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For starters, the current BMW Boxer comes with a heftier engine

BMW R 1200 R – Top Test

Written by Thomas Schmieder , Date 1:47 PM
Duet or strife? In this respect, we may view the detached air-cooled elder sister as a reference.

The new BMW R 1200 R looks snazzy if not downright sexy with the stylish two-tone paint. What sort of driving skills does the Roadster require when compared to its air-cooled predecessor?

The morning seems taken out of a Van Gogh painting. Fleecy clouds dot an insanely blue sky, spinning sluggishly away in the firmament. Like a roller coaster, roads meander capriciously through the cream-colored cliffs, which gradually fade into a rust-red landscape. Pine groves on top resemble big green umbrellas. Warm light caresses your bike. Indeed! Two years ago, the appointment of Edgar Heirich as BMW’s new design chief marked the dawning of a new era. His team went overboard in this dramatic BMW R 1200 R design; the Ducati-like red painted tubular frame of this white-lacquer variant ,”Style 1″, is a case in point. A thing of beauty, which even when stationary appears more dynamic than the old R 1200 R. As proof of its appeal, over 50,000 units have been built since 2007.
By way of reference, the DOHC Boxer represents the last evolutionary stage for air-cooled engines. And appears surprisingly baroque alongside the wildly decorated, younger sister. But is this just make-up? No. In this case, all that glitters is indeed new. Engine, suspension, brakes; not a trace of its predecessor. The new BMW R 1200 R is equipped with forks instead of a Telelever, water-cooled instead of oil-cooled, single-sided swing arm on the left side instead of the right, and black instead of silver cardan housing. The water-cooled Boxer is properly dressed, puffs out to the sidewalk. The new R lets out an aggressive, throaty sound. Its thumping engine emits a sonorous, deep and strong tune. The old Boxer protests discreetly, even if it also had an exhaust flap to boost power.

 

The BMW R 1200 R consumes 4.6 litres over 100 kilometers

This water-cooled boxer delivers silky action, responding instantly via ride-by-wire to the slightest throttle hint. Wow, that pushes at low revs rather than in twists and turns. Exciting, bubbly, and temperamental, the engine rips its way up to 123 HP and 124 Nm. At any speed, indeed, the water-cooled boxer comfortably outstrips its – not exactly feeble – predecessor. What is more, it is high-revving unit which cuts off ignition around 1000 rpm past the redline. This is utterly irrelevant on highways though. By contrast, its modified airbox and new mufflers crown the BMW R 1200 R as the medium-range king among the BMW boxers GS and RT.
#This ample torque curve makes for a spurting, temperamental character. Amazing: Both boxer generations feature identical values for stroke and bore, including the same 1170 cm3 displacement. Needless to say, delivering such a power boost without drawbacks deserves special recognition. Two lambda sensors as usual for cylinder-selective steering. At 100 km/h, the new crankshaft yields 3800 rpm, whereas the old motor hit just 3600 rpm. Surprisingly enough, the water-cooled boxer of the BMW R 1200 R is more frugal. When driving consistently under or at speed limits on the highway, 4.6 litres – instead of 4.9 – will see you 100 km away. Also, better thermal conditions allow leaner mixture, and the less bended intake paths favours the flow.

 

The higher centrifugal mass serves as an anti-stalling system

The Road and Rain driving modes come standard in the new BMW R 1200 R. When Rain mode is engaged, the throttle response becomes smoother, while the ABS and basic traction control ASC (both standard) kick in earlier, exhibiting an openly defensive behaviour overall. Dole out some extra cash and you get two additional driving modes: “Dynamic” to suit those seeking an aggressive edge over “Road” mode. In the – hardly necessary – “User” mode, both throttle response and slip control must be programmed individually. As an option, you may also add the sophisticated traction control DTC with lean-angle sensor. The “Road” mode works overtime on the test track, cleanly and repeatedly tackling any slips. This can be easily recognised by the yellow warning lights in the cockpit, which flash frequently. In “Dynamic” mode, however, this flashing is largely gone. This mode allows some extra slip and, in turn, minimal swerving at the rear.
The hydraulic oil-bath clutch is easy to operate but lacks sensitivity. It works in a somewhat digital fashion, i.e., it is either on or off and nothing in between. Regardless, only the old, air-cooled engine would stall on a lukewarm start. Compared to the first water-cooled GS, all new Boxer models have put on some extra inertia weight, which works as an anti-stall mechanism, and a powerful asset for better refinement. It vibrates in the upper range, and tingles can be felt in grips, plastic panels above the tank, and foot rests.

 

Engine speed adjustment by means of automatic double clutching

The new BMW R 1200 R features the Pro automatic switch as an option. Thus, you can enjoy clutch-free upshifting and downshifting. But unlike previously tested RT and GS models, it works without a glitch. Moving up and down the gears is quick and easy. When downshifting, electronics automatically double-declutch to allow for speed adaptation. It seems perfectly tuned; you can even switch at deep lean angles without a jolt – Great! You will rarely disengage in gears four to six. In fact, switching shocks are noticeably strong if conventionally operated.
Zig, zag, then straight on. We’re just amazed by the manageability of the BMW R 1200 R when cornering. Playfully light on its feet. Course corrections are mere child’s play even at deep lean angles. Deeper still? No problem, take it as far as you can go. This thrilling sporty nimbleness creates trust and conveys a sense of security. Fine. The all-new chassis outstrips the old one. The new BMW R 1200 R hugs curves with milimetric precision, finding the right line as if bound by a telepathic link to the rider. Your direction of travel is pegged to your line of sight. At times, your mind wanders in the very midst of a cornering frenzy. To be sure, this is not out for boredom but of simplicity.

 

242 kilos including the main stand and luggage carrier

The new BMW R 1200 R casts its predecessor into oblivion. The feedback, much better than that of the Telelever, helped notably in that direction. Simply put: You can feel the road. The 180mm rear tyre seems a good choice. The Metzeler Z8 Interact Z8 Roadtec (M at the front, C at the rear) tyres roll off nicely round and homogeneous – even when leaning hard. Their grip is outstanding and, more importantly, highly predictable. The moderately high-mounted footrests tend to grind here and there. And the main stand is next in line in that department. Our advice: Practice your cornering! At 242kg, the new model has put on some extra weight – including main stand and case support.
Nevertheless, the new BMW R 1200 R feels considerably lighter on the road. On paper at least, the key suspension parameters of the new model have shifted towards stronger stability and straight-running ability: Slightly longer lag and wheelbase (still 1515 millimetres), as well as a somewhat lower steering head. In direct comparison, the old R appears bulkier, stiffer and less manageable, although it’s simpler. Even when manoeuvring, the former R 1200 R feels, lazier, because of its stiffer steering damper. Its brings memories of starting up in early, cold winter mornings.

 

The BMW R 1200 R with its Dynamic ESA semi-active chassis

The new BMW R 1200 R offers semi-active suspension Dynamic ESA as one of the numerous extras. It adjusts the damping automatically depending on road and driving conditions (acceleration / deceleration). In “Road” mode, for example, the basic tuning is softer, while the “Dynamic” mode conveys a much firmer, sportier damping. While driving, front and rear damper valves constantly open or close within milliseconds. Maybe too fast at times. Because for short bursts and hard edges, the single-sided swingarm hits your backside in amazingly unfiltered fashion for speeds between 60 to 70 km/h. Of course, the hindquarters harden upon such dryly delivered glitches.
By contrast, it seems to almost fly over bumps. As for the passenger, the new BMW R 1200 R struts catch more of the unevenness – and do so better than the old ones. Moreover, the new upside-down fork responds quite well, leading towards a comfortable ride. A sporty yet touring-oriented machine. The 2015 Roadster corners smoothly even when braking – it hardly comes back upright. And that despite the brutal braking power – not only in emergency situations. When the radial Brembo monoblocks bite into the 320mm discs, your cerebrospinal fluid pushes hard against the skull. The upside-down fork dives down deep, comes fully onto the block, and there is nothing that the semiactive suspension can do about it. The hitherto available Telelever offered just brake dive compensation, which remained above the front brake, and absorbed bumps better.
During hard braking, the rear of the 2015 model behaves rather mildly, staying very close to the ground as a rule. Crosswind or bumps may case minimal swerving. The old R remains stable and keeps stoically to its path when braking. It does so, however, with significantly longer braking distances: The conventional four-piston fixed callipers bite weaker, and the older ABS regulates in coarser fashion. Especially, since hard braking on the BMW R 1200 R demands quite a bit of muscle. Not really the most sensitive solution.

 

Seat still not height-adjustable

Still good nonetheless: Ergonomics. Its predecessor introduced us to the magic triangle: Seat, Handlebars, and Footrest. The handlebar sticks to the hand, although the old one was a tad wider. The position is markedly upright and overly comfortable. Strengths: The 2015 model features a relatively narrower tank, favouring thus a more comfortable riding position. Unfortunately, the new bench is no longer adjustable in height. This might not be an issue given the low 770 mm seat. BMW offers four different benches with a whopping eight centimetres between the lowest and highest. The latter aims to provide a more active driving position closer to the handlebar. And thanks to its narrow design, it is also suitable for drivers of average height. Moreover, the top ventilation of this water-cooled boxer offers some extra room for feet and lower legs. In a nutshell: Good driving and manoeuvring. By contrast, the old BMW R 1200 R glued the passenger better and more comfortably to his seat: The back seat was larger, the padding thicker, and the knee angle more relaxed.
In this boxing match, however, the new BMW R 1200 R wins handsomely. It scores big and better on most departments: feedback and manoeuvrability, stability and agility, power and braking performance, features and design. As the saying goes, better is the enemy of good. The new BMW R 1200 R delivers as much pleasure and all-round qualities as the old one, but with a notably dynamic and sporty character.

Technical data

Motor: Air / water-cooled two-cylinder four-stroke boxer engine, balancer shaft, two overhead, chain-driven camshafts, four valves per cylinder, rocker arms, wet sump lubrication, injection, 2x Ø 52 mm, regulated catalytic converter, 508 W alternator, 12 V/12 Ah battery, hydraulically actuated multi-plate wet clutch (anti-hopping), six-speed gearbox, cardan, secondary transmission 2.989.
Bore x stroke: 101.0 x 73.0 mm
Displacement: 1170 cm³
Compression ratio: 12.5:1
Nominal power: 92.0 kW (123 HP) at 7,750/min
Max. torque: 125 Nm at 6500 rpm

Chassis: Bridge steel frame, upside-down fork, Ø 45 mm (with ESA: electronically adjustable compression and rebound damping), aluminium single-sided swing arm, strut, directly controlled, adjustable spring preload and rebound damping (with ESA: electronically adjustable preload, compression and rebound damping), dual-disc front brakes, Ø 320 mm, four-piston fixed callipers, rear disc brake, Ø 270 mm, double-piston floating calliper, semi-integrated brake system ABS.
Aluminium cast wheels 3.50 x 17; 5.50 x 17
Tires: 120/70 ZR 17; 180/55 ZR 17
Test types: Metzeler Roadtec Z 8 front “M” rear “C”;

Dimensions + weight: Wheelbase 1515 mm, 62.3 degree steering head angle, 125 mm lag, spring deflection front / rear 140/140 mm, gross vehicle weight 450 kg, tank capacity / reserve 18.0/4.0 litres.

 

Service data

Service intervals: 10,000 km
Oil and filter change: every 10,000 km; 4.0 litres
Engine oil: SAE 5 W40; spark plugs: NGK LMAR8D-J
Idle speed: 1150 ± 100 rpm
Tyre pressure: solo (with passenger) front / rear: 2.5 / 2.9 (2.5 / 2.9) bar
Warranty: 2 years
Colour: Grey, blue, white
Price: 12,800 €
Price of test motorcycle*: 16,040 Euro
Charges: 390 Euro
*Comfort package (400 Euro); touring package (1,430 Euro); dynamic package (745 Euro); style 1 (410 Euro); keyless ride feature (255 Euro).

Accessories

As we consider the wide range of accessories of the BMW R 1200 R, it is worth noting that many individual options are bundled cheaper with packages:

– Style 1 package (410 Euro): White with red frame, golden callipers, engine spoilers, tank panel in stainless steel, pure windshield
– Special equipment for Comfort package (400 Euro): Chrome exhaust system (100 Euro), heated grips (205 Euro), tire pressure control function RDC (215 Euro)
– Special equipment for Touring Package (1,430 EUR): Dynamic ESA (705 Euro), sat nav preparation (190 Euro), cruise control (325 Euro), main stand (130 Euro), luggage rack (140 Euro), case holder left / right (95 Euros), board computer Pro only in the Touring package
– Special equipment in Dynamic Package (745 Euro): Sport windshield (180 Euro), LED turn signals (100 Euro), daytime running lights (290 Euro), Pro driving modes (305 Euro)
– Navigation System: 675, Euro
– Keyless ride: 255 Euro
– Tour suitcase (each holds a full-face helmet): 615 Euro
– Topcase: 380 Euros
– Shifting assistant pro: 400 Euro
– Tank bag: 190 Euro

Setup for the BMW R 1200 R

Highway
The optional, dynamic ESA installed in the test bike automatically governs the compression and rebound damping in two modes (“Road” and “Dynamic”) while driving. The spring preload of the upside-down fork is not adjustable, while the strut can be configured at the touch of a button at three levels: solo, solo with luggage, and pillion rider.
Air pressure front / rear: 2.5 / 2.9 bar.

The technical Roadster generation

The matter seems perfectly clear: water-cooling over oil-cooling; also, from a technical standpoint, cylinder top-to-bottom flow through is more efficient than back-to-front. Whether new engine or not, the real revolution stars with the chassis.
BMW talks about air/water cooling instead of the hitherto proposed air/oil solution. That’s playing it safe, because air is always part of the equation. But oil is still a factor, as the oil circuit bears the brunt of internal cooling as before. The “partial water cooling” flows around precisely the hottest, most thermally stressed points of the cylinders. Thus, the original advantage of boxer engines, i.e. full air-cooling of both cylinders, seems hardly relevant anymore. Having said that, the low centre of gravity, as well as the longitudinal crankshaft to favour handling (rotation transverse to the direction of travel) still make a difference. The new Boxer sucks the air through left and right intake snorkels in the airbox, whereas the air-cooled engine had only one.
The chassis suffered some dramatic changes too. Indeed, after 20 years of Telelever in all boxer models, the upside-down fork with deep 140 mm deflection is a real paradigm shift. In technical terms, it enables the centrally placed water-cooler, whereas a wishbone, as seen in the current GS and RT models, requires one cooler on each side. To engage and hold the fork, it was necessary to design a new support steering head and, therefore, a completely new frame. Until this point, swingarm and Telelever forces were applied almost directly onto the engine, which played a central role in ensuring the strength and rigidity of the overall assembly. Now, while the engine still bears a heavy load, the trellis frame must transfer higher forces and torques. The rear frame is repair-friendly thanks to its bolted connections. Only the semiactive ESA chassis is extensively adjustable; in the standard version, the upside-down fork offers no adjustment options.
New: Trellis frame with bolted rear and co-supporting Boxer. The upside-down fork deals with suspension and damping.

Observations

Strengths:

– The stainless steel panel running along the tank conveys a sense of worth and elegance; the fuel tank cap is a fine detail.
– The grip width of both hand levers can be adjusted.
– Offset tire valves allow easy air pressure control / correction.

Weaknesses:

– The small foot-finder of the side stand hides somewhat between the footrest and the shift lever.
– The tachometer underlines the missing 1000s-digits. It is rather a gimmick, especially since the current value can hardly be read.
– The bike toolkit is downright poor.

Measured values

 

Drive performance
Top speed*: 230 km / h
Acceleration
0-100 km/h: 3.4s
0-140 km / h: 5.5s
0-200 km/h: 13.3s
Torque
60-100 km/h: 3.5s
100- 140 km/h: 3.8s
140-180 km/h: 4.9s
Speedometer deviation
Effective (indicator 50/100): 48/98 km/h
Tachometer deviation
Indicator red area: 9000/min
effective: 8900 / min

Consumption
Highway: 4.6L / 100 km
at 130 km/h: 6.0 l /100 km.
Theoretical highway range: 391 km
Fuel type: Super

Dimensions + weight:
L / W / H: 2200/850/1310 mm
Seat height: 770 mm
Handlebars height: 1060 mm
Turning radius: 5900 mm
Weight fully fuelled: 242 kg
Loading capacity: 208 kg
Wheel load distribution f/r: 50.8 / 49.2.

So much power: From just under 2,500 rpm to over 8,000 rpms, the new BMW R 1200 R always delivers over 100 Nm, and over 120Nm in the 5000-7000 rpm range. At any speed, the more fuel-efficient, water-cooled boxer outguns its air-cooled predecessor by up to 20 Nm. Furthermore, the old boxer delivers its power scarcely linear fashion. And all this, even though both Boxers feature the same bore and stroke and, thus, an identical 1170 cm³ displacement. Progress without drawbacks.
A new reference for naked bikes! The new BMW R 1200 R beats the Ducati Monster 1200 S in sheer braking power. The new, disconnectable Conti-ABS works wonders. On the other hand, the smooth interplay of pads and brakes, and rubber and asphalt is quite impressive. 10.3 meters per second squared; that is more than one g (acceleration of gravity)! With the partly integral ABS of the R 1200 R, the grip on the hand lever also delays the rear brake disc.

Competition

 

  • Ducati Monster 1200
    V2 engine, 126 HP, weight 215 kg, 0-100 km/h 3.2 sec, Vmax 250 km/h, fuel consumption: 5.2 litres, 13,795 Euro.
  • Honda CB 1000 R
    Four-cylinder in-line engine, 123 HP, weight 220 kg, 0-100 km/h 3.2 sec, Vmax 230 km/h, fuel consumption 5.4 litres, 10,750 Euro.
  • Triumph Speed Triple
    Three-cylinder in-line engine, 133 HP, weight 221 kg, 0-100 km/h 3.2 sec, Vmax 248 km/h, fuel consumption 5.4 litres, 12,690 Euro

Conclusion

The water-cooled roadster is not just a new model, but an emotional experience. The R in the model name could stand either for “racy” or “radical”. Despite case and heated grip options: This is really a sensual, sporty motorcycle with a dynamic and chic appearance. Against this cornering artist, the hitherto highly praised predecessor looks outdated -and not just in terms of looks.

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