BMW R 1300 RS (2025) – Technical Review

The R1300 RS is the last of BMW's flat-twins to get the new engine and chassis updates. While the GS and RT models dominate the sales charts as touring bikes with surprisingly sporty undertones, the sports-touring RS has always been a smart buy for sporty road riders who appreciate some practicality.

The R1200RS came of age in 2015 with the first of the liquid-cooled engines and then lost it's way a little with the not-quite-comfortable-enough R1250RS in 2019. When BikeSocial first rode the R1300GS we suggestd that the new engine would probably work even better in the RS and RT versions and, right now, we're feeling a little smug - because we were right. BMW's R1300RS is a superb sports tourer.

Pros & Cons

2025 BMW R 1300 RS - Prices & PCP Deals

After the launch of the closely related R 1300 R roadster a few weeks ago it’s been clear that the R 1300 RS will be at the more affordable end of the R 1300 lineup, and with a starting price of £13,700 the new machine meets those expectations, coming in close to its predecessor’s £13,340 RRP despite offering a substantial array of improvements.

As with other BMWs, the reality is that most customers are likely to delve deep into the options lists to substantially increase that figure, though. The cheapest version of the new model is the base, ‘Racing Blue’ variant, but you can also opt for the ‘Triple Black’ or step up to the ‘Performance’ version, in white with BMW’s motorsports graphics. Finally, there’s the Option 719 Cuyamaca, in Brooklyn Grey, at the top of the range.

From there, the options start with a selection of pre-spec’d packages. The Comfort package includes heated seats and grips, the Dynamic package (included on the Performance model) includes DSA electronic suspension, a quickshifter or semi-auto transmission, sport brakes and extended Riding Modes Pro electronics, the Innovation package includes cornering lights and rear collision warning, and the Touring package adds navigation prep, central locking, a centre stand and luggage brackets. Of course, you can also mix-and-match from the options list to create your own combination.

For the UK market, BMW also pre-packages the most popular options (apart from luggae) into an ‘SE’ version of the R1300RS starting at £15,990.

PCP deals are reasonable if you pay over 48 months. £1000 deposit and £197 per month with a final payment of £8671 will get you the well-specced R1300RS SE.

2025 BMW R 1300 RS - Engine & Performance

The engine that debuted on the R 1300 GS a couple of years ago is ported directly to the R 1300 RS unchanged, along with the R 1300 R and R 1300 RT.

As on those models, it puts out 143.5hp (145PS or 107kW) at 7750rpm and 109.9lb-ft (149Nm) pf torque at 6500rpm, a substantial rise over the 134hp and 105.5lb-ft of the old 1254cc R 1250 RS.

The engine, designed on a clean sheet for the R 1300 range, is lighter and more compact than its predecessor despite the 46cc capacity increase and nearly 10hp more peak power. Changes include a bigger bore and shorter, 73mm stroke, plus a completely new transmission that’s now packaged underneath the engine rather than behind it. That means the clutch is at the front, not sandwiched between the engine and gearbox, and the whole unit is much shorter than before.

As on the rest of the bikes in the R 1300 range the engine can optionally be combined with BMW’s ASA semi-auto transmission, which can operate in both fully-automatic and manual modes, the latter using a foot shifter that replicate the familiar up-and-down action we’re all used to.

Our R1300RS test bike was a manual model without BMW's optional quick shifterand the gearshift was as stiff and unsubtle as BMW Boxers have been in all the 40 years I've been riding them - not helped on this bike by a stubby clutch lever that seemed to lack, er, leverage. BMW's Gearshift Assist quick shifter isn't perfect (we had one on the R1300GS we ran in summer 2024) but it does at least make some of the gear changes much slicker.

I've only used BMW's ASA semi-auto on the R1300RT where I can sort-of see the value in it, but I wouldn't choose it on the sportier RS. I'm a big fan of Honda's DCT and Yamaha's Y-AMT semi-auto systems but for me, the BMW system felt a generation behind with sloppy unexpected changes on occasion that made filtering awkward. Plus, the foot lever felt odd - like it wasn't connected to anything.

If all that leads you to think I didn't like the R1300RS engine you'd be very wrong. Because despite all the gear change trickiness, this engine in this package is just flipping brilliant. So much easy power everywhere, always a choice of gears no matter how much you mess up and a power delivery that makes riders smile...all the time. I really loved this bike - easily the best of the new R1300 series. The 2025 engine is smoother and less noisy than the R1300GS we ran last summer and, as always the shaft drive is barely noticed on the road while the rider goes as nuts as they dare and still gets 200 miles to a tank of fuel.

Try one...now. Seriously, it'll change your view on pretty much everything motorcycling.

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

While all the new R 1300 models share the same new philosophy when it comes to their frames, with sheet steel construction for the main chassis instead of the old tubular steel design, allied to a cast aluminium rear section to support the seat, the R 1300 RS is particularly similar to the R 1300 R.

Like the R, it ditches the EVO Telelever forks used on the GS, GS Adventure and RT models in favour of much more conventional, upside-down telescopic suspension, which is more suited to its sporty role.

And that’s something BMW has put more emphasis on, increasing the gap between the RT and RS by making the former a more convincing tourer in R 1300 form, while pushing the latter more solidly into the ‘sport’ end of the sport-touring spectrum.

BMW says the new engine helps centralise the bike’s mass, making for better handling and response, and that the new chassis is more rigid than the design that came before.

Like the other models in the range, there are new wheels, 1.4kg lighter than the old ones to reduce rotating mass, and the engine design cuts another 6.5kg.

Those forks are fat, 47mm units, paired to the same EVO Paralever rear end that’s used on the rest of the R 1300 range, giving 140mm travel at the front and 130mm at the rear.

BMW’s Dynamic ESA electronically-adjustable suspension is standard, able to adjust the damping at both ends, and the company’s new Dynamic Suspension Adjustment (DSA) is optional, adding the ability to change the front and rear spring rates as well as the damping. DSA can even help get the bike onto its centre stand by raising the rear suspension.

The ‘Performance’ model, as on the R 1300 R, gets different suspension with longer forks and raised ground clearance by 10mm at both ends, increasing cornering clearance, as well as firmer damping than the standard version.

So much for the theory. In practice the R1300RS steers quickly for a shaft-driven BMW with conventional forks, but is stable too with superb roadholding on a typical UK back road. You'd be foolish to go chasing superbikes on a track day, but most British B-roads will be a fair exchange of adrenaline and 'definitely-not-racing' vibes.

The brakes are again the same as the R 1300 R, with radial-mount four-piston front calipers and the option of uprated Sport brakes with titanium-coloured calipers and improved performance. There’s BMW’s Integral ABS Pro as standard, with Dynamic Brake Control (DBC) that prevents the throttle from opening, even accidentally, when you’re on the anchors.

Again, all youneed to know is that work superbly in all situations. Full-on brake testing just for the hell of it on a deserted back road shows just how good modern brakes (and ABS systems) are, while they remain subtle and packed with feel on greasy city roads in the wet.

At 245kg wet, the R 1300 RS isn’t as light as some rivals, although you can slice 2kg from that total by ticking the option for a lithium battery instead of a lead-acid one.

2025 BMW R 1300 RS - Comfort & Economy

Christian Hahn-Wörnle, who designed the R 1300 RS, says: “The new BMW R 1300 RS has been given a far sportier character than its predecessor. This is evident not only in its increased engine performance and chassis capability, it is also instantly visible in the bike’s sporty design with fairing that extends a long way downwards. Accordingly, the ergonomics are now also noticeably sportier and more front-wheel-oriented – without compromising the typical BMW RS qualities of comfort for touring and long-distance travel.”

The new engine and chassis allows the rider’s weight to be shifted forwards compared to the R 1250 RS, with lower bars and pegs that have moved rearwards, but the bars are also 35mm wider to give more leverage. Optionally, BMW will fit ‘comfort’ bars that shift the grips up and back for a more upright riding position.

So, the best of both worlds, it seems, and, in practice they apear to have got it spot-on. I found the R1300RS to be comfortable on the motorway, but equally good in slow traffic or on twisty roads where I always felt in control. The previous R1250RS was much less comfy at slower speeds so this one was a pleasant surprise

The new bike look sportier than the R 1250 RS too, with a lower screen that helps improve aerodynamics for a higher top speed than its predecessor. BMW claims 153mph top speed, making it faster than any of its sister models with the R 1300 engine. I didn't get close to that but I did receive my first speeding ticket in seven years while riding it.

Opt for the Performance version and, as well as sports suspension, you get adjustable, milled footpegs, a sport seat and stickier tyres. Alternatively, you can spec the bike with options like luggage, a taller screen, and a heated seat. Or have them all and a price tag nudging £20k

The official fuel consumption figure is 58.8 mpg, and combined with a 17-litre tank that makes the bike’s potential range 220 miles from brimmed to dry. We averaged 56mpg in a range of different riding over 500 miles.

2025 BMW R 1300 RS - Equipment

While the R 1300 RS isn’t short of standard kit, which includes LED lights and a 6.5-inch colour TFT dash with all the connectivity you’d expect in 2025, you really need to start dipping into the options catalogue to get the most impressive tech and kit level that the bike is capable of supporting.

Those headlights, for example, can be upgraded to adaptive cornering versions with BMW’s Headlight Pro, changing the beam pattern depending on the bike’s angle of lean help look around corners. And for the first time on an RS, BMW’s Bosch-made radar system is offered as part of the Riding Assistant package, which adds Active Cruise Control (there’s non-active cruise as standard), as well as Lane Change Warning, Front Collision Warning and Rear End Collision Warning (ACC, SWW, FCW and RECW respectively in BMW’s ever-growing list of initialisms.)

There are two power sockets as standard, a 12V port on the side and a USB-C socket in the cockpit, and an array of luggage options including side cases and a top case, giving a total of 94 litres of storage, all connected to the bike’s central locking system. Even the optional satnav or smartphone mount unlocks electrically.

2025 BMW R 1300 RS - Rivals

Given the R 1300 RS’s position as a straightforward sports-touring all-rounder it’s not as simple as it should be to pick out direct competitors. Where once bikes like the Honda VFR would have been an obvious standard bearer in that segment, today’s models tend to lean into specific niches, like the high-rise faux-adventure style. But you might want to consider:

Suzuki GSX-S1000GT | Price: £12,899

Read more

Power/Torque

150bhp / 78.2lb-ft

Weight

226kg

Kawasaki Ninja 1100SX | Price: £12,249

Read more

Power/Torque

134bhp / 83.3lb-ft

Weight

235kg

Yamaha Tracer 900 | Price: from £11,300

Read more

Power/Torque

117.3bhp / 68.6lb-ft

Weight

224kg

2025 BMW R 1300 RS - Verdict

The simple version is that I loved this bike. It's my favourite of the new R1300 series by some way. It has all the sportiness I stil secretly crave, but with all the comfort and practicality I need as a year-round rider. It genuinely does do it all and do it well and the price of both the standard and SE versions seems reasonable for what you get in 2025.

Plus, a year into the R1300 project BMW seem to have sorted the niggles that made a lot of R1300GS owners so grumpy in 2024.

The sports touring segment is getting more competitive every year but for now, I think this bike is probably the best of the bunch.

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2025 BMW R 1300 RS - Technical Specification

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