Whoever said boxer‑engined BMWs aren’t sexy hasn’t yet laid eyes on the German marque’s new R 1300 R, and it is particularly handsome in the Performance variant you see here. But the new R 1300 R’s appeal isn’t just skin deep, and BMW’s new naked boxer hits harder than ever after a raft of updates aimed at more poke, more tech and sharper handling.
At the heart of the R 1300 R is a completely redesigned 1300cc boxer engine, also used in the R 1300 GS, and now the most powerful serial‑production boxer BMW has ever built. Claimed output is 145hp (107kW) at 7,750rpm and 149Nm at 6,500rpm, a clear step up from the old R 1250 R. That extra performance comes from increased displacement, a larger bore, a new crankshaft with reduced stroke, and the continued use of BMW’s ShiftCam variable valve timing.
On the road, the numbers only tell part of the story. There’s immediate torque from low revs, a strong and elastic midrange, and a willingness to spin that older boxer generations never quite managed. The surge out of corners is addictive rather than intimidating, delivering that signature boxer shove with far more urgency than before. It feels muscular without being aggressive, fast without being frantic, and deeply usable.
On the road, the numbers only tell part of the story. There’s immediate torque from low revs, a strong and elastic midrange, and a willingness to spin that older boxer generations never quite managed. The surge out of corners is addictive rather than intimidating, delivering that signature boxer shove with far more urgency than before. It feels muscular without being aggressive, fast without being frantic, and deeply usable.
The ASA gearbox is the biggest talking point, though it’s worth noting up front that it’s an optional extra adding around $1,400 to the price. ASA removes the clutch lever entirely and automates clutch operation and gear changes while retaining a conventional gearbox. In full auto mode around town, it’s impressively smooth, making traffic a non-event. Switch to manual mode on open roads and the system really shines, delivering crisp, clutch-free shifts that still feel engaging. Riders who love traditional clutch work may not be completely sold, but for those who value reduced fatigue and everyday ease, it’s a convincing and well-executed option.
While the claimed weight of the new machine is the same as the R 1250 R, the R 1300 R feels lighter and more agile than its predecessor, with neutral steering and excellent mid-corner stability. Up front it runs a new 47 mm inverted telescopic fork that delivers a precise and engaging front-end feel. It dives naturally under braking, letting the rider properly load the front tyre on corner entry and read grip with confidence. At the rear, the revised Evo Paralever system uses a stiffer connection to the frame for improved precision, especially when driving hard out of corners.
DSA takes things a step further. It’s the first series-production setup to use an inverted fork capable of adjusting spring rate in real time, reacting to ride modes, road conditions and rider inputs. In Performance trim, the sport suspension — identifiable by its gold fork stanchions — delivers firmer damping and sharper responses without tipping into harshness, staying composed when ridden hard while remaining compliant on imperfect Australian roads.
Ergonomically, the R 1300 R strikes a smart balance. It’s upright enough for comfort, sporty enough to stay engaging, with the Performance seat adding support without sacrificing long‑distance usability. Wind protection is minimal but better than expected at highway speeds, and overall comfort is excellent for a naked bike in this performance bracket.
Like many modern BMWs, there’s a deep suite of electronic assistance, all displayed via the familiar 6.5-inch full-colour TFT screen that’s clear, intuitive and easy to navigate.
The R 1300 R now finds itself in a genuine gunfight. The hyper-naked segment is stacked with angry machinery boasting huge power and razor-sharp handling, including Ducati’s Streetfighter V4, KTM’s 1390 Super Duke R and BMW’s own S 1000 R. So, has the R 1300 R brought a knife to a gunfight? In a way, yes. It handles superbly and stops brilliantly, but it lacks the ruthlessly fast and frantic exhilaration of the big hitters in the hyper-naked segment. Add in the unmistakable appeal of BMW’s boxer layout and the depth of the Performance package, and the R 1300 R stands as one of the most complete and well-rounded premium roadsters BMW has built to date.
