BIG TEST: BMW R1250RS
Big miles on what might be the best of BMW’S boxer twins.
According to exciting statistics just one-in-forty new bikes is a sports-tourer. That’s just 2.5% – and given the random classiications used by those who collate such trivia, there’s every chance this is generous. Fast-yet-comfy, engaging-but-polite bikes have been forgotten in the stampede for adventurers and nakeds, so it makes you wonder why BMW bother with the R1250RS. Especially as that two-and-a-half percent is dominated by Kawasaki’s Z1000SX (now a Ninja). Thing is, the R1250RS could be the overlooked star of BMW’S range. You get the same variable-valve engine as in the omnipresent R1250GS, same tech and options, but without the isolating Telelever front end, blocky tyres or feeling like you need one of those rolling library foot stools to clamber aboard. If you never leave the tarmac surely it’s the logical choice, right? More than a year’s average miles on a swanky R1250RS Exclusive tells all...
Engine and transmission
Disregard every outdated preconception about BMW’S sizeable opposed twin. Lumpy, shaky and short of breath? It’s anything but. The 1254cc boxer produces an enormous 98.6 lb.ft at the back wheel (against a claimed 105 lb.ft) – that’s over 11% more blunt torque than a bonkers Ducati Panigale V4 and exactly the same as Kawasaki’s supercharged H2 blunderbuss. And the R1250RS is shovelling out this tyretormenting torque as early as 5000rpm. Bottom-end clout and midrange shunt are exceptional.
Yet the BMW is no lumbering truck. The eight-valve twin is free-revving, extremely happy to rush to its 9000rpm redline and release its 126.6bhp peak. There’s an amazing lightness to its feel. Response is super-clean, drive metered out with nothing but precision and tea-with-the-vicar manners. ‘Fuelling is faultless,’ notes Bike contributor and ex-road tester of this parish, Martin Fitz-gibbons. ‘It’s bewilderingly smooth too, given there’s a pair of four-inch pistons flying in opposite directions beneath your knees.’ Shiftcam of course helps. The engine has the choice of two inlet cams: a part-load cam with low valve lift and short opening time, its minimal overlap helping emissions and driveability (it gives differential opening too, with one inlet valve open for longer than the other to increase swirl); and a full-load cam which opens the valves further and for longer.
The part-load cam only engages below 5000rpm, and only with a small throttle opening. It’s not a ‘low rev’ cam – pin the twistgrip at 2000rpm and you’re on the full-load cam. Shiftcam operation is completely smooth. Nobody has ever even been close to detecting anything happening, and you just forget what’s cracking off below. Having the partload cam does help economy, though – throttling losses are reduced and help the RS average 50mpg. Bloody good for a 1254cc, 255kg (measured) device.
The oil level has dropped halfway down the sight glass in 3700 miles or so since the first service. That’s entirely bearable, and far less lubricant consumption than the thirsty R1200RT that I had back in 2005. Much tighter, slicker gearbox than the old 1200 too, which became so sloppy it had to be replaced. Using the optional two-way quickshifter on the RS soon became habit, but downshifts never feel natural – there’s always a bit of resistance, making me worry about longevity (that’ll be the RT’S fault). I’ve taken to using the clutch again when changing down as it’s always smoother. Parked over a weekend, one Monday morning the battery didn’t have enough juice to turn the engine over – it showed 11.7 volts so wouldn’t even try. It hadn’t been particularly cold (though that hadn’t stopped the wife having the heating on full tilt) and nothing could have been left turned on. It was a totally random one-off.
Handling and ride
Stable yet nimble, that’s the RS. Which sounds more than a little contradictory, so I’ll explain.
Weighty steering needs reasonably firm input and the bike swings into turns, rather than darting, where it sits with steadfast security – you sense all of its kilos, the raked-out geometry and the whacking great distance between its wheels. It seems long and low. Yet despite being far from flickable the big twin manages to alter course once leaning with remarkably little input, switching from banking one way to banking the other with surprising ease. It’s on fast, flowing, open roads where the lengthy chassis excels, on the sort of rides where pace and cornering precision come with minimal effort (mental or physical). The way it can be poured down uncluttered routes is sensational. ‘It takes you along for the ride, pivoting around a point in line with your hips,’ notes Martin.
The regular R1250RS (£12,395) has fixed 45mm upside-down forks and a rear shock tweakable for preload and rebound. This bike is the Exclusive (£14,255) which means semi-active Dynamic ESA (electronic suspension adjustment) which continually tweaks the damping and also sets the rear preload by itself. You don’t notice the action altering; it’s only when braking really hard that you’re aware the forks have squared themselves up so as not to collapse under the weight transfer. BMW’S single-sided Paralever set-up hangs out the back and, like on a GS, they get
‘On fast, flowing roads the lengthy chassis excels – the way it can be poured down uncluttered routes is sensational’
away with a decidedly squidgy shock. It appears overly soft and floaty, with an almost disconnected feel and a supple ride, yet this doesn’t have a negative effect on the handling – it’s only when getting carried away that the ESA needs to be moved from its Road setting to Dynamic. However, after playing with the settings and modes when the bike first arrived, I can’t remember the last time I actually engaged the sportier setting. Front brakes are mighty (they’re Brembo, not Americanbrand Hayes as on the GS and RT), and with ever-ready support from the semi-active forks the RS stops hard and is then ready to turn. It can take a few hard grabs to get the bite back after a long ride in wet, grubby, winter conditions.
Electronics
The base model R1250RS features an LED headlight, cornering ABS, hill start system, colour TFT dash with connectivity, and Rain and Road riding modes. Cornering ABS and ASC (automatic stability control, like basic traction control) too. Being the Exclusive model means this bike has lots of other blingy bits for its fourteen grand (and a bit) asking price, with ESA, cruise control, keyless ride, prep for GPS, pannier rack and a centrestand. And as BMW’S press oce is keen to woo testers it also has the £490 Comfort pack (heated grips, tyre monitoring, chrome pipe) and the £960 Dynamic package (two-way quickshifter, extra modes, daytime running lights and white LED winkers), plus an alarm (£225) and a barmounted SOS button (£305) for when the lunchtime half turns into a quick half dozen and you’re not sure how to get home. All of which pushes the RS to a substantial £16,235...
It’s mainly lovely. You feel the difference between riding modes, cruise works effectively, heated grips are better than any other bike, wide dash is clear with a neat auto-reset for the trip when you fill up, and keyless (which includes the filler cap, so no garage fumbles) makes bikes with a key seem tiresome. The only time I’ve activated ABS or traction is dicking around in sloppy conditions, but it’s nice to know they’re watching. The RS isn’t perfect, though. Neither Rain’s soft response nor Dynamic’s sharp crack have tempted us away from stock Road mode – make sure you’ll use the extra settings before paying for Riding Modes Pro. The display looks ace, but scroll away from the main screen into the fathoms of data and it’s a bit overwhelming. And you need to be careful how you clean the display – what I thought was a clean cloth left a smeary film, and the subtle oily haze has been impossible to shift. We’ve twice had ‘SOS failure’ flash up and also a warning about the ABS not working. Both advised going immediately to a BMW dealer with such a panicky tone we feared the bike may explode, only to correct themselves almost immediately. Downloading the BMW Connected app to my oversize phone allowed turn-by-turn navigation on the dash (it can be used for phone calls, music and other unnecessary distractions too). It’s neat and useful, though on a dawn slog to the south coast the route taken was occasionally unexpected. Bike and app sometimes need persuasion to talk to each other as well.
Controls and comfort
The Beemer feels low at the rear. Even our two-thirds scale designer Paul Lang thinks it feels low, and at 6ft 2in I was worried that long rides would bugger-up my knees. But it’s not as speedboat as you think: seat height is a middle-of-the-road 820mm, and it’s the nostalgic Nineties stretch to handlebars mounted above the top yoke and resulting hip angle that
conspire to create the deception. The riding position manages to be practical for day-to-day commuting, engaging enough for weekend B-road shenanigans, and is continually comfy. I did a 400-odd round trip to Goodwood Revival and got home after a 16-hour day without complaint, and Martin returned from 12 hours of zooming round Yorkshire saying he was, ‘still feeling fine – slight ache from my wrists, but that’s it’.
The screen is a tug-and-move affair that’s never been back into it’s lower position. The high setting is a decent balance of weather protection with the connection to the elements that’s essential for it to feel like a motorbike. A neat lever like on the screen of the latest S1000XR might make you more inclined to vary the height, though, as just yanking feels crude on a £14k bike. Hand levers are adjustable; footpegs and seat are not. The ’peg rubbers keep hoofs located in slippery conditions and aren’t showing any sign of wear.
Practicality
Decent weather protection, the freedom of keyless, very good ergonomics, no chain to lube, resilient finishes (see below), sure-footed in the wet, warm hands, an easy 200-mile range... oh, and built-in sat-nav. Yes, the RS is practical. Well, as long as you don’t have to wheel its heft into a cluttered bike park too often. The stock RS has integrated pannier mounts, but the Exclusive also has a rack to allow more touringy boxes. It’s superb for hooking bungees to when strapping on a tailpack or roll bag. Auto-preload for spontaneous pillion carriage, too. All that I’d really like is a headlight with a slightly greater throw. I used to clobber shins frequently on an R1200R that I had a few years ago. Either something about the stance and manoeuvrability of the RS makes it less likely, or the first time I knocked a cylinder was enough to remind me to keep clear.
Quality and finish
It’s not taken much looking even riding through winter. Just a thin coat of ACF-50 on the bare alloy parts and brake banjos, then a thorough dousing with Scottoiler FS365 after each wash. Engine finish appears particularly robust and comes up brilliantly, and the shock, swingarm, frame and bodywork are also standing up as well (the brake rotors are turning orange, but do on all bikes). Heel plates show use, but it’s nowt major. Pity about the alloy pillion grab-handles, though. Corrosion has taken serious hold, with a chunk of paint missing off each and bubbles spreading. Not nice. I also knocked an indicator out on my gate post, but it clicked back in with some wiggling.
‘The riding position’sp position’s practical day-to-day, engaging for B-road shenanigans, and is continually comfy’