Riding a motorcycle is a high-flying endorsement of the inviolability of human agency. Choosing to swing a leg over a motorcycle, dropping the clutch, and speeding into the unknown requires forethought and a clear-eyed vigilance. It entails a parley of acting and reacting. And every so often, it demands taking some moments to self-reflect. Which is exactly what I was doing after not one, but two, inattentive drivers nearly side-swiped me as they merged in unison into my lane.I was riding a 2026 BMW R 1300 RT the first morning of a two-day ride from Greenville, South Carolina, to the Barber Vintage Festival in Birmingham, Alabama, when said drivers—so absorbed in their own little realities that they seemed oblivious to the line of motorcycles they’d been driving next to for several miles—decided to act with little regard for the world outside their windows.Related: 5 things you need to know about the BMW R1300RTI zigged, I zagged, dodging both cars with plenty of time left for an emphatic arm gesture. At that point, I’d been aboard the RT for only a few miles, but it did my bidding like an extension of my own being. Brain to body to BMW.Except in the case of the RT, it’s more like brain to body to throttle position sensor to ICU to ECU to rider aids one, two, three, and more. Or something like that. The RT, you see, may be one of the most sophisticated motorcycles on the market.Nowhere is that more evident than in BMW’s new Automated Shift Assistant (ASA) technology, Berlin’s answer to the increasing demand for automatic transmissions. How does it work?Related: BMW motorcycles news, prices, and updates“I asked an engineer who did a lot of work on ASA what determines when it shifts,” Shawn McLean, BMW Motorrad USA’s product manager, says. “His first answer was, ‘You don’t want to know.’ ”In other words, the RT is a technological marvel—maybe even a technological masterpiece. But does that leave room for the rider? Does the RT “amplify our embodied capacities,” as the political philosopher Matthew B. Crawford describes the experience of riding, or does it deaden it, severing the mind-to-body-to-machine connection that makes riding a motorcycle a celebration of human agency?BMW’s Automatic Shift Assistant

The R 1250 RT, like the rest of the boxer-powered models of its generation, had reached such an apogee of development that a clean-sheet design was required to push development: new engine, new chassis, new electronic features, new bodywork and aero. Beyond their familiar boxer-twin layout, BMW’s R 1300 models are such departures from their predecessors that their positioning in their respective categories is even slightly altered. The R 1300 RT is the sportiest Reise-Tourer (“Travel-Tourer”) ever. Innovative technical solutions play a big role here.Before I’m accused of being a Luddite, let me say that I enjoy the modern motorcycles in my garage—with their ride-by-wire throttles and rider aid suites—as much as the fully analog ones. The best rider aids disappear in the background and serve, not to limit, but to enhance performance. I’ve been less than enthusiastic, however, about the development and increasing popularity of automatic transmissions.Quite simply, I enjoy using a clutch. Not only that, but based on my previous experiences, I found the convenience of an automatic transmission can be somewhat marred by the inconvenience of taking away direct clutch control. On a motorcycle with a standard transmission, the clutch lever is an invaluable tool, especially at slow speeds, in which your fingertips become the conductor of the whole orchestra, preventing the motorcycle from stalling, modulating forward momentum, and helping you maintain balance. On a fully automatic transmission, much of that orchestration is lost, and with it some of the elegance of riding well.

So I was more than a little skeptical as I sat in the hotel parking lot astride the new RT. While it’s available with a standard six-speed gearbox, mine was equipped with BMW’s Automated Shift Assistant (ASA), a $935 option. Note: that’s “Automated,” not “Automatic,” which, as it turns out, is an important distinction.Here’s the brief: ASA uses a conventional six-speed gearbox and clutch, but there’s no clutch lever on the left bar to squeeze. Instead, the motorcycle uses electromechanical actuators to operate the clutch and shift drum. In D (Drive) mode—think of it as twist-and-go mode—gear selection is performed automatically by the motorcycle. Data from the IMU and other sensors—chief among them, throttle position—as well as the selected ride mode determine when the motorcycle changes gears. In M (Manual) mode, the clutch remains automated but the rider shifts using a standard-looking foot lever that is simply a switch—it has no mechanical connection to the gearbox. The foot shifter can also be used in Drive mode to give the rider authority over the computer. For those wondering, it does give similar operational feedback as a standard shift lever.

After riding a few blocks through downtown Greenville, it was clear that with ASA, BMW didn’t exactly take away the clutch—it just combined it with the twistgrip. Sound weird? Let me explain. Imagine you’re in D mode, coming to a slow stop behind a line of cars. The RT downshifts for you, and as it slows in second gear, it disengages the clutch, allowing the bike to coast. But then, say, the car in front of you moves ahead a bit. Where on an ordinary motorcycle you’d release the lever to engage the clutch, on the RT, you instead touch the throttle—you feel the friction zone of the clutch begin, and then the clutch engages as you move forward. At a standstill, the RT automatically downshifts to first—just like you may have done if you were riding a conventional motorcycle. The mapping of clutch engagement to throttle, and the gear selection strategy, is very good and it’s what allows this smooth, intuitive operation to take place.Feathering the clutch with the throttle is a bit odd at first—and I’m not sure I’d be ready to use an ASA-equipped RT in the cone courses of BMW’s Authority School—but it feels quite natural in most real-world scenarios. The trick for executing full-lock turns is to get accustomed to turning the throttle the precise amount in order to move smoothly through the clutch’s friction zone at just the right moment. For many riders in most situations, they’ll never even think about it.The ASA-equipped RT further conveys its subservience to the rider in the way it shifts gears in fully-auto D mode. That’s because the rider is able to manipulate it. For example, when I gave it full throttle in top gear, I expected it to immediately shift into a lower gear, but it didn’t; the computer didn’t think my wrist was asking it to. But I soon figured out that if I was more adamant, it would respond in kind. When I whacked the throttle open hard, it dropped gears quickly, if somewhat roughly. In general, auto shifting works really well, though it’s not as smooth as a motorcycle equipped with a dual-clutch transmission. Nor are gearshifts as smooth as they are in M mode.

More often than not, I used M mode, which made the RT feel like a standard motorcycle with a supernaturally excellent quickshifter.As I rode the winding roads through the North Georgia mountains, shifting gears was the last thing on my mind. That’s because my senses had other things to focus on, namely: a hard-revving boxer engine propelling me toward a feast of corners.Engine

The R 1300 RT uses the same 1300cc engine as found in the rest of the R 1300 models. The only variation in the powertrain among models is final-drive gearing. When we put a 2025 R 1300 GS Adventure on the Cycle World dyno, it produced 129.2 hp at 7930 rpm and 95.5 lb.-ft. of torque at 6510 rpm at the rear wheel. We expect similar from the RT.This 1300cc boxer has already been covered extensively by Cycle World, but it’s worth reiterating two of the significant developments over the 1250 engine. First, the gearbox has been relocated from behind the engine to below it to improve front-end weight bias and accommodate a longer swingarm. Secondly, the 1300’s ShiftCam technology, which alters intake valve timing per a given rpm, was made even more beneficial by allowing BMW to boost outright horsepower, in part, by increasing valve size from 40mm (on the 1250) to 44mm without an attendant loss in low- and midrange performance. Kevin Cameron talks about the technology in greater detail here.It feels like the 1300 made a larger step in performance over the 1250 than the 1250 made over the 1200, which is saying something. Compared to the 1250, the 1300 revs faster and pulls harder at virtually every rpm without sacrificing any of the characteristics that have earned boxers a legion of fans: abundant low- and midrange torque, tractable power delivery, and smooth running. Near-flawless throttle response and that flat torque curve give it an almost electric quality. Cameron notes that “from 3600 to 7800 rpm, more than 96 lb.-ft. of torque are continually available.”So while it doesn’t need to be revved to redline (around 8000 rpm) to extract ultimate performance, given some clear pavement ahead of me, I couldn’t restrain myself from giving it big handfuls of throttle. It’s just too easy. Every time I cracked the throttle open, I giggled inside my Arai. It’s a fantastic engine, outperforming the 1250 by virtually every metric. Nevertheless, I suspect the 1250 engine will prove a hallmark in the history of boxers. Not only is it flat-out good, it’s also endearing. The 1300 engine somehow isn’t quite as characterful as the 1250. Maybe that’s just because the exhaust is more tenor than bass. It just has a bit less presence—almost like it’s too good.Ergonomics and Aerodynamics

The R 1300 RT’s more muscular stance and shrink-wrapped fairing announce the RT’s sporting intent. Its slightly more leaned-forward seating position is further confirmation.The outgoing 1250’s relaxed ergos felt refined to near-perfection, with the swept-back handlebars coming to meet the rider like a welcoming handshake. Those perfectly placid ergos are a casualty in the 1300 RT’s migration toward a more sporting realm. While the seat-to-peg relationship is unchanged, the handlebars are farther forward, positioning the rider closer to the front end. At least one 6-foot-2 CW tester preferred the new riding position, but for my 5-foot-10 frame the reach to the bars was too far to be entirely comfortable.Even worse, my testbike’s optional “comfort seat” was not as comfortable as I would have expected given the name and my satisfaction with other BMW saddles. Seat height can be adjusted between 32.2 inches and 33.0 inches, and the front and rear of the seat can be raised independently, so there’s effectively four positions available. No matter the position, I began squirming after less than a couple of hours on board. It’s not like BMW didn’t try to give the most luxurious accommodations. Both pilot and passenger seats were heated on my press bike, as were—get this—the passenger grab rails and passenger backrest.Ergonomic quality is entirely subjective, but when ergos are right, they’re right—even for the majority of different-shaped riders. For me, the RT’s just aren’t there straight out of the box.

In terms of aerodynamic comfort, on the other hand, the 1300 RT is exceptional. The tall, electronically adjustable windscreen and the abundance of deflectors put the rider in a cocoon of clean air. If you’re accustomed to going long distances on an adventure-tourer, the RT’s more efficient aerodynamics are a breath of fresh (still) air. Even with the windscreen in the lowest position, wind noise is minimal and airflow blessedly smooth—all the more with the new variable wind deflectors deployed on the main fairing. Pulling up on integrated tabs repositions the deflectors upward and outward, forcing air around the lower body. They seem like a “why didn’t we think of that before” kind of innovation, and, in fact, BMW did think of a similar solution on the K 1600 series, but we like these panels better. For riding in cold weather and rain, they’re a game-changer. See, not every innovation these days comes in the form of zeros and ones inside a black box—though many of them surely do.Electronics

In Cycle World’s review of the first-generation R 100 RT in 1979, we say, “Much of the appeal BMWs have always had has been in the special features.” The review goes on to delineate those special features: a toolkit, adjustable footpegs, dual horns, and a monogrammed shop towel.Times certainly have changed. The RT’s “special features,” though appearing in far more advanced forms, remain a big part of the appeal.The RT has up to five ride modes to adjust its suite of IMU-managed rider aids. Front and rear radar bring adaptive cruise control and a rider assist warning system. Features include:It’s a dizzying array, to be sure. A treatise could practically be written about each feature—and I’ll say more about the suspension features later—but in general, the tech is useful and well integrated.The Riding Assistant Package, which utilizes the front-facing radar, includes a frontal collision warning feature, which may be a bridge too far, however. When approaching a vehicle ahead quickly, it flashes angry warnings on the dash and pulses the brake lever, overreacting like an irritable German tutor scolding her pupil (“Nein! Nein! Du ungezogener junge!”). Needless to say, I found it more distracting than helpful. In certain scenarios, however—say, while devouring hundreds of soporific miles on the freeway for an Iron Butt record—those attention-getting reprimands may be just the right kind of “distraction” to keep you safe. Regardless, the feature can be disabled with a few button presses.The RT uses a 10.25-inch TFT display that’s lovely to look at. Menu layouts will be largely familiar to anyone who’s owned a BMW in the last few years, though there’s more to navigate given the number of options on the RT.

In nearly every way, the RT feels like it’s on the cutting edge of vehicle design. Which makes the lack of a touchscreen display and Apple CarPlay feel glaring. While BMW’s Connected app allows on-screen navigation, phone calls, and media-playing from your phone, it’s a clunky system. The app has to reconnect to the motorcycle which takes a frustratingly long time after the bike’s been turned off, and it doesn’t support onscreen control of common apps like Spotify. BMW says if customers want that functionality, there are options on the aftermarket. Fair enough, but given the RT’s price, it’d be nice if BMW included it.Over the course of the two-day ride, the RT’s state of the art rarely faded into the background. I found myself constantly fiddling with buttons to adjust the windscreen, change ride modes, adjust damping, or messing with navigation.Chassis and Suspension

Other than ASA, the RT’s headlining feature is its new electronic suspension.My RT testbike was equipped with BMW’s semi-active suspension called Dynamic Suspension Adjustment (DSA). Preload is self-leveling and damping is linked to ride mode. Unlike its predecessor, the rider is able to customize damping (from -2 to +2) in each ride mode—and those virtual clicks are noticeable. The most significant development in DSA is variable spring rate, which debuted on the R 1300 GS. The word “variable” is a bit misleading, but essentially the shocks have secondary springs (housed in chambers that look like remote reservoirs) that effectively give the bike a 20% firmer spring rate when the rider selects one of the Dynamic modes.BMW also introduced a new suspension technology for the RT called Dynamic Chassis Adjustment (DCA). Similar to preload reduction (but acting in the opposite way), DCA uses preload adjusters to lift the rear of the motorcycle by 1.2 inches. DCA doesn’t act on the front, though the higher spring rate of DSA boosts the front by 0.3 inch. As DCA lifts the rear of the bike, the steering head angle changes by 0.86 degree, going from a 25.8-degree rake to a 24.94-degree rake, a figure practically identical to that of the sportier BMW S 1000 XR.Never worry, short of inseam: The bike automatically drops down to its standard height below 6 mph and only raises again above 12 mph. At speed, the change in geometry is imperceptible.To sum up, when activating a Dynamic mode, three things happen: Suspension damping firms up, the secondary springs are “valved in” for a stiffer spring rate, and DCA lifts the rear up, increasing rear travel and ride height. DCA, like adaptive ride height before it, feels like a mild revolution. If history is any indication, other OEMs will soon adopt a similar technology (but using different acronyms).

On the winding roads of Highway 2 in the hills of Georgia, I changed from Road mode to Dynamic Pro and then adjusted damping to +2 with a few button presses. The relaxed handling and plush spring rate of Road mode disappeared immediately. The nose-ier geometry made the RT more agile and the firmer damping and spring rate meant I felt more comfortable pushing it in corners. In Road mode, the front end can feel a bit vague and response is relaxed to the point it starts to feel like it’s running wide, but in Dynamic Pro those traits vanish. The RT has always been stable in corners, but the new tech made handling sharper, and gave far more braking support.In conjunction with BMW’s revised Evo Telelever front suspension, there’s a lot to love. I’ve long been a champion of BMW’s Telelever front suspension—well, at least since 2018 when I rode a GS for the first time—because the confidence it gives trail-braking into corners. It’s all the more valuable on the new RT given the strong cornering-sensitive, linked braking package, featuring four-piston radial-mount calipers and 310mm discs in the front and a 285mm disc in the rear.BMW disguises the RT’s weight admirably—the low CG inherent to the boxer plays a big part here—but inertia will always call its bluff. BMW claims the RT has a dry weight of 584 pounds. With its 6.3-gallon fuel tank full, that should make it, by my calculations, closer to 622 pounds—or roughly 100 pounds heavier than a base-model R 1300 GS, and 30 pounds heavier than a GS Adventure. On the positive side, it’s still about 130 pounds lighter than a BMW K 1600.So while the RT handles responsively—from the first countersteering inputs to midcorner line adjustments—the corporeal realities are inescapable. There’s a lot of bike to slow down, to flick from side to side. It’s no scalpel, but a finely honed axe? Certainly.State of the RT

It wasn’t lost on me that I was riding this most modern of motorcycles to, of all places, the Barber Vintage Festival. The Vintage Festival is sort of the antithesis of Sturgis, a nondenominational event centered around the final race weekend of the AHRMA amateur racing series. After exploring the grounds and ogling the vast array of racebikes in the paddock, I headed inside the museum.It struck me that the motorcycles on display are more than just objets d’art. They’re records of human achievement. Far from sitting uncomfortably, an unwieldy digital facsimile, in a sea of analog motorcycles, the RT would fit right in. It’s not because of what it shares in common with them mechanically, but because, like many notable motorcycles on display, it’s a waypoint in the path of Progress.Some motorcycles articulate their moment in time better than others. The RT hasn’t always been that motorcycle. Thirty years ago, the R 100 RT was positively archaic by the standards of the day, like BMW was too busy figuring out what to do with all those monogrammed shop towels to pay much attention to it. The R 1300 RT, on the other hand, reverberates with the sound of engineers’ voices crying, “What if?” I’m not saying the RT will end up in the halls of the Barber Museum one day, but it’s notable for more than just the litany of electronic “special features.”

In Why We Drive, Crawford explores the downsides of the increasingly automated driving experience. He says, “Between the quiet smoothness, the passivity, and the sense of being cared for by some surrounding entity you can’t quite identify, driving a modern car is a bit like returning to the womb.”Since the ’90s, he notes, cars have become both very heavy and boring to drive. “With no shifter and no clutch,” he says, “you don’t really feel that you are doing anything.”Until recently, the thought that a motorcycle could share the same fate seemed unimaginable. A motorcycle depends on our own innate sense of balance just to stay upright. It is nothing without the rider. Motion requires the seemingly simple, but difficult-to-master coordination of throttle, brake, and clutch. As such, one of the great joys of motorcycling is its affirmation of human agency. That’s why the most competent motorcyclists seem to enjoy it the most.By automating shifting and building an increasingly complex machine, BMW risked taking agency away from the rider, creating an antiseptic experience at odds with why we ride in the first place. And yet, it didn’t do that.Even if ASA was designed purely to satisfy the demands of the market, it’s clear BMW engineers didn’t let the market, nor existing technologies, dictate the kind of motorcycle they would build. They didn’t simply slot in an automotive-style dual-clutch transmission and call it good. They engineered an automatic transmission in the fashion of a manual transmission. BMW has to be applauded for refusing to let riders relinquish a degree of their agency—even if they were willing to give it up in the first place. If it doesn’t suit you—buy the manual-shift version.Then there’s DSA and DCA, which quite simply make the RT a better motorcycle. A sport-tourer, like every hyphenated type of motorcycle, is compromised by nature. The RT feels less so because it elevates the level of its two natures. Select Road mode, drop the damping, and it’ll be a mile-munching Cadillac, with the plushest of rides. Select Dynamic mode when you get to some twisty pavement and the bike will respond: “don’t let me get in your way.” Just like that, you’ll feel like a more competent, confident rider. That’s another emphatic vote in favor of human agency.

Not everything is an improvement however. The 1250 RT was always a bit on the soft and stately side of sport-touring, but unquestionably competent. Like that favorite cozy cardigan you always wear around the house, the one going threadbare in the elbows, the 1250 RT was not the most stylish of things, but it gave a companionable warmth that made it feel just right. The 1300 RT’s seating position and saddle prevent it from being as immediately “just right” as the 1250. Some riders may feel it’s lost some of the character that made it so beloved.Still, the R 1300 RT is something of an achievement. If it ever ends up on display at the Barber Museum it will be because, despite all its technology and its long list of “special features,” it asserts that the rider is still the most special feature of all.

2026 BMW R 1300 RT Specs