BMW R125ORS: Stands Alone

In a time where everyone seems to be embracing the 800cc ranges - is there anything the new RS can do to not be eclipsed by its own smaller and same-sized siblings?

ROOTS Traditional in looks, handling and power delivery

A modular concept is always the way to go when you’re looking to make the most bang from your engineering buck. Using one engine to power a whole platform of bikes – from adventure tractors to supersport missiles – not only saves cash AND gets you more models to sell to Joe Public, but it means that you can use that extra development time and hone the lump to a very high state of excellence.

But sometimes the rest of the packaging of one or two models that share the powerplant becomes just so alluring that they eventually steal the limelight, leaving the very close brother behind – no matter how good that particular motorcycle is.

I feel that's the case with the R1250RS. BMW has a great engine in the new 1250cc boxer, and a deliciously sporty, yet comfortable chassis to create a sports tourer for big miles and rapid fun. On paper, the new RS should be flying out of the dealerships. But – and it's a big but – BMW also has the adventure riders' dream, the GS, and the heavy-duty touring machine, the RT, which are going to lure a lot of riders away from the charms of the RS.

And that's a real shame, because as we found on our test ride, it's a brilliant bike for sporty touring – or even just a blast to the coast for some ice cream!

How is it different?

The RS is a traditional sports tourer in its looks, handling and power delivery. If you're being overly critical you might say that it looks a little dated, but it's certainly true to its sports touring roots. The big visible update for 2019 is the new LED headlights, which provide a better and longer beam of light in the dark. Other than that, the overall appearance of the bike has not changed much from the previous incarnation that had the 1200cc engine.

Compared to the other bikes in the 1250 family, the RS is a lot more sporty. There is a clear difference between the upright riding position of the GS and the forward-leaning stance of the RS. The RT is closer, but seems big and heavy compared to the svelte RS. There is definitely room in the market for a bike like this.

What about the engine?

The new 1250 boxer engine is now bigger than before (from 1170cc to 1254cc). It's also more powerful (from 125bhp to 136bhp) and more torquey (92lb-ft to 105lb-ft). You can really feel the difference in power – if anything, it feels like the new engine has added more grunt than the figures suggest.

The most interesting thing about the engine is BMW's ShiftCam technology. It allows variable valve timing, altering the intake valve timing and stroke depending on whether you need more torque at low revs or more power nearer the top. There is no set rpm level where the cam profile changes – this is based on various parameters, including speed and acceleration. From the rider's point of view it's irrelevant how it works as you are unlikely to notice when the change takes place (it's that smooth!), you just notice that there is plenty of power and torque across the rev range. Even the project leader behind the motorcycle at BMW, Harald Spagl, admitted that he only notices the change on occasion.

The cams are also designed to open the intake valves slightly out of sync with each other to improve the ‘swirl’ of the incoming fuel mixture, resulting in more effective combustion. The camshafts are now driven by a toothed chain rather than a roller chain.

The engine is exactly the same as in the other new R1250 models. The only differences are the exhaust and airbox. Speaking of the exhaust, it doesn't look radically new, but it has increased by one litre in capacity

– and it sounds good for a standard can. If you want even more of a 'braap' though, there is an Akrapovic can available as an accessory.

1,860 in pounds, is the difference between lowest and top spec.

Does it tour and does it do that sportily?

I rode my long-term test bike, the BMW R1250GS Adventure, to the ride event of the new RS. Jumping from one machine with the 1250 boxer engine to another was eye-opening in many ways.

The first impression was that the engine characteristics were (naturally) very familiar. There was plenty of poke across the rev range, and the friendly manner in which the power is delivered was as expected.

The first surprise came as I accelerated out of a roundabout on to a dual carriageway, and I saw how much sport the RS puts in sports touring. Quite a bit, it turns out. I suppose that the lighter and sportier chassis make it much easier for the same engine to propel the RS forward, but it still came as a bit of a surprise how much zappier it felt after the GS. It didn't run out of breath at full gallop either, and overtakes were so easy that it almost made you forget how busy the roads were.

Rider comfort is of a high standard, with the seat reasonably low (820mm), the bars easy to reach and the pegs positioned more with touring than sporting in mind. The riding position is a little forward-leaning as you'd expect from a sports tourer, and big miles will be the real judge of comfort, but no aches or pains were registered during our 130-mile run. The shaft drive also adds to the BMW's touring appeal. It's something that sells the bike to many people who are fed up with cleaning, lubing and adjusting chains.

More than the sum of its parts?

The screen is two-level adjustable, and easy enough to move with one hand. The difference is not massive, but I preferred it in the low position, which kept more air flowing through my helmet vents on the warm day.

Controls are the same as in the other R1250 bikes. There's a lot to fiddle with, but everything is easy to get used to and you soon master every button and switch.

I was particularly pleased that the brake and clutch levers were both adjustable. The brakes themselves feature meaty Brembo callipers front and back, and they bring the bike to a stop very effectively (as I found out when a car in front of me decided to suddenly stop for no apparent reason).

The bike that we rode was the RS Exclusive model (£13,960), as opposed to the Standard (£12,100) and Sport (£13,465) versions. The basics of each bike are the same, the Sport and Exclusive just get more electronics and accessories that the standard bike doesn't get. The ones that stood out for me on the Exclusive were the centre stand, cruise control and electronic suspension.

I can't claim to fully understand all the calculations that the electric suspension uses, but I do know that the system gathers data from the rotational speed sensor and the two travel sensors at the front and rear.

It also considers compression, acceleration and deceleration, and these are incorporated in the adaptation of damping forces, both front and rear.

The system also lets you adjust preload and damping with the push of a button so you can set everything according to your preference.

It automatically adjusts to load changes, so you don't have to change settings to allow for a pillion or luggage. It's clever. Very, very clever. And it offers great ride quality with sure-footed cornering and smooth progress over bumps.