To not toot my very own horn, however as BMW’s Nationwide Model Ambassador for its authority division, I’ve so a few years of enforcement, coaching, and competitors expertise solely with BMW’s RT platforms that I might shut my eyes and take heed to the engine alone and inform you what technology you simply fired up. And that features BMW’s new R 1300 RT, which I’ve been coaching and competing on since driving a pre-production model of it in June 2025 in Germany.
Okay, possibly now I’m tooting my very own horn.
So right this moment, I’m going to take a few of that coaching and expertise and apply it to the brand new 2026 BMW R 1300 RT with the elective ASA (Automated Shift Help) and offer you my sincere suggestions.
First, I’d like to deal with the curiosities surrounding the brand new ASA possibility this bike has, as a result of it’s most likely the most important information out of Berlin and most of you probably haven’t tried it but. The ASA automates the clutch and shifting course of by clicking by way of its typical 6-speed transmission. Just like Honda’s Twin Clutch Transmission, you don’t have a clutch lever, don’t must bodily shift gears, can’t stall the bike, and acquire the problem of questioning what to do together with your left hand for the primary 25 miles. Having spent a good period of time with each techniques (see my take a look at of Honda’s new NT1100 DCT), I can say there’s a appreciable distinction between the 2 of them. Let me clarify.
BMW’s ASA engages the driveline nearly precisely like a traditional clutch does, that means you continue to have the feeling that clutch plates are getting used (slipping) to manage energy to the driveline as revs fluctuate. That is evident if you take off from a light-weight, journey exceedingly gradual in a parking zone, or execute tight maneuvers like U-turns; it’s clean and gradual, however most significantly acquainted. Which means I can generate some revs with out quick and direct ahead momentum, enabling clean management of the bike in tight situations while not having to journey the rear brake excessively to maintain speeds down.
In distinction, the DCT system from Honda makes use of two clutches (one for even gears and one other for odd gears), so the system lacks that clutch slipping functionality and as an alternative generates an instantaneous energy pulse to the driveline if you crack the throttle. This makes gradual management rather more difficult, as a result of any engine pace above idle generates quick ahead momentum, modulated solely by heavy rear brake and heavy throttle, which shortly heats up the system. Briefly, BMW’s ASA system is hands-down higher when the speeds drop.
Diving a bit deeper, the ASA has two modes: Handbook (M) and Drive (D). In case you select Handbook (my favourite by an extended shot), merely make use of your left foot in the identical method you at present do and click on down into 1st gear. The automated clutch will easily interact the driveline and away you’ll go. Need to shift? Simply click on up into 2nd and past. The shifts are fast, clean, and easy. And whereas this may not sound rather more handy than a conventional clutch system, strive a number of hours of metropolis driving, topped off with a dollop of stop-and-go visitors. It’s a sport changer.
The place the ASA was not implausible was after I used it in Drive mode and handled metropolis driving. The transmission saved quick shifting at slower speeds, which could not sound like a giant deal, however after I took off from a useless cease and went immediately right into a turning motion, generally the bike stunned me by abruptly reducing energy and shifting gears. This brought on it to extend lean angle after I least anticipated it, leading to a momentary sense of freefalling. Primarily, the shift factors have been nowhere close to the place my pure inclination anticipated them, like abruptly shifting to third whereas mid-corner at 15 mph. That mentioned, it wasn’t a difficulty whereas cruising at freeway speeds or in lengthy sweeping canyons.
However in these conditions, it revealed one other irritation I had with ASA’s Drive mode. Regardless of how a lot throttle I gave it, or how speedy I twisted the throttle whereas cruising down the highway, typically it wouldn’t downshift to get me shifting. Sure, merely dropping gears with my left foot was a fast repair, but when I’m going to have to try this, I would as effectively simply preserve it in Handbook mode, which is what I ended up doing for many of this take a look at.
So to land the aircraft on ASA, it’s implausible in Handbook mode in all conditions, the automated clutch is nice for gradual pace conditions (one thing most automated techniques battle with), but it surely’s solely tolerable in absolutely automated Drive mode. Additionally, placing the ASA-equipped RT into impartial was difficult. Which clutchless system do I choose? I like ASA higher than DCT as a result of whereas I might stay simply effective with it in Handbook mode on the road, I do a great deal of gradual expertise driving and the DCT is just not a superb possibility for that. In any other case, I feel the DCT works higher in all places else when you’re on the lookout for a real automated possibility.
Ergonomically, nothing concerning the new-gen RT actually stood out or required particular effort to get instantly snug in comparison with the R 1250 RT. Being 6-foot-2, I raised the seat into the tall place (33.0 inches; low place is 32.2), and the seat can also be adjustable for angle. Some have complained that the RT’s narrower windscreen reduces wind safety, however in its highest place it labored nice for me and provided extra air flow than the 1250’s display screen when lowered. And though BMW has pushed the 1300 in a sportier path, as evidenced by a wider 190mm rear tire, a narrower and smaller-capacity gas tank (6.3 gallons vs. 6.6 gallons on the 1250), and extra cornering clearance, nothing of those modifications negatively impacted me after I droned down the highway with the inspiring radar-based Lively Cruise Management engaged. In different phrases, it’s as cozy and relaxed because it ever was.
However as quickly as I received sporty, the temper modified. The brand new 1,300cc boxer engine now packs extra punch with 145 hp and 110 lb-ft of torque, making it probably the most highly effective (and enjoyable) RT ever made. Sure, it’s clean and luggable, and it cruises fantastically at 80 mph down the freeway, however after I set it to Dynamic Professional mode, it grabbed me by the shirt collar and wouldn’t let go. That was uncommon, as a result of in my expertise boxer engines are sometimes predictable and pedestrian, feeling like they’re nonetheless in a little bit of a fog when the alarm clock goes off. Not this motor. It pulled from the phrase “go” and saved pulling, stretching the revs a lot farther between shifts, making nook to nook blasts easy and freeway overtakes an afterthought.
Whereas this new motor will make you are feeling 30 years youthful, you may admire the chassis much more, beginning with the considerably improved Telelever EVO suspension system. Now, when you’ve by no means skilled entrance suspension like this, it’s fairly distinctive in design, perform, and general really feel. The system that separates the perform of aligning the entrance wheel from damping. What you’ll discover most readily whereas driving a Telelever-equipped BMW is the shortage of front-end dive beneath heavy braking. And whereas this new system nonetheless has this attribute, it’s way more sturdy and inflexible when in comparison with earlier variations. The result’s far larger steering accuracy and wheel monitoring over imperfect highway situations, with nearly no deflection when the entrance wheel is challenged to snap out of line.
For instance, whereas droning down the freeway I hunt for imperfect lane cracks that run parallel to the highway, letting them seize my entrance tire to generate uncomfortable steering suggestions on the handlebar. On the R 1300 RT, I struggled to position my entrance wheel into the cracks, as a result of the Telelever was so secure and direct that it simply tracked proper throughout them, transmitting nothing by way of the bars within the course of. In some unspecified time in the future I needed to arise and peer over the windscreen to see that I was within the cracks. I observed an identical outcome after I was leaning over in a flip, and my entrance tire confronted highway particles and imperfections. The bike simply pushed proper previous and continued to trace fantastically.
Staying on the subject of suspension, BMW now gives a brand new Dynamic Chassis Adaption characteristic, which robotically will increase rear journey peak journey by 1.2 inches when it reaches 12 mph (it goes again down if you go beneath 6 mph), which livens up the geometry by lowering rake and path, successfully steepening the top angle and making the steering faster. What’s superb is that despite the fact that the spec sheet indicated the R 1300 RT gained a number of kilos (roughly 5 lb dry weight), it feels most likely 75 lb lighter than its predecessor when driving it. I’m positive it helped that the R 1300 RT’s gearbox and clutch are actually contained in the engine housing, leading to a extra compact powertrain with higher stability and general mass centralization. Regardless of the motive, this bike felt like a middleweight beneath me. That’s, till I whacked the throttle.
GEAR UP
- Helmet: Schuberth C5 Carbon
- Jacket: Richa Charleston Jacket
- Airbag Vest: Alpinestars Tech-Air 7x
- Gloves: Lee Parks Design Deer Excursions
- Pants: Richa Unique 2 Denims
- Safety: Bohn Armored Driving Pant
- Boots: Indie Ridge Crossfield
Whereas BMW’s Journey Modes Professional bundle is just not new, it seems the engineers skipped bowling evening in favor of upgrading the system for even larger particular person customization than earlier than. Briefly, Journey Modes Professional is an elective improve that enables effective tuning of usually fastened traits for issues like engine mapping, ABS, traction management, and suspension. Once I was cruising, I turned the bike right into a Cadillac – mellow, tender, and easygoing from level to level. Then, when the highway grew corners, I kicked up my throttle response, decreased my traction management and ABS, and considerably tightened up my suspension. It was like buying and selling in my AARP card for a set of canine tags. Snappy path modifications, entrance wheel lofts from level to level, and extra pleasure than any sport tourer I’ve ever thrown a leg over. And when the highway straightened out, so did I.
Sadly, it wasn’t all champagne needs and caviar goals. Nearly instantly I observed was a measured discount in outright stopping energy in comparison with the R 1250 RT. Wanting on the two fashions side-by-side, it does seem that the brand new 1300 has 10mm smaller diameter in its entrance rotors (310mm vs. 320mm) in comparison with the 1250, so possibly that is the distinction. However I’ve ridden and competed on 5 totally different 1300 RTs to substantiate it wasn’t an remoted incident, and so they have been all weaker than my outdated 1250 RT-P (and the opposite three earlier than it).
And whereas we’re consuming from a half empty cup, the footpegs on the R 1300 RT want a rethink, as a result of the rubber isolation sleeves rotate across the steel peg over time if you push on them together with your legs. I’ve had this subject because the R 1150 RT-P, and as of proper now, it seems I nonetheless do.
This new BMW R 1300 RT has fairly a number of new whistles and bells with it, so I’d wish to apologize now if I didn’t delve sufficient into issues like the baggage measurements, the audio system, or how the brand new bodywork made me really feel about myself. These items are usually not what inspire me to name in sick, open the storage, and head out on a journey with a devious grin on my face, so I don’t wish to burn the clock telling you about them. In spite of everything, I’m fairly positive the seller has a brochure you’ll be able to learn.
I feel it issues most that you simply admire the truth that this bike can stay fortunately in two locations at one time. In case you want a snug cruiser if you’re feeling your age, it’s actually a number of clicks, spins, and faucets to transform it right into a mile-munching limousine, rain or shine. If it’s competitors season and also you want a snarling beast to go to battle with, simply flip every thing as much as 11 and light-weight the fuse. It’s on this twin universe that the R 1300 RT thrives. And in reality, its masterstroke is its capability to morph from one to the opposite midstream, when our caffeine-infused bull session slips into the boring twilight of Bengay and ibuprofen. At a base value of $22,645, you’re really getting two bikes in a single.
2026 BMW R 1300 RT Specs
- Base Value: $22,645
- Value as Examined: $30,125 (Alpine White Package deal, ASA)
- Web site: BMWMotorcycles.com
- Guarantee: 3 yrs., 36,000 miles
- Engine Kind: Liquid-cooled longitudinal opposed-Twin, DOHC, 4 valves per cyl.
- Displacement: 1,300cc
- Bore x Stroke: 106.5 x 73.0mm
- Horsepower: 145 @ 7,750 rpm (manufacturing unit declare)
- Torque: 110 lb-ft @ 6,500 rpm (manufacturing unit declare)
- Transmission: 6-speed w/ Automated Shift Assistant (as examined)
- Ultimate Drive: Shaft
- Wheelbase: 59.0 in.
- Rake/Path: 26 levels/4.5 in.
- Seat Top: 32.2/33.0 in.
- Moist Weight: 620 lb (manufacturing unit declare)
- Gas capability: 6.3 gal.
The put up 2026 BMW R 1300 RT Evaluate: Quinn’s Take appeared first on Rider Journal.
