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Driving report: BMW R 1200 R Classic

BMW’s naked bike with a new look and a new boxer

There we have the salad: the new BMW R 1200 R Classic not only looks good, it also drives great. There is hardly any reason to complain. And that of all places where MOTORRAD is suspected of being too BMW-friendly…

There must be something to be found … Hmm, hmm. Caught! The new bench is so stepped that the pillion sits almost like a sailor in the lookout and has no real connection to the driver. But also here in Munich precautions have been taken. Because the heck of the R. 1200 R is newly shaped, the integrated pillion passenger grips are clip-friendly and offer a good grip. Otherwise it looks meager with points of criticism – as far as the conclusion after the first 200-kilometer day.

Driving report: BMW R 1200 R Classic

BMW’s naked bike with a new look and a new boxer

Large scoops are supposed to supply more air to the revised oil cooler.

No matter. Look over the shoulder, in the corridor and go. The clutch runs smoothly and perfectly controllable, the gear changes are precise and almost smooth. Where did they learn that? Just a few years ago one would have sworn that the clunky, hard-shifting gearbox was an undesirable side effect of the Bavarian boxer engine, inseparably woven with it for centuries like thunder and lightning. And now that, the spook is over. Load change reactions are pleasingly low, and the engine pretends to be a real boxer slut. It turns lasciviously and unrestrainedly up to 8500 rpm and thus even 500 revolutions higher than its predecessor.

He speaks silky and instantly and energetically obeys every command of the throttle, no matter how tender. This happens more powerfully than with its predecessor: the two-cylinder engine produces more Newton meters as well as more horsepower, especially at lower and medium speeds.

On the MOTORRAD dynamometer, the new boxer achieved exactly the same maximum output as its predecessor with 109 hp at 7500 rpm, but it did that 400 rpm earlier. Above 5500 rpm there is an extra portion of power for all those who want to move the roadster in a sporty way.

To ensure that the air-cooled boxer keeps a cool head in all situations, BMW has also optimized the oil cooler as a precaution: more throughput, better air flow. The engine seems to be ready for anything from as little as 2000 rpm. Even for overtaking maneuvers that you shake off your sleeve.

The chassis also gladly accommodates this request. The fork of the Telelever with its now 41 mm standpipes is a completely new design. It responds cleanly and very sensitively and, in conjunction with the front and rear suspension struts, ensures the feeling of excellent driving stability without sacrificing comfort.

Boxer-compulsory: All new models have the exhaust flap.

The Metzeler Roadtec Z8, on which the 1200er rolls accurately and neutrally, also contribute to the feeling of security. A steering damper mounted on the lower triple clamp increases the feeling of stability while driving. When maneuvering, on the other hand, or at walking pace, his presence is noticeable negatively. The motorcycle pushes lazily, the 237 kilogram BMW feels like it is a hundredweight heavier. The ABS-assisted brakes can be perfectly dosed and their effect is not only superior, but also outstanding. While driving, the suspension elements can be adjusted to different road surfaces or the wishes of the pilot at the push of a button. The system called ESA (electronically adjustable suspension) is a recommendable, real gain in comfort and, as an additional feature at 680 euros, does not blow an excessively deep crater into the wallet. Because anyone who scraped together 12,540 euros for the R 1200 R Classic will in all probability not ruin the 680 ESA euros either.

In the end you are spoiled for choice. No, it’s not about the color, because the Classic is only available in black and white. Rather, in addition to a lowering kit (another ten millimeters less), there are five different bench seats to choose from, which either increase the standard seat height (800 millimeters) to 830 millimeters or reduce it to 760. With the latter, the co-driver is guaranteed to feel like in the lookout.

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Technical specifications

The chrome-plated silencer is 60 millimeters shorter than that of the previous model, and the seat height is very variable thanks to various benches.

Engine:
Air / oil-cooled two-cylinder four-stroke boxer engine, crankshaft lying lengthways, one balancer shaft, two overhead, chain-driven camshafts, four valves per cylinder, rocker arm, wet sump lubrication, injection, Ø 50 mm, regulated catalytic converter, 720 W alternator, 12 V battery 14 Ah, hydraulically operated single-plate dry clutch, six-speed gearbox, cardan shaft, secondary ratio 2.75.
Bore x stroke 101.0 x 73.0 mm
Displacement 1170 cm3
rated capacity 81.0 kW (110 hp) at 7750 rpm
Max. Torque 119 Nm at 6000 rpm

landing gear:
Load-bearing motor-gear unit, telescopic fork, Ø 41 mm, two-jointed single-sided swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base and rebound damping (spring base adjustable with ESA, rebound and compression damping), double disc brake at the front, Ø 320 mm, four-piston Fixed calipers, rear disc brake, Ø 265 mm, double-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Front tires in the Metzeler Roadtec Z 8 test "VS."

Mass and weight:
Wheelbase 1495 mm, steering head angle 62.9 degrees, caster 119 mm, spring travel f / r 120/140 mm, seat height * 790 mm, weight with a full tank * 237 kg, payload * 213 kg, tank capacity / reserve 18.0 / 3.0 liters.
Guarantee two years
Service intervals 10,000 km
color Black and white
price 12,540 euros
Price test motorcycle** 15.145 euros
Additional costs around 262 euros

* MOTORCYCLE measurements; ** Incl .: ABS (partially integral) 1080 euros, ESA 680 euros, on-board computer 145 euros, DRC 205 euros, heated grips 195 euros, ASC 300 euros

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