R 1300 range completed with new tourer and sports-tourer
The launch of BMW’s R 1300 GS back in 2023 marked a quantum shift for the company’s signature boxer twin lineup with an all-new engine wrapped in a completely new chassis design. It’s taken two years but now the transformation is complete as the last of the old R 1250 models are superseded by new models sharing the same engine and philosophy.
The final two pieces in the puzzle are the R 1300 RT tourer and R 1300 RS sports-tourer, replacing the R 1250 RT and R 1250 RS respectively. They join the R 1300 R roadster that was launched in early April 2025, along with the existing R 1300 GS and R 1300 GS Adventure to complete the range.
Despite both being full-faired bikes with an eye to touring, and sharing an identical engine and similar frame design, the RT and RS are separated by more than just a single letter, with the RT borrowing more from the GS and the RS being more closely related to the R.
Mechanically, both models share the same 1300cc boxer twin that debuted in the R 1300 GS, with identical performance of 107kW at 7750rpm and 149Nm at 6500rpm. Despite carrying over the air-and-liquid-cooled, opposed-cylinder philosophy of the previous 1254cc ‘1250’ twin, and using the same ShiftCam variable intake cam timing and lift system, the new 1300 is a clean-sheet design. Unlike previous BMW boxers, which had the gearbox behind the engine, it has the transmission mounted underneath the crankshaft – an idea that Honda’s Gold Wing has used for years – to keep the package lighter and more compact. To achieve that, the clutch is at the front rather than the back, and BMW reckons the whole powertrain is 6.5kg lighter than the old 1250.
In terms of performance, the 1300 offers 7kW and 6Nm more than the old 1250, as well as meeting all the latest emissions rules around the globe.
Both the RS and RT, like the GS and R, can be ordered from the factory with BMW’s ASA semi-automatic transmission, which replaces the conventional clutch and shifter with two electromechanical actuators, controlled by a computer to allow a choice of fully-auto or automated manual operation. In both modes, the clutch is fully automated, but the ‘M’ setting lets you swap cogs yourself with a familiar-feeling foot-operated shifter – albeit one that’s connected to microswitches rather than gear linkages.
The chassis design of both the new models also follows in the footsteps of the other R 1300 bikes, ditching BMW’s long-favoured steel tube frame and replacing it with a sheet steel design. At the back, each bike gets a cast aluminium rear frame – the RS’s appearing identical to the R’s, while the RT’s is a beefier version intended to have more luggage-lugging capability.
While both bikes use BMW’s EVO Paralever rear suspension, with the usual shaft drive wrapped inside a single-sided swingarm, they have entirely different front suspension. The RT tourer, like the GS, uses the latest EVO Telelever front end that’s the latest generation of the long-lived Telelever that’s been a signature of BMW’s boxer bikes for decades. Like other Telelevers, the EVO Telelever uses telescopic forks but without the usual internal springs and damping, allied to a lower wishbone that connects from just above the front wheel to the frame in front of the engine. A single coil spring and damper unit is attached to that wishbone.
In the past, BMW has had two versions of Telelever. Thanks to the wishbone design, the rake changes as the suspension compresses, which means the fork-style element needs to be able to pivot at the top. On previous BMW touring bikes, the hinging point is where the forks meet the top triple clamp, allowing the yoke itself to remain at a constant pitch. On sports models, however, the forks were clamped firmly in the yoke and the rake change was enabled via a special bearing in the steering stem – giving better feedback but meaning that the top yoke and bars also change angle as the suspension compresses, a movement that would be unacceptably amplified on a tourer with longer, pulled-back bars. The EVO Telelever system gets the best of both worlds by combining the ‘sport’ style triple clamp, firmly attached to the fork legs, with a handlebar mount that’s separately mounted on the steering stem so the bars don’t change pitch. A stainless-steel flex plate attaches the bar mount to the top yoke to allow the required movement without interfering with steering feel and feedback.
Despite the effectiveness of EVO Telelever, BMW has now accepted that conventional upside-down forks are a better solution for sportier bikes, so the RS model, like the recently launched R 1300 R roadster, replaces the Telelever system with a pair of 47mm inverted forks. Also like the R, the RS can be spec’d as a ‘Performance’ model with 10mm longer forks and a similar hike to the rear suspension to increase cornering clearance.
Both the RT and RS get BMW’s ‘Dynamic ESA’ electronic suspension adjustment as standard, but can be upgraded to the company’s Dynamic Suspension Adjustment (DSA) to add more adaptability. On the RT, DSA introduces the ability to change the bike’s geometry – either raising the rear for a steeper rake and sharper steering or lowering it for a more stable, relaxed riding experience. And on both the RT and RS, DSA allows the electronic adjustment of spring rate front and rear as well as damping and preload, letting the bikes compensate for load changes and alter their setups depending on the selected riding modes.
Speaking of which, both models come with three riding modes as standard – Road, Rain and Eco – altering the throttle response and the settings for the cornering traction control, but can be spec’d with BMW’s Riding Modes Pro option to add ‘Dynamic’ and ‘Dynamic Pro’ rider-adaptable settings.
Another option, available on both models, is BMW’s Riding Assistant package, adding radar-based Active Cruise Control, Front Collision Warning, Rear End Collision Warning and Lane Change Warning (known as ACC, FCW, RECW and, confusingly, SWW respectively) to the roster of initialisms.
The RT, of course, gets luggage as standard, with a pair of 27-litre side cases. Those can be switched out for BMW’s ‘Vario’ cases, able to be extended from 27 to 33 litres, and other options include two sizes of top case – 39 or 54 litres in size – the larger one including a heated passenger backrest. All the cases are electronically operated via the bike’s central locking, which also locks or unlocks the optional satnav/phone holder. The RS can also be specified with luggage in the form of 26 and 29-litre side cases, again centrally locked, and a 39-litre top case.
On each bike there’s a USB-C port in the left side case, when fitted, and the RT also has an actively ventilated phone cubby in the fairing with its own USB-C charger.
Each bike comes in four model variants. The RT can be had in base, ‘Triple Black’, ‘Impulse’ and ‘Option 719 Camargue’ forms, while the RS’s base variant is also joined by a ‘Triple Black’ model, as well as the ‘Performance’ variant and a range-topping ‘Option 719 Cuyamaca’ version. Most of the differences are cosmetic – with changes in paintwork, screen height, seat spec and exhaust colour – but the RS Performance gets the uprated suspension and adjustable, milled footpegs, while the Option 719 versions of both models get their own wheel design and a package of milled components.
Weight is also an area where the RS and RT differ substantially. Neither is a flyweight machine, but the RS is much lighter at 245kg wet, while the RT comes in at 281kg, thanks in part to a bigger, 24-litre fuel tank where the RS has a 17-litre unit, but also to the heftier rear frame that gives it more load capacity. The RT is also expected to have a substantially higher starting price, although the vast array of options available on both models means it’s going to be very easy to hike the price far above the basic RRP.
