BMW R 1300 GS Adventure (2025) – Review

Technical Review: Ben Purvis - Aug 24
Riding Review: Simon Hargreaves - Dec 24

BMW might have introduced the R 1300 GS just a year ago before this model – the R 1300 GS Adventure – is arguably an even more significant launch as it replaces the most popular version of its vastly successful R 1250 GS predecessor.

Even sitting alongside the all-new R 1300 GS, the R 1250 GS Adventure has been a tough act to beat when it comes to sales success. In April and May this year, BMW sold more R 1250 GS Adventures than R 1300 GSs in the UK, thanks in part to some tempting offers to clear the way for the bike’s all-new replacement.

More than ever before the GS Adventure can be seen as a standalone model rather than simply a variant of the base GS. Yes, they share mechanical parts under the skin, but the stance and styling have now diverged to the point that, while recognisably from the same family, you’d never mistake one for the other. Loaded with technology and clever, practical ideas, the R 1300 GS Adventure ups the game compared to its predecessor in just about every metric, so you’re probably looking at the bike that will dominate the sales charts in 2025.

BMW’s R1300 GS Adventure – and if you’re talking sales, the Adventure is one of the most important bikes of the year... in fact, for BMW it’s even more important that that – it really is make or break stuff.

Because they’ve taken the world’s best-selling big bike of the last 20 years and thrown pretty much the entire design in the bin and started again – everything apart from being a flat twin with a Telelever front end and Paralever shaft drive... and then all we can talk about is its looks. C’mon, it’s what’s on the inside that counts. Right?

We could go right back to Laszlo Peres, runner-up in the inaugural German Off-Road Championship in 1977 on a modified R80/7 series Boxer, codenamed the GS 800... but we’re all familiar with the story, after that, aren’t we? The biblical lineage of R80G/S, R100 G/S, R1100GS, R1150, R1150 Adventure, R1200, R1200 Adventure, R1250, R1250 Adventure...

And the thing is, to begin with, no-one was really that bothered about these odd-ball German plodders but then, sometime in the mid-2000s, we suddenly realised we were actually riding the wrong style of bike and what we really needed was a big, underpowered, overweight off-road bike to tour Scotland on. And so a large part of UK motorcycling stepped through the looking glass and onto an adventure bike – and statistically, it was probably a flat twin GS.

And so, like a timelapse movie sequence, here we are in 2024 with a new R1300 GS Adventure.

It’s worth mentioning what the GSA gets over the GS – and that’s pretty much the same differences as before between the 1250 GS and 1250 GSA. In short, you get:

• A bigger tank: 30 litres over the GS’s 19 litres...

• Wire wheels as standard and 20mm longer travel suspension

• Taller seat height – 870 or 890mm over the GS’s 850mm

• Aluminium pannier brackets to take aluminium adventure panniers – you don’t get the option of adventure luggage with the GS, just vario panniers

• Claimed weight is up a 32kgs to a claimed 269kg over the 1300 – which is a kilo more than they claimed for the R1250 GSA. 

And then there’s the looks which have been pretty divisive, but I stand by what I said when I rubbed shoulders with the GSA in the flesh:

1. previously the 1250 GSA was like a fatter version of the 1250 – now the 1300 Adventure is a distinctly different bike compared to the 1300 GS – it has its own identity

2. yes, it looks massive on its own but believe me – park it next to a 1250 Adventure and it looks smaller

3. and to everyone who says it’s ugly – have you seen a 1250 GSA? I love em but the one thing they aren’t is pretty.

Geek Test – the ultimate R1300GS Adventure Review

We get close up with the new BMW R 1300 GS Adventure

2025 BMW R 1300 GS Adventure - Price

As is typical with BMW’s pricing strategy, the marketing material will demonstrate that the new 2025 BMW R 1300 GS Adventure is available from £18,870, that will be for the base model of course, which puts £2500 on top of the 1250 GSA starting price. The R 1300 GS Adventure TE model can be yours for £20,635 which is only £525 more than the 1250. And if you’d like the new ASA system on your TE (more about that below) then it’s £21,300.

And that’s just the start, of course. It’s not hard to spec a standard GS well past £20,000, and dabbling with BMW’s configurator can take the R 1250 GS Adventure TE past £23,000 – pointing to similarly large numbers for the R 1300 GS Adventure.

But RRP alone isn’t really a fair metric here. One of the secrets to the GS’s success over the years has been its ability to cling onto value. With less depreciation than some rivals, that has historically made it a good candidate for PCP financing, with monthly payments that can end up lower than those for some rival bikes with a cheaper RRP. The sheer desirability of a GS means that’s unlikely to change with the new R 1300 GS Adventure.

Four versions of the bike are initially being offered. As well as the base variant, in red and silver, there’s a Triple Black model and a high-end Trophy in blue, white and red. At the top of the line, there’s the Option 719 Karakorum, in ‘Aurelius Green’ with gold lines and gold anodised rims, which also gets comfort seats and a low, sport windscreen.

2025 BMW R 1300 GS Adventure - Engine & Performance

The motor is larger – up 46cc thanks to wider bores with a shorter stroke than before – and, as we’ve discovered, making your engine larger is a great way of overcoming tighter emissions regs without losing performance. But the 1300 is a lot more than just bored out – it’s a complete redesign: obviously new pistons, rods, crank, new Shiftcam valvetrain with new valves and springs, revised cam timing, a redesigned camchain-drive, new crankcases, new barrels, new transmission, new generator and new clutch – literally everything is new. And lighter – altogether, BMW have carved 6 and a half kilos off the GS motor. And it sits lower in the frame – which gives a straighter line for the shaft drive, reducing power transfer losses to the rear wheel.

With the debut of the R 1300 GS BMW introduced a completely new generation of its signature boxer twin engine – and the same liquid-cooled motor is carried over to the GS Adventure in 2025.

Measuring exactly 1300cc, its design helps it to a substantial power increase from 134hp to 143.5hp (100kW to 107kW) and a slightly smaller rise in torque from 105lbft (143Nm) to 110lbft (149Nm). Despite the shorter-stroke design, those peaks aren’t at substantially higher revs than before, with max power arriving at 7750rpm and peak torque at 6500rpm.

BMW’s ShiftCam variable valve timing and lift system, which swaps between two intake cam lobe profiles depending on revs and throttle opening, remains, giving a broader spread of performance and improved emissions while keeping economy on a par with its less-powerful predecessor.

As you’d expect there’s a choice of riding modes – four, to be precise – and the option to add even more with the Riding Modes Pro option package, which brings the total to seven.

Unlike earlier iterations of the BMW boxer twin, the R 1300 motor carries its transmission underneath instead of behind the engine, cutting down its overall length, but the big news on the gearbox front for 2025 is the introduction of the optional ASA (Automated Shift Assistant) that turns the transmission into a semi or fully-automatic and eliminates the clutch lever entirely.

With ASA, the clutch and gearshift are operated by electro-mechanical actuators, and riders have the choice of leaving the bike in ‘D’ mode – where it shifts all by itself – or switching to ‘M’ to give manual control over the gears via a conventional-looking foot lever. That lever also works even in ‘D’ if you want to override the bike’s own choice of ratio.

BMW argues that far from relinquishing control, letting the bike do its own shifting means riders can concentrate on other elements of riding, and that the automated clutch makes manoeuvres like hill starts effortless.

We took the R13300GSA to BSD Developments at Eye Green near Peterborough and stuck it on the dyno. And here are the results:

135.9bhp and 105.7 lb.ft is slightly higher than the 1300 GS was when we tested that, but within the bounds of same engine, different bike, different day. And still impressive the shaft is only sapping seven and a half horsepower from BMW’s claimed, at-the-crank figure. Shafts usually soak up a bit more than that.

It’s a good pair of curves too, a nice and linear build-up of performance and a pretty flat torque curve, bit of an ease-up just over 5000rpm but nothing you’d notice if you had it pinned. Overlaying the 1300 against a 1250 GSA, tested at the same time and it’s the same story as we had with standard GSs, the new engine makes 13.1bhp more, and five and a half lb.ft more torque, at the same revs. There’s a smidge more through the midrange – not so’s you’d notice – then it picks up from 5000rpm upwards, but the real gains are over 6000rpm. Bear in mind if you’re on the motorway in top gear, 6000rpm is 110mph so you’ve got a fair bit of headroom between there and the 9000rpm redline. 80mph comes up at just under 4500rpm. To be perfectly honest, I’d expect a little bit more from the 1300 – you make an engine bigger, you’d expect to see a bit more heft in the midrange AND at the top end. The fact the 1300 is only fitter than the 1250 above 110mph in top gear kinda suggests it’s that nasty old Euro5+ again, clogging things up. And if you’re wondering where BMW’s Shiftcam variable valve timing is in all this – well, you can’t see it here because this is all at Wide Open Throttle and so it’s Shiftcam’s lumpy cam profile all the way.

Just for fun, I’ve also plotted the 1300 against the last 1200 GS – and now we can really see the difference between an old 1170cc motor and the 1300 – it absolutely monsters the Wethead everywhere.

On our dragstrip we managed a 0-60mph time of 3.8 seconds compared to BMW’s claim of 3.4 seconds but that’s probably because it had an empty tank and a decent rider!

In town, the GS A’s motor is utterly dominant. The clutch is light, the motor picks up cleanly – although, now I think about it, I actually stalled it a couple of times pulling away from standstill, as if the crank is a bit too light and hasn’t quite got enough momentum if you drop the clutch without adding a few more revs than you think you’d need.

But once it’s rolling, happy days – the engine is so tractable, so stuffed with romp you can barge away booting through the gearbox... although again, the gap across from first to second is pretty huge and it’s a jump the quickshifter can’t quite get across smoothly – you’ll need a bit of clutch to not to have your pillion battering into you. As soon as the road opens up, the 1300 GSA really gets a shift on. I mean, it’s properly quick if you want it to be – in a way, it’s even more impressive than the 1300 GS because you’re hefting around so much more bulk on the Adventure – some 32 kilos, which is a sack and bit of spuds, much of which is sitting right there just in front of your lap. So when you hoof it on the Adventure, you very much get the feeling you’re bending physics in a more substantial way then on the base 1300 GS. You’re like, yup, this is impressive. Compared to the R1250 GSA, the 1300 motor is more lively – it feels fresher, fiestier, more eager to rev. It also feels smoother, you especially notice this on the motorway where at 80mph the 1300 feels less stressed and calmer. I always got the feeling the 1250 – and the 1200 – always felt they’re revving a bit too hard at cruising speed – I always wanted an extra gear. The 1300 feels much more relaxed and less busy down below... even though at 80mph there’s not a lot in it in terms of revs: the 1300 is pulling just under four and a half thousand rpm, the 1250 just over 4 and a half...

Now, there’s been a fair bit of talk about the sound of the new 1300 engine versus the 1250. When the 1250 was launched, BMW made a bit of a thing about how they’d switched the cam chain from a roller chain to a Hy-vo chain, which makes less chain rattle. And I remember doing some noise analysis at the time and yes, not only could you hear the difference, you could see on a spectrogram how much less noise the engine made. It’s worth noting BMW have redesigned the valve train on the 1300 – switching from the 1250’s design, in which the camchain turns a central, intermediate gear, which then spins the intake and exhaust cams. To the 1300, where the intermediate gear is removed and the camchain runs around a pair of conventional cam sprockets. BMW say it reduces camshaft length and cylinder head width – and the intake cam now runs on two bearings instead of the 1250’s three. With an intermediate gear, the 1250 cams contra-rotate; in the 1300, the cams spin in the same direction. I’ve no idea why this change would make the 1300 noisier – if anything, it looks like it should be less noisy – so maybe it is something to do with the cylinder head wall thickness after all.

2025 BMW R 1300 GS Adventure - Handling & Suspension (inc. Weight)

Like the engine, the chassis of the R 1300 GS was a clean-sheet design for 2024 and the same concept is carried over to the R 1300 GS Adventure.

Where all previous iterations of the bike have used a tubular steel frame, the latest generation adopts a chassis made from pressed sections of sheet steel, adding more rigidity for reduced weight. It’s allied to a new seat subframe made of a combination of tubular and forged aluminium components, with the same goal.

The suspension is similarly an evolution of previous BMW thinking. At the front, the Telelever forks evolved for the R 1300 GS into ‘EVO’ Telelever system. This adopts the thinking previously reserved for sporty Telelever-equipped bikes like the HP2 Sport, where the top yoke is clamped tight onto the top of the fork legs. That wasn’t suitable for bikes like the GS, with long-travel suspension and relatively high bars, as it means the top yoke’s angle changes slightly as the suspension compresses. That would lead to movement in the bars, so GS models and many other Telelever bikes used a non-tilting top yoke and a flexible connection between the yoke and forks to allow for the slight angle-change that the Telelever system introduces as the forks compress.

EVO Telelever gets the best of both worlds by using a top yoke clamped to the bars, giving sports bike levels of feel, but bars that are mounted on a separate ‘bridge’ – turning on the same pivot as the top yoke, but not tilting when the suspension compresses. A flexible metal plate transmits steering movement to the yoke without adding any pivots or linkages that might introduce slop into the steering.

At the back, the Paralever single-sided swingarm, incorporating the shaft drive, also gets the ‘EVO’ tag thanks to increased rigidity where it connects to the frame.

For the Adventure, there’s 20mm more suspension travel at each end than the standard R 1300 GS, with 210mm at the front and 220mm at the rear. That stretches the wheelbase from 1518mm on the GS to 1534mm on the Adventure, while the rake is unchanged at 26.2 degrees.

Electronic suspension adjustment is standard on the Adventure, with the ability not only to alter damping but also the spring rate both front and rear. It works in harmony with the riding modes, so suspension settings, power delivery, traction control and ABS settings are all changed when you switch modes. These can also be individualised if you want to tweak one element alone. Optionally, you can add ride-height control that drops the bike by 30mm when stationary or riding slowly.

The brakes are similarly high-tech, with BMW’s Full Integral ABS Pro and Dynamic Brake Control as standard, giving combined braking and a variety of settings including an off-road mode that lets you lock the rear brake. We had to see how quickly the Adventure stops as well as goes – and it’s impressive. With a full tank of fuel, braking from 60mph to standstill, the GS managed to pull up in under three seconds in a mere 32 metres – that’s actually quicker than the CBR600RR we tested recently... although, and this might fry your brain a bit – the CBR actually stopped in 26.3 metres; the GS in 32 metres. Yes, although the GS stopped more quickly, it took more room to do it – and that’s what really counts because you don’t need to stop more quickly to avoid hitting the wall, you need to stop in less distance. Anyway, what it all means is crikey, the GS stops blooming effectively for a big bus. Bang on the brakes and you get the ABS ECU balancing brake pressure between front and rear, keeping the bike stable on teetering on the verge of a stoppie. It’s impressive.

Wire spoked wheels are standard, but BMW also offers the option of forged alloys that are 1.8kg lighter.

And the Adventure’s handling is even more impressive. Seriously, I know it looks huge and the specs say it’s near as dammit as heavy as the 1250 Adventure – but this thing feels so, so easy to chuck around. Honestly, it’s astonishing how responsive it is, how agile it is, how easy it is to balance at low speed, how manageable it is as the suspension drops – really without noticing – so when you pull up it’s both feet on the floor. And the way the bike dances about – it’s so much more agile than the 1250 GSA, the weight feels lowers and it rolls into corners feeling utterly implacable. When I rode the base GS earlier in the year, I said it felt kinda a bit like BMW gave it the wrong name – it’s such a good road bike it should’ve been called the R1300 XR. The Adventure definitely feels more ‘adventure’ than the standard GS – you have more weight transfer, longer suspension, more bulk – but compared to the 1250 GS Adventure, the 1300 feels about 5-10% more capable, dynamically, on the road. It’s astonishing. About the only thing it doesn’t do quite as well as the 1250 GS – and this only applies on German Autobahns –is when you’re almost flat out at around 138mph over some very big bumps, the 1300 doesn’t feel quite as composed and stable as the 1250. The 1250 GSA absolutely flattens everything – you can literally just sit there with it on the stop and it doesn’t budge. The 1300 reacts just a bit more. But, like I say, this only applies to, er, extreme situations. In town, the 1300 also feels more agile and lighter on its toes than the 1250 – but not by as much as on A-roads, and you notice that the 1250 doesn’t do the lowering thing at traffic lights. You’re also very aware of the width of the 1300 because of the engine bars and the sticky out loops – great for resting your legs on, not so great for weaving in and out of traffic. Roadholding is peerless – the 1300 is so utterly glued to the tarmac it feels like it’s on magnets. It’s an amazing trick, to feel so connected to the road, yet so removed from all the bumps and crap. I guess that literally is the point of Telelever, to filter out bump and suspension forces from the handlebars, and leave them free to deal with steering forces. You have to say, BMW started getting it really right with the first R1200 GSs and it’s been getting more and more refined to this point – which is just as well, as our roads get worse and worse. Right, let’s talk weight. BMW claim 269 kilos, and the Geek Test bathroom scales, assisted by my glamourous assistant Trevor Franklin – yes, the legend that is – measured our fully tanked Adventure at 283.6kg – that’s 14.6kg heavier. I was bit like, blimey, are the scales wrong – but then I remembered we’ve not got a base GSA, we’ve got one that comes with those rear pannier mounts, a centrestand, electric screen, radar, sat nav mount... does all that add up to 14.6kg? Quite possibly. We measured a 1250 we had lying around and we got 280kg, against a claimed 268kg – 12 kilos overweight. Again, this is a non-standard GSA with luggage rails, wheels, engine bars and other stuff. So where does that leave us? In a straight back-to-back, the 1300 GSA we have here is 4 kilos heavier than the 1250.

2025 BMW R 1300 GS Adventure - Comfort & Economy

Long-distance comfort has always been a strong suit for the GS Adventure and the new R 1300 version is set to capitalise even further on that aspect. Not only does the electronic suspension, with adjusting spring rates and damping, promise the best of all worlds when it comes to the balance of ride comfort and handling, but the optional adaptive ride height means shorter owners will be able to reach the ground without sacrificing on-the-move ground clearance.

The bike can be made lower still with a further vehicle height control option, which drops it another 20mm. In that configuration, the seat height is reduced to as little as 820mm at standstill and 850mm on the move when in its lowest setting.

At the other end of the spectrum, with the seat set in its highest position and with standard suspension, the Adventure’s seat height is 890mm so even the lankiest of owners won’t be cramped.

It’s not just the seat that’s adjustable, either. There are two different bar designs – standard and comfort – and options for two different bar risers that add 15mm and 30mm respectively to the bar height. The bars themselves can also be twisted by 10 degrees to move then forward and back, and there’s an array of different optional seats – five for the rider, three for the passenger – and a trio of different rider footpeg options. In short (or tall) there should a combination that will suit the vast majority of shapes and sizes.

The bare BMW specs say the 1300 GS has a lower seat height than the 1250 GSA – 870 to 890mm, against 890 to 910mm. But that’s not how it looked to us – with the ignition on and seat height at normal on the 1300, it’s taller than the 1250 – explain that? Well, we can – turns out we had the 1250 GS on the low seat setting – 890mm – and the 1300 on the high seat setting – 890mm. So they both should have the same seat height. But 1300 still looks like a higher riding position – and it is. Can’t explain why – maybe it’s the shape of the seat, but it’s definitely a more active, engaged and switched-on riding position. The 1300’s bars are slightly lower, elbows and torso slightly higher, pegs marginally set back so you ride more on top of the 1300, less ‘in’ it. But in terms of comfort, both bikes are magnificent. The wind management on the 1300 in particular is outstanding – the screen on the 1250 has a shallow angle and when you crack on a bit, it actually gets pressed flat against the clocks. The 1300 screen is more rigid, more upright, and with the wind deflectors at the side, it’s loads less noisy and buffet. The only downside it having to navigate some buttons to use the electronic adjustment if it’s not set as your favourite – I have it set to adjust heated seats and grip levels, so to adjust the screen is a bit of a hassle.

As for fuel economy – with a 30-litre tank, does it really matter? I mean, you can cheerfully stick 30 quid in it... our test consumption is around 37.5mpg, which would give a range of 240-odd miles... but that’s er, with some enthusiastic riding. A much more normal figure is around 47mpg or more, which takes the tank range over 300 miles – and which is on par with the 1250 GSA.

Based on standard WMTC measures, the fuel consumption comes in at 57.6mpg, or 56.5mpg for the automatic version of the bike. For comparison, the previous R 1250 GS Adventure was measured at 59.4mpg under the same protocol and the non-Adventure version of the R 1300 GS manages 58.9mpg.

2025 BMW R 1300 GS Adventure - Equipment

When it comes to kit, the R 1300 GS Adventure doesn’t short-change. Starting at the front there are full LED lights, continuing the style of the R 1300 GS with an ‘X’ shaped main unit, but gaining two additional LED auxiliary lamps on the sides. The indicators are shifted into the hand guards –making a something of a mockery of the original idea of such brush guards as sacrificial parts, since they’ll inevitably be expensive to replace thanks to the integrated LEDs. Optionally, the lights can be fitted with the ‘Headlight Pro’ cornering light system that adjusts the LED matrix beam as the bike leans over to give a better view around corners.

A front radar allows the optional Active Cruise Control to keep a constant distance from vehicles ahead as part of the Riding Assistant package. It also includes a Lane Change Warning, Front Collision Warning and – thank to another, rear-facing radar – a Rear End Collision Warning system.

On board, the rider is faced with a 6.5-inch colour TFT dash with all the usual phone connectivity and a variety of display options giving more information than you’re ever likely to need, right down to lean angle. Unlike many rivals, the connectivity functions can also be used without the need to install a dedicated app on your phone, although BMW’s Motorrad Connected App adds extra functionality including route logging.

There’s BMW’s ‘Intelligent Emergency Call’ feature, and via the BMW app the bike can automatically tell your chosen BMW dealer when a service is due so they can arrange an appointment.

Moving away from the electrickery for a moment, the R 1300 GS Adventure has several more physical additions to boost practicality. That chunky-looking aluminium fuel tank, for instance incorporates mounting brackets for accessories and features a rubberised storage area. At the back, the optional aluminium panners give 73 litres of storage, and the top box adds another 37 litres for a total of 110 litres. That can be extended by another 20 litres with a pair of 10-litre extensions for the side cases. Further options include a tank bag specifically for the fixings on the Adventure’s tank, and a pair of radiator cowl bags that snap onto the radiator grille for even more storage.

To simplify picking options, BMW has made three packages – Innovation, Dynamic and Touring. The Innovation package includes Headlight Pro, Riding Assistant and Rear End Collision Warning. The Dynamic pack is made up of Shift Assistant Pro (if Automated Shift Assistant isn’t fitted), Driving Modes Pro and sport brakes. The Touring option pack includes a centre stand, nav preparation, an electrically adjustable screen, luggage holder, top case holder and a chrome plated manifold. For the Option 719 Karakorum model, there’s an additional ‘Option 718 Milled Parts’ package including milled alloy on the foot controls, bar levers, expansion tank cover, and ignition coil cover.

Other options include different bars, levers, footpegs, wheels, luggage, seats and exhausts, as well as a host of different luggage solutions and windscreens.

2025 BMW R 1300 GS Adventure - Rivals

Every major manufacturer has been trying to steal the GS Adventure’s lunch for years now so there’s no shortage of alternatives, with an array of different engine configurations, performance levels and prices. You might consider:

Ducati Multistrada V4 Rally| Price: £23,590

Read more

Power/Torque

170bhp / 89lb-ft

Weight

238kg

Honda Africa Twin Adventure Sports ES DCT | Price: £17,599

Read more

Power/Torque

100bhp / 83lb-ft

Weight

253kg

Triumph Tiger 1200 Rally Explorer | Price: £19,695

Read more

Power/Torque

Weight

2025 BMW R 1300 GS Adventure - Verdict

But after all that, there’s really only one conclusion in terms of what this bike is, how it performs and the things it can do – the R1300 GSA is probably the most accomplished bike I’ve ever ridden. I remember back in 2005 at the launch of the first R1200 RT in the Canary Islands when I interviewed the then boss of BMW Motorrad, and he told me of his intention to bring BMW’s automotive side brand values to the bike side of the business: BMW bikes would reflect values of performance, technology, luxury, sophistication and quality. Don’t forget, at the time BMW bikes were basically ploddy, low-tech old tourers and odd-ball adventure bikes. It was a bit of a stretch to imagine.

Yet here we are, 20 years down the road, and we’ve got S1000 RRs, the M-series... and, astonishingly, that ploddy old flat twin – the one that BMW once thought about sacking off – is still on top of the world. Performance, technology, luxury, sophistication and quality – the R1300 GSA has the lot. Although, for £25 grand you don’t get back-lit switchgear? Or panniers, come to think of it.

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2025 BMW R 1300 GS Adventure - Technical Specification

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As we all know, the more security you use, the less chance there is of your bike being stolen. In fact, based on research by Bennetts, using a disc lock makes your machine three times less likely to be stolen, while heavy duty kit can make it less likely to be stolen than a car. For reviews of the best security products, click here.

MCIA Secured gives motorcycles a rating out of five stars (three stars for bikes of 125cc or less), based on the following being fitted to a new bike as standard:

• A steering lock that meets the UNECE 62 standard

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The higher the star rating, the better the security, so always ask your dealer what rating your bike has and compare it to other machines on your shortlist.