BMW R 1200 RT test

Menus

• New reference Racer Tourer
• Discovery
• In the saddle
• In the city
• Motorway and expressways
• Departmental
• Part-cycle
• Braking
• Comfort / Duo
• Consumption
• Conclusion
• Colors
• Electronic Summary
• Maps
• ASC (Automatic Stability Control) traction control
• Semi-active dynamic ESA suspension
• Options and Packs
• Comfort pack
• Dynamic Pack
• Touring package
• Shifter Pro for gear changes without load break (optional ex works).

New reference Racer Tourer

Long is the road traveled by the German road benchmark, driven by the famous flat twin. Indeed, the first model, R 100 RT, made its first turns in 1978. Since then, its many evolutions have seduced long-distance bikers or day-to-day backpackers.. Constantly and deeply revised, each new opus set new milestones, both mechanically and aesthetically..
Thus, by limiting its genesis to the appearance of boxer engines (1995), the Munich-based then offered an oil-cooled 4-valve unit, an ABS system and the principle of Telever front suspension specific to the German brand. Seven years later, on the same basis, the R1150RT model featured improved engine performance, assisted ABS braking and a 6-speed gearbox. The design is sharper, the lighting redesigned and the ignition doubled in 2004.
The 2005 version revolutionizes the road, both in design and in dynamics, with the R 1200 RT. The new boiler develops an additional 15 hp, the machine loses 20 kg and receives electronically adjustable suspensions (optional ESA) on the handlebars. Braking is combined: the action of the front lever also acts on the rear. Evolving in 2007, the machine received a lighter ABS, the introduction of traction control (ASC) and electronic tire pressure measurement. The front face was slightly retouched in 2009: fairing cutouts and turn signal support, but above all adopted the new cylinder heads with double overhead camshaft, from the sporty HP2 Sport. It was time again for yet another general mutation.

Discovery

It is indeed a completely new version of the Bavarian icon which is offered to us under the Corsican sky. Incorporating the latest version of the sparkling flat twin already present on the adventurer R 1200 GS, the RT 2014 also energizes its style. It is unrecognizable, abandoning marked angles and truncated surfaces. Fluidity and sportiness seem to be the key words of the newcomer.

Indeed, all of its lines are stretched under the effect of a generalized stretching of the front face. Now tapered and plunging, the fork crown seems disproportionate, divided into two parts, by the front optics. Placed around an imposing main headlight, the high beams echo the aesthetics of BMW sedans. Via the "Headlight pro" option, two rings of blue LEDs make up his look. "Daylighting" adds, as its name suggests, a light source automatically adjustable in daylight. This beam is easily adjustable in height using a lever.

The turn signals surround the whole, followed by now folding mirrors. Finally, the electrically height-adjustable windshield is even larger. Automatically returning to the chosen position and folding with the ignition off, its deflection is now completed, at its base, by two fixed lateral appendages.

The fairing sides with complex surfaces receive extractors and extend further towards the pilot. They then enclose a tank which is still as large as 25 liters. The surface of the can is embellished with several flats, losing its central silver band but sees its base now protected by a wide plastic structure. Pilot and passenger seats lean on them, further optimizing their shape, carried by a bolted rear buckle and therefore now removable. New two-tone suitcases with a modernized style frame it, containing 32 liters each and housing a full-face helmet. Their locking can optionally be centralized on the handlebars or keyring.

The assembly rests on the new steel perimeter tubular frame surrounding the engine block with load-bearing function. Both are from the GS trail. The geometry is of course suitable for road use. Similarly, the twin receives here a crankshaft and an alternator whose inertial masses have been increased. The goal is to deliver smoother operation, associated with a longer secondary transmission ratio.

Apart from these few points, we therefore find the sparkling flat twin, whose intake-exhaust system now placed in a vertical position, immediately identifiable, signs the profound internal renewal of the flat twin..
Now partially liquid cooled, the boiler still retains the design of a few fins on its cylinders. In fact, more than half of the air flows contribute to cooling. The circulation of the calorifier is concentrated only on the hot spots of the "flat" and mainly the cylinder head. A marketing highlight, this important difference with the old model almost masks other essential points. Bore and stroke do not change (101×73) but the compression ratio increases (12: 1 to 12: 5), as does the diameter of the valves (+1 mm). New camshafts and crankshaft lightened and stiffened, injection of 52 mm (50 before), simple vertical gas flow ignition and optimized exhaust line with motorized valve for an assertive sound signature. These are the real strengths of the new twin, delivering 92 kW (125 hp) at 7,700 rpm and 12.5 da.Nm at 6,500 rpm (+15 hp and 0.5 unit of torque than the old vintage ).

The crankcase now incorporates the six-speed gearbox and the clutch is in an oil bath, even with an anti-skid, instead of the traditional dry clutch. Its diameter goes from 180 to 147 mm, further compacting the whole. Thus, we can now intervene on these elements without opening the machine in half! A substantial labor saving ….
A little hidden by the luggage, the acatene transmission is now housed on the left side, in a Paralever-type aluminum single-sided swingarm. Opposite the wheel, the exhaust silencer is less classic and still tends to improve its sound by adding a valve to the manifold tube.
Electronic damping ESA Dynamic (option) now continuously manages the rear instrument panel as well as the front element of the Telever. Travel sensors placed on each of the two elements automatically adapt the damping to the detected road conditions. This functionality is logically inherited from the sporty S 1000 RR HP4 and the trail R 1200 GS.
The dip tubes support two 4-piston brake calipers, clamping 320mm discs. The rear receives a set of 2 pistons for a 276 mm (+11 mm) disc. Partially coupled full ABS monitors both devices as standard. Also supplied as standard equipment, the anti-slip ASC prevents any loss of wheel grip. With 10 branches, the aluminum rims also incorporate pressure valves mounted on one of the arms.

In the saddle

Ever more welcoming, the new R 1200 RT offers a height-adjustable seat. A reversible plate allows to go from 805 or 825 mm. As an option ex works, a high saddle allows 830 and 850 mm. The low option only 760 and 780 mm…. enough to adapt to all body types. As standard, the two available values ​​are more than sufficient, ensuring low leg flexion. In addition, the handlebar / saddle / footrest triangle has been reduced by 20 mm but without compromising ground clearance..
Soft and wide, lengthened by 20 and 10 mm (pilot, passenger), the saddles suggest first-rate comfort. The attendant benefits from two long grab handles running on the rear loop, joining a respectably sized luggage carrier.

Falling naturally under the hands, the half-handlebars, dressed in a massive aluminum plate, support imposing commodos clad with various push-buttons and the essential rotary dial. These control in particular the on-board computer with multiple functions. Particularly large, the dashboard features two large loudspeakers with new tubes improving low frequencies. In its center, the cockpit is full of information. Two very elegant analogue counters (tachometer and tachometer) frame a large digital screen, adjustable in tilt by 5 °. Greatly inspired by that of its cousin K 1600 GT, listing the details of its features would be painful for you. However, the ergonomics are structured as follows: left side, inscribed in the tachometer, gear indicator light engaged and one of the three engine mapping modes (Road and Rain, – Dynamic optional). These functions, requiring a new "Throttle by wire" type throttle grip, influence the settings of the ABS, optional ASC anti-slip and ESA (see Electronic summary). The engine and fuel temperature gauges are then displayed. Right side, the selected ESA system suspension mode as well as one of the 11 items of information chosen from the Info menu.

In the center, the selected audio program is displayed by default, but also the setting of one of the 7 main menus, accessible by pressing the dedicated button, on the left stalk: ESA, Info, Trip, Navigation, Heating, Handles then Rider seat and Settings.
You can then navigate, using the multi-directional wheel, in the available subdivisions. Thus, the Settings menu, in addition to audio, provides access, when stopped only, to multiple user functions, vehicle, time, date and DTC. The Info entry is used to display, as desired, average consumption, instantaneous, average speed, tire pressure (option), stopwatch, journey time, date, oil level and battery voltage…
The ESA suspension menu, in addition to its three levels Hard, Normal and Comfort, adjusts in preload: pilot alone, pilot and suitcases or pilot and passenger. In addition, the Dynamic option continuously controls the damping, reacting to the thousandth of a second with each variation of the asphalt. This system is slaved, like ABS and ASC, to the engine mapping used. Thus, the Rain profile will soften the RT set on Hard, increase the intrusion of anti-lock wheels and anti-slip..
Finally, the lower part of the screen displays the time, the odometer and one of the two partial. Other windows are reserved for more common pictograms and information (ABS, indicators, etc.). If you can find your way around the most obvious information quickly enough, it is difficult at first to navigate the intricacies of software. The whole, however, offers good readability, day and night and, on a daily basis and is pleasant to consult.
An integral part of the "Pro Piloting" option, the new Hill Start Control function is a world novelty. This function allows the rider to start on a hill easily, especially when the machine is fully loaded. It allows separate activation of the rear braking circuit, establishing pressure therein so as to hold the motorcycle immobilized on a slope. A strong and prolonged pressure on the lever activates the system. It is then sufficient to disengage the clutch without touching the brake. As effective as rarely useful.

More conventionally, the levers benefiting from spacing adjustment will be noted. You will not forget your smartphone (not too big, space is low), iPod or USB key that you can plug into the right-hand lockable storage box. The one on the left will serve as a storage compartment, alongside a 12 V socket. Additional controls for the audio system are located on the top of the left side. Finally, a central stand is fitted to the road by default..
Fit of parts and quality of fairings, finishes, painting…., The R 1200 RT seems almost flawless. Some welding of the frame and the junction of the tubes around the steering column might need more care. Likewise, the latter remains slightly visible once seated, devoid of cover. On the other hand, the new plates supporting the passenger footrests integrate perfectly with the high-end road, reducing its lower sides..

In the city

The R 1200 RT comes alive with the unexpected crackle of its exhaust. This one is unusually loud, also contributing to a whole new character to the Bavarian road vessel. The first gear slams and the Munich girl sets off elegantly, immediately demonstrating an unparalleled balance. Its 274 Kg (increase of 14 Kg) ready to run (excluding fuel) cannot be assumed in any way. Soft and agile, the German is piloted with the tips of her gloves. Precise electronic throttle control contributes to perfect peace of mind on board, aided by a very smooth transmission, devoid of the slightest jerk. A stone in the garden of its cousin K 1600 GT.

Its ease of moving in the midst of traffic must be tempered by increasing overall dimensions. Its suitcases, slightly larger than the mirrors, will deprive you of mouse holes and other small spaces or sneak around. On a daily basis, we will do without these removable protuberances in favor of a top-case more suited to urban areas. We will also appreciate a turning radius to make some roadsters blush.
Integrated into the fairing, the mirrors now higher placed no longer require you to take your eyes off the road. In addition, their retro-viewing angle has been significantly improved. Easily adjustable, the image they return is however subject to some vibrations.

Velvety, the twin remains however more reluctant to low-revs than its predecessors. The fault of a longer secondary report also. It is therefore difficult to fall below 2,000 laps in 6th gear, ie 60 km / h. We will quickly become a reason for it in view of its new dynamic arrangements. By twisting the right rubber, starts are particularly lively, embellished with a powerful metallic hum. It is therefore not uncommon to feel the front wheel leave the ground. The call of the big gas is felt to finally evolve the new RT towards horizons more favorable to its road genes.

Motorway and expressways

Roaring, the R 1200 RT quickly grabs the legal motorway, thus establishing its engine speed at 4,300 revolutions. It’s 300 less than on the GS. This slight difference in the secondary transmission lets the trail escape during a recovery test on the last three gears at 90, 110 and 130 km / h. Nothing to be ashamed of, far from it.
Cruise control engaged, bubble in high position, handles and heated seat, your favorite music will accompany your journey. Especially since the sound reproduction is in clear improvement. Just like the aerodynamic protection. Less eddies shake the shoulders and the suction created by the windshield is weaker than before. No pressure comes to press on my helmet. As for the fairings, they effectively deflect the air flow to the rest of the body..
To the excellence of the course is added the absence of vibrations of the new Bavarian block, whatever the pace. As for those of the bitumen, one does not feel them more on the expressways. The quality of the seats is no stranger to it either..
We could then spend hours on the priced ribbons. It would be depriving ourselves of the exceptional road ease of our legendary GT.

Departmental

Bluffing. As usual, the BMW amazes with naturalness and ease. We do not know what to prefer: its cycle part with millimeter precision? his sporty flat twin? Unless it is its comfort, or its braking? In short, the whole proves once again the mastery of the propeller firm in particular in terms of part cycle. The R 1200 RT literally second its pilot, seeming to be piloted only by glance. And if by chance a trajectory turns out to be hazardous, the RT will bow with good grace to late repentance. The Telever’s guidance has no equal in saving an optimistic crew.
Of course, we already knew these qualities. The new opus further optimizes the German GT, giving it even more dynamism. Without turning to sport, the pace can greatly accelerate on board. The two standard maps or the optional "dynamic" do not transfigure the character of the flat, always available at the slightest request. Taking its turns without any inertia, it is revealed as the needle rises to assault the tachometer. Powerful from 3,500 laps on the intermediates, it becomes furious after 5,000 revolutions / minute, only increasing its enthusiasm beyond. Therefore, to approach the ferrule manly, we will opt for a "Hard" suspension setting, retaining all its precision at RT. Only the front end will end up marking time, pushed into its entrenchments. Likewise, the weight is felt on unreasonable braking. Remarks that are so many compliments.

This ease makes it possible to appreciate the option "Shifter pro", allowing not only to go up the gears without disengaging but also…. to get them down. This last point is however more difficult to implement depending on the piloting phases. The selector seemed relatively hard to operate and even more so when downshifting. This avoids probable unexpected gear changes, but other machines without this option allow almost as much. Improbable on a road this equipment is however appreciable, also indicating the moment to change gear to consume as little as possible..
All that remains is to concentrate on driving, which is also well helped by excellent tires. Two equipment manufacturers fitted our frames: Metzeler Z8 Interact and Michelin Pilot Road 4. Slightly more agile in the dry, the Z8s inspired a little less confidence than the PR4 in the wet. ASC anti-skating further reinforces the sense of security given off by these casings, only triggering on rare occasions and with discretion..

Part-cycle

Always more efficient, the cycle part of the R 1200 RT is approaching perfection. Rigid, neutral, with top-of-the-range damping, it remains the major asset of the Bavarian road. Regardless of the weight carried, piloting remains easy, intuitive, as soon as the machine takes off. The BMW Telever also provides the comfort and efficiency of braking without diving.

Braking

Powerful, decelerations do not interfere with the precision of the front axle. Modular, the attack of the stirrups provides the desired power each time. The combined action of the front and rear calipers brings a real plus to everyday life. The latter proves to be fully effective and participates effectively in slowing down RT. It thus makes it possible to refine its trajectories in curves or to modulate the grip of the front brakes on the angle..

Comfort / Duo

Even on this point, the RT is still improving. More space, better ergonomics, "ideal" position for the crew, even more comfortable saddle…. only an empty tank will stop you. The accompanying person benefits, like the pilot, from the same attentions. Wedged against an optional 49-liter top-case accommodating two helmets, your passenger may even fall asleep. Finally, luggage is effortlessly placed and dropped off.

Consumption

Although significantly more efficient, the firm’s twin-cylinder propeller seems as understated as its older version. A raised average of 5.7 liters per 100 km would authorize nearly 450 autonomy terminals at the usual pace. If we awaken the valkyrie more, we will only swallow 0.5 liters more. A German decidedly very sober ….

Conclusion

Once again, the RT breaks deeply with its parentage to better mark the beginning of a new reign. Aesthetically and dynamically, the novelty imposes new codes. Less discreet, both in lines and in sound, the 2014 Munich roadster adds to its unrivaled homogeneity a new driving force and a sporty design. In connection with the K 1600, this last point can destabilize the fans of the model. Dynamically, it will put them all in agreement: the RT is slammed mechanically. Surrounded by electronic assistance in all directions, the R 1200 RT also improves in terms of safety and comfort. However, the display of the on-board functions governing them can seem tedious as there are so many.
Nevertheless, the quality of the whole enough to destabilize the competition. Available from € 18,200 with combined ABS and anti-slip, as standard, the R 1200 RT is € 700 more expensive than the old one but without ASC. All packs included, the new request then € 20,590 is only € 30 more than the previous model !
At Triumph, the modern and well-motorized Trophy SE claims € 18,870 and represents (a) a possible alternative to the Bavarian flat-twin champion. On the strength of its new characteristics, the German ensures a comfortable margin. From now on, the Albion may find the Germanic much more treacherous. At Kawasaki, we offer the 1400 GTR ABS, homogeneous and equipped with appreciable driving aids for 17,499 €. Finally, the Yamaha FJR 1300 AS, robotized gearbox, electronic suspensions and C-ABS claims € 19,499. But the Japanese still shows the weight of years in terms of part-cyle.
As standard, the BMW R 1200 RT is therefore perfectly placed in price. Completely completed, it represents, again and again, the benchmark of the segment, even the essential choice. Obvious for the biker, a puzzle for the challengers.

Strong points

• Cycle part
• Motor character
• Finishes
• Comfort
• Consumption
• Braking

Weak points

• Slightly long interim reports
• Loaded electronic ergonomics

Datasheet

Colors

• Quartz Blue Metallic
• Matt Kalisto Gray
• Metallic ebony

Electronic Summary

Maps

• Two standard modes: "Rain", "Road" and "Dynamic" with "Pro Piloting" option.

These profiles offer three different laws for the electronic throttle and therefore three different engine characteristics.

ASC (Automatic Stability Control) traction control

When this option is chosen, the ASC adapts to the use profile of the motor modes.

Semi-active dynamic ESA suspension

As an ex-works option, BMW’s new semi-active dynamic ESA (Electronic Suspension Adjustment) suspension offers the rider new possibilities for maximum safety and performance. Thanks to a front and rear travel sensor, the dynamic ESA captures several parameters, including the vertical movement of the front wheel guide and the rear wheel, to automatically adjust the damping to the conditions identified (depending on the pilot’s driving condition and maneuvers). Electrically controlled adjustment valves are responsible for adapting the front and rear shock absorbers.

Options and Packs

Comfort pack

Chrome exhaust, central locking, heated grips, ground floor tire pressure indicator, Alarm, Electrical outlet (€ 780)

Dynamic Pack

Daytime running lights, Professional high beam headlights, Hill start aid, Dynamic mode (€ 1,285)

Touring package

ESA Dynamic, GPS preparation, heated saddle, cruise control (325 €)

Pro shifter: 325 €
Radio: 1020 €

Shifter Pro for gear changes without load break (optional ex works).

The BMW Pro shifter is a world novelty in the construction of production motorcycles. Compared to the shifter already used on hypersport motorcycles like the BMW S 1000 RR, the shifter intended for the new R 1200 RT has been enriched with new functions and adapted to the specific requirements of grand touring. The Pro shifter allows up and down gears without operating the clutch or throttles in high speed and load ranges.
When accelerating, the throttle valve no longer has to be closed to change gears, and propulsion is provided with virtually no disruption of load. When the pilot slows down and engages a lower gear (throttle valve closed), the speed is automatically adapted thanks to a small burst of gas. The gears are engaged as usual, via the foot switch.
In terms of technical operation, a sensor located on the gearbox output shaft detects the pilot’s wish to shift gear and triggers the shifter help. The driveline load is reduced by a targeted increase or decrease in engine torque, so that the gear dogs of the desired gear can engage as if the clutch were actuated.

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