New suspension tech and engine

We’ve seen semi-active damping systems and automatic preload before, but the ability to change spring rate on the move is novel. Of course, you can’t actually change the properties of a metal spring, but the BMW R1300R’s system mimics the effect. At the rear is a normal shock, but its piggyback reservoir contains a second spring that combines to stiffen the spring rate when you switch to a sporty riding mode.

It has self-levelling preload and semi-active damping, too. That system was first used in the R1300GS’s Telelever front end in 2024, but BMW’s variable rate spring tech is new for telescopic forks and a first for a production motorcycle.

As the R1300R’s forks dive, oil is sent back up the right fork leg and pushed against the bottom of the fork spring, via a piston. With the spring being squashed from both ends, it mimics a higher spring rate, BMW claim. The forks also have semi-active damping, but no preload adjustment.

The net result is an R1300R that can be soft for normal road riding, or in the wet (which is apt today) and stiff for sportier endeavours, depending on the riding mode selected. It works, too. There’s a marked difference between firm and plush in a way that slowing down the damping (like all semi-active suspension systems) can’t muster quite so effectively.

There’s more ground clearance when the rear spring stiffens and preload is automatically added, too. Whether you actually need such suspension tech on one of BMW’s most left-field boxer twins is a moot point. For most of our rainy test ride, soft suspension is the only choice, but on the odd occasion we see dry roads the R1300R stiffens up nicely to carve serenely through corners. It could also work well on other models like the race rep S1000RR or sports touring S1000XR.

The previous R1250R and R1200R were surprisingly fun to ride, even if they weren’t the most obvious sports naked. It was a balanced, sharp-stopping machine that was fun to ride and the new R1300R is more of the same.  It’s basically a naked R1300GS with the same steel shell chassis, but with sporty new nose-down-bum-up styling and 1.4kg lighter wheels shod with Dunlop SportSmart 3 rubber that’s less confidence inspiring in the wet than dry.

Adjustable handlebars are positioned lower and further forward than the old machine’s, but seat to peg distance is the same, keeping the R1300R on the comfy side of sporty. Although the R1300R doesn’t use the GS’s Telelever front end it keeps its Paralever rear - which prevents the bike from squatting too dramatically on take-off; something early shaft-drive BMWs suffered with. Shafts add weight, but unlike a chain never need to be adjusted.

Using the same 143bhp, 1300cc ShiftCam engine as the GS, RS and R1300RT the R1300R goes like stink. Think of a very fast, big-capacity sports naked and the usual suspects will pop into your head, but armed with the kind of power the twin-cylinder super naked class of the noughties would have killed for, the BMW accelerates with venom in the lower gears.

What makes the R1300R so appealing is you get all of this performance with a healthy dose of character thrown in for good measure, too. Its boxer engine barks like a race motor, grunts like a cruiser and returns a claimed 59mpg.

It pitches from side to side ever so slightly when you twist the throttle, while the shaft drive gently floats as you adjust your speed. Weighing 239kg (2kg more than the GS, oddly) it won’t trouble a super naked on track, but on the road it’s quick and precise enough to keep up with anything but can be equally calm and involving when you want to cruise along and enjoy the scenery. It’s the thinking person’s sports naked.

MCN’s online Owners’ Reviews are impeccable glowing for the R1250R, but the R1300R’s engine, chassis and electronics have more in common with the R1300GS. That machine has plenty of five-star reviews for build quality and reliability, but some less than glowing comments on paint finishes and electronics glitches.

Priced somewhere between a Japanese sports naked and a European super naked, the BMW R1300R is decent value for money, especially the SE version fitted with the optional Comfort and Dynamic packages. But the costs soon rise when you add more optional extras. The fully loaded test bike we rode at the R1300R’s world launch (June ’25) costs £18,640.

The base BMW R1300R comes with three riding modes, engine braking/traction control, cornering ABS, keyless ignition/fuel cap, LEDs, cruise control and a USB-C charger. Superb multi-function 6.5in dash was first seen on the 2019 R1250GS and it’s graced most big Beemers since.

It’s the R1300R’s only form of wind protection. The variable sprung rate suspension is included in a ‘Dynamic Package’ and standard on the R1300R SE model. From there, the sky’s the limit for performance, touring and cosmetic accessories.