QUIKSPIN: BMW R1200R - Time Warp

17 April 2012

BMW’s R1200R has an image problem. Unlike its Boxer engined siblings, it’s not one of those bikes that shouts about its qualities. It doesn’t have the kudos of the rugged GS, nor the physical presence of the RT, instead the R is happy to sit in the background minding its own business until someone shows an interest, which, when riders do, they may very well find it to their liking.

The 2011 R1200R gains the DOHC engine that was first debuted on the HP2 Sport, and most-recently introduced to the R1200GS. As well as an extra camshaft the engine brings with it a claimed 82kW and 119Nm of torque as well as 500 more rpm, upping the redline to 8500rpm. A new exhaust valve, according to BMW, gives a “superior powerful sound” while a redesigned cockpit and aluminium silencer makes it slightly more pleasing on the eye. Other than that it’s the same as the older version, but has factory options like ESA I (electronic suspension), ABS, ASC (traction control) and RDC (tyre pressure monitors).

The R feels a solid bike to ride. The seat is sculpted so that is cossets your buttocks in a both pleasing and comfortable fashion and the new aluminium ’bars are set at a height for relaxed riding. When you first sit on the BMW the ’pegs feel a touch too high, but after a few kilometres this isn’t an issue and I didn’t find myself having to rest my legs on the cylinder heads to ease any aches.

Having initially sniggered at BMW’s assertion that the R1200R has a “superior powerful sound” I was pleasantly surprised to find it is actually true. Even on a standard exhaust the Boxer engine has a deep and throaty burble about it as well as a surprising turn of pace. Give the engine some stick and the R1200R rips forward with a fair amount of haste – the Boxer engine is grunty and eager to respond when required. There is a strong bottom-end as you would expect from a Boxer twin but it is accompanied by a rush of power at the top that is anything but stereotypical BMW.

Riders who want a hassle free bike that is comfortable, fun when required and extremely practical should take a look at the R rather than simply follow the crowd and buy a GS. In many ways the R offers all the plus points of the GS – comfort, a huge 390km tank range and a strong engine – yet it does it on 17-inch wheels, which can give greater confidence when it comes to on-road cornering.

It has some negative points – the retro style numbered clocks are cluttered and hard to read and without a screen the weather protection is minimal – but the R1200R is a bike that grows on you and the optional extras catalogue contains items that make it far more practical.

ENGINE
Configuration Two-cylinder Boxer
Cylinder head DOHC, 4 valves per cylinder
Capacity 1170cc
Bore 101mm
Stroke 73mm
Compression ratio 12:1
Ignition Digital, twin-spark
Cooling Air
Fueling EFI
Oil capacity 4L
 
TRANSMISSION
Type Six-speed
Primary drive Gear
Clutch Dry
Final drive Shaft
 
CHASSIS
Frame material Tubular steel
Frame layout Two-section, stressed member
Rake 27.1?
Trail 119mm
Wheelbase 1495mm
 
RUNNING GEAR
Suspension
Front: 35mm Telelever, central spring strut,
120mm travel
Rear: Monoshock, Paralever, adjustable
preload and rebound, 140mm travel
Wheels 10-spoke, cast aluminium alloy
Front: 17 x 3.5 Rear: 17 x 5.5
Tyres
Front: 120/70ZR17 (58W)
Rear: 180/55ZR17 (73W)
Brakes
Front: Twin 320mm floating discs,
four-piston calipers
Rear: 265mm disc, two-piston caliper
Control: BMW Motorrad integral ABS
 
DIMENSIONS
Weight 223kg (wet, claimed)
Seat height 800mm
Max width 906mm
Max height 2145mm
Fuel capacity 18L
 
PERFORMANCE
Power 81kW @ 7750rpm
Torque 119Nm @ 6000rpm
Fuel consumption 4.1L/100km
Top speed More than 200km/h
 
PROS
Strong performance
Great handling and ride
Touring range
 
CONS
Cluttered instruments
Weather protection
Conservative looks
 

 

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