Dynamic Tourer Tested - BMW R 1300 RT 2026

As every year in February and March, we've once again set up our Spanish "1000PS Away Garage" in the Barcelona area. Here, we take advantage of the warmer climate, salt-free roads, and the stunning landscapes of Catalonia to kick off our testing season early and put the first motorcycle innovations of the year through their paces. The BMW R 1300 RS and R 1300 RT marked the start of the diverse test program for the coming weeks. Find all the tests of the latest motorcycles in Spain here.

As the season kicks off, our fingers are itching to ride. Long-unridden routes beckon with memories of past riding pleasures. One of these old favorite routes is the GI-682 near Tossa de Mar on the Catalonian coast towards France. It is rumored to have 365 curves packed into just about 20 kilometers, winding along the reddish cliffs of the steep coast over small sandy beaches to the turquoise sea. A true delight! However, its almost a two-hour journey to get there, with temperatures sometimes in the single digits, fog, and dense morning traffic. Is it worth it? That depends on the bike. With a motorcycle that makes two hours of highway riding comfortable and then lets you dynamically devour the curves, its definitely worth it! Sounds like a perfect test for the touted comfort and promised dynamism of the R 1300 RT.

With the R 1300 RT, BMW aims high. The new generation is meant to bridge the gap between a comfortable tourer and a dynamic road bike more effectively than any RT before it. To achieve this, the motorcycle has been re-engineered in many areas. At its heart is the well-known 1300 Boxer engine, delivering 145 hp at 7,750 rpm and 149 Nm at 6,500 rpm. Technically built on the current Boxer platform, it features BMW's ShiftCam technology for variable valve timing. Compared to the old 1250, the new engine feels noticeably more lively. It may not have the same high-rev punch, but it delivers strong low-end torque, revs more eagerly, and overall offers a more dynamic character.

The chassis has also been fundamentally redesigned. The R 1300 RT features a new steel sheet main frame, while the rear utilizes an aluminum subframe. Additionally, the gearbox has been relocated beneath the engine, making the entire drivetrain more compact. According to BMW, this system reduces the drivetrain weight by around 6.5 kilograms and enhances mass centralization. With a ready-to-ride weight of 281 kilograms, the RT remains a large motorcycle, but the technical foundation aims to make this mass more manageable in terms of riding dynamics. The technical overhaul is complemented by new aerodynamics with adjustable side panels that provide either more cooling or more wind protection, depending on their position.

The journey to a favorite route rarely begins with curves on a touring motorcycle. The new RT first has to prove itself on long stretches. The seating position quickly reveals that while BMW aims for more dynamism, the touring DNA is clearly preserved. The rider still sits upright with a relaxed knee angle and no pressure on the wrists. At the same time, the position is somewhat more active than on previous RT models. The handlebars are positioned further forward and are slightly wider, orienting the upper body more towards the front wheel. Yet, it remains far from sporty or uncomfortable. At my height of about 1.85 meters, this ergonomics fits very well. Even after a longer ride, the posture feels pleasant and relaxed.

The new RT also showcases its touring qualities in terms of wind protection. In addition to the electrically adjustable windscreen, it features adjustable side panels. When opened, noticeably more air reaches the knees and legs. In the closed position, however, a very calm airflow with strong wind protection is created, which is particularly impressive on the highway. Numerous comfort features are also included. The large 10.25-inch TFT display offers clear visuals and is operated via the well-known BMW Multi-Controller. An actively ventilated smartphone compartment with a USB-C port allows for charging on the go. An extensive radar package with adaptive cruise control, collision warning, and lane change warning is available as an option. In combination with the optional Audio Pro system, it becomes a very comfortable travel companion for long journeys.

Upon reaching the destination, it becomes clear how well the RT fulfills its touring mission. A key component is the luggage system. The RT comes standard with side cases, each offering 27 liters of volume. For the first time, BMW offers an optional Vario case system for the RT. This allows the volume to be adjusted between 27 and 33 liters per side, enabling a reduction in vehicle width for everyday use or an expansion for longer tours. The cases are electrified and can be opened via central locking. Additionally, they feature interior lighting and a USB-C port in the left case.

During the long journey, the character of the new Boxer engine also becomes evident. The 1300 feels confident and refined. It offers strong pull from low revs while delivering enough rev-happiness to be ridden dynamically. The engine runs very smoothly and with minimal vibrations. Together with the semi-active suspension, it provides a pleasant riding experience on long stretches. Irregularities are smoothly filtered out without the suspension feeling mushy. Despite its role as a touring motorcycle, the RT already gives the impression during the ride that it can do more than just cover miles in comfort.

On winding roads, the R 1300 RT finally reveals its other side. It is built on BMW's well-known suspension concept with Evo Telelever at the front and Evo Paralever at the rear. This is complemented by the new Dynamic Chassis Adaptation system, or DCA. It goes beyond a standard semi-active suspension by not only adjusting damping and spring rates but also altering the chassis geometry depending on the selected riding mode.

In the sporty Dynamic Pro mode, the rear lifts by about 30 millimeters and the front by around 8 millimeters. This changes the steering head angle, reduces the trail, and increases the lean angle clearance. On the road, this technical approach is immediately noticeable. The RT can be surprisingly easy to lean into corners and remains very neutral. Despite its size, it feels willing and precise. Particularly notable is that the high weight is hardly noticeable when riding. The mass centralization and the new geometry ensure that the bike feels significantly more agile than one would expect from a 281-kilogram touring motorcycle.

Another intriguing feature of the new RT is the ASA system. This automated shifting technology goes beyond a traditional quickshifter. Two electromechanical actuators handle both clutching and gear shifting. The rider can choose between a manual mode and an automatic riding mode. In the automatic mode, the motorcycle takes full control of gear selection, while in manual mode, the rider can still shift gears manually.

In operation, the system works surprisingly intuitively. Gear changes are smooth and suited to the driving situation. Especially on longer routes, the system significantly reduces the rider's workload. At the same time, it remains possible to manually intervene and choose gears independently. The manual mode is particularly interesting for a sportier riding style, but in everyday touring, the ASA shows its strengths. Combined with the confident Boxer engine, it creates a very relaxed yet dynamic riding experience.

Despite all the technical innovations, the RT remains a large motorcycle. The ready-to-ride weight of 281 kilograms is noticeable when stationary and maneuvering. However, once the motorcycle is in motion, this impression diminishes significantly. The RT feels stable and predictable. Even at low speeds, it remains well controllable. The interplay of the suspension, geometry, and engine ensures that the motorcycle feels lighter than the raw numbers might suggest.

The braking system complements the character of the RT well. Up front, dual discs with radially mounted four-piston calipers and a diameter of 310 millimeters are employed. The pressure point is pleasantly soft-tuned without feeling imprecise, allowing for excellent modulation of the brakes. Combined with the lean angle-optimized Integral ABS Pro, the motorcycle remains stable even during spirited riding. The high lean angle clearance in Dynamic Pro mode also ensures that even sporty riding on twisty roads is possible without components touching down too early.

The ride to Costa Brava has impressively demonstrated the versatility of the BMW R 1300 RT. The dynamic Boxer engine, excellent ergonomics, and state-of-the-art electronics make it both a long-distance champion and a corner conqueror.

There are hardly any drawbacks that could mar the overall impression. The biggest downside is the considerable price. In Germany, you need to invest at least €23,030 for the RT. In Austria, it starts at €26,180. Our nearly fully equipped test machine even reaches €29,745 or €33,854. A hefty price for a hefty motorcycle.