BMW’s Automated Shift Assist (ASA) is available for the first time on the 2025 R 1300 GS Adventure. Phil West reviewed the latest GSA for us recently and was very impressed, although his riding didn’t venture away from the asphalt and he didn’t spend much time using the ASA system.
The ‘automatic’ GSA comes equipped with the same ShiftCam opposed-twin engine, which is shared with the current R 1300 GS. It jumped from 1254cc to 1300cc with the arrival of the 1300 earlier this year, resulting in an increase in power from 134bhp to 143bhp, with torque up from 105lb-ft to 110lb-ft.
There are four standard riding modes to choose from – Rain, Road, Eco and Enduro. Each one modifies the rider aids and electronic suspension to suit the application and, additionally, there are Dynamic, Dynamic Pro and Enduro Pro modes with the Dynamic pack, which allow you to further tweak and personalise the settings. In M mode the gear changes can still be made manually by foot, while in D mode the shifting becomes fully automatic. The gearbox itself is the same as the one found on the manual version, however the clutch and shifting mechanism are controlled by the bike’s ECU when the ASA system is specified. The system features two electromechanical actuators, which automate the clutch and gear change functions and the shift pattern (ie: when and how quickly it changes gear) are linked to the riding modes, meaning it holds onto its gears longer in the sportier modes while changing earlier in others.
With Automated Shift Assist there isn’t a conventional clutch lever or paddle shift on the handlebar but (unlike Yamaha’s similar Y-AMT system which only has a handlebar mounted lever) you do have a conventional gear selector foot lever. Simply put, the automatic system can change up and down gears without any rider input, depending on the mode selected. You can also change gear conventionally with your left foot, but with no clutch, and you can stop in gear without stalling. Alternatively, you can mix the two by riding with the automatic gearbox mode selected and, should you wish, you can override it by cogging back a few gears or selecting a higher gear, making the selection manually and without the need to pull in a clutch lever.
As with any new system, it takes a little getting used to. With the bike in P–Park, there’s no clutch. You just click into first gear and pull away, then change gear without a clutch or rely on the automatic system. When you come to a stop, there is no need to operate a clutch (which is just as well as there isn’t a clutch lever). Stopping and starting with a redundant left foot and hand is a little unusual but makes town riding effortless. In touring mode it makes perfect sense: its effortless and smooth gear changes, combined with the bike's soft suspension, making it like a two-wheel Cadillac.
When riding with more urgency, both on and off-road, I ended up tapping the gears manually, using the strong engine braking to slow the heavy GS, and not just simply relying on the radial brakes. Having had the opportunity to try both ‘manual’ and ‘automatic’ I do prefer the ‘old-school’ clutch off-road, giving the ability to balance on the bike during slow manoeuvres and injecting a dash of power to loft the front at will. However I appreciate not many GS Adventure owners are going to ride similarly and for the majority of potential buyers the auto makes perfect sense for touring. And it’s not eye-wateringly expensive either.
What is the BMW R 1300 GS Adventure like off road?
It’s a big ask to make such a large bike work off-road, and that enormous petrol tank restricts your movement slightly when you are standing on the (grippy) pegs, but the chassis and suspension absorb the bike's weight far better than I was expecting. That sweet boxer balance that works so well in town and car parks means it will crawl along at less than walking pace on dirt too, while you plan your next move. The fuelling in the off-road Enduro and Enduro Pro modes is all but perfect. Off-road as well as on-road, the GS is nowhere near as intimidating as you’d think.
Some of the trails on our test route were wide and open, allowing for 60mph progress in relative safety. The Adventure threw up curtains of dust on the long sweeping corners while giving me great vison ahead. In the optional Enduro Pro mode you can play with the rider aids, reducing the traction control (TC) or removing in the ABS from the rear. Most riders will want the added security of the off-road biased rider aids as these are excellent at keeping everything in order while encouraging you to have fun. You can play with the rear wheel grip like the Adventure is a toy. Aggressive throttle inputs sends the rear Metzeler Karoo spinning, but there's always control. Add some lean or counter steering and you’re rewarded with a delicious progressive slide that looks and feels awesome.
Get too carried away and the TC reduces the power and brings the wheels back in line. No bangs, pops or misfire – just velvet smooth control. It’s like riding with an off-road expert on the pillion seat, who lets you know when it's time to back off. Once you get used to the feeling of the TC recovering the slide, you can't help trying to beat the system, sliding against the TC, using the brilliance of the Adventure's electronic off-road as a safety net.
It's the same story for the off-road ABS-assisted brakes, which manage to find grip where you didn’t think it existed. Stopping a 269kg plus rider and extras from over 60mph on gravel and dust takes some doing, but the ABS is forensically excellent; you can feel it working to find grip, which boosts confidence and makes brisk off-road riding more enjoyable and relaxing. With the Enduro package fitted, the Trophy is near faultless on the trail for the average rider.
A note of warning, though. It is a bit too easy to forget that it's not, in my case especially, natural talent making the Adventure pull off wide-open rooster-tailed power slides like an enduro ace, it is BMW's electronic boffins. I got so excited that I turned off the TC and nearly got caught out. When the Adventure starts to slide without electronic intervention on tap, it just keeps going. Try to bring the wheels back into line and it swings from side to side like a 140bhp and 269kg pendulum. You also feel that weight after a while, especially with a full tank of petrol. As much as I enjoyed the GS on the endless dusty trails, the next day my stiff and aching arms told me it was physically hard graft, too.
But I loved it. While anyone who rides a lightweight single-cylinder enduro bike will think the Adventure handles like a boat, and real experts will find the ABS too intrusive, those of us who regularly ride big adventure bikes on road and trail will be surprised by what the BMW is capable of. There is even excellent crash protection should you get a carried away – or fall over at a standstill, which, with one foot in a rut, can happen to anyone.
ASA comes as part of BMW’s factory fit ‘Dynamic Package’ which is currently a £820 optional extra. Whether it is worth it is subjective, but with automatic cars proving that the lack of a clutch lever needn’t mean a lack of excitement, we can certainly see quite a few BMWs leaving the factory with this option fitted.
You can read our full review of the BMW R 1300 GS here.
You can read our full review of the BMW R 1300 GS Adventure here.
Watch Phil West’s video review of the BMW R 1300 GS Adventure on our YouTube channel.
