BMW R 1250 RS motorcycle test

Menus

• Cargo
• Flat twin, 1254 cm3, 136 hp, 143 Nm, 243 kg all full facts, 15,350 euros.
• Discovery
• In the saddle
• Highway
• Departmental
• City
• Part-cycle
• Braking
• Comfort
• Consumption
• The video test of the BMW R1250RS
• Conclusion

Cargo

Flat twin, 1254 cm3, 136 hp, 143 Nm, 243 kg all full facts, 15,350 euros.

Old tradition as the RS model at BMW, until the previous R 1200 RS. The news is finally arriving (some have been waiting for it since January ….), With its additional 50 cm3 and its Shiftcam system, a kind of variable valve timing which therefore affects the valve lift time. The lubrication circuit has also been revised. Result, 136 hp and a nice torque of 143 Nm at 6250 rpm, record efficiency for a flat twin at BMW. This mill can of course be found on the GS 1250, the RT and the R 1250 R roadster, but not yet on the NineT range.

The BMW R 1250 RS, Sport-GT

Discovery

The RS remains in the GT sports niche, where the Honda VFR has long reigned. These motorcycles still ride are from a bygone era, as they rely on a fairly high average speed in decent comfort. Today, the trail is their queen, in its adventurous style, with its even more restful driving position and its promise of escape off the tarmac (which rarely crosses the fantasy of the promise …), its propensity to prefer local roads to boring highways and its price is sometimes lower than that of a GT sport. So arduous task for the R 1250 RS.

In addition to its modern twin-cylinder of 1250 cm3, it benefits from longer gearbox ratios than on the GS, with a sixth “cruiser” type report and cardan joint..

Air / liquid cooled, two-cylinder flatbed boxer engine, 4T, two overhead camshafts driven by toothed wheel, one central balance shaft and ShiftCam for variable intake camshaft control, 4 valves

Quite bulky, with a strange shape (the fork crown has been redesigned for 2019), very loaded on the front part, more tapered behind, the RS is positioned at the antipodes of a lighter Ducati 939 SuperSport (184 kg dry) , a little less powerful (110 hp) and less expensive (13,490 euros). The essential Honda VFR 800 is even more affordable in terms of price (12,999 euros) but less attractive in terms of power (106 hp) and weight (239 kg fully loaded). Around these three pure sport GTs lurk the Kawasaki Z 1000 SX and Suzuki GSX 1000 F, roadsters transferred to road, a little less comfortable than the BMW and the Honda and a little more expensive than the VFR. That said, the BMW R 1250 RS can also be considered as an extrapolation of the R 1250 R….

243 kilos fully packed

This overview over, what does the RS offer as a solid argument to get us back on the path of the long haul at a steady pace? In addition to the many usual options (ESA for assisted suspension adjustment, shifter for changing gears without touching the clutch or unscrewing the throttle, tire pressure sensor, center stand, cruise control etc.), it has DTC traction control, a manually height adjustable screen on two levels and new powerful LED headlights.

LED rear light

In the saddle

The first encounter is quite strange, you get into this bike more than you dominate it, which is becoming quite rare (this was the case on the old big engines of the Kawasaki ZZR 1100 type). Again, the exact opposite of the Ducati SuperSport. The RS impresses with its generous dimensions. Its handlebars are set higher than the seat, its saddle is wide but low, my two feet touch the ground despite my sixty-eight meter. The TFT screen, clear, bright, indicates 4872 km, it is broken in. The Keyless option (no key, a transponder in your pocket, all you have to do is press a button, as for the TV), included in the Touring pack, is practical, especially when refueling: no need key to open the fuel flap.

Commodo with access wheel to menus and submenus

First down, there are traditions that persist, smooth clutch, first engine growls, smooth. As on the GS, the balance is evident, confidence is instantly born. We feel the weight, the length of the bike does not promote handling, but we feel a flawless stability. In town, the reasonable saddle height delights me (I get off the F 850 ​​GS Adventure, of course…. Strange for a trail to hoist its pilot so far from the ground). The engine mode remained on Road, I will test the Dynamic later. The ESA option indicates a classic setting, one person in the saddle, without luggage. Everyone’s motorcycle, what. First braking, no glaring front dive. The fork contains the mass transfers. I make my way between the cars, under an oppressive heat and the RS pleases me despite everything. I’m not a big fan of the Boxer engine though, but I readily admit that it now combines flexibility and peach (or potato, depending on the time of day or meal) in astonishing harmony. The sound, despite the Akrapovic exhaust (option), is not the most enchanting, which all the more underlines the good character of the twin cylinder.

Attractive luminous signature, effective at night

Highway

One of his favorite haunts, in theory. I’ve been riding the RS for several days every day, I’m always surprised by its low seat and its slightly high handlebars during our first shared minutes. Stuck in the saddle for a good hour on the A13, I realize that this posture relieves my arms and lower back. The footrests, slightly set back, offer the main point of support and that’s good, it’s in the legs that you have the most strength and endurance. The bubble in the high position protects me perfectly, the older ones will probably find it a bit tight (I tested by pulling myself up a bit, for two minutes). The regulator (option) on 134 km / h (4000 rpm), here I am completely useless. Because the RS enjoys unwavering stability, nothing can veer it off course. Its wheelbase of 1530 mm, close to that of a trail, partly explains its imperturbable appearance. The absence of the Telelever (triangulated front axle previously present on the R and RS) does not change much ….

The kilometers go by, consumption remains at 6.5 l per 100 km, I could push all the way to New York if it weren’t for the ocean…. The RS holds its rank as a GT sport, it hits the road like a freighter takes off.

Comfortable position on the highway

Departmental

A bitumen coil creeps discreetly into the Vexin countryside. It waves, a little dented, sometimes surprises with its unexpected movements. Not to mention the surprising crossroads masked by the already high wheat. I have fun with these improvisations. The RS makes its weight and length felt, it’s not an eel. The imperial comfort is rather calming, the pace is smooth, I avoid rushing her, I feel that she would then become impressive. This kind of vessel doesn’t taste much of rivers but sails there with peace of mind as long as its dimensions are respected. The RS is not a rally bike, obviously and its stable, precise front end is not playful. Unlike a trail for example, which appreciates improvisation, course corrections, handlebar movements. There, you have to concentrate a little if you want to drive fast (there are roads on which you can hardly keep the average 80 km / h even while attacking). The supports on the footrests are essential here. When the adrenaline dies, the BMW once again demonstrates royal stability, in superb comfort, both saddle and suspension. The passenger is not felt, this freighter takes the loads without flinching. The engine has enough trunk to accommodate it. It picks up at any speed and goes up in the less bass (rather than the treble) without flinching. There is renewed vigor around 5,000 rpm. If he doesn’t have a seductive charisma, he stuns me with his liveliness. The large two pistons are easily carried away, magic of the lightness of the moving parts.

It is somewhat reminiscent of the behavior of the VFR 800, whose V4 is no longer as exciting as in 750 cm3.

Rhythm cast on departmental

City

Its major asset, its stability, stands out as an obvious security element. Like all sportswomen elsewhere. The RS thus confirms its belonging to the GT sport family, combining comfort, stability and long breath. These advantages can be found in the city, but the counterpart of which, the maneuverability is set back, is more visible. When the scooters get angry behind, the small trails whirl around the sides, you have to adopt the same attitude as the RS: a benevolent serenity. Take the time to achieve your goal. It’s still a motorcycle, so much faster in town than any other four-wheeler, but you can’t ask the impossible.

143 Nm at 6,250 rpm

When stopped, since it is low, it handles quite well, if you take care not to let the weight throw you off balance. The side stand lets the bike tilt enough to park it anywhere. And there are many tie-downs to harness a backpack, a box or whatever extravagant object that you sometimes have to lug around.

comfort, stability and long breath but maneuverability behind in town

Part-cycle

The old R 1100 RS still had the Telelever front end, which is still present on the GS and RT. Since the R 1200 R and RS, BMW has preferred to withdraw it, for aesthetic reasons…. The R NineT has been there. The behavior of the RS is strangely not transfigured, which will fuel the endless controversies between defenders of the traditional telescopic fork and slayers of solutions more or less derived from the automobile or even complex kinematic calculations. We, at the end of the chain, can only judge the sensations felt. However, the stability of the front axle of the RS continues to be its peculiarity, without compromising comfort. The quality of the fork is obviously not for nothing. It must be properly braked hydraulically, without being too stiff, joy of compromise. The RS turns in one block, but in a big block. Which makes it an extremely healthy, predictable motorcycle, despite the assaults of the valiant twin-cylinder, as lively as it is torquey..

The sequences of turns are not the favorite part of the RS, it shows all its talent in the open, long, constant radius curves. Unlike the Ducati 939 SuperSport, which is more alert, sportier than GT but more comfortable than a pure sports car. The Sport GT category is thus rich in two examples placed at opposite ends of its segment..

Braking

The front brake bite isn’t crazy but the power comes gradually, as the lever approaches the handlebars. Brembo calipers, 305mm rotors, nothing but top-of-the-line gear, but nothing in common with a sporty worthy of the name. The rear brake is effective but activates the ABS quickly.

Even during emergency braking, there is nothing to allow the RS to deviate from its course. However, this poses a problem during an avoidance maneuver.

305 mm double floating disc brake, radial mounted 4 piston brake calipers

Comfort

Once you get used to the driving position, the RS is neither tiring nor complicated to drive. Everything quickly becomes obvious on its handlebars and gives access to a restful serenity. The suspensions, regardless of the mode chosen with the ESA option, work perfectly. The rear is never felt, even under a heavy load with a little angle. The Paralever system, which combines shaft and cardan transmission and suspension, works wonders. No sudden transmission, no sudden movement, a way of filtering movements which also explains a certain lack of liveliness: the more mechanical elements there are between the road and the driver, the more the feeling of numbness increases.

Saddle а 820 mm

Consumption

The average of the test revealed a consumption of 6.5 liters per 100 km, thanks to the rather long gear ratios and the numerous radars dotted here and there in our regions. Indeed, to stay roughly close to legal speeds, long gear ratios lower the engine speed, which logically consumes less..

The 18-liter tank therefore provides a range of around 300 km.

18 liter tank

The video test of the BMW R1250RS

Conclusion

Unless you only drive around town, the RS brings GT sport back to the realm of possibilities. Pleasant, with a very healthy chassis, with its joyfully sparkling engine, without real character but with a disturbing energy for a flat twin, this bike is easily envisioned in everyday life. It replaces, I find, the older K 1300 still heavier, more oriented towards the highway and the cannonballs in a straight line. The R 1250 RS flourishes better than the K 1300 on small roads, with much less power but much more realism.

The one in this test had just about all the options available (Comfort Pack, Dynamic Pack and Touring Pack), but they don’t change the deep character of the RS, which skillfully balances long-haul traveler qualities with pleasure. to maraud on rustic roads. She walks over in the morning with a smile, her imperial side relaxes and while her engine does not exude voluptuous sensations, it delights with its energy. A bit like getting into a comfortable limousine powered by angry, lively mechanics. The ramage does not match the plumage and that’s a great thing.

Strong points

• stability, straight line and cornering
• twin cylinder force
• comfort
• duo

Weak points

• maneuverability
• weight sensitive to stop
• price (15,350 euros, excluding options)

The technical sheet of the BMW R 1250 RS

Test conditions

• Route: 800 km between the Paris region and Vexin, but above all in daily use
• Weather forecast: fine weather 25 and 38 °
• Motorcycle mileage: 4,800 km on the odometer

Related articles

• BMW R 1250 RT motorcycle test

  Daily test over 3,500 kilometers, from Spain to Italy by small roads Flat Twin of 1,254 cm3, euro5, 136 hp and 143 Nm, 279 kg, 22,490 euros … and the…

• Ducati Monster motorcycle test

  Salon revolution V-Twin Testastretta of 937 cm3, 111 hp, 93 Nm, 166 kg dry (188 kg full made), 11,290 euros Is a Monster still a Monster if it doesn’t…

• BMW S1000RR motorcycle test

  New generation 4 cylinders in line ShiftCam, 999 cm3, 207 hp, 122 Nm, 197 kg full made, from € 19,200 10 years ! It’s been ten years since BMW…

• Ducati Panigale V4 S motorcycle test

  The price of the exception V4, 1103 cm3, 214 hp and 124 Nm, 195 kg all full facts, 28,890 euros The bike that was being born was obviously exceptional:…

• Kawasaki Z H2 motorcycle test

  Revelation 998 4-cylinder compressor, 998 cm3, 200 hp, 137 Nm of torque, 239 kg, 17,099 euros The Roadster era, a heated era in the motorcycle timeline,…

• Kawasaki Versys 1000 S Grand tourer motorcycle test

  Daily test for fifteen days 1,043 cm3, 120 hp at 9,000 rpm, 102 Nm at 7,500 rpm, 257 kg, 15,099 euros (17,099 euros Grand Tourer version) This bike, to…

• Yamaha Tracer 700 motorcycle test

  Sport touring or the modern day SUV Don’t call me trail anymore! Call me sport touring! And here are all the certainties which disappear on all these new…

• Yamaha Tracer 700 GT motorcycle test

  Joys of possibilities Twin-cylinder in-line, 689 cm3, 74.8 hp, 68 Nm, 200 kg all full, available in A2, 8,999 euros. The Yamaha Tracer 700 Gt! Here is a…

• Kawasaki Ninja ZX-10R KRT motorcycle test

  An integer character 4 cylinders in line, 998 cm3, 203 hp, 114.9 Nm, 206 kg all full facts, 18,099 euros. Nice surprise for me to find the Kawasaki…

• Kawasaki 1400 GTR motorcycle test

  THE GT There always comes a time when every motorcyclist wonders about the positioning of his passion. And the current offer, with its various…