BMW R 1300 R (2025 - ) review

In the past, in the UK at least, BMW’s R version of its big boxer twin has often been dismissed for being a little bland in terms of style and dynamics and also lacking the versatility and practicality of the adventure GS or even the sports-tourer RS, even if the last two incarnations, the 1200 and 1250 deserved better. But this latest R 1300 R is a significant step up that deserves consideration. Its base 1300 mechanicals give it the same, novel, lightweight, steel plate ‘shell’ frame that debuted on the GS. The riding position and the bike’s whole attitude is sportier, too, with the more aggressive styling to match while the new R also sees the debut of BMW’s pioneering new DSA suspension system which makes its sportier still. In short, this new R is as worthy, characterful and effective as ever but now with an extra sporting edge that feels just right for modern British roads. On the slight downside myou’re unlikely to resist the fancy paint, cosmetic extras and features our test bike boasted and which quickly inflates its price over what looks a reasonable entry cost.

Perhaps second only to Honda, BMW typically gets its rider economics right and real road relevant, and this is certainly true of the new R 1300 R. Although its handlebar and footpeg placement are canted slightly further forward than the old 1250, it’s still not uncomfortably so. The bars are also adjustable while the seat to peg distance is unchanged. Standard seat height is 810mm, which is reasonable for most, and low and high versions are also available as optional extras. At 239kg fully-fuelled the R’s not imposingly heavy, either, and although the R’s bodywork and fat 17-litre tank give an impression of heft, it’s not intimidating or awkward. Of course, being a roadster, the lack of a fairing limits cruising comfort, but a flyscreen is also available as an optional extra.

All unfaired roadsters, whether retros or performance nakeds are limited in terms of practicality. That said, the R1300R is better than many and compensates (to a degree) by BMW also offering a huge range of extra cost accessories, ranging from screens to different seats, Comfort Packs including heated grips and seats and multiple luggage options. Being a roadster it’s also great around town and its enhanced sportiness on A- and B-roads adds to its appeal but it obviously lacks the off-road ability of its GS relative or the true versatility of the RS sports-tourer. For a roadster it’s better than most, though.

As the R is effectively a variant of the family of related bikes spun off the latest R 1300 GS and, at its heart ,is the same, all-new 1,300cc boxer twin which remains BMW’s signature engine layout. It produces the same 145 horsepower as its siblings, which is a significant rise from the old 1250’s 136, but slightly further up the rev range, along with 149Nm of torque at 6500rpm. That might not be in the same near-ballistic league of some super nakeds such as Ducati’s Streetfigher V4, which is arguably overkill. As it stands it's still enough for plenty of excitement and thrills in real world riding, with three standard riding modes, Rain, Road and Dynamic adding to the fun. There’s also an optional quickshifter and Akrapovic pipe (which our test bike was fitted with) plus plenty of gurgly character. Braking, meanwhile, is taken care of by twin 310mm discs at the front grasped by four-piston, radially mounted calipers supported by a 285mm rear disc and twin-piston caliper at the rear, which together offer ample power and feel and are all assisted by cornering ABS.

This is one of the areas in which the new R 1300 R truly shines – but not in a racetrack refugee sense. The new suspension set-up still comprises chunky USD forks at the front with a monoshock/Paralever rear but this time introduces BMW’s new Dynamic Suspension Adjustment system, or DSA in the jargon. This is effectively motorcycling’s first actively variable spring rate system, as opposed to the variable damping systems which have been available so far. Obviously, the springs themselves don ‘t change, but, instead, as the forks dive, oil is sent back up the right-hand fork leg to then push against the bottom of the spring via a piston, so mimicking a higher spring rate. At the rear, meanwhile, the monoshock’s remote reservoir contains a second spring that combines to stiffen the spring rate when you switch to the Dynamic riding mode. The result, combined with BMW’s ESA damping adjustment is impressively slick and delivers that rare blend of a cultured, plush ride when merely travelling, combined with a taut, sporty dynamic when you choose to wind things up.

At the end of the day the new R 1300 R remains a high-end, premium bike from a prestigious manufacturer so is never going to be that cheap to run. Beyond the teasing base price if you start ticking options such as the fancy paint, wheels, exhaust and more that our test bike featured, that can very quickly rise. That said, BMW residuals are also far better than most, and the 1300 R is still a league below 200 horsepower super nakeds, so won’t be as hungry for consumables such as tyres and brake pads. What’s more, being shaft drive, there’s no need to worry about chains, either…

BMWs have long had a better than average reputation for reliability and quality and, although not perfect, the new boxer R 1300 series continues that tradition. There have been few, if any, significant issues with the R 1300 GS since its launch in 2024, with the subsequent Adventure version, touring R 1300 RT and sports-tourer 1300 RS posting, so far, a similarly clean bill of health. The new R shares most of its mechanicals with all those bikes so we have little cause for concern, although it should be added that it also sees the debut of the new DSA system, on which we have to reserve judgement.

The new R 1300 R comes as standard with BMW’s manufacturer-backed warranty covering all parts and labour from first registration and currently lasting three years with unlimited mileage and also currently including three years roadside assistance. Servicing-wise, maintenance checks are due initially at 500 miles for the usual first service oil change followed thereafter by a standard annual/interim service every 6,000 miles and a major service every 12,000 miles.

With BMW bikes, as with its cars, equipment levels are usually akin to ‘how long is a piece of string?’ given base-level machines are fairly spartan but then usually specced-up by owners to lavish levels with optional extras. The same is true of the R 1300 R. The base machine is only available in blue and has very little apart from three modes, the new DSA system, BMW’s standard 6.5-inch TFT dash, traction control, keyless ignition, cruise control, LED lights, a USB-C charger and ABS. Our test bike gained fancy paint, Akrapovic pipe, quickshifter, sport wheels and ... a much heftier starting price. Pays your money! 

The R 1300 R may be a quite straightforward machine and also a very good one, but in the UK, it also seems to be a very niche proposition with most buyers preferring the extra spec, ability and image of its GS adventure stablemate. But if you just want a pure, unfussy boxer experience, the 1300 R has a lot of style, kudos and real-world performance and also an individuality those siblings can’t match. Against rivals it's also worth asking yourself whether you actually need the performance of super nakeds like the Tuono, Streetfighter or Super Duke. I’m sure a 1300 R would suit you more of the time. If you DO get one, though, make sure you get some of the extra bling. A bog basic one would be too bland to contemplate.