Three-section frame consisting of front and
rear section, load bearing engine-gearbox unit
Front Suspension
BMW Motorrad Telelever, stanchion diameter 35mm, central spring strut, rebound damping electronically adjustable with
standard ESA
Front Wheel Travel
120 mm / 4.7 in
Rear Suspension
Die-cast aluminium single-sided swinging arm
with BMW Motorrad EVO-Paralever, spring preload hydraulically adjustable to
continuously variable levels by means of electronically adjustable ESA,
rebound damping with standard ESA
Rear Wheel Travel
135 mm / 5.3 in
Front Brakes
2 x 320mm Discs, 4 piston
callipers
Rear Brakes
Single 265mm disc, 2 piston
caliper
Wheels
Cast aluminium
Front Rim
3.50 x 17
Rear Rim
5.50 x 17
Front Tyre
120/70 ZR17
Rear Tyre
180/60 ZR17
Castor
116 mm / 4.5 in
Steering Head Angle
63.8°
Dimensions
Length 2230 mm / 79.9 in
Width 905 mm / 35.6 in (incl. mirrors)
Width 980 mm / 38.5 in (incl. panniers)
Wheelbase
1485 mm / 58.4 in
Seat Height
820 mm - 840 mm / 32.2 in - 33.0 in
780 mm - 800 mm / 30.7 - 31.4 in (special equipment low seat bench)
Ground Clearance
155 mm / 6.1 in
Dry Weight
229 kg / 485.0 lbs
Wet Weight
259 kg / 570.9 lbs
Fuel Capacity
27 Liters / 7.1 US gal
Reserve
4 Litres / 1.0 US gal
Consumption Average
5.3 L/100 km / 19.0 km/l / 44.7 US mpg
Standing 0 - 100km
3.7 sec
Standing
¼ Mile
12.2 sec
Acceleration
60-140 km/h
9.8 sec
Top Speed
210 km/h / 130.5 mph
.
From the first glimpse of the
R 1200 RT, there’s no mistaking
that it is a completely new motorcycle. Dramatically styled new bodywork
makes a clear break from the old R 1150 RT, yet provides improved rider and
passenger comfort thanks to improved aerodynamics. Integrated rearview
mirrors/turn-signals help manage airflow around the rider’s hands to provide
a generous still-air pocket and protection from weather. Compared to the R
1150 RT, the new windscreen is taller and wider, also for better rider
protection but also, because it’s important in a motorcycle of this caliber,
excellent passenger weather protection with a minimum of fatiguing
turbulence.
A prominent split grill channels cooling air over the
R 1200 RT’s large engine-oil
cooler and brackets a new style of "freeform" headlight. Because superior
nighttime illumination is critical to long-distance riders, the
R 1200 RT features geometrically
optimized surface contours that redirect the efforts of two H7 halogen bulbs
for the low beam and a single, central H7 halogen light for the high beam.
The rider’s view from the saddle is at once familiar and
yet completely new. Among the familiar touches is the ergonomic profile of
the R 1200 RT, which is based
heavily on the extremely comfortable R 1150 RT. (In fact, the handlebars are
the same as before except for a revised finish.) This means that the
R 1200 RT has the ideal
seat-handlebar-footpeg relationship for long-range touring, placing the
rider in a comfortable, upright position that reduces fatigue and improves
control of the motorcycle.
Seating options abound. The
R 1200 RT comes standard with a split saddle that allows for
two-position adjustment of the rider’s portion, resulting in a seat height
of either 32.3 or 33.1 inches (820 or 840mm). A lower seat is available that
reduces overall seat height to 30.7 or 31.5 inches (780 or 800mm). In both
cases, the seats themselves and the area around them have been resculpted in
the R 1200 RT to maximize legroom
and reduce the effective reach to the ground, which provides surefooted
handling at a stop.
The R 1200 RT is
clad in dynamic new bodywork that channels ambient air as well as
engine-cooling air effectively around the rider and passenger. As before,
the windshield is electrically moved within a wide range of positions to
optimize wind protection and minimize turbulence for riders of all sizes.
A new rail mounting system is installed on the top of the
fuel tank to improve the security and convenience of the optional tank bag.
This is in addition to standard 32-liter hard saddlebags that feature new
four-point mounting systems and, as ever, weather-resistant seals, and locks
keyed to the ignition key. An integrated luggage rack can carry extra gear
or be fitted with one of two optional topcases of either 28 or 49 Litres’
capacity. (The 28-liter topcase is all black, while the larger case is White
Aluminum Metallic over black. The side cases are color matched to the
motorcycle.)
Hazard warning flashers
Single key locks
Closed Loop 3 Way Catalytic Converter
Adjustable handbrake, clutch levers
Adjustable rider’s seat
BMW Integral ABS (Partial System)
Luggage rack
Diagnostic interface
Electronic immobilizer
Info flat screen
Power socket
Review
BMW shocked us
early in 2004 when it released the ground-up re-think of the
iconic Boxer GS. The R1200GS proved to be heaps better than the
R1150GS, gaining a significant boost in power while losing a
hefty chunk of weight.
I suppose, then, it shouldn't have surprised us to find out the
new R1200RT is every bit of the huge leap forward over the
previous generation. The sportbike formula of more power and
less weight again proves its efficacy in other classes of bikes,
as the loss of a claimed 44 pounds and the addition of 15
horsepower compared to the R1150RT makes this comfy touring bike
feel like a nimbler sport-tourer.
BMW started with the GS's 1170cc Boxer Twin and hot-rodded it
with a bigger airbox, more aggressive cams and a full-point bump
in its compression ratio to 12.0:1. The result, claims BMW, is
110 peak ponies at 7500 rpm, 10 more than claimed for the GS.
And its 85 lb-ft of torque at 6000 rpm is up nearly 15% from the
74 lb-ft claimed for the old R1150RT.
After riding the RT at its press introduction, we ordered up a
test bike for the MCUSA fleet. Kenny rode it from SoCal to our
headquarters in Oregon, where we strapped it to the dyno to
check on the power sent to the rear wheel. We were impressed
when it cranked out nearly 100 horsies (97.3) at 7900 rpm, just
prior to hitting the rev limiter but after BMW's claimed redline
of 7500 rpm. Torque stays above 60 lb-ft shortly after 3000 rpm,
growing to 74.4 lb-ft at its 6400-rpm peak.
The old R1150RT was basically a full-fairing version of the
R1150RS. For 2005, BMW has dropped the RS in favor of the new
R1200ST, a sportier version of the new RT but using much less
bodywork and features for a lighter steed.
At the siblings' press introduction, I spent a few hours aboard
the 60-pound lighter ST before sampling the RT. I had been
enjoying the ST's newfound power and sporty feeling, so it was a
shock to sit behind the RT's acres of plastic. In contrast to
the ST's relatively lithe physique, the RT wide expanse of wind
protection and broad seat make it initially feel like a bit of a
pig.
Engaging first gear in its revamped six-speed
transmission (with quieter helical-cut gears) is now easier than
ever, and the RT surprised me with its apparent lack of heft at
low speeds, the Boxer engine's low center of gravity evidently
playing a role.
I rolled off out of town, angling the electrically adjustable
windscreen higher to fully block the oncoming air. Soon I was on
a sparsely traveled and somewhat curvy backroad, happily
cruising along in comfort and grace. Then I noticed the needle
of the easy-to-read analog speedo was pointing at 90, so I
assumed this RT might be a Euro-spec bike with kilometers-per-hour
readings. Well, no, it turned out it was in mph-that's how
comfortable and composed this bike is at speed while its rider
is ensconced in a pocket of still air.
"I traveled from L.A. to Medford up I-5 in two days on the
1200RT, and I can tell you that this bike is the most
comfortable motorcycle I have ever ridden on that stretch of
road," comments Editorial Director Ken Hutchison.
Straight-line cruising is effortless on the RT. The revised
Boxer engine drones along capably and without the bothersome
surging of some previous models, and it pulls clean and strong
from just 2500 rpm. A balance shaft that debuted on the 1200GS
means that intrusive vibration doesn't come into play until
top-gear revs are in the go-to-jail category.
Ergonomically, the RT's riding position is about as neutral as
they come, as its rider is in a comfy upright position with a
decent amount of legroom. Tall riders will probably prefer the
broad two-position seat in its higher 33.1-inch setting rather
than the 32.3-inch standard position. Shorter riders can order
an optional seat that lowers the height to either 30.7 inches or
31.5.
The RT's windscreen, now taller and wider than previous, proved
to be highly versatile. When in its low position, a rider can
easily look over its upper edge and enjoy a bit of cooling
breeze; in its most vertical position, it provides a huge bubble
of shelter. In addition, the RT's integrated rearview
mirrors/turn-signals help keep a rider's hands protected from
chilling wind, and the side fairings do a similar job for legs.
"The windscreen actually suits me just fine in its low setting,
although there is a substantial amount of wind noise that comes
into play," says Hutch. "On the opposite end of the spectrum,
the tallest setting completely shields my 5'8" body from the
elements and drastically reduces wind noise."
Okay, so it's no surprise this born-again RT is comfortable.
What was surprising was how well the big-boned Beemer could be
hustled down a twisty road. A revised Telelever front end gives
improved feedback, and its rake angle is set at a slightly
steeper 26.7-degrees. Trail, too, gets a bit sportier, reducing
from 4.8 inches to 4.3 inches. These two reductions result in a
nimbler feel from behind the bars, despite the wheelbase
remaining constant at 58.5 inches. (An odd snafu prevented us
from weighing the RT on our scales, but BMW claims it weighs 571
pounds full of fuel but without the saddlebags.)
"I had a lot of fun blasting the backroads of Oregon during our
time with the RT," notes Hutchison. "For such a massive looking
machine the RT actually handles very well and is surprisingly
nimble for a bike of its size. It really scoots through the
turns, it's stable and holds a line very well, and it doesn't
take a whole lot of extra effort to get it to change direction."
Holding up the 120/70 and 180/55 17-inch rubber are Brembo-made
wheels that are lighter than before, reducing unsprung mass for
better handling and improved suspension control. At the rear,
BMW's Paralever shaft drive also acts as a swingarm, borrowing
the GS's newer and lighter Paralever that is made of tough
forged aluminum. The shock is adjustable for preload and rebound
damping, while compression is handled by travel-dependant
circuitry that gets stiffer as the shock is compressed. When
combined with the revised Telelever front end, also made of
forged aluminum, the RT's suspension does a wonderful job of
soaking up bumps - it's only on sharp hits like Botts Dots that
it feels harsh.
"The Telelever front end continues to evolve
and this version is of course better than previous," says Hutch.
"Feedback that was lost in previous versions is now more evident
- it's not as familiar feeling as a fork, but it is getting
closer."
In addition to its innovative and mostly effective suspension
systems, BMW has become the biggest purveyor of luxury and
comfort amenities. The RT is no different, and its list of
standard features includes ABS, a power outlet, luggage rack and
color-matched saddlebags, among a couple others.
"The RT comes equipped with two of the greatest OEM components
to make their way onto any motorcycle: cruise control and heated
grips," Kenny declares. "The great thing about the RT is its
sweet rider accommodations."
And if that's not enough for you, the clever Germans have more
to offer if you're willing to pay extra for it. A heated seat
can be a godsend on cold rides, a trip computer is handy while
traveling, a radio/CD player helps pass the miles, a choice of
two top cases will hold more stuff, and BMW's Navigator II GPS
moving-map system will help find your way.
Of the above options, our tester had only the stereo system.
While we appreciated having tunes along for the ride, some of us
found its myriad controls and buttons difficult to navigate
without looking away from the road.
"This stereo is a double-edged sword," notes Hutch. "It offers a
great break from the typical mind-numbing sound of the wind that
accompanies any long trip and helps you forget about the amount
of time in the saddle. And it gave me something to do to satisfy
my innate desire to fidget with electronic equipment, which
brings me to the con side of having a stereo. The
handlebar-mounted stereo operation center, as I like to call it,
is difficult to 'feel' your way to the controls on the first
try. This nearly gave me a heart attack when the car I was
following during one such moment got hard on their brakes. It's
easy to forget you are on a motorcycle when you have all these
gizmos to play with, so take a bit of advice and make sure not
to sacrifice paying attention for trying to fine tune your
tunes."
The RT's most notable option is BMW's Electronic Suspension
Adjustment. Better known as ESA, this $750 selection allows a
rider to adjust the shock's spring preload and damping from the
cockpit and while moving. Sadly, our test unit was not equipped
with ESA, but the scuttlebutt is that it's a very worthy option.
One item that some of us wish was optional is BMW's EVO power
brake system with the Partial Integral anti-lock brakes.
Optional on the R1200ST, the Partial Integral ABS is a form of
linked brakes in which braking power is applied to the front
andrear brakes when the hand lever is cued, governed by an
electric power-assist mechanism. The amount of rear-brake
application via the bar lever is electronically controlled
depending on conditions. The rear brake pedal operates only the
rear brake.
While we appreciated the extra safety provided by ABS, and the
linked braking was transparent enough not to be intrusive, we're
not entirely sold on a motorcycle needing power brakes. Sure,
the twin 320mm floating front discs and single 265mm rear disc
(and Brembo 4-piston calipers) provide plenty of whoa action,
but the power-assist makes feedback feel unnatural. And when the
bike is not running, there is only about 5% of braking power
available, which can make for tense moments when pushing it
around your driveway.
In one disturbing instance, the ABS malfunction light glowed
back at me as I began to ride off from a stop, and I noticed the
brakes' power assist wasn't functioning. I kept grabbing the
brake lever to activate it, but it wouldn't respond to repeated
attempts. I pulled the brake lever once more and the power
brakes had suddenly and magically turned on, nearly catapulting
my body through the windscreen! I'd much prefer having a direct
connection to the bike, but Kenny had some different thoughts.
"I like the security of having ABS and the power-assist braking
BMW has integrated into the RT," he notes. "Some people will
complain about the lack of feel or whatever it may be, but the
fact remains that ABS is a great addition to a bike that will be
ridden from one end of the earth to the other, regardless of
weather conditions. I have mixed feelings about the power
assist, though. I can see the point that some level of feel is
sacrificed, but it certainly seems to help haul a bike of this
size down without much effort at the lever."
Although we didn't have the opportunity to sample a top box,
each of the RT's standard side cases was able to swallow
32-liters of stuff. Recently redesigned, now with a four-point
mounting system, the bags proved to be better than ever.
"The ease with which they can be installed and removed is a
welcome change to the equipment just one year ago," explains
Kenny. "The release mechanism in the handle no longer requires
use of the key to open the bags as long as you do not lock
them."
Frequent fuel stops are a major inhibitor of making efficient
traveling time, but the RT can take you more than 300 miles on a
tankful if you're judicious with the throttle. On his freeway
stint up to Oregon at 75-85 mph, Kenny averaged 52 mpg, which
combined with a generous 7.1-gallon tank means that its rider
will probably be ready to stop before the RT will.
BMW has long been a reliable source for mile-munching touring
bikes, and the R1200RT might be its best one yet. It is blessed
with Gold-Wing-like comfort yet weighs several hundred pounds
less, so it's fun to ride on twisty roads and not ponderous.
As with all things BMW, the only real obstacle to entry into the
fraternity is the Corolla-like MSRP. The new RT retails for
$17,490, so your 1986 Honda Magna trade-in ain't gonna get you
far. Check all the option boxes and you're looking at a $20K
ticket.
Still, the 1200RT is only $900 extra over the 1150RT and, like
the excellent new GS, this RT is a Shaq step forward for the
model line. It's one of the first directions we'd turn when
setting out on a cross-country journey.