard work and innovation, highs and lows, successes and failures. It connects the past to the present, and it is a symbol of BMW’s values, capabilities, and ambitions. And for that, it’s worthy of respect and admiration.

2023 BMW R nineT 100 Years Edition Specs

• Base Price: $19,995
• Warranty: 3 yrs., 36,000 miles
• Website: BMWMotorcycles.com

ENGINE

• Type: Air/oil‑­cooled, longitudinal opposed flat‑­Twin, DOHC w/ 4 valves per cyl.
• Displacement: 1,170cc
• Bore x Stroke: 101.0 x 73.0mm
• Compression Ratio: 12.0:1
• Valve Insp. Interval: 6,000 miles
• Fuel Delivery: Fully sequential EFI, 50mm throttle bodies x 2
• Lubrication System: Wet sump, 4.2 qt. cap.
• Transmission: 6‑­speed, hydraulically actuated dry clutch
• Final Drive: Shaft

CHASSIS

• Frame: Tubular‑­steel bridge frame w/ engine as stressed member, Paralever single‑­sided cast-aluminum swingarm
• Wheelbase: 58.5 in.
• Rake/Trail: 26.8 degrees/4.3 in.
• Seat Height: 31.7 in.
• Suspension, Front: 43mm inverted fork, fully adj., 4.7 in. travel
• Rear: Single shock, adj. for spring preload (remote) & rebound damping, 4.7 in. travel
• Brakes, Front: Dual 320mm floating discs w/ radial‑­mount opposed 4‑­piston calipers & ABS
• Rear: Single 265mm disc w/ floating 2‑­piston caliper & ABS
• Wheels, Front: Spoked, 3.50 x 17 in.
• Rear: Spoked, 5.50 x 17 in.
• Tires, Front: Tubeless, 120/70‑­ZR17
• Rear: Tubeless, 180/55‑­ZR17
• Wet Weight: 487 lb
• Load Capacity: 461 lb
• GVWR: 948 lb

PERFORMANCE

• Horsepower: 109 @ 7,250 rpm (factory claim, at the crank)
• Torque: 85.5 lb‑­ft @ 6,000 rpm (factory claim, at the crank)
• Fuel Capacity: 4.5 gal.
• Fuel Consumption: 38 mpg
• Estimated Range: 171 miles

The post 2023 BMW R nineT 100 Years Edition Review | Road Test appeared first on Rider Magazine.

I love riding and testing motorcycles. However, to do the latter, I have to make a 900-mile roundtrip from my home in southern Utah across the Mojave Desert to L.A. to swap test bikes. The most direct route is on Interstate 15, which is dull for long stretches, and weather can be a challenge. In January, there’s usually snow on the ground where I live; in July, temperatures soar well above 100 degrees in the desert. Another consideration is the type of bike. Doing the trip on a naked sportbike makes for a long, achy day. But I recently returned from Southern California on a 2023 BMW R 1250 RT, and the ride home gave me a good taste of the sport-­tourer’s capabilities. It’s a bike I would gladly – and comfortably – ride 500 miles a day in any season.

Where Sport Meets Touring

Sport-touring bikes must serve two masters – they must deliver sport performance but they must also be comfortable enough to ride for long periods of time. The RT does both in spades.

The bike is powered by a liquid‑­cooled 1,254cc boxer Twin with throttle‑­by‑­wire, a 6‑­speed gearbox, and a slip/assist clutch. The engine makes a claimed 136 hp at 7,750 rpm and 105 lb‑­ft of torque at 6,250. Adding ShiftCam, which varies valve timing and intake valve lift, to the mix meant that the R 1250 RT gave me the power I needed whenever I needed it.

With the frequent pace changes while navigating L.A. freeways, I could easily adapt to the flow of traffic without constant gear changes. There were several occasions when I accelerated quickly, got up to a comfortable speed, and was zipping along before realizing I was still in 4th or 5th gear without any complaint from the engine. Whenever I needed to overtake on a two‑­lane, a quick twist of the throttle in 4th brought immediate response, turning 60 mph into 80‑­plus before I knew it and leaving the other vehicle fading in my mirrors with plenty of passing time to spare.

And all this was in Road mode. The R 1250 RT, which has a base price of $19,695, comes standard with three ride modes – Road, Rain, and Eco – as well as Hill Start Control, Dynamic Traction Control (DTC), and full integral ABS Pro. Our test bike was equipped with the optional Premium, Comfort, and Dynamic packages, for an as‑­tested price of $26,570. Among the equipment included in these packages is Ride Modes Pro, which adds Dynamic mode along with engine drag torque control (reduces slip at the rear wheel), Hill Start Control Pro (automatically engages the hill‑­holding function), and Dynamic Brake Control (activates in the event of emergency braking).

In Dynamic mode, DTC kicks in later than the other ride modes, and throttle response is more direct. Road mode was sufficient for most riding, but Dynamic mode added to the enjoyment of riding through twisty sections of road like I-15 through the Virgin River Gorge and, closer to home, Utah State Route 14 through Cedar Canyon.

GEAR UP

• Helmet: SMK Titan Carbon
• Jacket: BMW Motorrad 100 Years Roadcrafted Denim
• Gloves: Joe Rocket Super Moto
• Pants: Joe Rocket Anthem Jeans
• Boots: Joe Rocket Sonic X

When it came time to reign in that power, twin 4-piston calipers and 310mm discs up front and a 2-piston caliper and 277mm disc in the back provided immediate response. The Telelever architecture of the front suspension, combined with the linked cornering ABS, means that when you need to shed speed fast, the bike remains composed and doesn’t suffer from excessive front end dive. Rather, it feels like the whole bike lowers, which is especially handy when cornering.

Our bike was equipped with Gear Shift Assist Pro, but from 1st to 3rd gear, I found the quickshifter a bit clunky. I experimented with a variety of rpms but could never quite find the sweet spot. However, it was seamless from 4th to 6th.

The R 1250 RT has a 10.25-­inch color TFT panel offering anything you’d need – and then some – including connectivity and integrated navigation. When I was going through the owner’s manual before picking up the bike, I thought I’d have difficulty figuring out all the functions and settings, between the menu rocker button, Multi-Controller wheel (which goes up and down and side to side), and various menu hierarchies. However, once I was on the bike, it was surprisingly intuitive. I usually kept it on Pure Ride view, which fills most of the screen with the tach but also shows the gear indicator and speed in a nice big font (for us old guys), and in the top right corner, you can use the rocker button to switch through info functions such as tripmeter, range, odometer, and fuel gauge. A push of the Multi-Controller wheel allows for a customizable split‑­screen view.

All lighting is LED, the turnsignals are self‑­canceling, and the standard headlight adjusts for optimal lighting on straight stretches based on ride height sensors. Our bike was outfitted with the Adaptive Headlight feature, which also optimizes lighting in corners.

Related: BMW Motorrad Unveils 2024 BMW R 1300 GS at Barber Vintage Festival | Videos

The BMW R 1250 RT Party of Two

For all that sport performance, the R 1250 RT is also a touring bike, and since my favorite person to tour with is my wife, I took her out for a spin to get her impressions.

When she climbed aboard, the optional Dynamic Electronic Chassis and Suspension Adjustment automatically adjusted the rear shock’s preload. It will also account for the added weight of gear in the saddlebags. The semi-active suspension has two modes – Road and Dynamic – for general-purpose or sporty riding, and in both modes, the system adjusts damping in real time to keep the chassis stable under acceleration, braking, and other conditions.

With a curb weight of 615 lb, the RT is not a light bike, and the whole package gets heavier when you add a rider, passenger, and gear, so Hill Start Control Pro came in handy when stopped on inclines. I’m pretty used to my heavy cruiser, so I didn’t have any problems pushing the BMW around, but a reverse feature would be useful.

Whether slaloming through the Virgin River Gorge or overtaking cars on the freeway, the RT runs so smooth – a quality my wife appreciated – that you can quickly find yourself going…well, too quickly. Cruise control is a good way to self-impose a speed limit. In addition to the standard Dynamic Cruise Control, which holds a set speed on descents, our bike had the optional Adaptive Cruise Control that uses a radar sensor to detect vehicles in front and adjust speed accordingly. It can be set to three distance ranges – short, medium, or long – that determine the distance behind other vehicles before the bike decelerates. The system has two settings – Comfortable or Dynamic – that affect deceleration and subsequent acceleration when the path is clear again.  

The electric windscreen is another feature my wife and I appreciated. She said it provided a good bit of protection for her. I’m just shy of 6-feet, and if I sat very upright, the wind caught the top of my helmet. In a more relaxed riding position, it was quiet enough that I could clearly hear the music from the bike’s dual speakers while wearing my full-­face helmet, even at 85 mph, although I needed to have the volume turned up all the way. However, with the windscreen down, I might as well not have been playing music at all. Connecting a headset would be the ideal solution.

The seat is something else that got high marks from both of us. She appreciated the width and cushiness, and I appreciated the ride duration it provided. When returning the bike, I rode for almost three hours before stopping – an easy feat for the bike’s 6.6-gallon fuel tank – and I felt just fine. The only thing my wife didn’t like was the lack of something behind her. Most of her riding has been on my cruiser with a backrest. BMW has an accessory top case that would provide some reassuring support.

You’ve Come a Long Way

In 1978, BMW Motorrad introduced its first Reise‑­Tourer, or “travel tourer,” the R 100 RT. It was powered by the 980cc /7 “Airhead” boxer Twin, had a full fairing adapted from the R 100 RS, and had Krauser-made saddlebags that looked like black suitcases.

In the 45 years since, the RT has come a long way. Engine displacement has grown by 274cc, power has increased from 70 hp to 136, liquid cooling has been adopted, and innovations such as the Telelever, Paralever, and ShiftCam have been added along with a full suite of electronic rider aids.

The RT has always been a solid, comfortable, reliable touring machine, but over the years it has evolved into a sophisticated, exciting sport-tourer. Solo or two‑­up, with a light or heavy load, the BMW R 1250 RT is a highly capable and thoroughly enjoyable motorcycle. When the time came, it wasn’t easy to part with.

2023 BMW R 1250 RT Specs

• Base Price: $19,695
• Price as Tested: $26,570 (Premium, Comfort, and Dynamic packages)
• Website: BMWMotorcycles.com
• Warranty: 3 yr., 36,000 miles
• Engine Type: Air/liquid-cooled, longitudinal opposed flat-Twin, DOHC w/ 4 valves per cyl. & ShiftCam variable valve timing
• Displacement: 1,254cc
• Bore x Stroke: 101.6 x 76.2mm
• Horsepower: 136 hp @ 7,750 rpm (factory claim, at the crank)
• Torque: 105 lb-ft @ 6,250 rpm (factory claim, at the crank)
• Transmission: 6-speed, hydraulically actuated slip/assist wet clutch
• Final Drive: Shaft
• Wheelbase: 58.5 in.
• Rake/Trail: 25.9 degrees/4.6 in.
• Seat Height: 31.7 in.
• Wet Weight: 615 lb
• Fuel Capacity: 6.6 gal.
• Fuel Consumption: 44.8 mpg
• Estimated Range: 296 miles

See all of Rider‘s BMW coverage here.

The post 2023 BMW R 1250 RT Review | Road Test appeared first on Rider Magazine.

BIRMINGHAM, Ala. (Oct. 6, 2023) — Rider EIC Greg Drevenstedt is at the Barber Vintage Festival at the Barber Motorsports Park in Birmingham, Alabama, and BMW Motorrad has just unveiled the new BMW R 1300 GS, a thorough overhaul of BMW’s top-selling model with a larger, more powerful 1300cc engine, a new chassis, 26 lb less weight, fresh styling, and new technology. Check out the two videos below for the unveiling and to hear the R 1300 GS fire up and rev.

Related

• 2024 BMW R 1300 GS Review | First Look
• Inaugural BMW Motorrad Days Americas Partners with Barber Vintage Festival 

Find out more about the 2024 BMW R 1300 GS at the BMW Motorrad website.

The post BMW Motorrad Unveils 2024 BMW R 1300 GS at Barber Vintage Festival | Videos appeared first on Rider Magazine.

BMW Motorrad has announced a thorough overhaul for its top-selling model for 2024, now called the BMW R 1300 GS thanks to an increase in displacement from 1,254cc to 1,300cc. The GS’s signature opposed “boxer” Twin now makes a claimed 145 hp and 110 lb-ft of torque, up from 136 hp and 105 lb-ft on the R 1250 GS. With a claimed curb weight of 523 lb, the new R 1300 GS is 26 lb lighter than its predecessor.

Related: 2021 BMW R 1250 GS 40 Years Edition Review | Road Test

The increased displacement results from a larger bore (106.5mm, up from 102.5) and a shorter stroke (73mm, down from 76). Not only did peak torque increase, BMW says there is a significant increase in torque throughout the rev range, with 96 lb-ft or more available between 3,600 and 7,800 rpm. The engine is also said to run more smoothly, and repositioning it within the frame reduces vibration. Returning is the BMW ShiftCam system that varies the valve timing and valve stroke on the intake side, but the camshaft drive arrangement has been revised. A new 2-into-1 stainless steel exhaust is lighter and optimized to work with ShiftCam. Of the 26 lb shaved off the GS, 8.6 lb came from the engine and another 5.7 lb from the rest of the powertrain.

As part of the redesign, the 6-speed gearbox was moved under the engine, which reduces the overall length of the powertrain and better centralizes mass. The transmission now uses a sensor signal transmitter and a torsion magnet for the optional Shift Assistant Pro quickshifter, which BMW says provides a more direct feel. The driveshaft now has larger universal joints, and the rear axle now has a longer axle stub for easier mounting and dismounting of the rear wheel.

Four ride modes are standard: Road, Rain, Eco, and Enduro. The optional Riding Modes Pro adds Dynamic, Dynamic Pro, and Enduro Pro, and the “Pro” modes are customizable. The R 1300 GS can be further customized to show only preferred ride modes. Also standard is Engine Drag Torque Control (MSR), Dynamic Traction Control (DTC), Dynamic Brake Assist (DBC), and Hill Start Control (HSC).

The entire chassis of the 2024 BMW R 1300 GS has been revised. Replacing the former tubular-steel bridge main frame is a new steel sheet metal main frame, which BMW says allows for more compact packaging as well as increased stiffness. And replacing the former tubular-steel subframe is a die-cast aluminum unit that is said to be lighter, stiffer, narrower, and more tightly bonded to the main frame for added stability.

Suspension consists of the front Evo Telelever and rear Evo Paralever. The new Evo Telelever incorporates a novel flex element whereby the upper fork bridge is “pivotally and rotatably connected via a radial swivel bearing to a sturdy steering shaft tube, which in turn is guided in the main frame via a cylindrical roller bearing at the top and a deep groove ball bearing at the bottom.” BMW says the new design offers significantly greater rigidity as well as improved stability. The new Evo Paralever has a stiffer connection to the shock, a longer single-sided swingarm for increased traction, a quick-release axle, and a swingarm bearing that is now off-axis to that of the rotation of the cardan shaft joint.

The optional Dynamic ESA (Electronic Suspension Adjustment) has been updated as well. The system not only adjusts front and rear damping in real time based on settings and conditions, but it also now adjusts spring rate, automatically adjusts for different loads, and integrates with different ride modes.

Similar to the Adaptive Ride Height available on the Harley-Davidson Pan America and the recently announced Active Preload Reduction available on Triumph Tiger 1200 models, a new option on the R 1300 GS is adaptive vehicle height control, which reduces seat height from 33.5 inches to 32.3 inches during slow travel and when stopped. Also available is optional sports suspension, which adds 0.8 inch of suspension travel front and rear and a firm setup designed for off-road riding.

Standard equipment on the R 1300 GS includes Full Integral ABS Pro, which has Pro settings that turn ABS off at the rear wheel. Optional Dynamic Brake Control prevents unintentional throttle application during braking and reduces drive torque to get the most out of the rear brake for optimal stability and shorter stopping distances.

Replacing the GS’s signature asymmetrical headlight is a new centralized LED headlight surrounded by an X-shaped matrix of four LED running lights, and the optional Headlight Pro adds cornering function. LED front turnsignals are now integrated into the handguards.

The R 1300 GS also comes standard with a 6.5-inch TFT display with Bluetooth connectivity, the Multi-Controller wheel on the left handlebar, tire-pressure monitoring, heated grips, USB and 12V outlets, Keyless Ride, and Dynamic Cruise Control. The new optional Riding Assistant adds radar sensors to enable Active Cruise Control (ACC), Front Collision Warning (FCW), and Lane Change Warning (SWW).

Three wheel options are available, all in 19×3.0-inch front and 17×4.5-inch rear sizes. Standard and Triple Black models come with cast-aluminum wheels. Trophy and Option 719 Tramuntana model variants are fitted with newly developed cross-spoke wheels featuring aluminum rings for dedicated off-road use. A third option is new Enduro forged wheels, which are intended for off-road use and are 3.9 lb lighter than the more robust cross-spoke wheels.

In terms of styling, the 2024 BMW R 1300 GS has a more aerodynamic look, with a sharper beak, a flatter tank, and a slimmer tailsection.

In addition to the standard model, several variants will be available. The R 1300 GS Triple Black variant returns with blacked-out bodywork and components, comfort seats, comfort passenger footpegs, and a centerstand. It also features an electric windscreen, wind deflectors, and special cockpit trim.

The R 1300 GS Trophy has a Racing Blue Metallic colorway with red and white detailing and a White Metallic Matte subframe. A high rider’s seat and Sport passenger seat offer the look and ergonomics of a rally seat (34.2-inch seat height), and the seat cover continues onto the fuel tank. The Trophy also comes with radiator guards and cross-spoke wheels with black rims or optional gold rims.

The new R 1300 GS Option 719 Tramuntana features cross-spoke wheels with gold rims, a gold anodized handlebar, and gold trim on the bodywork. The chassis and components are black, the fuel tank center cover is Luxor Black/Grey, and the cylinder head covers are Avus Black Metallic Matte. The side trim sections, the top of the front fender, the aluminum tank, and intake silencer are finished in Aurelius Green Metallic. Special optional equipment includes a top case carrier in Avus Black Metallic, a gray-colored handguard extension, cross-spoke wheels with black rims, and titanium-colored anodized sport brakes.

Pricing for the 2024 BMW R 1300 GS starts at $18,895. Find out more at the BMW Motorrad website.

2024 BMW R 1300 GS Specifications

• Base Price: $18,895
• Website: BMWMotorcycles.com
• Warranty: 3 yrs., 36,000 miles
• Engine Type: Air/liquid-cooled, longitudinal opposed-Twin, DOHC w/ VVT, 4 valves per cyl.
• Displacement: 1,300cc
• Bore x Stroke: 106.5 x 73.0mm
• Horsepower: 145 @ 7,750 rpm (factory claim)
• Torque: 110 lb-ft @ 6,500 rpm (factory claim)
• Transmission: 6-speed, hydraulically actuated slip/assist wet clutch
• Final Drive: Shaft
• Wheelbase: 59.8 in.
• Rake/Trail: 26.2 degrees/4.4 in.
• Seat Height: 33.5 in.
• Wet Weight: 523 lb
• Fuel Capacity: 5.0 gal.

The post 2024 BMW R 1300 GS Review | First Look appeared first on Rider Magazine.

If Rider’s Motorcycle of the Year, now in its 34th year, were a person, it would have graduated from college or completed military service, launched a career, got married, bought a house, and started a family. It would have a couple motorcycles in the garage, perhaps a cruiser or sport-tourer for the open road and a dual-sport or adventure bike for exploring the backcountry.

In other words, it would be like the rest of us: a dedicated motorcycle enthusiast.

Rider has been bringing you “Motorcycling at Its Best” for almost 50 years. We’ve tested nearly every street-legal motorcycle on the market, with an emphasis on real-world bikes that are within reach for most of us. For every $100,000 Arch 1s we review, we test dozens if not hundreds of motorcycles you’ll find in dealerships and garages across America, from sea to shining sea.

Related: 2022 Motorcycle of the Year

Unlike car dealers, most motorcycle dealers don’t offer test rides. Demo rides are great, but they are few and far between and often involve parade-pace conga lines that don’t allow riders to experience a motorcycle’s true capabilities. We know you count on us to provide honest, in-depth reviews to help you make informed purchase decisions – or to just keep you up to date on the latest and greatest bikes on the market.

Every year, we ride as many new or significantly updated motorcycles as we can and evaluate them within the context of their intended use. Then we put our collective heads together and identify those that best fulfill their intended purpose and advance the state of motorcycle design, performance, and function.

For 2023, there were more than 80 eligible contenders. We narrowed them down to 10 finalists and one winner.

Without further ado…

2023 Motorcycle of the Year Finalists:

1. BMW R 18 Roctane

The fifth member of the R 18 family is a unique alternative to the ubiquitous American V-Twin. It’s powered by the BMW 1,802cc “Big Boxer” Twin and features blacked-out styling, a midrise handlebar, a 21-inch front wheel, and hard saddlebags. The Roctane has admirable curb appeal, good comfort and handling, and high-tech features including Rock, Roll, and Rain ride modes.

Related: 2024 BMW R 18 Roctane | First Ride Review  

2. CFMOTO Ibex 800 T

CFMOTO has been on the gas lately, expanding its motorcycle lineup from seven to 10 models, including two versions of the Ibex 800 adventure-tourer powered by a 790cc parallel-Twin adapted from the KTM 790 Adventure. The top-of-the-line Ibex 800 T is comfortable, capable, and packed with useful features yet retails for an accessible $10,499.

Related: 2023 CFMOTO Ibex 800 T | Road Test Review 

3. Harley-Davidson CVO Street Glide/Road Glide

For a company steeped in tradition, Harley-Davidson has taken two of its most iconic models in a decidedly modern direction. The new styling, 12.3-inch TFT color touchscreen, and liquid-cooled 121ci Milwaukee-Eight V-Twin with variable valve timing are only on the limited-production, high-priced CVO versions for now, but the significant updates have catapulted these baggers into the future.

Related: 2023 Harley-Davidson CVO Street Glide and Road Glide Review | First Ride 

4. Honda SCL500

In a nod to its iconic ’60s-era CL72 and CL77 scramblers, the new Honda SCL500 is powered by a 471cc parallel-Twin and has an upright riding position, a high-routed exhaust, block-tread tires, good suspension travel, and retro styling elements like fork gaiters and gas tank knee pads. Priced at $6,799 with standard ABS, the SCL500 brings back affordable cool.

Related: 2023 Honda SCL500 Review | First Ride

5. Husqvarna Norden 901 Expedition

After introducing the highly capable Norden 901 adventure bike for 2022, Husqvarna launched the Expedition variant for 2023 with an Explorer ride mode, upgraded suspension, a beefier skid plate, and several touring-ready features, including waterproof soft saddlebags. With a 105-hp 889cc parallel-Twin and serious off-road chops, the Expedition loves to get dirty.

Related: 2023 Husqvarna Norden 901 Expedition | First Ride Review 

6. Indian Sport Chief

Built on the new Chief platform launched by Indian two years ago (Indian’s Super Chief Limited was a 2021 MOTY finalist), the Sport Chief is a West Coast club-style cruiser with a bullet fairing, a tall-but-forward handlebar, and mid-mount foot controls. With a lean-and-mean stance and a rumbling 116ci Thunderstroke V-Twin, the Sport Chief won our recent comparison with Harley’s Low Rider S.

Related: 2023 Indian Sport Chief | First Ride Review

7. Royal Enfield Super Meteor 650

Since 2019, the Royal Enfield 648cc parallel-Twin lineup has included the Continental GT cafe racer and the INT650 roadster. For 2023, they were joined by the Super Meteor 650, a cruiser that draws from Royal Enfield’s 121-year heritage. After testing it on India’s rough-and-tumble streets, we were impressed by the Super Meteor’s style, build quality, capability, and value.

Related: 2023 Royal Enfield Super Meteor 650 | Video Review

8. Suzuki V-Strom 800DE

The new Suzuki 776cc parallel-Twin, which makes a claimed 83 hp and 57.5 lb-ft of torque, powers two new-for-2023 models: the GSX-8S naked sportbike (see review on page 32) and the V-Strom 800DE adventure bike. With a 21-inch front wheel, 8.7 inches of suspension travel, 8.75 inches of ground clearance, and a gravel TC mode, the 800DE is the most off-road-capable V-Strom yet.

Related: 2023 Suzuki V-Strom 800DE | First Ride Review

9. Triumph Street Triple 765 R

We tested the updated Triumph Street Triple 765 R and RS naked sportbikes in Spain, and as impressive as the higher-spec RS is, our reviewer favored the bang for the buck offered by the R. “It’s astonishing that a semi-exotic and highly refined motorcycle with such outsized performance capabilities can be had for less than $10K,” he said, adding that it is “one of the best values in motorcycling.”  

Related: 2024 Triumph Street Triple 765 R/RS | First Ride Review 

10. Yamaha Tracer 9 GT+ 

Winner of Rider’s 2021 MOTY award, the fourth generation of the Yamaha FJ/Tracer platform gets a new millimeter-wave radar that enables adaptive cruise control and a world-first radar-linked Unified Brake System as well as other useful updates. Powered by an exciting 890cc crossplane Triple, the Tracer 9 GT+ is one of the best sport-tourers available.

Related: 2024 Yamaha Tracer 9 GT+ Review | Road Test

And the 2023 Motorcycle of the Year winner is…

KTM 1290 SUPER DUKE GT

KTM has built bikes with “Duke” monikers for nearly 30 years, starting with the 620 Duke introduced in 1994, a lightweight, single-cylinder supermoto that was a bare-knuckled street brawler. The Duke family has grown and evolved over the years, and KTM’s U.S. lineup now includes the 200 Duke, 390 Duke, 790 Duke, 890 Duke R, 1290 Super Duke R Evo, and 1290 Super Duke GT.

We’ve tested them all, but the one that has become deeply embedded under our skin like a tattoo is the 1290 Super Duke GT sport-tourer.

Following his first ride on the then-new 2017 Super Duke GT, former EIC Mark Tuttle – not a man known to gush – described it as “nearly flawless, the perfect sport-touring bike for a rider who doesn’t want to give up sportbike levels of engine performance and handling. It’s comfortable for all-day riding, offers decent wind protection, makes enormous power, and does indeed handle and stop like a sportbike.”

After logging 3,500 miles for our first full test, we said “the GT is designed to excite you more than pamper you. … Few bikes feel so eager, so ready to take your breath away.”

It also earned a spot as a 2017 MOTY finalist: “We loved to dirty dance with KTM’s ‘Beast,’ the 1290 Super Duke R, but the GT is the version we could take home to mama. Higher, wider handlebars, wider cushier seats, lower footpegs, a bigger tank, and a nicely sized adjustable windscreen and hard bags ready the GT for long days at warp speed, all powered by that 173-hp V-Twin, which is retuned for better touring manners.”

In the years since, the 1290 Super Duke GT has only gotten better.

An update for 2019 included refinements for the liquid-cooled 1,301cc LC8 V-Twin, revised WP semi-active suspension, and improvements in lighting, wind protection, and instrumentation. It gained a few pounds, but our review stated that “the GT’s on-road performance is every bit as thrilling as it was before; it goes fast, turns fast, and stops fast with a level of precision and control that’s hard to beat.” On Jett Tuning’s dyno, it cranked out 157 hp at 10,100 rpm and 92 lb-ft of torque at 7,400 rpm at the rear wheel.

We were bereft when the GT disappeared from KTM’s lineup during the Covid years, but we were excited to see it return for 2023. Updates were few, mostly styling and instrumentation, but what we loved about the 1290 Super Duke GT remained undiluted. As we wrote in our review in the May issue: “While the 1290 Super Duke GT is pretty incredible, it’s no Hulk ready to explode in a rage with one mistimed input. Rather, the GT is a well-behaved beast, one with finely tuned throttle response and easily controllable power.”

Related: 2023 KTM 1290 Super Duke GT | Road Test Review

We also praised the GT’s high-spec components, top-notch electronic rider aids, confident handling, ride-all-day comfort, and generous 6.1-gal. fuel capacity. Although the 30-liter hard bags are no longer standard, they are available as accessories.

“This bike is the pointy end of the sport-touring spear, and it’s sharper than ever.”

’Nuff said.

Congratulations to KTM for the 1290 Super Duke GT, Rider’s 2023 Motorcycle of the Year!

To find a KTM dealer near you, visit the KTM website.

The post 2023 Motorcycle of the Year appeared first on Rider Magazine.