Bmw R1200s
BMW R1200S
CYCLE WORLD TEST
Tickled by torque
BLAKE CONNER
IF WE WERE TO COMPARE THE NEW R1200S Boxer to, well, a boxer, it would be more Mike Tyson and less Oscar De La Hoya. Its two 4-inch pistons provide more knockout punch than multi-round battering, more low-down grunt than top-end flash. BMW claims the new ’07 R1200S has the most powerful Boxer engine to date cocooned in the sportiest chassis ever to house a Bavarian flat-Twin. After a year’s hiatus the “S” returns to the company’s lineup, leaner, meaner and ready for a fight.
BMW had always considered the RI 100S its sportbike. While no threat to Ducati’s 999, Aprilia’s Mille or Honda’s RC51, it has recently competed on racetracks around the world
in the Boxer Cup series. Good for credibility. But this uprated iteration provides considerably more performance from the engine and chassis, taking a giant step forward, allowing it to legitimately tangle with other sport-Twins on the market.
Starting with the ’04 R1200GS, BMW has been on a mission to increase the performance of its motorcycles. Drastic cuts in weight, more power, better efficiency and brandnew models; it’s all part of the plan to give the company a more aggressive image. The R1200S is the latest example of this philosophy.
The counterbalanced 1170cc Twin is very similar in design to the units in the GS, RT, ST and new R, but updates increase output significantly. The four-valve, twin-spark topend features new three-bearing camshafts, modified timing, more valve lift, stiffer valve springs and reinforced rocker arms-all of which allow the engine to rev to 8800 rpm, the most ever for a production Boxer.
Of course, the bottom-end has been beefed up as well. New high-load-resistant, steel-alloy connecting rods are driven by new pistons that raise compression to an astronomical (for a flat-Twin) 12.5:1. This obviously requires premium fuel, but the use of anti-knock sensors allows the ECU to compensate for lower octane gas and still run smoothly, albeit with lower power output. New larger-diameter intake manifolds are fed by bigger 52mm throttle bodies. Exhaust manifolds have been enlarged for better flow of burnt gases. A three-way catalytic converter and twin oxygen sensors mated to the BMS-K engine-management system ensure that the Boxer runs smoothly, with very low emissions.
Compared to the last RI 100S we tested (CW, October, 1998), the latest version is a brute. The CW dyno showed a whopping increase of 23 horsepower, up to 110 at the rear wheel. Torque output measured a stout 79 foot-pounds, an additional 14. Big numbers for sure, but considering the new R1200S weighs 54 pounds less on our scales than its predecessor, the difference feels even more impressive.
Fire up the bike in the morning and it’s a little cold-blooded, but after a brief warm-up settles into a mellow purr and pulls cleanly from low rpm. The fact that the updated engine revs higher than any Boxer to date was frequently lost on us. The torque that this new mill generates from just past idle all the way up to 7500 rpm invites the rider to shift early and ride the grunt wave. Mediumto high-speed ribbons of asphalt only require one gear, and we often discovered that it was sixth! Once into top gear, no need to shift, just turn the torque rheostat and dial-in your velocity. On the highway, the story is much the same: At 70 mph in top, the tach reads 3800 rpm, in the meat of the torque. Passing your tin-top victims only requires a single downshift in the most desperate of situations.
All this torque does have its drawbacks. A big dollop of torque slamming through the ring and pinions into the shaft drive doesn’t always make for smooth power delivery. The throttle prefers to be opened smoothly, like squeezing the trigger of a gun, not snapped open as on a Japanese repliracer. Too abrupt a motion on a tight road and the chassis protests with a wiggle as the rear wheel claws for traction, even breaking loose occasionally. This is most prevalent following an upshift while feeding the power back in. Smooth throttle and clutch work reward the rider with good chassis behavior. Fuel-injection mapping is definitely not to blameit feels spot-on throughout the rev range.
At idle, the familiar flat-Twin vibration is present as expected but smoothes out as the revs rise. Vibration from the motor at speed is minimal, just a slight buzz through the right bar that can make the hand tingle on longer rides.
Chassis performance has been improved as well, with multiple updates. The frame is a three-piece structure with tubular-steel front and center sections and an aluminum rear subframe. The engine is used as a stressed member for additional rigidity. Up front is a Telelever assembly featuring 41mm fixed tubes and longitudinal arms mated to an adjustable damper (preload and compression). Our test unit came equipped with optional Öhlins shocks front and rear ($690). Front-end geometry has been altered for better, quicker handling with 24 degrees of rake and 3.43 inches of trail (25 and 3.94 previously), while the wheelbase has grown to 59.2 inches by our tape measure. The rear end comprises a Paralever swingarmlshaft-drive unit that requires zero mainte nance. The cast-aluminum struc ture offers 4.7 inches of travel through the fully adjustable (including ride height) piggyback Öhlins.
The upgraded suspension components seem like a bargain considering how well they work. We rode the bike on a wide variety of roads, everything from ultra-tight carousel turns to wide-open sweepers. As we’ve come to expect from Öhlins, damping and spring rates were excellent. Ón undulating roads the Beemer never wallowed, even when pushed hard. The front end was responsive to mid-corner bumps that would have upset lesser dampers. The added adjustability of both front and rear units is a bonus but, as we found, once a comfy setting is achieved they are likely to be left alone. On rough Southern California freeways, the bike glided over bumpy surfaces and provided a plush ride.
While the R1200S doesn’t exactly have a wheelbase conceived for carving tight apexes, it impressed us nonetheless. The bike is more at home in medium to fast sweepers where the ultra-stable chassis and excellent suspension make you want the road to never end. Our only complaint is that when the road gets exceptionally tight, turning requires a bit of an effort. Flick it in really hard and riders raised on telescopic fronts may not get the expected communication from the tire.
It momentarily feels vague, not giving the rider a clear sense of traction. The lack of dive is most likely the culprit, as the Telelever’s geometry doesn’t get steeper under compression; after a minimal dip the front stays level. This takes some mental adjustment on the rider’s part but isn’t an issue once you’re accustomed to it. We’re not sure that the R1200S needs a steering damper with its long wheelbase, but one is fitted and contributes to slowing steering momentarily when snapping into tight bends.
Lack of mass from the new aluminum-alloy wheels improves the handling dynamics. Previously found on K-models, the wheels come in standard “sportbike” sizes, a 3.50 x 17-inch front and a beautiful 5.50 x 17-inch rear, of which there is an unobstructed left-side view thanks to the single-sided Paralever swingarm. An optional wider 6.0-inch wheel ($205) allows the use of a 190-section tire in place of the standard 180/55ZR17 Metzeier Sportec M1. Even without the wider rim, that topquality rubber allows the rider to explore the R1200S’s considerable handling envelope, confident that grip won’t be an issue.
Another huge improvement is the new braking system. Gone is the much-maligned servo-assist, replaced by a more conventional arrangement, actuated simply by master-cylinder pressure through stainless-steel lines. Thank you, Munich!
Up front is a pair of 320mm floating discs clamped by twin four-piston calipers. A two-piston caliper and 265mm disc reside out back. Our testbike was equipped with BMW’s new ultra-lightweight ABS system, available for an extra $925 and adding just 3.3 pounds to the overall weight of the bike. Not only is braking performance improved compared to our last test unit, but feel at the lever is more predictable and linear. Additionally, the ABS can be turned off for aggressive sport riding, a feature particularly useful at the track.
BMW may like to think of the R1200S as a sportbike, but with available features like ABS, heated grips ($235), tire-pressure monitoring ($260) and anti-theft alarm ($235), it is better equipped than any pure comer-carving scalpel. The bike’s ergonomics are more sport-touring with comfortably placed bars and a semi-upright riding position. But the footpeg location-a bit back and higher set than is standard Beemer fare-is a dead giveaway to its cornering prowess. The seat drew mixed opinions. The front is tapered and padding is thin so, despite the 33.2-inch seat height, getting both feet down firmly at a stop is simple. Additional cushion can be found by sliding rearward, but doing so accentuates the reach to the bars.
On the road, the view from the cockpit is excellent, with very little buffeting from the scratch-resistant windscreen (an optional tinted version is available from the accessory catalog). The front turnsignals are integrated into the mirrors for an uncluttered look. By the way, those mirrors are the best on any sportbike we can think of, offering clear rearward vision and a wide range of view. The information screen on the dash provides plenty of data, including two tripmeters, a clock, oil temp, a gear-position indicator and a countdown range when on Reserve-but curiously not a fuellevel gauge. Storage space is very limited due to the underseat muffler, with only enough room for the small toolkit and insurance papers. For those looking to take a bit more gear with them, accessory soft luggage is available-a 19-liter bag for the rear and an expandable (13-to-19-liter) tankbag. No hard bags are currently offered from BMW.
The bike gets all-new bodywork and styling, including a wind-tunnel-designed upper fairing. The twin asymmetrical headlights provide excellent illumination and reside behind a scratchproof lens. Rear signals are slim units mounted below the muffler while the taillight consists of an 18-LED-bulb cluster for better visibility and less power draw.
Boxer fans won’t be disappointed by the most sport-oriented Twin BMW has ever built. At a base price of less than $15,000, impressive power, excellent stability and handling combined with a grocery list of options and accessories make this an extremely versatile European sport-Twin-and yes, it is the best Boxer ever. □
EDITORS' NOTES
I'M MORE OF A GS GUY; I'LL GET THAT out of the way right now When it comes to BMWs I can always find something to bitch about. Be it the longish wheelbases, Telelever front ends or the annoying turnsignal switch es, something always raises a red flag. The RI200GS is the exception. I've ridden that bike in the Alps, up Pacific Coast Highway and into the caidron that is Death Valley. To me, it’s Bee-Emm-Vay’s best.
So what about the new R1200S? BMW has made great strides with this bike. How much more performance can possibly be extracted from a flat-Twin? Kudos to Munich for continuing to improve one of the most enduring engines of all time. As good as the motor is, the chassis complements it perfectly, making it the sportiest BMW in the lineup. The S fills a void between V-Twin repli-racers and hard-bag sporttourers, its solid performance and abundant amenities making this practical sportbike one of Germany’s finest.
-Blake Conner, Associate Editor
MUCH HAS BEEN MADE ABOUT BMW shifting its two-wheel image from a maker of reliable all-rounders ridden by gray-haired college professors with elbow patches on their sportcoats to something more cutting edge. Target younger, more performance-oriented buyers-the type of person who might find the company~s M-series cars attractive-is the alleged mandate.
That was the idea behind the K1200S. Duolever fork, powerful inline-Four and changeable-on-the-fly Electronic Suspension Adjustment aside, when judged against other Open-class sportbikes, the K-bike came up short. Fit the same package with a large fairing, higher handlebars, lower footpegs and roomy luggage, however, and the resulting K1200GT is a sport-tourer without peer.
Yes, the R1200S is the best sport-Boxer ever. Good as it is, though, it won’t put a dent in GSX-R or R1 sales. Could the fairing, bars, seat, pegs and bags from the R1200ST be in its future? -Matthew Miles, Managing Editor
I WAS LUCKY ENOUGH TO BE THE MAN for the job when BMW asked us to attend the international press launch for the R1200S in South Africa last March. It was pretty much just being lucky enough to live the dream, once again. Der Motor Werks set us up with Ohlins-equipped bikes in the hotel parking lot, then we rode over the mountains to the Killarney race circuit. What a surprise the S was. The retuned engine had genuine top-end snap, the chassis was planted and easy to ride on the street, and the ABS brakes (with off switch!) worked quite nicely. But the biggest surprise of all was the comfort and composure with which it attacked the bumpy and treacherous race circuit outside Cape Town. It wasn’t long before my toe sliders and the bike’s footpeg feelers were gone in a shower of sparks. Who knew the cylinder-head covers were next?! This is a BMW? It got me thinking about how the HP2 has epoxy valve-coverrepair kits included. Maybe they should supply some for this bike, too! -Mark Hoyer, Executive Editor
BMW
R1200S
$16,575
