- More power, less weight: The new 1300cc boxer delivers a noticeable step up in performance and agility, giving BMW’s naked R genuine sporting bite for the first time.
- Configurable to the extreme: From comfort-focused roadster to sharp Performance-spec naked, the R 1300 R can be tailored almost any way you want — if you’re prepared to pay for it.
- Finally desirable: Better looking, more engaging and more capable than the outgoing 1250 R, this is the most appealing naked boxer BMW has built to date.
BMW has reinvented its naked boxer with the R 1300 R, blending GS-derived performance with sharper styling and a more sporting edge than ever before. Words: Adam Child ‘Chad’ / Photography: BMW
Some excellent motorcycles slip under the radar and never quite receive the attention they deserve. BMW’s R 1250 R naked roadster is a perfect example — a genuinely good bike that was never especially desirable, sporty or visually exciting. With the all-new BMW R 1300 R, BMW clearly intends to change that.
For 2025, BMW has lifted the revised 1300cc boxer engine straight from the R 1300 GS and dropped it into a dramatically restyled naked roadster. The result is a bolder, more aggressive R model that finally looks as sporty as its spec sheet suggests.
Power jumps to 107kW (145hp) with torque climbing to 149Nm, but crucially, weight hasn’t followed suit. Thanks to the new integrated gearbox design, the engine is lighter than the outgoing 1250 unit — and that’s something you feel immediately on the road.
Suspension and chassis are all new. Opt for DSA (Dynamic Suspension Adjustment) and all adjustments to damping are electronic – and for the first time on a production bike, fork spring rate can also be electronically changed. If you want to go one step further, you can opt for the Performance package, which increases ride height over the standard R 1300 R.
ABS Pro, featuring lean-sensitive linked braking, is now standard along with lean-sensitive traction control. There’s a new dash, a new headlight and a new design. We flew to BMW HQ in Munich to test the dramatic-looking and thoroughly configurable new R 1300 R.
A bold new direction
BMW wanted to make a statement with the R 1300 R, and visually at least, they’ve nailed it. This is not a shy motorcycle. It still looks unmistakably BMW boxer — wide, muscular and purposeful — but there’s a freshness and aggression here that simply wasn’t present before, particularly in Performance trim.
Throw a leg over the R 1300 R and the first surprise is how manageable it feels. At 239kg wet, it’s no lightweight on paper, but weight is carried low and intelligently. The optional sports suspension on our bike raised ride height by around 10mm, yet I was still close to flat-footed and felt immediately comfortable.
That sense of approachability continues once moving. Despite the capacity and visual bulk, the R 1300 R is far easier to manoeuvre than you might expect — helped by a powertrain that’s 6.5kg lighter overall than the old 1250 setup.
Engine & electronics: torque done right
In Road mode, the ShiftCam boxer is almost faultless. Fuelling is smooth and predictable, with a deep well of low-down torque that makes the bike effortless to ride. The optional Gearshift Pro works well, though like many boxers it’s happier above low rpm — I still prefer using the clutch when moving between first and second.
The familiar BMW 6.5-inch TFT dash and switchgear remain class-leading. Everything is intuitive, well laid out and feels premium — a big part of why BMW owners often justify the price tag.
Riding modes & braking behaviour
The riding modes don’t just alter power delivery and suspension — they also change how the linked braking system behaves. In Road mode, the linking is very noticeable. The rear brake applies more front brake than I’d like, particularly when using the rear to settle the bike mid-corner.
Switch to Dynamic mode and the system feels far more natural. Front brake still applies rear assistance, but rear brake input remains largely independent — which suits both fast riding and low-speed control far better.
Sporty when you want it
Dynamic mode also unleashes the R 1300 R’s real performance. This bike is deceptively quick. Unlike an inline-four naked, you don’t chase the redline — instead, you short-shift around 6500rpm, where torque peaks, and let the engine do the work.
It’ll happily rev past 7750rpm, but it doesn’t need to. With traction control relaxed, the bike will even loft the front wheel with ease. It’s fast, characterful and unmistakably boxer in the way it delivers power — lumpy in feel, but hugely effective.
Chassis & handling
We rode only the Performance package bikes, fitted with the taller suspension and mostly shod with Bridgestone T32 tyres. Road mode prioritises comfort, while Dynamic sharpens the responses noticeably.
We didn’t have the opportunity to explore track limits, but on the road the R 1300 R felt stable, planted and confidence-inspiring. Ground clearance was never an issue, and fast sweepers were clearly its sweet spot. It may not be razor-sharp, but it’s engaging, secure and enjoyable at pace.
Comfort & distance work
A brief motorway stint confirmed the R’s versatility. Despite being a naked bike, the slightly lower bars tuck you into the bike rather than leaving you bolt upright. It’s comfortable at speed, aided by cruise control (radar is optional, front only).
Our sports seat became firm by day’s end, but BMW’s wide range of seat options means long-distance comfort will ultimately depend on how you spec the bike. I imagine that if you want something more suitable for big miles or light touring, you’d opt for the R 1300 RS, and if you want something a little sportier, the BMW S 1000 R. BMW in many ways have very strong competition for the naked R in their own garage.
Conclusion
There’s no denying BMW has raised its game with the R 1300 R. It’s more desirable, far better looking and noticeably sportier than the outgoing 1250, while still retaining the feel, quality and character that define BMW boxers.
Power and performance are a clear step up, and the bike is capable of things the old R simply couldn’t manage. The brakes are strong, though rear-to-front linking in Road mode is more intrusive than I’d like.
It’s also a tricky bike to judge having only ridden the Performance variant — a standard R 1300 R could feel very different. BMW’s extensive options list means you can build anything from a comfortable distance machine to a genuinely sporty naked, but doing so will cost you.
Here in NZ, we don’t get the opportunity to buy a ‘base’ model, as literally no one who is buying a BMW goes for a bike with none of the bells and whistles on it, so the entry price is $41,990 for the R 1300 R Performance in Light White. The other option is adding the DSA, which adds $1,700 for a list price of $43,690. And while it’s fully loaded, that’s a serious amount of coin for a naked boxer — and there are rivals offering similar performance for less. Still, there’s no question BMW has finally given its naked boxer the attitude to match its engineering, and if you’re a fan of the German twin, then this is a mighty fine version.
BRM Quick Verdict
What we like
- Strong, torque-rich engine with real-world pace
- Noticeably sportier and more desirable than the old R 1250 R
- Excellent electronics, dash and overall finish
- Wide configurability — comfort or performance, your choice
What could be better
- Rear brake intervention in Road mode feels intrusive
- The two versions available in NZ are loaded with features, so ain’t cheap
Bottom line
The BMW R 1300 R finally gives the naked boxer real attitude. It’s faster, sharper and more visually striking than before, while still delivering the quality and character BMW owners expect. Expensive when fully optioned, but undeniably more appealing than its predecessor.
Specifications
2026 BMW R 1300 R
Price: $41,990 +ORC (Performance) / $43,690 +ORC (Performance ASA)
ENGINE & TRANSMISSION
Type 1,300 cc air/liquid-cooled four-stroke flat twin engine with double overhead and chain driven camshafts (BMW ShiftCam) and balance gear wheels
Bore x Stroke 106.5 mm x 73 mm
Compression 13.3 : 1
Max Power 145hp/107 kW at 7,750 rpm
Max Torque 149 Nm at 6,500 rpm
Final Drive Shaft
Gearbox Claw-shifted 6-speed gearbox
CHASSIS
Frame Two-part frame concept consisting of main frame and rear frame bolted to it, co-supporting engine
Front Suspension Upside-down telescopic fork, 140 mm travel
Rear Suspension BMW Motorrad EVO-Paralever, cast aluminium single-sided swingarm, continuous swingarm bearing axle, central suspension strut
Front Brakes Twin disc brake, diameter 310 mm, 4-piston radial brake caliper
Rear Brakes Single disc brake, diameter 285 mm, 2-piston floating caliper
Front Tyre 120/70 ZR17
Rear Tyre 190/55 ZR17
DIMENSIONS & WEIGHTS
Width 864 mm (above mirror)
Height 1,112 mm (without mirror)
Seat Height 810 mm (seat low: 785 mm; seat high: 840 mm)
Wheelbase 1,511 mm
Wet Weight 239kg
Tank Capacity 17 litres
Contact www.bmw-motorrad.co.nz
