Th BMW R 1300 R roadster is upgraded with a more powerful engine, a better handling chassis, and electronic aids. (Photos courtesy BMW Motorrad) There’s something deeply satisfying about threading a proper naked bike through Germany’s rolling landscape, with alpine-fresh air filling your helmet, a boxer’s mechanical concerto playing beneath you, and every bend seemingly custom-designed to make you a more confident pilot. BMW Motorrad’s R 1300 R was born and bred in the foothills of the Alps, and the latest iteration of Bavaria’s twin-cylinder roadster blends refinement, urgency, and a decidedly addictive character.  The R 1300 R is technological progress in tangible form. Its boxer engine configuration has been in BMW’s lineup since the R 32 debuted at the Berlin Motor Show in 1923. The R 32’s 494cc boxer made 8.5 hp, and the bike had a top speed of 60 mph. More than a century later, the R 1300 R’s boxer has more than twice the displacement and makes 17 times as much horsepower. It’s also equipped with ShiftCam variable valve timing, IMU-enabled performance and safety features, and radar-based adaptive cruise control and collision-warning systems. You can pair your smartphone via Bluetooth, adjust grip and seat heating, and monitor tire pressure on the full-color thin-film transistor instrument panel.  The Performance package includes Lightwhite paint with red and blue accents and other upgrades. All well and good, but what matters most is the riding experience. Most of my time on the R 1300 R was spent hurling through time and space at a brisk pace, where even the most aerodynamic helmet becomes a surprisingly effective nose-flattening device. Cafe racing from village to village across the German countryside was perfect for exploring the bike’s capabilities.  All in the Family  After debuting on the R 1300 GS in 2024 (Rider’s Motorcycle of the Year), BMW’s new R-series platform migrated to other models. The R 1300 GS Adventure arrived in 2025, and the R 1300 RT luxury tourer, R 1300 RS sport-tourer, and R 1300 R roadster arrived for the 2026 model year.  The boxer engine powering the R 1300 R makes 9 more hp and 5 more lb-ft of torque compared to the outgoing R 1250 R. We’ve tested most of these models in prior issues, so I’ll keep things brief. Compared to the previous generation R 1250 platform, the R 1300 has a totally overhauled version of the opposed-Twin engine with more displacement, higher compression, and more power and torque, pumping out 145 hp at 7,750 rpm and 110 lb-ft at 6,500 rpm. Throttle response is quintessentially German in its precision, and roll-on acceleration delivers one thrill after another. The R 1300 R will go from a dead stop to 62 mph (100 kph) in 3.4 seconds. Thanks to the ShiftCam wizardry, there’s generous grunt everywhere.  Holding everything in place is a new sheet-metal steel main frame and an aluminum subframe. Unlike other R models, the R 1300 R uses a conventional telescopic fork rather than BMW’s Telelever front suspension. It is, however, equipped with the new Evo Paralever rear suspension found on other R models.  The optional Sport titanium calipers are part of the Excellence package. As the only naked bike in the family, the R 1300 R has the most muscular silhouette. With no bodywork to hide behind, the boxer is a more prominent focal point. The compact, angular headlight is narrower than the fork tubes, and the layered radiator shrouds look like the bulky shoulders of a bodybuilder.  The bike feels compact and solid, and the seat is firm. To create a more engaged riding experience, the ergonomics have been reconfigured. The handlebar is mounted lower and farther forward, the footpegs are farther back, and the seat is lower, putting the rider in a more aggressive sportbike stance. These changes are a step backward in terms of long-range comfort (if that’s top of your priority list, then an RS or RT makes more sense), but a step forward in handling because they put more of the rider’s weight over the front wheel. Handling is further improved by wheels that are 3 lb lighter, reducing unsprung weight.  A 6.5-inch TFT display allows smartphone connectivity. Beyond the Basics  In standard trim, the R 1300 R comes with three ride modes (Road, Rain, and Eco), engine drag torque control, and cornering ABS and traction control. But a bone-stock R 1300 R is as rare as a hen’s tooth. Nearly all bikes sold at U.S. dealers will have options packages already installed.  Starting with a base price of $16,695, the R 1300 R that I tested was equipped with two option packages. The Performance package ($1,445) includes sport suspension (taller for more cornering clearance), sport tires (more grip), DTC-Shift (which links Dynamic Traction Control with the quickshifter), and styling upgrades (which look fast). For styling it gets the Lightwhite colorway with red and white accents, design option wheels and silencer, dark chrome headers, Sport passenger seat, engine spoiler, bar-end mirrors, and a few other goodies.  The R 1300 R is a bike you can live with day to day and still enjoy a thrilling twisty road on the weekend. The Performance package is automatically paired with the Excellence package ($3,445), which adds a quickshifter, Dynamic Suspension Adjustment, Ride Modes Pro (adds Dynamic and Dynamic Pro modes), higher-spec Sport brakes, Headlight Pro, Riding Assistant radar features, heated grips and seat, tire-pressure monitoring, and luggage system prep (should you want to add side cases with a USB-C charging port and central locks, they’ll set you back $2,264.50). All in, the as-tested price of our R 1300 R is $22,480.  Enumerating the details about these option packages is necessary because they have a bearing on the riding experience. Dynamic Suspension Adjustment, for example, makes real-time adjustments based on conditions: not only front/rear damping but also spring rate. It also automatically adjusts rear preload when a passenger, luggage, or both are added. DSA minimizes fork dive, all but eliminates rear-end squat under acceleration, and keeps the chassis stable and the contact patches in contact with the pavement regardless of road conditions or rider inputs.  For 2026, the R 1300 R gets a new sheet metal frame that’s stiffer and offers a more compact package. GEAR UP Helmet: Arai Contour-X  Jacket: Rev’It Sand 5 H2O Airbag Vest: Alpinestars Tech-Air 5 Plasma  Gloves: Rev’It Sand 5  Pants: Rev’It Sand 5 H2O  Boots: BMW Motorrad  Back home I ride an R 1200 GS, and on the same press launch where I tested the R 1300 R, I also tested the R 1300 RT. My GS and the RT are taller, cushier bikes that spoil the rider with wind protection, spacious cockpits, and supportive seats. The R 1300 R means business. It encourages the rider to stay focused, and lean into the wind.  While the R 1300 R may be more aggressive than other R-series models, it isn’t the tip of the roadster spear. There are plenty of other naked sportbikes that are lighter and more powerful. Elsewhere in BMW’s lineup you’ll find the S 1000 R, which is 95 lb lighter and makes 25 more horsepower. The higher-spec M 1000 R is lighter and more powerful still. But the R-series roadster has never been about top-dog bragging rights. It has always been a civilized machine, one you can live with day in and day out, a motorcycle that has the character of a BMW’s iconic boxer.  There’s no better place to enjoy fine German engineering than in the German countryside. The Journey  Navigating some of southern Germany’s most scenic routes, I was in awe looking at the postcard-perfect villages nestled among the endless rolling green hills. My strongest impression of the R 1300 R was that of engagement, of feeling connected to the bike which felt connected to the road. All the fancy tech was there when I needed it, but it faded into the background as I focused on the pavement that unfolded before me, presenting me with one delight after another.  The throttle, brakes, and suspension worked together harmoniously, effortlessly, without requiring extra thought or direction from me. That sort of intuitiveness is an elusive quality that isn’t present on all motorcycles. The R 1300 R has it, which speaks to the steady evolution of the platform over successive generations.  2026 BMW R 1300 R 2026 BMW R 1300 R  Base Price: $16,695  Price as Tested: $22,480 (Performance & Excellence packages)  Website: BMWMotorcycles.com  Warranty: 3 yrs., 36,000 miles    Engine Type: Liquid‑cooled, longitudinal opposed‑Twin, DOHC w/ 4 valves per cyl. & ShiftCam  Displacement: 1,300cc  Bore x Stroke: 106.5 x 73.0mm  Horsepower: 145 @ 7,750 rpm (factory claim)  Torque: 110 lb­-ft @ 6,500 rpm (factory claim)  Transmission: 6‑speed, hydraulically actuated slip/assist wet clutch  Final Drive: Shaft  Wheelbase: 59.5 in.  Rake/Trail: 27.5 degrees/5.0 in.  Seat Height: 30.9 in. (standard) / 31.9 in. (as tested)  Wet Weight: 527 lb (factory claim)  Fuel Capacity: 4.5 gal.  Ken Engelman is an industry veteran who has worked at Rider, RoadRUNNER, and the BMW MOA. He owns a BMW R 1200 GS and loves exploring the world on two wheels. When not working or riding, he works with community nonprofits and spends time with his family and dog.  The post 2026 BMW R 1300 R Review appeared first on Rider Magazine.

Last summer, we rolled a brand-new 2025 Harley-Davidson Road Glide off the showroom floor at Zion Harley-Davidson in Washington, Utah. […] The post Transforming a 2025 Road Glide with H-D’s Cream of the P&A Crop appeared first on Hot Bike Magazine.

1919 Henderson Four (Lot S60) We’re less than two weeks away from the start of Dana Mecum’s 39 Annual Spring Classic, known as the Indy auction, which kicks off on Friday, May 8, and continues through Saturday, May 16, at the Indiana State Fairgrounds in Indianapolis. As of today (April 28), there are 109 motorcycles listed on the Mecum website that are up for sale at the Indy auction. More are being added as the auction draws near. In our previous posts, we highlighted classic Harley-Davidsons, Japanese classics, British beauties, and a variety of unusual and unexpected motorcycles. Today we’re taking a closer look at antique motorcycles. The Antique Motorcycle Club of America considers any motorcycle that is 35 years or older an antique, which would include motorcycles built in 1991 or earlier. (Sheesh…I graduated high school in 1991; does that mean I’m an antique too?) For the purposes of this post, however, we’ll look at a selection of motorcycles built between 1904 and 1971 that will cross the block at the Indy auction. (We highlighted some antiques in our earlier posts, including a 1936 New Imperial Model 30, a 1937 Harley-Davidson EL Knucklehead, and a 1964 Honda Dream 305, among others.) 1904 Indian Single Camel Back Racer 1904 Indian Single Camel Back Racer (Lot T116) (Lot T116): Built three years after the Indian Moto(r)cycle Company was founded (which was called Hendee Manufacturing Company until 1923), this 1904 Indian Single Camel Back Racer represents one of the earliest purpose-built American racing motorcycles. Powered by a 213cc F-head single-cylinder engine that made 1.5-2 hp, it featured a distinctive “camelback” fuel tank mounted over the rear fender, a hallmark of early Indian design. Lightweight and mechanically simple, it was built for competition on dirt tracks and board tracks of the era. Despite modest power, its speed and agility helped establish Indian’s racing reputation. 1919 Henderson Four 1919 Henderson Four (Lot S60) (Lot S60): Built from 1912-1931, the Henderson Four was a landmark American inline-Four, known for smooth power and long-distance capability. Positioned alongside the luxury-focused Pierce Four, the performance-oriented Ace Four, and the later refined Indian Four, the Henderson struck a balance of reliability, speed, and accessibility. Its longitudinal crankshaft and advanced engineering helped define the American 4-cylinder tradition, influencing both Ace and Indian designs. Widely used for touring and endurance riding, the 1919 Henderson Four remains a cornerstone of early multi-cylinder motorcycle development. This example, which has a 70ci engine, was comprehensively rebuilt by Road Oiler Restoration. 1928 BMW R62 1928 BMW R62 Lot (T11) (Lot T11): The first BMW motorcycle, the 494cc R32, was built in 1923, and it featured a boxer (flat) Twin engine and shaft final drive that are still hallmarks of many BMW motorcycles today. The BMW R62, produced in 1928-1929, built on this foundation a larger 745cc engine, increased power, and improved performance. Designed for higher speeds and longer-distance touring, the R62 retained the signature longitudinal crankshaft layout and durability of its predecessor. This example was brought from Germany to the U.S. in 1984, where it was restored, displayed in a museum, and maintained in running condition. 1938 Indian Four 1938 Indian Four (Lot F93) (Lot F93): Like the Henderson Four above, the Indian Four carried this distinctly American engine configuration forward. Indian Fours were built from 1928 (after Indian acquired the Ace Motorcycle Company and its Four model) until 1942 – the last longitudinal Four built in the U.S. This example is one of a purported 300 Model 438 Fours, known for their Art Deco styling and valanced fenders, built in 1938. It was restored by Eugene Keiffer in 1988, purchased from Keiffer’s collection in 1990, and in the David A. Berg Collection for over 35 years. 1946 Indian Chief 1946 Indian Chief (Lot T5) (Lot T5): The 1946 Chief marked Indian’s postwar return with one of the most iconic American motorcycles ever built. Designed for comfort and long-distance touring, the Chief appealed to soldiers returning home after World War II. Powered by a 74ci (1,200cc) V-Twin, it combined strong torque with smooth, reliable performance. Its deeply valanced fenders, sprung frame, and classic styling defined the look of Indian motorcycles for decades to come (well beyond the company itself, which went bankrupt in 1953). This example has undergone a comprehensive “nut and bolt” restoration. 1952 Vincent Comet 1952 Vincent Comet (Lot T4) (Lot T4): The Vincent Comet, produced from 1935-1955, is a classic British bike known for combining performance with advanced engineering. Its 499cc OHV Single delivered strong, reliable power for its class. The Comet shared many features with Vincent’s larger Twins, including a rigid upper frame member and cantilever rear suspension, giving it excellent handling and ride quality for the era. With its clean lines, distinctive black finish, and refined performance, the Comet remains one of the most respected and collectible postwar British motorcycles. 1959 BMW R26 1959 BMW R26 (Lot W7) (Lot W7): The R26 was BMW’s first postwar single-cylinder model with a full swingarm rear suspension, replacing earlier rigid-frame designs. Powered by a 247cc overhead-valve engine, it delivered smooth, efficient performance suited to everyday transportation. The R26 retained BMW’s signature shaft drive and high build quality while improving comfort and handling. Reliable and easy to maintain, it became popular across Europe as practical mobility in the early 1950s. This example was purchased from a private collection and put on display at Rocky’s Great Outdoors of Burton, Michigan, for 19 years. It is now being offered with no reserve as part of the Paul “Rocky” Roll Estate Collection. 1971 Honda CB350 1971 Honda CB350 (Lot G258) (Lot G258): Honda’s CB350 helped define the approachable, reliable Japanese motorcycle. Powered by a 325cc parallel-Twin with a smooth-revving overhead-cam design, it offered lively yet manageable performance. Its electric start, dependable build quality, and easy maintenance made it especially popular in the growing U.S. market. With classic styling, nimble handling, and everyday usability, the CB350 became one of Honda’s best-selling models and a cornerstone of the early-1970s motorcycle boom. This running example underwent an extensive and meticulous frame-off restoration. The engine, frame, and chrome are original, and it is finished in its original color of Candy Blue. To see all the motorcycles up for auction in Indianapolis, go to the Mecum website, click on the Buy drop-down menu at the top, select Motorcycles, and click on “View Lots.” A Mecum auction is a must-attend event for any gearhead, but if you can’t be there in person, you can bid online or by phone – just fill out the registration form on the Mecum website. The post 2026 Mecum Indy Auction Preview: Elegant Antiques appeared first on Rider Magazine.