Earlier this year we attended the Aussie launch of the BMW R 1300 R, R 1300 RS and R 1300 RT. Here’s how each model interprets the 1300cc boxer formula.
The BMW R 1300 R, R 1300 RS and R 1300 RT have now joined the previously released R 1300 GS adventure range. While none of this trio of new bikes is chasing 200hp superbike bragging rights, the updated 1300cc boxer delivers a stout 107kW (145hp) and a mighty 149Nm. That’s pretty decent power output for a big boxer twin and, more importantly, a helluva lot of torque that translates to strong, effortless performance in real-world riding.
Despite sharing the engine, chassis architecture and electronics suite, each of the three new models delivers a distinctly different riding experience. The R is the light, agile naked with plenty of everyday versatility; the RS adds long-distance ability and genuine sporting intent; and the RT, which Nigel tested last issue, remains BMW’s long-haul touring flagship.
COMMON PLATFORM
First, that grunty 1300cc boxer twin. It’s a gem. Outputs don’t tell the whole story – what matters is the accessible torque and how early it arrives. The engine pulls hard from low revs, surges through the midrange and revs far harder than you’d expect of a big twin. Most riders will surf the torque curve rather than chase the rev limiter, but both approaches reward. And if you just want to poke around town at partial throttle openings, the ShiftCam engine will do exactly that, without fuss.
Every bike we tested at the launch ran BMW’s Automated Shift Assistant (ASA), which is optional across the R and RS ranges and standard on the RT. We have sampled ASA previously on the R 1300 GS and it’s a genuine game changer. Sure, in Auto mode it can feel like it’s upshifting too early in an effort to prioritise fuel economy over performance, but in manual mode it’s like you have access to the best quickshifter you’ve ever used: just tap the lever up or down, no clutch required, no hesitation and no loss of momentum.
From hard launches to slow U-turns in town, ASA handles the clutch work precisely. If buying any model in the R 1300 family, I’d absolutely choose ASA. There are really no downsides to the system.
All models come with Rain, Road, Dynamic and Dynamic Pro modes. Road mode offers full power but with softened throttle response and a compliant suspension setting – through the Dynamic ESA or Dynamic Suspension Adjustment (DSA) systems, depending on model grade – that is ideal for touring, while Dynamic mode delivers crisper throttle response and a firmer suspension setting for when you’re in a sportier mood.
While the rear suspension design is common across all three models – Evo-Paralever rear end and the same braking hardware – up front the R 1300 R and R 1300 RS run a USD fork while the R 1300 RT runs BMW’s Telelever EVO system.
BMW R 1300 R – DYNAMIC ROADSTER
The Line-Up
Starting at the beginning of the range, the R 1300 R Base model is priced from $22,200 + ORC and it comes well equipped with ABS Pro, Dynamic ESA, Dynamic Brake Control (DBC), selectable riding modes, keyless ignition, cruise control, hill-start control, big TFT display with connectivity, LED lighting and Bridgestone Battlax rubber.
The R 1300 R Exclusive starts at $28,490 + ORC and adds a Comfort Package (heated grips and seats, TPMS, mounts for optional luggage), Dynamic Package (DSA, Gear Shift Assistant Pro, Riding Modes Pro and Sport Brake), Innovation Pack (Headlight Pro and Riding Assistant with front radar) and Style Exclusive (Design Option Silencer, dark chrome exhaust manifold and engine spoiler).
The R 1300 R Performance at $28,240 + ORC ups the ante with Comfort Package, Dynamic Package and Style Performance (Design Option Silencer, dark chrome exhaust manifold, Design Option Wheels, Sport Seat High, Sport Passenger Seat, ’bar-end mirrors, sport suspension, engine spoiler and sticky Dunlop SportSmart Mk3 tyres). The higher seat, sports suspension package and sports rubber really give the Performance variant a different feel to the others in the R 1300 R range, with a more aggressive riding position that places more of your weight over the handlebar.
The top-spec R 1300 R Option 719 at $30,890 +ORC adds Comfort Passenger Seat, Preparation for GPS Device, Comfort Package, Dynamic Package, Innovation Pack and Style Option 719 (Design Option Silencer, dark chrome exhaust manifold, Design Option Wheels, Option 719 Wheel Sport and Option 719 Billet Pack Shadow).
Optional equipment on all variants includes ASA ($1380), Sports Silencer ($1250), M Lightweight Battery ($315) and low/high seats ($NCO).
The range of accessories for the R 1300 R includes tank bags, electrified panniers, saddlebags, high/low comfort seats and a high windscreen.
On The Road
At 239kg fully fuelled and ready to ride, the R 1300 R is the lightest bike in the R 1300 family and it feels it from the moment you lift it off the stand. The layout of the boxer engine ensures weight is down low, so it feels light, stable and easy to manoeuvre, both around town and on the open road.
The riding position is upright and relaxed, with a wide handlebar and a reasonable 810mm seat height. Having said that, the Performance model feels far more aggressive due to its different riding position.
I did quite a long touring stretch on the R 1300 R before getting into the twisties and it felt comfortable and composed. I played around with the different ride mode and ASA settings and, as mentioned, I felt that in auto mode it was too keen to upshift – even in Dynamic mode – although the engine certainly produces enough torque to poke along happily at just above idle. But no matter what mode I was in, I felt that in auto there was always a slight pause before the gearbox would downshift when the throttle was cracked wide open.
Not to worry though, because in manual mode the gearbox is super slick, with smooth and fast clutchless up- and down-shifts.
Once I did get to the twisty roads above Mansfield, the R 1300 R was an absolute hoot. With so much torque on tap, and from so low in the rev range, it grunts out of corners enthusiastically, even in a gear or two taller than you might select on a four-cylinder bike. It really is deceptively quick.
And under brakes the front-end loads beautifully, offering strong feel and plenty of grip. Steering is predictable and precise, and the brakes deliver excellent power with reassuring lever feel. The Performance variant simply ups the ante when it comes to front-end feel.
BMW R 1300 RS – PROPER SPORTS-TOURER
The Line-Up
As with the R, there are four variants in the R 1300 RS range: Base, Triple Black, Performance and Option 719 Cuyamaca.
The Base starts at $23,090 + ORC and comes equipped with Integral ABS Pro, Dynamic Brake Control, Dynamic ESA, DTC, selectable riding modes, keyless ignition, cruise control, hill-start control, big TFT display with connectivity, LED lighting, Comfort Turn Indicator, adjustable windscreen and Michelin Road 6 rubber.
At $30,890 + ORC, the R 1300 RS Triple Black adds Design Option Silencer, dark-chrome exhaust manifold, engine spoiler, Comfort Package (heated grips and seats, and TPMS), Touring Package (prep for GPS device, central locking, centrestand, luggage grid and mounts for hard cases), Dynamic Package (DSA, Gear Shift Assistant Pro, Riding Modes Pro and Sport Brake) and Innovation Pack (Headlight Pro and Riding Assistant with front and rear radars).
Over the Base model, the R 1300 RS Performance at $29,890 + ORC adds Comfort Package, Dynamic Package, Design Option Silencer, dark chrome exhaust manifold, Design Option Wheels, Dunlop SportSmart Mk3 tyres, Sport Seat High, Sport Passenger Seat, tinted windshield, engine spoiler, Sport Suspension, Headlight Pro and preparation for GPS device. It should be noted that there are no pillion grab rails on the Performance variant, which also means no pannier fitment.
The $34,190 + ORC R 1300 RS Option 719 adds Design Option Silencer, dark-chrome exhaust manifold, Option 719 Wheel Sport, Option 719 Billet Pack Shadow, Comfort Package, Touring Package, Dynamic Package with ASA (DSA, Gear Shift Assistant Pro, Riding Modes Pro, Sport Brake) and Innovation Pack.
Options across the range include ASA ($1380), Sports Silencer ($1250), M Lightweight Battery ($315), High Windshield ($140) and low/high seats ($NCO).
Other accessories include tank bags and electrified panniers and top box.
![DI25_000264173[1]](https://www.roadrider.com.au/wp-content/uploads/2026/06/DI25_0002641731.jpeg)
On the road
The R 1300 RS is a sports-tourer in the traditional sense of the term – stand back and examine it without panniers fitted and it looks like a sportsbike, not a 17-inch-wheel adventure bike like crossovers such as BMW’s own
S 1000 XR. No, this machine competes more with the likes of the Kawasaki Ninja 1100SX SE, the Suzuki GSX-S1000GT, the Yamaha FJR1300 and the KTM 1290 Super Duke GT.
As you’d expect, the faired RS weighs a tad more than the naked R, but at 245kg fully fuelled and ready to ride, it’s only 6kg heftier. Like the R, the R 1300 RS feels light when you lift it off its sidestand, and a low COG aids low-speed manoeuvrability as well as easy changes of direction as speeds increase, and a fabulous feeling of stability.
Throw a leg over the RS and it feels completely different to the R, with a narrower handlebar that’s a touch lower and closer to the rider. This results in a comfortable upright riding position, but there is still plenty of space available to get in behind the adjustable screen. My preference was to run the screen in its lowest position as I copped some buffeting around the helmet when I raised it, but taller riders will likely prefer to lift the screen up a bit – it’s easy to adjust on the fly.
Road mode offers access to full power, a relaxed shift when ASA is in auto and a comfortable suspension setting, which combine to make the R 1300 RS a supremely comfortable long-distance tourer. Throw radar cruise control, hill-start assist, TPMS, heated grips and seats and various other features into the mix, and you can really knock over big miles on the R 1300 RS in comfort. But when you want to ride it like a sportsbike, it delivers.
Performance-wise, there’s not much to split the R 1300 R and the R 1300 RS, with that big ShiftCam-equipped boxer engine proving refined around town and thrilling on the open road, with dollops of torque from low revs and through the midrange, and surprising willingness to rev hard to the redline. The result is a bike that launches from corner to corner with enthusiasm, no matter what gear you’ve selected or whether you let the ASA do the shifting for you.
You sit further back on the RS compared with the R, but the front-end still feels planted when braking hard into corners, and it tips in willingly and holds a line beautifully. Those who lean more towards this style of press-on riding over touring will likely opt for the R 1300 RS Performance variant, which gets a taller sports seat, flatter handlebar and adjustable ’pegs for a more aggressive riding position, along with stickier Dunlop SportSmart Mk3 rubber.
The braking hardware is the same as that on the R and it offers excellent feel and power and is backed by well-sorted cornering ABS.
R 1300 RT — TOUR KING
The Line-Up
The four variants are the R 1300 RT, R 1300 RT Triple Black, R 1300 RT Impulse and the R 1300 RT Option 719.
The base-spec R 1300 RT starts at $39,990 + ORC and it’s loaded with equipment including Integral ABS Pro, Dynamic Brake Control, Dynamic ESA, DTC, heated grips, riding modes, TFT display with connectivity, Keyless Ride, hill-start control, cruise control, Dynamic Brake Light, LED taillight, Daytime Riding Light, M Lightweight Battery, Comfort Turn Indicator, adjustable windscreen, luggage rack, Integral pannier cases in body colour, audio system, Design Option Silencer, chrome-plated header pipe, Headlight Pro and Riding Assistant, forged handlebar, variable slipstream deflector, LED additional fog light and Comfort Rider’s Seat with seat heating and Comfort Passenger Seat. It also comes with the Comfort Package (central locking system, anti-theft alarm system, main stand, variable luggage system) and Dynamic Package (Gear Shift Assistant Pro, Riding Modes Pro [four], Dynamic Chassis Adaption, Sport Brake).
The Triple Black is $40,690 + ORC and adds a dark-chrome exhaust manifold and silencer to go with its Blackstorm Metallic paint.
The Impulse comes in Racing Blue Metallic at $40,940 and over the Triple Black adds Design Option Wheels.
The top-of-the-range Option 719 adds Design Option Silencer, chrome-plated header pipe, Option 719 Wheel Sport, Option 719 Billet Package Shadow, Audio System Pro and Comfort Passenger Package (top-case carrier, pillion heated grip, top-case in body colour, additional socket).
Accessories include tank bags, electrified top cases, case liners, low/high comfort seats, sports windscreen, engine protection bars and carbon cylinder guards.
On The Road
We won’t go into too much detail on the R 1300 RT here as we covered it comprehensively last issue, but I will point out that after having now ridden this big tourer on local roads, I am as impressed by it as Nigel was when he rode it two-up in Europe.
Other than the obvious styling differences, the huge windscreen and the big comfy seats, the main difference between the R, RS and RT models is the latter’s Telelever EVO front-end, which offers a different kind of feedback to a traditional fork. Once you get used to the feeling, it’s amazing how hard you can push into corners, and how planted it feels even on bumpy surfaces. Flick it into Dynamic mode and it firms up the suspension, raises the rear-end and offers a genuinely sporty feel.
But riding the RT quickly is very different to the other R 1300s; rather than crouching down and hanging off the side of it, you sit upright and let the bike move around beneath you. Sure it’s heavy, but with much of the weight down low, it tips into corners more easily than its size and weight would suggest it should.
Dial the ride mode back to Road and the suspension compliance has to be felt to be believed, offering a magic-carpet feel which, combined with the riding position, wide seat and huge suite of standard equipment, results in a bike that can eat up the miles in comfort like few others.
Tipping the scales at 281kg, performance is blunted a bit compared with the lighter R and RS models, but the RT is still a seriously quick machine thanks to that abundant 149Nm of torque.
The brakes do an admirable job of pulling up the R 1300 RT in a hurry, and thanks to the Telelever EVO front-end, there is barely any nose dive when doing so.
SUMMARY
Taken as a family, the new R 1300 platform feels like BMW has nailed the sweet spot between performance, tech and real-world usability.
The R 1300 R is the one that will put the biggest grin on your face on a Sunday blast, yet it’s still easy to live with every day; the R 1300 RS adds genuine long-haul ability without diluting that sporting edge; and the R 1300 RT remains the benchmark big tourer, delivering comfort, composure and mile-eating ease that few rivals can match.
Common to all three is that muscular boxer engine, a genuinely sophisticated electronics package and the availability of ASA, which quickly starts to feel like a must-have. Whether you lean towards naked, sports-tourer or uber-tourer, there’s a clear logic to each model – and the thread that ties them together is how refined, cohesive and confidence-inspiring this new-generation boxer platform is.
PHOTOS: DEAN WALTERS & BMW MOTORRAD
