BMW R 1300 RT 2025 Review

Are we becoming too reliant on technology? Motorcycling is one of the last great frontiers where humans prefer analogue control over digital interference. But that is changing fast. 

The all-new 2025 BMW R 1300 RT is jam-packed with state-of-the-art electronic rider aids that makes you wonder how long it will be before bikes have feelings and emotions and start riding themselves.  

And dare I say, I love it. 

Don’t get me wrong – I still want to feel that connection between hand and throttle, foot and gear lever, brain and engine. I still want to know that I’m in control, that my input decides how fast I ride or how likely I am to crash. 

But when a machine like the R 1300 RT lands on your doorstep, it’s hard not to appreciate how seamlessly the futuristic tech blends with the overall package to make it better. The traditionalist inside me is fuming – but I can’t help it. I think I’ve drunk the Kool-Aid. 

Am I getting lazy in my older years? Have I traded raw thrills for comfort? Am I still a motorcyclist – or just a fraud? 

Whatever the answers, one thing’s for sure – the BMW R 1300 RT is a gem of a motorcycle. It’s proof that technology, when done right, can improve a bike without taking away its soul.

All that tech comes at a cost — a $39,990 (before on-roads) cost. The good news is that the base-spec RT comes fitted with just about every feature as standard.

That’s unusual for BMW, which generally reserves its more elaborate and luxurious features for optional extras or higher-spec variants. But it appears BMW wants to offer as much value to would-be RT buyers as possible.

Straight off the dealer floor, you can count on ABS Pro, dynamic brake control, semi-active electronic suspension, dynamic traction control, multiple riding modes, heated grips and seats, a large TFT display, keyless ignition, hill start control, cruise control, a quickshifter, speakers, central lockable side cases, an electronic windshield, and more bling than you can poke a stick at. I’m out of breath just typing that list.

And that’s all without mentioning the brilliant 1300cc boxer engine, super-comfy ergonomics, and incredibly rideable chassis.

Also standard is the radar-driven Riding Assistant, which enables adaptive cruise control along with blind-spot, lane-change, and rear-collision warnings. New for 2025 is Dynamic Chassis Adaption, which changes the bike’s geometry to favour comfort or sportier riding.

One thing that is optional is the Automated Shift Assistant, which gives the bike a semi-automatic gearbox. Interestingly, BMW expects most customers to take up that option, so many units will come fitted with it.

Despite the base model being fully specced, BMW will offer four distinct variants with mostly cosmetic differences. The top of the tree is the Option 719 ($44,990 before on-roads), which adds some extra bling and the brilliant Audio System Pro — a step up from the standard speakers.

We spent most of our test ride on the Option 719 version, which was also fitted with a top box – another option BMW expects most buyers to choose.

From the moment you sink into the saddle, the R 1300 RT just makes sense. It’s a supremely comfortable bike thanks to its plush seat, great riding position, excellent suspension and abundant creature comforts — yet it’s also very practical.

The electronically adjustable windshield is huge, and at full stretch it envelopes you in a cocoon of wind-free bliss. The added bonus of that wind protection is that you can hear the speakers as clearly as you would in a car — especially with the “Pro” speakers on the Option 719 variant.

Heated grips and heated seats are very welcome on cold days, and the active cruise control, hill-hold control and keyless ignition make for an incredibly stress-free riding experience.

Of course, the radar-driven safety features, advanced ABS and traction control systems, and adjustable ride modes make the RT a very safe and easy bike to ride too. The TFT menu system is intuitive and easy to navigate.

But the centrepiece of this machine is, and always has been, the beautiful boxer twin engine. In this new package it’s a 1300cc unit with claimed figures of 107kW (145hp) and 149Nm — identical to the R 1300 GS adventure bike.

Enough has been written about the boxer twin, but just know that it works exceptionally well in this package. As good as the engine is for the GS off-road, it feels like it was made for the RT and the tarmac. It has plenty of low-down grunt, and the power delivery is both smooth and urgent, making for a thrilling ride.

Another big plus is the surprisingly agile chassis and handling dynamics, which seem at odds with the bike’s imposing size and 281kg wet weight. It tackles twisty roads with ease and, thanks to Dynamic Chassis Adaption (DCA), you can make the bike comfortable or sporty depending on your selected ride mode.

DCA is a new feature exclusive to this bike (though it likely won’t stay that way for long). Rain and Road modes provide a traditional upright touring position, while Dynamic and Dynamic Pro modes electronically raise the rear suspension for sportier ergonomics. The difference is subtle but noticeable, and it’s a useful and worthy addition.

The obvious elephant in the room is the Automated Shift Assistant (ASA), a contentious topic among rusted-on motorcyclists.

To put it simply, ASA uses what BMW calls a Transmission Control Unit (TCU) consisting of electromechanical actuators that control the clutch, and sensors that determine the optimal shift points. This means there’s no need for a clutch lever, and gear shifting can be automated.

In fully automatic mode, the bike does all the work for you. It’s near impossible to stall — all you really need to do is twist the throttle and go. It’s a little jarring at first, but you quickly get used to it. In fact, it becomes quite appealing, especially in stop-start urban traffic.

Manual mode lets you use the foot-operated lever in the same way you would with a quickshifter — and it might be one of the best quickshifters around. The lever isn’t mechanical; it uses a sensor, which means shifts are instantaneous and smooth as butter.

The ASA works well, but it’s not perfect. If you like to ride a little lazily (which I tend to do sometimes), there are no issues — but it can frustrate when you dial up the intensity.

The problem is that the system occasionally shifts too soon or too late depending on the selected ride mode. I can live with this, but some other testers in our group weren’t as impressed.

Of course, there’s a simple solution — well, two actually. First, chuck it in manual mode and enjoy that beautiful quickshift action. Second, opt for the traditional manual gearbox. As mentioned, BMW reckons most RT customers will want the ASA, but it remains just an option.

Another potential issue is that the high level of technology poses more risk of mechanical issues. A tech-free motorcycle is a simple beast to fix if things go wrong, but modern tech makes things more complicated. BMW models are generally reliable, but only time can tell with new bikes.

There’s very little else to complain about with the RT. The weight is a slight hindrance in traffic and urban environments, there are perhaps too many buttons, and the price tag is hefty. But that’s about it.

Perhaps the only other real question mark is who will buy this bike. In an age where dual-sport machines dominate long-distance touring, the RT does seem a little niche. It doesn’t quite have the swagger of a grand American tourer or bagger, and it certainly isn’t ready for off-tarmac excursions. So, who is it for?

It seems like a cop-out to say, but you really need to ride it to find out. I went in doubtful that I’d enjoy the RT, and left wishing I had the money to buy one.

You can throw stones at it and lament the fact that technology is taking over our lives, but that would just be the motorcycle version of the classic “old man yells at cloud” meme from The Simpsons. The truth is that every bit of tech on this bike only serves to make it better.

I said it earlier and I’ll say it again – the RT just makes sense. Comfort, practicality, thrilling performance, and fun handling. The RT is a dream to tour on, and no matter how far you run from it, its magnetic personality keeps drawing you back in. It helps that it’s built to near-perfection. But that’s no surprise — it’s a BMW after all.

The Rise of the Machines might be afoot, but if all this crazy new tech results in better motorcycles, who are we to complain?

ENGINE
Type: Air/liquid-cooled, DOHC, eight-valve flat-twin
Capacity: 1300cc
Bore x stroke: 106.5mm x 73mm
Compression ratio: 13.3:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 145hp (107kW) at 7750rpm
Claimed maximum torque: 149Nm at 6500rpm

TRANSMISSION
Type: Six-speed
Clutch: Wet, multi-plate
Final drive: Shaft

CHASSIS AND RUNNING GEAR
Frame: Two-section frame, co-supporting engine
Front suspension: BMW EVO-Telelever, 149mm travel
Rear suspension: BMW EVO-Paralever, 158mm travel 
Front brakes: Dual 310mm discs with radial-mount four-piston calipers
Rear brake: Single 285mm disc with twin-piston caliper

DIMENSIONS AND CAPACITIES
Claimed wet weight: 281kg
Seat height: 780-860mm depending on seat option
Wheelbase: 1500mm 
Fuel capacity: 24L

OTHER STUFF
Prices: from $39,990 before on-road costs
Warranty: Three-year/unlimited kilometres