The BMW R1300RT: Is This Actually The Perfect Touring Motorcycle?

Let's get the controversial bit out of the way first. I actually quite like how this thing looks. It's sleeker and more refined than the R1250RT. The front end works well, and honestly, I think it's a good-looking bike. The R1300GS? That's a different story. But we're not here to talk about that.

The thing is, with a touring bike, looks are secondary. What matters is whether it does the job it's designed for, and the R1300RT does that job better than anything else I've ridden.

Comfort That Defies Description

Here's where this bike truly excels. The comfort level is genuinely difficult to articulate. It's so smooth, so refined, that nothing seems to get through to the rider. It doesn't matter what speed you're doing or what surface you're on, the ride quality is exceptional.

The Telelever suspension is plush without being wallowy. You've got heated grips, a heated seat, that's a big, comfortable perch that you could sit on for hours. The electronic screen is clear and functional. The wind protection is outstanding. I genuinely cannot think of a better touring bike on the market, and I've ridden quite a few.

Everything about this bike feels considered, engineered, refined. It's BMW quality through and through. You can tell that this is the result of countless iterations, with thousands of hours of development behind it. It shows in every detail.

Here's what shocked me about the R1300RT: it's genuinely sporty. I know that sounds absurd for such a big bike, but it's true. The first time I really pushed it through a corner, I was genuinely surprised. You're sitting there cruising on the highway, then you tip it into a bend, and suddenly you're thinking, "What the hell was that?"

The acceleration on this bike is incredible, and that's probably the biggest difference over the R1250RT. I loved the 1250, but the 1300 is just on another level. That new engine is remarkable. The way it accelerates is so smooth, so effortless. It's like hoisting a sail and catching a big gust of wind. You just get pushed along.

It's not just the handling either. The brakes are sharp, precise, and beautifully modulated, the level of control is remarkable. You could genuinely embarrass quite a few sportbike riders without even trying that hard.

The Automated Manual Transmission

Now, we need to talk about the elephant in the room: I had the automated manual version of this bike. When I first rode the R1300GSA with the ASA, I was skeptical. There's no way I'm going to like this, I thought. But after half a day, I put it in auto mode and never took it out.

I know what you're thinking. "I ride a bike because I want a clutch and I want to shift gears." I get it. I thought the same thing. But until you've actually ridden one of these, you can't appreciate how good it is.

The beauty of BMW's system is that it still feels mechanical. You can still shift manually if you want to, but you don't have to. And when it does shift automatically, there's a satisfying thunk. You can feel it and hear it. It's not like riding a scooter; it's still very much a motorcycle experience.

What I particularly appreciate is how versatile the auto mode is. You're cruising along, boring straight road, and then there's a corner. You can click down a gear or two, carve through the bend, and then just continue on. Eventually, the bike recognises you're back to normal riding and shifts up automatically. You don't have to do anything.

I'm convinced there's a learning module in there as well. The more I rode it, the more it seemed to adapt to my riding style. It felt like it was getting to know and the way I ride, but maybe it was just me getting used to riding it the way it was mean't to be ridden.

Thoughtful Details Everywhere

The level of detail on this bike is impressive. There's a protective area for your knees that tucks you in nicely, particularly useful on windy roads. The adaptive cruise control works brilliantly, genuinely taking the strain out of long highway stretches.

Then there are the external speakers. I'll be honest, I'm not a massive fan personally. I turned them on once, then switched them off. But I can see the appeal.

 

The TFT and Controls

The TFT display is sensational, the same unit that's on the GSA. It's big, bright, and clear. Is it complicated? Yes, absolutely. There are so many options and menus that it can be overwhelming. I struggled to connect my phone, though to be fair, I always struggle with that on press bikes.

What I love is the four programmable buttons. Someone at BMW had the smart idea to put buttons right there on the side so you don't have to dive into complicated menus for your most-used functions. They're nice and big, tactile, and genuinely useful.

The one criticism I have of the controls is that the switch blocks aren't backlit. For a premium bike at this price point, that's an odd omission. I picked the bike up at night once, and the heated grips had been left on. Trying to find the right button in the dark to turn them off was unnecessarily difficult. Ducati does it, Moto Guzzi does it. BMW should too.

Size and Practicality

This is a big bike.  It's wide, it's bulky, and at 280-290 kilos, it's heavy. The low centre of gravity helps with moving it around, but you're still dealing with a substantial machine.

That said, this is the only big touring bike I've ever ridden where I thought, "I could actually do this every day." Take the panniers off, and it feels much more manageable.

Speaking of panniers, they're expandable. There's a little dial that lets you make them even wider if you need more space. The top box, if you order the larger factory option, can fit two helmets. That's genuinely impressive. Just be aware that if you order a top box after purchase, it's actually smaller, which is a bit odd.

The centre stand raises and lowers electronically, and the whole bike lowers as you come to a stop. For someone who's 5'9", that's brilliant. The assist function is great too. You can put the centre stand up without any real effort.

What's Missing?

There's no reverse gear. At this price point, for a bike that's designed for touring and will often be loaded with gear, it would be a nice luxury to have. I don't think it's essential, the low centre of gravity makes it manageable, but after 8 hours of riding when you're tired and the bike is fully loaded, it would be appreciated.

I'm fairly certain it's not available even as an option on this bike, which is a shame.

The Price

At over $40,000, this is an premium motorcycle. But you're getting a hell of a lot of bike for that money. It's kind of where I'd expect a BMW tourer to sit, to be honest. It's still a lot of money, don't get me wrong, but it's not out of line with what else is available.

Who else is doing this? There's the Honda Goldwing, which by all accounts incredible (I'd love to ride one). There's BMW's own K1600 bagger. But apart from those, I can't think of any other bikes in this class.

The Verdict

The R1300RT is the best touring bike I've ever ridden. It's comfortable, it's capable, it's surprisingly sporty, and it's packed with technology that actually works. The automated manual transmission is brilliant, the wind protection is outstanding, and the pillion comfort is exceptional.

Is it perfect? No. The switch blocks should be backlit, a reverse gear would be nice, and all that technology is a potential maintenance concern. But these are minor quibbles in the context of what is genuinely an exceptional motorcycle.

If you're in the market for a premium touring bike, the R1300RT should be at the top of your list and for what it's designed to do, it does it better than anything else out there.

Have you ridden the R1300RT or the Gold Wing? Which do you prefer? Let us know in the comments below.