Travel Test: BMW R 1300 GS vs. S 1000 XR 2024 Comparison

Welcome to the "Land of 1000 Lean Angles," writes hotelier and motorcycle veteran Rocky on the homepage of his MoHo motorcycle hotel! And he's right! The Mühl and Waldviertel regions in northern Upper Austria offer more than just picturesque landscapes – they are a true paradise for touring riders. Between the Danube and the Vltava rivers stretches a region full of weathered granite formations, mystical boulders, and idyllic river valleys. Old farmhouses and castles tell eventful stories, while a dense network of well-maintained roads makes biker dreams come true.

With little traffic, smooth curves, and diverse stopover options, the region offers both tranquility and enjoyment. Even during the summer holidays - we were there in early August - the area remains pleasantly empty, making it perfect for relaxed rides or even longer round trips.

The starting point of our test is the MoHo by Franz "Rocky" Rockenschaub in Liebenau. With only 23 rooms, half-board that offers culinary delights, a wellness area, and a heated outdoor pool, it's a place where you can comfortably stay longer. Rocky, a motorcycle enthusiast host and certified tour guide, not only provides us with insider tips but also offers perfectly crafted GPS routes upon request. This way, we can start our comparison test ideally prepared.

The GS and XR both offer well-thought-out ergonomics, but with different focuses. The GS impresses with its relaxed, upright seating position and generous space. "You sit like on a throne, long tours feel effortless," praises Philipp about the comfort on the top dog. The GS remains unbeatable for pillion riders as well, with more room and a relaxed knee angle.

The XR, on the other hand, is aimed at sport-oriented riders. Although the freedom of movement in the saddle has been increased compared to its predecessor, Gregor notes after a long stage: "You sit very integrated, almost becoming part of the bike." However, the more active seating position requires more effort, and the position of the footrests dictates a sharper knee angle, which can be tiring on long tours and necessitates more frequent breaks. In the second row, there is less space than on the GS, which limits travel comfort with a pillion on the XR. The side handles are also difficult to grasp even with a narrow seat. A positive note is the wedge on the seat, which reduces the forward sliding of the passenger when braking.

The semi-active suspension of the GS is in a class of its own. "You glide over the roads, and bumps are simply ironed out," raves Philipp. This level of comfort, combined with stability and composure, makes the GS the ideal companion for long tours—even on bumpy roads. The only limitation is the suspension's customization options. When riding in street modes, you can only choose between the Road and Dynamic settings, while in off-road modes, there's also a much softer Enduro setting available. If you want to ride in one of the two Enduro modes, the suspension cannot be set to Road or Dynamic.

The S 1000 XR also entered this comparison with the optional semi-active suspension. It appeals to sporty riders who appreciate more precise feedback and direct responses. However, this directness takes its toll on uneven roads. In a direct switch, it becomes apparent that the more comfortable Road mode of the XR's suspension is still considerably harder than the Dynamic setting on the GS. Truly comfortable gliding is not in the nature of the BMW S 1000 XR, but in Dynamic mode, nothing can unsettle it. In fast, wide corners, it sits solidly like a board.

In tight hairpins or switchbacks, the S 1000 XR cannot quite match the handling marvel of the GS. The wide rear tire (190) is certainly a contributing factor, as the GS opts for the 170/60/17 dimension at the rear.

The GS's boxer engine delivers an impressive 149 Nm of torque and shines with powerful thrust regardless of the RPM, which is particularly noticeable in a direct duel with the 4-cylinder in the XR. "A true all-rounder that performs confidently in every situation," Philipp is convinced. Whether during relaxed, shift-lazy touring or attacking the mountain: the massive 1300 GS offers effortless riding pleasure even if the engine characteristics have changed slightly compared to its predecessor, and the punch from the low rev range doesn't hit as hard. You can find the detailed comparison of the technical data in our Motorcycle Comparison BMW R 1300 GS vs. BMW S 1000 XR.

The XR relies on an inline-four engine with 170 hp, which presents itself as revvy and dynamic, but it still needs to be operated in a high-rev range to unleash its full potential. "It wants to be revved, and if you comply, it rewards you with sporty riding pleasure," Philipp sums it up. The downside is that when winding out the engine, you're already far beyond all speed limits in second gear. Even in the deserted Waldviertel, you can't fully indulge in the rev frenzy if you care about your driver's license.

But not only for this reason does the boxer remain the more versatile engine in everyday life, the vibrations of the four-cylinder at constant speeds on the highway also slightly tarnish the picture. Additionally, the 1000 engine in the XR is significantly thirstier than the 1300 boxer. About 1.5 liters more premium fuel per 100 km flows through the combustion chambers of the crossover bike.

The GS offers comprehensive wind protection, making it untouchable on longer rides in this comparison. The optional electrically adjustable windshield, in particular, is a unique feature that is not available on the XR for any price or persuasion. From the waist up, the GS shields the rider significantly better from the wind. The XR features a manually adjustable windshield that can be set in two positions via a lever, but its protective effect does not match that of the GS. For taller riders, a wind shear forms that reliably hits the helmet at visor level, sometimes causing turbulence. For the lower body, the Crossover bike fares better; the broad 4-cylinder front effectively shields the legs from moisture, as Philipp and I found out unintentionally, matching its Boxer counterpart in this regard. If you desire - as we did during the August test - fresh air while in the saddle, the XR is the vehicle of choice, as even in the lowest setting, the GS allows only a little of the cooling breeze to reach the rider.

Both the BMW R 1300 GS and the S 1000 XR offer solid braking performance. However, even though we have installed the sport brakes on the GS, the pressure point is somewhat vague, and we know of better options in the luxury adventure bike segment. Initially, the Telelever system takes some getting used to, as it changes the feel during sharp braking due to the lack of dive. Another feature that evokes mixed feelings in the saddle is the fully integrated ABS. When the rear brake is applied, the front brake is automatically engaged—and vice versa. For riders like me, who prefer using the rear brake in tight corners to precisely control speed and lean angle, it initially feels unusual and disruptive when the front brake suddenly engages. After about 150 to 200 kilometers, you do get somewhat accustomed to it, but a completely secure feeling still eludes you.

The XR brakes feel more precise but could benefit from a stronger initial bite. More sportiness would have been desirable here as well. Naturally, the ABS functions depending on the lean angle and intervenes earlier or later depending on the selected riding mode, just like on the GS. In terms of control behavior, neither system can be faulted in the slightest; they operate at the highest level, and the interventions are barely noticeable.

There is probably no motorcycle model with a comparable range of accessories as the BMW GS. This applies to the original accessories offered by BMW and the extensive configuration options available from the factory, and even more so to the product range from third-party suppliers, as demonstrated by the extensive equipment with Hepco & Becker parts on our long-term test bike. "There's nothing that doesn't exist," I exclaim somewhat flippantly in the video. When it comes to value retention, the GS is also at the top of the inexhaustible list of vehicles on the 1000PS marketplace. The XR is also quite well positioned in this regard, but it cannot keep up with the GS in the long run, as an analysis of the average prices of vehicles listed on 1000PS reveals. There are also considerably fewer options for accessories for the S 1000 XR. The higher purchase price of the GS can therefore pay off in resale, bringing the two bikes close together in terms of price-performance ratio.

The BMW R 1300 GS and the S 1000 XR represent different approaches in the touring segment, catering to distinct riders. The GS excels with exceptional comfort, confident handling, and a versatile boxer engine that allows for both relaxed touring and dynamic riding. It particularly shines on long journeys, thanks to its superior wind and weather protection and a wide range of accessories that leave almost nothing to be desired.

In contrast, the S 1000 XR offers a sportier riding experience that primarily appeals to dynamic riders. Its agile four-cylinder engine impresses with its rev-happy nature and power, though it demands an active riding style and a willingness to stay in the high rpm range. The handling is precise, albeit less playful than on the GS. For riders seeking the thrill of a sporty tour, the XR presents an exciting alternative.

Overall, the 1300 GS remains the more versatile and comfortable choice even for pure road use, while the XR showcases its strengths in dynamics and sportiness.

Note: The data was taken from the latest individual tests.