R1200RT and R1200ST introduction

BMW introduced the new R1200 models to the press in Palm Springs on March 16 and 17 and motorcycles are already at the dealership as this goes to press.

Mechanically, these motorcycles are predictably similar to the R1200GS. In the Oilhead tradition, the GS got a torque-enhanced motor while these bikes have a power-enhanced one. The power advantage remains the same: ten horsepower, achieved through modifications to the cams. The chassis is also the same in principle as the GS, with the swingarm mounted to a rear subframe. A minor disappointment remains that the new boxers do not balance on the centerstand. Neither bike provides underseat storage.

The lighter weight comes with a bit of a loss in perceived solidity. Fairing panels are made of many smaller parts and have a flimsier feel to them. The RTs had a slight resonance just off idle that seemed to be in the fairing, and one ST had a loose side panel that simply didn’t fit properly. Otherwise, build quality is acceptable.

Four tire brands were in evidence on the bikes we saw, indicating that they may be delivered from the factory with Dunlop D220, Bridgestone BT-020, Metzeler MEZ-6 or Michelin Pilot Road tires. No test bike had the MEZ-6 (one display bike did) but I rode the other three and wouldn’t consider new shoes from anyone but Michelin. The D220 pushed and squirmed under heavy load, and the BT-020 simply didn’t give the neutral and confident feedback that the Michelins did.

R 1200 ST

The twenty-eight year old RS designation for boxers is no more. Amazingly, BMW didn't try to offer another "Last Edition RS" at the last 1150 models rolled off the assembly line in Spandau.

The side fairing protection is like the RS, but the low (and close) windshield and hand protection is from the S. It works really well, if the sport-touring position is what you want.

BMW has grouped their models into Touring, Sport-touring, and Sport, with the ST filling the Sport-touring category. The R1150RS and the R1100S occupied the two ends of that category before, but the ST now stands in the middle and its name does justice to the job even if we lament the loss of the RS name.

The ST is a genuine blend of the old RS and the S. The position is very S-like with a low windshield and handlebars mounted to the fork tubes below the top plate, but the fairing coverage is greater. The handlebars are adjustable in that they can be lowered by sliding them farther down the fork tubes, but no upward adjustment is possible unless they can be placed above the upper plate as on the R1100S.

The seat is narrower than before, in accordance with BMW's new design strategy. The rider section is longer than most people will want to use; when sitting at the back of it the footpegs are much too far forward, and anyone needing that much handlebar reach will need much more legroom as well. When sitting normally, at the front of the seat, the reach to the footpegs is typical sport-touring. The seat did not seem to slope forward as it does on the R1200GS.

The windshield extends in its mountings through three positions, changing in length but not angle. With the screen in the low position, typical six-footers will find the the ‘bubble’ starting around neck level, and raising the shield will move that up to the bottom of the faceshield. The aerodynamicists at BMW really did their job well; the air stream is smooth and quiet compared to the old RS no matter what position the shield is in. The main advantage to the screen adjustment, therefore, is to alter the amount of supportive force the air offers to the rider. The movement of the shield is purely manual with a coarse feel to it, but it works well.

Many RS owners have tried to make their bikes into half-faired RTs, but it may not be as simple now. The gap between the ST and the RT is more pronounced.

The stock suspension on the ST is a mixed bag. The front has no adjustments at all, while the rear has Travel-Dependent Damping (TDD) with adjustable preload and compression. The basic setting is too soft for aggressive riding; an increase in rear compression damping improved things a lot but exposed the weakness at the front even more, especially when rolling off the throttle in a corner. However, the Electronic Suspension Adjustment (ESA) system is available as a $750 option. ESA sets the spring preload based on the ride height and allows on-the-fly adjustment of front and rear compression damping.

Partial integral ABS is optional on the ST. Non-ABS models will have the ubiquitous EVO calipers and rotors, but will lack the servo assist. The weight increase for ABS was not specified by BMW but will be about twenty pounds. All of the demo bikes had ABS and it was unclear whether non-ABS bikes would have to be specially ordered. Cruise control and heated seats are not available.

R 1200 RT

This model remains more true to its roots and not only keeps all of the signature RT trademarks, such as the upright riding position, full fairing coverage and electrically adjustable windshield, but makes improvements in all areas. Sitting on the bike, the handgrips fall into your hands exactly where you would feel for them if blindfolded, and the windshield offers better comfort and protection than the old design.

The new system cases have different opening and latching mechanisms but the mounting system hasn’t changed much. The key is used to deploy either an opening latch in front of the lifting handle or the handle itself (releasing the bag from the bike). It is basically impossible to accidentally open the bag when you mean to remove it.

There was no rain during the introduction, but the wind protection from this new fairing is superb. In the low position the windshield gives a plentiful supply of nonturbulent at face level, and nearly all of the testers found an intermediate position that left them in nearly still air.

As with the ST, ESA is a $750 option for the RT. List price for the basic RT is $17,490. All RTs will have partial integral ABS.

RT owners whose fairings have been damaged by exhaust heat will not lament the loss of the “shark fin” section around the exhaust.

A resemblance to the K1200LT is very apparent while on the bike, due to the flat and wide dashboard design and the round fairing-mounted buttons for the radio. Externally, the similarity is not as strong despite the large curved windshield and the concave-back luggage. BMW claims that the use of multiple “floating panels” in the fairing design allows them to make a large fairing without the visual impact of the LTs smooth-sided design, and the press seemed to agree. One thing’s for sure: this fairing will be easier to remove than the previous one. However, RT owners can no longer pop the mirrors off to help the bike fit through 36-inch doorways.

The tankbag for the new RT clips onto rails that are mounted on the tank, not unlike the system on the F650CS. It promises to be a nice system, especially if some motivated vendors offer third-party accessories for the rails. However, no tankbags were available at the launch.

Cruise control and heated seats round out the list of the more popular accessories.

So what are they like?

Despite the ergonomic changes and new features, the major improvement in these bikes is without question the performance. With 15 more horses and 50 fewer pounds, either bike will lift the front wheel in first gear and make short work of overtaking. Also noticeable is the ease of maneuvering the bikes ‘from the ground.’

Power is consistently higher throughout the RPM band, but the real benefit comes in the 6000 to 8000 RPM band. Once you are accustomed to the power, you will miss it if you try to pull a power move at 4000 RPM. There are plenty of gears and 3rd is good to nearly 100MPH, so a few downshifts will serve you well. For routine overtaking, 5th and 6th gear will be just fine due to the increased torque. The counterrotating balance shaft does a good job of reducing the engine’s torque reaction, but vibration is still present and grows as the revs build. It’s not objectionable, though, and while cruising in 5th or 6th gear the bikes are very smooth.

Otherwise, the bikes are classic Oilhead BMWs, with the anti-dive and anti-squat suspension geometry that we've seen for the last twelve (yes, twelve) years. Current Oilhead owners will find them to feel familiar, but the power and weight differences will be obvious. If you rode an Oilhead years ago and were turned off by the weight, it's time to take another look.