Words: Bill Hunter.
So why on this tortured Earth would one want a gargantuan motorcycle of this size? With a (wet) weight of over 270kg, and that’s before you lather it with a multitude of accessories, then it’ll easily tip it over the 300kg mark. Yes, I hear you say, many bloated touring bikes are even heavier, and I agree, but this bike has wider shoulders than a stern buffalo and it’s also intended to venture off road, ridiculous machine! Well so I thought until I had the eyebrow raising experience of having one around my garage for a week.
Look there’s no disguising that I’m not the biggest fan of this antiquated Boxer layout; I think I once saw them on an Archimedes blueprint, maybe not? I’ve probably offended many current owners already, but hang on to your bruised shins for now.
It was the first time I’d had the chance to try out BMW’s new 1300cc, Shift-Cam, with variable intake camshafts, motor. Its massively over-square layout has now swollen from 102.5mm x 76mm (on their 1250), to a longer stroke of 106.5mm x 73mm, note the smaller piston diameter. This in turn has made BMW’s latest, and most potent, Boxer derivative churn out an astonishing 145hp@7,750rpm and a chin-wetting 149Nm@6,500rpm. I must admit my eyebrows certainly lifted well north when I first sent ‘it’ into the redline. The new mid-range torque is unquestionably something to behold. I seriously doubt anyone needs more performance than BMW has presented to the rider for this particular bike, and then some.
Anyway, let’s get into the elephant on the garage forecourt, this colossal 30-litre petrol tank. BMW claim a range of well over 500km, maybe 600km with a little throttle restraint, but I’m not sure how many riders want to stay in the saddle for so long, not me with my boney buttocks. Rear-end affliction aside it’ll certainly be the right machine if you desire to transverse Continents, which is where the 1300 GSA is primarily designed to perform. However, we all know, or you do now, that most owners of the GSs very rarely risk going off-road, so is this 1300 GSA just an expensive chest inflating purchase to show off to your mates, possibly? And, if you choose to throw the GSA into mud/soft sand, and you’re on your own, then the local closet chiropractor will be rubbing his hairy sweaty hands in anticipation of your impending visit, if you catch my drift?
But it’s your money and it’s your choice, as they say, whoever ‘they’ are. If you do have the cash for this particular bike then this is BMW’s base model, if you can believe that. I’m informed that the 1300 GSA starts around 395k +/-, but this one has the usual extras unlocked like Enduro modes, electronic damping on the rear shock only, and other stuff, tipping it well over the 400k mark. Interestingly the obligatory front Telelever forks on this bike, or Sachs shock to be more precise, had zero adjustment options, well I couldn’t find any. I did eventually (much fiddling back and forth) manage to send the rear into Dynamic mode though, which firmed up the rear a lot; it was way too soft in the beginning for my liking. Still, I would have liked more adjustment choices for the front end. The more expensive options do have adjustable electronic forks, so I’d look into that.
Predictably the electronic interface on the GSA is huge, but this version didn’t have everything installed. Remember there’s also the semi-automatic gearbox version if you fancy clutch free nirvana, at a higher price of course, and the fingers on your left hand glove will last longer, which is nice. This particular test bike was manual and I must say the gearbox, and the bi-directional quickshifter were the best I’ve come across on the Boxer engine, very nice indeed, sounds good too with a cool ‘pop’ between changes.
The ultra-clear 6.5-inch TFT display is the same one used on the 1250 GSA. And by using the rotating wheel thing on the left side you can access everything from bike modes (Rain, Road, Enduro, Eco), bike setup, phone connection, GPS connectivity using their comprehensive BMW Motorrad App, Cruise control, Heated Grips, and more. I did find a few gremlins though when choosing some options, as it rudely reverted back to the home screen and didn’t accept any of my choice selections. I’ve read on overseas reviews that a few other journalists also experienced these issues, but a quick software update will possibly cure them.
Moving on, regarding the riding experience, it wasn’t what I presumed it would be after walking around and observing the tank like dimensions of this creature. However once on the move you don’t actually notice the slab-like width of the tank below you, unless you look down of course, just a pleasant view of the TFT display and the very effective, and electronically adjustable screen. It’s a clever and magical transformation of the sheer width of this 30-litre tank.
BMW has kindly fitted handy ‘coffee table’ panels on the top of each side of the tank that the rider can employ to place their caviar sandwiches, tools, dubious drinks, pain killers, dead snakes, or whatever, when they come to a deserved rest after 500km+ in the saddle. However I did notice a spot of prolonged resonance coming from beneath and around this area whilst cruising on the highway. And while I’m talking about inherent mechanical noise this new 1300cc engine does have a noticeable tappet-like chatter, which seems to be a bit excessive, especially when the engine first starts. Maybe it takes time to get the oil to ‘feed’ the valve train, bit it was noticeable?
Ok, so maybe I’m being a bit harsh around some of things I’d discovered over the week in question. But the one thing that did stick out in my mind is this 1300 GSA devours kilometers in a ridiculously effortless fashion. Not only that because it has one of the most comfortable seats I’ve ever come across, in fact the whole bike is exceedingly comfortable, as it most certainly should be with that sort of fuel range.
The 1300 GSA is surprisingly thrilling and agile when lobbing it around, it does have 19-inch front wheel though which assists with that trait, and when you coalesce this with that potent and highly entertaining new Boxer motor I can see why this bike has an enviable following. The 1300 GSA is a staggering Kilometer eating machine of note, with exemplary comfort levels to match, and an off-road ability that personally I’m not too keen to explore, so perhaps I’m missing the point? Would I buy one for over 400k, probably not, but I’m not one of the hundreds that already have, so what do I know.
Got to www.bmw-motorrad.co.za to book a test ride at your local dealer, and for more technical information.
