2026 BMW R 1300 R First Look

BMW’s R 1250 R has been living on borrowed time ever since the company launched the R 1300 GS a couple of years ago. Now the inevitable has come to pass and the R 1250 R is gone, replaced by an R 1300 R that borrows much of its structure and powertrain from the big-selling GS model.

It’s far more than just a model upgrade. The 1300cc engine and its transmission were a clean-sheet design for BMW after decades of incremental upgrades to its boxer models and sits in a sheet-steel chassis with an aluminum subframe rather than the usual steel tube design that’s been developed over multiple earlier generations. With those changes, BMW has declared that the R 1300 R is a sportier proposition than the capable all-rounder that preceded it, offering not only an increase in power and torque but a more aggressive riding position and a chassis that’s tuned for fast road use.

The engine is borrowed straight from the R 1300 GS, with the same peak output (BMW claims 145 metric horsepower) that works out to 143.5 hp in imperial horsepower, and identical torque and emissions levels as the GS. That means you get the maximum output at 7750 rpm, the same as before, while peak torque rises from 105.5 lb.-ft. to 110 lb.-ft. at 6500 rpm, 250 rpm higher than before. The redline arrives at 9000 rpm, indicating that the peaks are more like plateaus, as might be expected from such a large twin.

The capacity change from 1254cc to exactly 1300cc doesn’t come from simply increasing the bore. BMW has completely redesigned the engine, with a shorter stroke (down from 76.0 to 73.0mm) and a bore increase from 102.5 to 106.5mm. That allows larger valves, both inlet and exhaust, and the company has substantially increased the compression ratio from 12.5:1 to 13.3:1. Cooling is from a combination of air and liquid, and the specs include DOHC heads and ShiftCam variable valve timing.

Perhaps more important still is the repositioning of the transmission from behind the engine to underneath it, sharing the same cases as the engine itself to slice 14 pounds from the powertrain’s weight. It’s a change that makes the engine and transmission more compact, improving mass centralization for better handling.

On the chassis side of things, the pressed-steel-main chassis, derived from the R 1300 GS’ design, is paired to a cast aluminum subframe, with a 47mm inverted telescopic fork at the front and BMW’s EVO paralever single-sided swingarm at the rear, enclosing the shaft final drive. The wheels are a new, hollow-spoke design that’s claimed to reduce weight by 3 pounds. While the standard model has passive suspension, there’s the option of BMW’s latest DSA (Dynamic Suspension Adjustment) that turns it into a semi-active setup, with electronic control over the damping, preload, and even the spring rate. While BMW has previously offered spring-rate adjustment at the rear, the new R 1300 R’s optional DSA is the first time the adjustable spring rate has been applied to the telescopic fork. A “Performance” version of the bike increases the fork length and rear suspension height by around 10mm (0.4 inch), adding more cornering clearance, and gives firmer damping than the standard DSA model.

The electronic adjustment adds the ability to instantly switch the suspension settings to cope with luggage or a passenger, as well as introducing setups tied to the bike’s riding modes. It also has a “prop-up aid” function that’s designed to make it easier to get the R 1300 R onto its optional centerstand.

Digging deeper into the options will let buyers equip the R 1300 R with BMW’s radar-based adaptive cruise control and front collision warning system, and as on the R 1300 GS you can also specify the company’s ASA (Automated Shift Assistant) semi-auto transmission, which uses electronic actuators to control the clutch and the shifter. It still retains a normal-looking shifter, and in manual mode you can use your foot to swap between the cogs, but it means you can switch to auto and let the bike change its own gears when you’re not in the mood. Combined with the radar-based adaptive cruise, the self-shifter lets the bike adjust its own speed over a broader range to keep pace with the traffic ahead.

In pursuit of a sportier riding experience than its predecessor, BMW has moved the bars down and the pegs rearward, putting more of the rider’s weight over the front wheel to improve the handling. However, the company is at pains to point out that the R 1300 R can still be a comfortable option over long distances and has added the ability to adjust the bars by flipping the bar clamps around 180 degrees. Adjustable footpegs are optional, giving four possible positions, and there’s a broad array of different seats that can be specified, giving different heights, all of which can be had with heating if required.

While buyers will be able to pick and mix the options, BMW has established four standard variants of the bike as a starting point. The base model gets a black fork and a stainless steel exhaust, or you can step up to the “Exclusive” version, with dark chrome exhaust and an engine spoiler. The Performance model is the next step up, with a gold fork and the sport suspension, the Dynamic package as standard including a “DTC-Shift” traction control that adds a slide control function (cornering traction control and ABS are standard on all versions), plus milled bars and pegs. Finally, there’s the range-topping Option 719 Kilauea model, which adds a smattering of high-end components from BMW’s Option 719 range of bolt-on parts, as well as its own Option 719 wheels.

Although the engine, transmission, and wheels are all lighter than the old bike’s, the total mass hasn’t changed, with the 2026 R 1300 R clocking in at 527 pounds ready to ride. BMW claims that the performance figures include a 0-to-62-mph time of 3.4 seconds and a top speed of more than 124 mph.

When it comes to electronics, a 6.5-inch TFT dash is standard, with smartphone connectivity via Bluetooth and the ability to connect to BMW’s Motorrad Communication System. LED lights are also standard, with the option of upgrading to cornering lights. Other options include a centrally locked pannier system, with luggage that’s not only unlocked from the key fob but internally lit and featuring a built-in USB-C charge port. The same central locking also works on the optional navigation preparation kit, which electrically locks or unlocks its grip on your sat-nav or smartphone with no need for a key.