BMW R 1300 RS (2025 - ) review

Through twists and turns there is a certain predictability to the evolution of BMW’s boxer range. The original R100 RS of 1976 caused a sensation for being the first mass-production bike with a fairing, the signature boxer engine dropped in the 80s for the K100, reappearing as a twin with the early 90s R 1100 RS and then really cementing itself with the GS-based R 1100 RS of 2015. For all that it’s somewhat lived in the shadows of the GS, despite the more road-optimised set-up of conventional rather than Telelever forks and sharper handling. In this time its evolution has basically followed that of the GS, gaining power in the transition from 1200 to 1250 and now built around the latest 1300 engine. This time, however, the changes are bigger. The new powertrain has more power again, the sheet steel frame is lighter and more compact, there’s a raft of new tech and the whole bike is sportier, slimmer and lighter looking. It may have lost some of the versatility of the old 1250 but it’s still a great, real-world bike, and a thinking rider’s alternative to the more obvious GS.

The definition of a successful sports-tourer lies in how well it balances the compromise between sports and touring, this often down to power delivery and ergonomics. For your 6’ 3” tester the previous Honda VFR750 remains the benchmark but the last R 1250 RS ran it close with a wonderfully neutral riding position, plenty of adjustability (screen included), sensible weight and the flexibility of its characterful boxer engine. This time round BMW is tipped the balance more to the sports side thanks to the revvier and more powerful 1300 engine, more compact proportions and a more aggressive riding position. Just possibly at the expense of the tourer side, given criticisms of the less comfortable seat. We didn’t notice this particularly, it’s still up there with the best of the breed and it’s more exciting and sophisticated than ever.

Sports-tourers remain among the most versatile of motorcycles but have lost out to the off-road appeal and SUV-like looks of adventure bikes. Today, the 1300 RS’s only true rivals are four-cylinder alternatives like the the Kawasaki Ninja 1100SX and Suzuki GSX-S1000GT Suzuki’s similar GSX-S1000GT. As a road bike, however, this RS really can still do it all. At road speeds it’s a more than rewarding sportster while its semi-upright gait, adjustable screen, shaft drive and luggage options make it a far better two-up tourer than anything this side of a dedicated long-distance mile-muncher. Nor is it too extreme to put you off riding it around town, and its equipment make it a classy, premium option. Instead, the only downsides are that the RS remains, in the UK at least, the forgotten model in the boxer line-up and its premium price is significantly undercut by the Kawasaki and Suzuki.

BMW’s latest 1300 boxer is its most powerful and capable so far and, although slightly revvier and peakier than the 1250, still has bags of grunt. It’ll happily pull from as low as 2,000rpm while racing ravenously up to its 9,000rpm redline. While quick enough it somehow lacks the excitement its four-cylinder Japanese rivals, though. That doesn’t matter for the GS but in the RS feels efficient rather than enthralling. But there are plenty of other compensating efficiencies. Shaft-drive is a bonus for this kind of bike, BMW’s effective ASA semi-automatic transmission is an option for the first time, and the electronic aids all work well. Braking-wise there are no complaints, either. BMW-branded radial four-piston calipers at the front offer bags of feel and power and are assisted by cornering ABS but, overall, the 1300 RS’s ‘going and stopping’ capabilities are sufficient rather than sensational.

An ace card for the RS. In standard trim the BMW achieves that perfect compromise of a smooth, cultured ride with sufficient sharpness to be engaging as a sportster. And if you’re prepared to pay extra for BMW’s optional ESA Electronic Suspension Adjustment system you can switch between different set-ups at the prod of a button in a feature that suits the RS perhaps better than any other BM.

Big-bore BMW ownership never comes cheap and while the base price may seem on a par with the Kawasaki and Suzuki nobody ever buys it like that and by the time you’ve added the electronic goodies the price looks a lot steeper. Nor did we realise BMW’s claims of improved efficiency, which combined with a smaller tank can get annoying. The fact it’s shaft-drive and two- rather than four-cylinder helps running costs but it remains a premium performance bike and will never be the cheapest to live with.

While the 1300 family of which it is a part has been on sale a little while now it’s still relatively new in the scheme of things and yet to seal its reliability record either way. But the RS is a premium machine from a prestige brand so we’d expect quality to live up to expectations, the supporting tech in terms of cycle parts and electronics all proven kit as well.

BMW’s standard issue warranty for its big bikes is now three years with unlimited mileage covering all parts and labour. Like the rest of the 1300 family and, indeed, the previous 1250 main services come round every 6,000 miles or annually, whichever comes first.

There’s never any shortage of extra kit available on a new BMW, the question being how much of it are you willing to pay for? Options include the usual stuff like heating for grips and seats, cosmetic dress-up parts and now tech like radar cruise control, proximity sensors, the aforementioned semi-active suspension and part-automated shifting and more on top of the standard spec of plain paint, 10.25-inch TFT dash, panniers, three rider modes, two-way adjustable screen and more. BMW’s slick configurator offers the perfect way to crunch the specification to your needs and budget, even if the number it finally spits out might compare unfavourably with more generously equipped Japanese rivals.

Given the dominance of adventure bikes your options for a sports-tourer style machine are limited, this 1300 RS building on the performance, style and sophistication of the previous 1250 even if by the final reckoning it might not quite nail the brief as effectively. It’s still a great bike and a distinctive and classy alternative to rivals from Kawasaki and Suzuki, while remaining one of the most underestimated of all BMW’s big boxers.