2026 BMW R 1300 RT

It’s for those who want 145 horsepower and heated grips. For those who want to drag a knee, fully loaded with luggage and pillion. BMW set out to redefine sport-touring with the release of the 2026 R 1300 RT.

This year, “RT” stands for “refine things,” as BMW decided to see how far it could improve the bike in either direction. With refinement often comes compromise. Is that the case here? I’d rate the bike 9/10, with just one note: a $33,000 motorcycle without a cupholder?

Sure, it’s a sport-tourer, but the RT has nearly every piece of tech and amenity found in a modern car. It definitely costs as much as one. And even sports cars have cupholders.

Touring Technology

BMW’s tech suite includes blind spot detection, adaptive cruise control, and even forward collision warning with braking assist. The headlight offers an optional adaptive cornering headlight that will lead you through turns, while the dynamic suspension automatically adjusts preload and damping. Throw it into Dynamic Pro mode and the bike’s chassis raises both the front and rear ends separately, effectively changing the geometry and creating a much more agile riding experience.

A touring motorcycle wouldn’t be complete without heated grips and a heated seat. Choose the Comfort Passenger Package, and the pillion receives a heated backrest as well. However, the stock seats are far from plush. When touring, I elected for some beads and my pillion rider Bailey went for gel.

The RT does an excellent job of weather protection and hides it well. The adjustable windscreen provides a pocket of Zen and then retracts to provide all the airflow you’d need. My RT had the optional variable slipstream deflectors, which made a noticeable difference for both me and my passenger, despite their thin, flimsy appearance. The new cylinder trim panel, unfortunately, hides those beautiful boxer heads, but the result is even more protection from the elements.

All of this touring tech culminates in the cockpit. At the center is BMW’s 10.25-inch TFT display. It’s bright and tells you some pertinent information—if you can ever figure out how to navigate it. I couldn’t, and I swear I tried. Some riders love the “wonder wheel” and the “hamburger button.” I wanted to be that guy, but I found it easier and more beneficial to just purchase a separate CarPlay device and enjoy the ride.

Jeeves, Shift My Bike!

Did I mention this bike was fully automatic? Or, well, automated. BMW offers the RT with the Automated Shift Assistant (ASA) option. I do think it’s funny how BMW calls a lot of their tech an “assistant.” It’s so business-oriented. “Shifting? Braking? No time! Have my assistant do it.”

There’s no clutch lever for my left hand to operate, but there is still a foot shift lever for quickshifting. The RT has two ride modes: D and M, or Drive and Manual. Drive is fully automated, making every up- and downshift decision. I had faith in Drive, but I always disagreed with its timing. I found the Drive mode to be especially unfavorable when riding two-up. If you’re considering the ASA option for riding with a passenger, make sure to read Bailey’s sidebar.

The Manual mode is what it says on the label and what I preferred. It works well and is surprisingly smooth, but when downshifting during engine braking, some maneuvers required more communication between the rider and pillion to keep body positioning in sync. This is when I missed being able to feather the clutch.

There are so many buttons behind the handlebar of this motorcycle that I don’t have enough time to talk about them all. The key takeaway is that there’s no clutch lever, there are more buttons to push with your left hand, and still no cupholder.

Another thing this motorcycle doesn’t have is a reverse gear. So, the engineers over in Germany made sure you wouldn’t need to reverse—just turn around. One thing that’s universally true of Telelever BMWs is their impressive steering abilities. You could also just move the bike yourself. In theory, at 620 pounds wet, the R 1300 RT is light and nimble for a touring machine. But in practice, is it really just a heavy sport bike, dressed up with a topcase and luggage?

The B is for ‘Boxer’

Why would I choose the RT over a K or GS model? Sport is the answer. There’s a reason why it precedes “touring” in the genre name, and BMW kept that in mind. The 1300cc ShiftCam motor is fantastic and lively. Long gone are the boxer’s sewing machine days. The tune of the Dynamic Pro mode will make you reconsider what this engine is capable of.

There’s a unique sensation to riding a powerful and heavy sport bike. The engine is positioned brilliantly, keeping the center of gravity low. I felt über planted and connected to the road. Sweeping turns were effortless and felt like flying—with or without passenger.

The Eco mode tames things, providing the best gas efficiency and ultimately softening inputs for a silky smooth ride when touring. Depending on your riding style, the 6.3-gallon gas tank could easily provide a day or two’s worth of mileage. I averaged over 45 miles per gallon, even two-up.

Room for Two?

Many of you will claim that sport-touring is a single-player game. But what can I do if my cool girlfriend wants to come along for the ride? Here’s the thing: touring doesn’t always equal comfort. With this price tag, though, I was hoping it would.

Sure, this RT won’t flinch at the thought of doing 100 mph for 10 hours straight. And sure, after long enough, even a Rolls-Royce is uncomfortable. Pillion comfort is not this bike’s first priority. Maybe it’s in the Top 5. We found the saddles and ergonomics left something to be desired.

Yes, the creature comforts are there and can be improved upon. Sure, there are the aforementioned heated seat and backrest. But do you really think that after spending $33,000, I’m going to tell my wife to just deal with it when she complains her back hurts and wants to stop riding? No way! Thank goodness my pillion was just my girlfriend and my test bike was on loan.

But what about the folks who enjoy sport-touring as a team? BMW makes the best argument for sport-touring being a couple activity with this new R 1300 RT. It will accelerate, corner, stop, and handle effortlessly, regardless of payload. Our latest tour took us all over the Appalachian Mountains. The days were filled with twisty backroads and sweeping skyways. Bailey and I would spend hours going slow and stopping at scenic overlooks to enjoy the views. By midday, we’d arrive at our accommodations and unpack.

What sold me on the RT only happened when I started to take things off. The new Vario cases are modular, expanding from 27 to 33 liters, and can be detached entirely with a simple twist of the key and pull of the handle. The topcase comes off easily enough, although it still requires removing the passenger seat to quickly disconnect power to the trunk.

But within just a few minutes, the R 1300 RT drops the polite posture and starts looking more like the rowdy sport bike it truly is. And with pillion and luggage left behind to relax and unwind, I spent the late afternoons chasing twisties. Tour, then sport. And then tour again.

Passenger’s Notes by Bailey Zemansky

I am proud to call myself a passenger princess. If I’m going to tour miles on the back of a motorcycle, of course I want to do it comfortably. I’ll take any amenity I can get, and I appreciate that my pilot cares enough to choose something comfortable and luxurious.

Wouldn’t you want to fly first class? I’ve been on the back of a Gold Wing, so I know what first class feels like. On the RT, the passenger feels more like an afterthought. That’s not to say it was bad. Just not… Luxurious.

From the pillion, the bike felt sturdy, stable, smooth at speed, and big enough to have a real road presence. As an average-height passenger, my feet fell naturally in a good place. The modular luggage was great and necessary. I like to pack extra and bring home souvenirs.

Comfort is where I was left wanting more. The seat is flat and wasn’t high enough for me to easily see around or over Drew. There was also little ergonomic support or any shape to put me in the right position. I tried sitting farther back, but there wasn’t anything to recline into. The backrest is just that: a place to rest your back.

My arms naturally wanted to fall into a relaxed, slightly bent position, but the topcase didn’t give me enough confidence to fully relax. I also felt too far from the rider to comfortably hold on for stability. My solution was to grab the passenger bars, but they didn’t make much sense. The angle felt unnatural, and the shape of the bars themselves was uncomfortable—more angular than round.

The ASA was very noticeable from where I was sitting. It was hard to predict when a shift would happen, and my forced posture made those movements feel exaggerated.

The heated grips and backrest were thoughtful touches. We were riding in summer, though, so they weren’t exactly needed. The grip controls were also easy to accidentally engage or disengage. The adjustable side deflectors did create a nice bubble of calm air, which I noticed, especially on cooler mornings.

For a motorcycle with a passenger comfort package, I expected more. Could I make it work? Sure. Could I put up with it? Do I have to? For this price, make the passenger experience comfier. Also, add a cupholder.

Technical Specs

+fast, fun, fitted with every tech and touring feature available
–expensive, luggage scratches easily, no cupholder

Distributor: BMW North America
MSRP: $22,645 (base), $33,365 (as tested)
Engine: air/liquid-cooled, 4-stroke, boxer twin, DOHC
Displacement: 1300cc
Power: 145hp @7,750rpm; 110lb-ft @6,500rpm
Transmission: 6-speed, multiplate hydraulic slipper clutch, Automated Shift Assistant (optional), shaft drive
Rake/Trail: 64.2°/4.78in
Weight (wet): 620lbs
Seat Height: 32.4/33.3in (comfort seat)
Fuel Capacity: 6.3gal
Fuel grade: premium
Color: Racing Blue Metallic