FIRST RIDE: BMW R1250R
… but still find yourself transfixed by the thought of a new GS? Do yourself a favour and consider BMW’S new R1250R…
Obsessed with BMW’S GS but never venture off-road? Consider the R1250R.
THE opposed R1200R PURIST introduced twins, OF BMW’S the in 2015 is an ace roadster. Uncluttered by the bulky adventure adornments of the GS or touring clothes of the RT, it’s the most agile boxer of the family. It is the briskest accelerating, best braking, the one that’s easiest to get your feet down on and, crucially, the most fun. It is comfy and spacious and makes all-day riding a doddle, with loads of accessories to make clicking off miles easier.
For 2019 the R1200R gets the new 1254cc ‘Shiftcam’ engine and becomes the R1250R – and is now possibly the best on-road boxer BMW make.
With its extra 84cc and clever variable valve timing, the motor has extra meat low down
and additional top-end excitement. Torque increases to 106 lb.ft and power is up by 11bhp to 134bhp. At small throttle openings and below 5000rpm it uses milder cams with lower lift; faultless fuelling delivers flawless grunt from as low as 2000rpm, and after snicking up through the quickshifter-enabled six-speed gearbox the R1250R is so flexible you barely need to shift down again. Yet ask for more power, release the hairier cam, and it kicks you with unrelenting force. Revs rise, the airbox growl deepens, its spitting exhaust note gets louder and the twin acts like it’s a rowdy S1000R inline four. Retaining rocking torque reaction means the boxer still has a dash of Beemer character, despite all the new tech, especially with the gentle rise and fall from shaft drive in the mix. And that’s good. There are no major chassis changes, though we’re not complaining. Like the previous 1200, the 1250 has S1000rrstyle 45mm upside-down forks rather than the load-separating Telelever system used on the GS. There’s more feel tipping into corners, and the bike rolls onto its side with the grace of a Triumph Speed Triple RS. With optional semi-active damping (linked to multiple riding modes) the BMW can also be motorway-floaty, and soak up bumps, or racer-tough. When set-up sportily it’s best to forget graceful lines and instead go in fast, turn tight and fire out with the front wheel skimming tarmac. Sticky-out cylinders never bother the tarmac, but getting on the throttle with too much lean has the R1250R shaking its hips in protest.
All the other new-generation boxers and even the S1000RR have dumped Brembo brake calipers for Bmw-branded items (made by American firm Hayes). Those new calipers are every bit as good, but brand fetishists will be happy that the R1250R still wears golden Brembo jewelry (equipped with cornering ABS). They’re superbike-strong and hiss as they instantly scrub-off big dollops of speed.
Like the departed 1200 the new R1250R is comfortable, composed and roomy. Using technology from the S1000RR the colour dash is clear and easy to read at a glance, is packed with information and records lean angle, braking and acceleration force. Traction control, two riding modes, daytime running lights and an automatic hill-start control are standard on the base bike for £11,215. That’s quite big cash. This test bike is the R1250R Sport with extra modes, two-way quickshifter, engine spoiler and HP paint. It costs £12,575. However, it also has £2570-worth of accessories including heated grips, electronic suspension, cruise, centrestand, pannier brackets, emergency call service… You can dismiss the R because of its price and because being a naked all-rounder it doesn’t fit a neat pigeonhole. It’s also not a huge step on from the R1200R. But with its rumbling soundtrack, lowdown power, searing top end, confident chassis, manners and ease of use, it’s as classy as they come. If you never stray off the tarmac forget that GS. This is a better road bike.
‘Release the hairier cam… and it acts like a rowdy S1000R’