2023 BMW R 1250 RS Review

BMW’s RS concept has existed for more than 40 years. Beginning with Hans Muth’s legendary R 100 RS of 1976, the RS has been shorthand for boxer-powered sport touring, as opposed to the more refined RT (Reise Touring) concept. The RS certainly didn’t invent a new riding genre, but it was a groundbreaking improvement for the nascent sport-touring community. Muth’s beautiful (and effective) fairing was fixed to frame with a 980cc boxer helping push both envelope and airspace.

Editor’s note: we test rode the ‘20 version during the 2020 BMW R 1250 RS MC Commute Review article and video.

Joining the 1975 Honda Gold Wing, the RS pushed the envelope of luxurious and sporty touring. Currently, the Kawasaki Concours 14 ABS and H2 SX SE, Suzuki GSX-S1000GT+, Yamaha FJR1300ES and Tracer 9, and the KTM 1290 Super Duke GT are all valid alternatives. But arguably, they exist because of BMW’s Sport Touring concept from way back when. The RS is the OG, so to speak.

German grammar rules aside, BMW’s site plainly states that the R 1250 RS is a “Sport Tourer,” or “Reise Sport.” Travel Touring motorcycles are in the “Tour” section, but the RS gets a spot in the “Sport” section, alongside the S 1000 RR. The only boxer among BMW’s stable of sporting 1,000cc inline-fours, the RS runs with fast company. Is it legit or just a marathoner sneaking into the sprints? Look past the fairings and you’ll see a humanely tall handlebar, sensibly placed winglets, and an adjustable windshield that make for pleasurable 400-mile days. Slimmer fairings, an extra 1.6 inches in the wheelbase, and 79 fewer pounds turn the RT into an RS.

But does it do all the “sporting” well? That’s a really dumb question. It’s obviously one of the best ways to employ triple digits in service of two-wheeled vacationing. But Motorcyclist earned the only North American test ride for the 2023 R 1250 RS. So we smartly said yes to answering a stupid question over two weeks and 700 miles of Wisconsin countryside.

The oil-and-liquid-cooled 1,254cc opposed-twin motor is the spiritual heir to the beloved air-cooled /5 and /6 twins of the 1970s. “Spiritual” is shorthand for little shared DNA. But hit the starter, and you get that tractorlike wobble that defines boxer love. The counterbalance shaft means you get approximately 1,500 rpm’s worth of idling nostalgia before ShiftCam variable intake camshaft control ensures silky-smooth torque all the way up to 6,000 rpm and beyond.

The example kindly provided has the 29.9-inch low seat, which works great for riders 5 feet, 8 inches and shorter. Not so much for those of us with 5-foot-10 frames. This made for very cramped touring. It also turned various reproductive organs into load-bearing stressed members. But using imagination and creative writing, we’ll simulate a ride review with the standard 32.3-inch seat. While we’re at it, we’ll fake-review the 33.0-inch sport seat and optional tubular handlebars, which are wider and a tad higher. They’re also way easier to attach farkles to.

Turn the keyless ignition on and hit the starter to awaken the claimed 136 hp, with 105 lb.-ft. of torque available at 6,250 rpm. Then decide how many of those ponies you need. The new Eco mode greatly reduces available torque and maps the throttle for maximum fuel efficiency. It also shows real-time efficiency on the TFT. If you commute in any congested US city, there’s no point in not being in Eco mode. But if you’re heading for cornfields or mountains, press the mode button until it says Dynamic and twist the throttle as needed.

First gear is tall. But you’re either touring or sport riding, so relax. If you’re stoplight racing with the RS, you still hustle along nicely with a claimed 3.3-second 0–60 mph time. The Shift Assistant Pro was a bit “chunky” upshifting between first, second, and third gear under throttle. But launching from turnpikes at max throttle into fourth, fifth, and sixth was fantastic, among the best quickshifter ever tested. Downshifting was satisfyingly smooth throughout, so call it a draw. Opt for the clutch to experience one of the better transmissions around, the old-fashioned way.

Dynamic Brake Control, Dynamic Traction Control, and ABS Pro are now standard. The engine drag torque control is present, but still allows for decent engine-braking when ridden aggressively. Actual brakes are twin 320mm discs with Brembo four-pot calipers up front and a single 276mm disc with another Brembo in back.

The $2,900 Premium Package includes saddlebag mounts for said luggage, Gear Shift Assistant Pro (quick shifting), a nice chrome exhaust, centerstand, Dynamic ESA (Electronic Suspension Adjustment), heated grips, ride modes including the customizable Dynamic Pro setting. You also get cruise control, keyless ride, tire pressure monitor, and GPS preparation, should you opt for the expensive BMW Navigator IV, V, or VI system.

A 10.25-inch TFT with integrated map navigation comes standard on BMW’s touring models, but the RS keeps things sporty with a smaller 6.5-inch TFT without map navigation. The now-familiar Multi-Controller works well, though.

Once again the BMW Motorrad app is next to useless as far as navigation. Had the Germans used it in World War II, the French and English would’ve won by 1941. Featuring a solitary blue line and no street or route info (except for the next turn), the navigation seems designed for frontline Russian soldiers or people on scavenger hunts. Street names that do appear are outlined in gray, just like the map background.

The app is good at harvesting first-party data from riders, though. It records trips and various stats for your benefit, and BMW Motorrad’s. To take full advantage of the app’s capabilities, the app needs full access to your phone, pictures, and everything. Enjoy seeing the Gs you’ve pulled on acceleration and your lean angles. Corporate brass in Munich will enjoy it too. They might also enjoy your vacation photos, which also get stored in the app during rides. A totally intrusive and pointless feature.

Bottom line: The BMW app offers terrible navigation and little useful information, while offering BMW loads of free data you created. Giving away data is standard these days, and it’s not a big deal if you get real value in return. But that’s not the case here. Basically, the BMW app is designed to convince you to spend $800–$1,000 on the optional 5-inch Navigator IV, V, or VI device. Very disappointing.

While it has a proprietary connector for power and integrated control, this feels like the RS’ biggest miss. It’s an extra thousand dollars for a device that could’ve been integrated with the fine (and larger) existing TFT. The final insult? Stock handlebars will not accommodate much, if any, farkles or mounts unless you go with those optional tubular handlebars. Just saying.

So that’s the specs and numbers. But what’s it actually like? Fourteen days and 700 miles were telling. Joining forces with Cycle World alum John Krewson, a ride through Wisconsin’s Driftless area accounted for about 400 of these miles. Winding farm roads, blind crests, and plenty of “road apples” in the middle of apexes provided a solid test of the RS’ ABS, traction control, and general mannerisms.

To start, look past the handlebars and you’ll see the ground. The fairing, while effective, only mitigates wind. Tire noise and brakes being bedded in are audible, as the testbike only had 57 miles on it. The two suspension settings, Dynamic and Road, were both fairly hard and taut. The low seat (and using our imagination, the 32.3-inch seat) is firm and gives ample road feedback. This is all perfect and just as it should be.

As a hilarious counterpoint to the RS, Krewson pulled out his Ducati 900 SS for the day. The dry clutch brought out the whisper-quiet of the RS and eliminated stoplight debates about directions. But no problem whatsoever. Having grown up in the area, Krewson provided navigation much better than the BMW app or the RS’ stripped-down TFT directions.

Stability Control and Dynamic Traction Control (ASC/DTC) intervention seemed nonexistent until the issue was pushed midcorner. A telltale lack of throttle response is the response itself. This can be turned off mid-ride, for properly sanding the squares off tires. ABS Pro can also be deactivated mid-ride, but come on. You’re not on a GS heading down a fire road. Not much point in deactivating it unless you’re touring, um, trackday.

Nobody will ever confuse the RS with mid-’90s Ducati products, but it’s not the Odd Couple either. They’ve both got gobs of torque, tall gearing, and robust amounts of rubber. But for all of its sporting pretensions, the RS’ soft touring edges show. Rider position is angled slightly forward to take on wind, but the ergonomics make all-day riding possible. Weight on wrists was felt after a long day, but taller, optional tubular bars would likely help. Pegs and controls are slightly aft, but fairly neutral in positioning.

Despite riding to one of the better breweries in America, Krewson and I opted for coffee and kringles and a bench on 1st Street in New Glarus. BMW’s pricey (but superb) hard touring cases were not included with the testbike, but prospective buyers can figure on spending $1,200 or so for both. An estimated four 12-packs of New Glarus beer would fit in said luggage. Or four 12-packs of lesser, non-Wisconsin beer. Or even 64 liters’ worth of clothes and toiletries if you’re into that sort of thing.

One hundred fifty miles of steady rain on the way back to Chicago proved the worth of the two-position windshield and fairing concept. Wind and rain was kept reliably above the visor, while a decent eye of calm extends to your midsection, before putting legs and boots at the mercy of whatever you’re riding through. Call it the price of entry for sport-touring. Rain mode cuts torque nicely while still offering 90-plus mph. The Metzeler Roadtec 01 120/70 fronts and 180/55 rear tires tracked well through rain grooves and just plain rain. The engine spoiler seemed to channel water directly to boots, making sponges of non-waterproofed Frye boots. Classic user error in this case.

A visit to the cradle of German-American civilization, Milwaukee, proved a silly exercise in cultural synergy. Miles of 125-year-old cream brick and limestone just made the RS look like Secretariat in a horse trailer. The RS was born to turn countrysides into green and tan blurs. A stop at the old Pabst Brewery seemed unnecessary. Time to find some two-lane roads with single letter names.

Bottom line? If you want effortless touring, get an R 1250 RT. Or a BMW K 1600 B Grand America. If you want to reach your destination in full send mode, the RS is happy to oblige. And if you happen to encounter 150 miles of driving rain, the two-position windshield creates enough of an air pocket to manage. The RS doesn’t share the cylinder (or pony) count of its Sport brethren, but the spirit’s there. In exchange for a few creature comforts, the RS offers the feel of touring Nürburgring. And while you’ll certainly earn a cold one after a full day of riding, it’ll be for relaxation, not recovery.