In-line 4- and 6-cylinder engines have brought great success to BMW's Bavarian motorcycle engine factories, but the tried and true Boxer Twin remains the brand's key engine design. BMW continues to develop the Boxer line. And now the company has expanded it with the release of the new R1200RS.
First ride on the 2016 BMW R1200RS
BMW's R-series of sports motorcycles have a long history of their own. The R1200RS appeared back in the 70s. The old model was then replaced in the Boxer line-up by the R1200S in 2007. Also representatives of the line were the HP2 Sport and S1000RR.
Now the BMW R1200RS is back along with the much improved R1200R. Both bikes feature a liquid-cooled Boxer engine (the last bike not to feature liquid cooling was the R nineT, since the company began installing the system on motorcycles, starting with the 2013 R1200GS). The Twin engine with a volume of 1170 cubic centimeters produces a maximum power of 125 hp. and 124.73 Nm of torque. On RS and R models, bottom-end torque is improved thanks to a modified airbox and exhaust. As for the new radiator placement, it ties in with another significant change to this model, which is the replacement of the traditional Telelever suspension with an inverted 43mm fork.
The BMW R1200RS is a more or less enhanced version of the R model. Additional changes include, for example, a two-position adjustable windshield. The solid tubular handlebar design has also been replaced with a new two-piece aluminum design. BMW has increased the wheelbase of the motorcycle by 2.54 cm and now it is 152.4 cm. Also, the seat height of the BMW R1200RS motorcycle at 81.28 cm is 2.54 cm higher than the seat height of the R model (78.74 cm). The R1200RS also weighs 5.44kg more than the R. The bike has a claimed dry weight of 235.86kg.
Ride the BMW R1200RS
I tested the new R1200RS the day after my test drive of the updated 2015 S1000XR. The first day I tested the XR it rained all day. But the next day, when I set out to ride the R1200RS, the weather was excellent and I took my route through beautiful countryside, 2 expressways and several city roads.
The liquid-cooled Boxer may be a little different from previous air-oil-cooled versions, but it's still an attractive powerplant. I've driven the entire BMW Boxer line (except the R nineT) and would like to point out that the R1200RS engine didn't give me any trouble. Its twin-cylinder engine has a decent and consistent mid-range. This bike is certainly not the 160bhp beast of the S1000XR I rode the day before my ride on the bike, but the RS doesn't need to be. The Boxer's engine has more than enough performance for spirited driving. He works very well.
In the basic configuration of the BMW R1200RS, two driving modes are available, “Rain” and “Road”, as well as ABS and the automatic stabilization system ASC (“Automatic Stability Control”).
Rain mode softens throttle response and tunes ASC to low-grip and wet road conditions. For an additional cost, you can install the “Ride Modes Pro” option, which will add 2 more riding modes, Dynamic and User, as well as dynamic traction control (DTC). The DTC system works in conjunction with the tilt angle sensor.
The Dynamic ride mode gives sharper throttle response and makes DTC intervention less intrusive (to improve electronic control in the Rain and Road ride modes, the DTC complements them with its two corresponding settings - "Wet" and "Dry"). A driver-adjustable User mode allows the rider to combine throttle response and DTC settings based on their personal preferences.
On road
Unfortunately, the bike I tested didn't have Ride Modes Pro or DTC, so I can't speak to their effectiveness. However, my R1200RS had a few extra features, such as Gear Shift Assist Pro, also found on last year's RT model, which helps shift gears without using the clutch. Smooth downshifting requires the throttle to be fully closed. When it comes to upshifting, shifting into second and third is not as flawless as shifting the rest of the gears of the 6-speed transmission. The RS's Gear Shift Assist Pro system felt a bit lackluster compared to the smoother shifting on the BMW S1000XR (perhaps just the bikes I tested). Gear Shift Assist Pro is a nice addition, but not necessary as the bike's clutch works quite well. I liked the RS's wide powerband. I passed difficult sections of the road in 3rd gear, for example long turns. And in high gears I drove on highways.
The new motorcycle has also been equipped with Electronic Suspension Adjustment (ESA). ESA automatically adjusts suspension damping, both front and rear, based on real-time readings. ESA has two modes - “Road” and “Dynamic”. ESA also offers push-button rear shock preload adjustment, with 3 settings (single rider, rider with luggage and rider with pillion).
On the road in “Dynamic” mode the suspension dampens very well. When switching from “Road” to “Dynamic” mode, nothing terrible happens, only the motorcycle’s suspension becomes a little stiffer in order to better match the sporty riding pace. On bikes with Ride Modes Pro and DTC installed, ESA works in conjunction with the lean angle sensor, which is something I'm keen to test in the future.
More noticeable than the ESA intervention is that the 2016 R1200RS uses a conventional fork. Over the years I have come to appreciate the special handling characteristics of motorcycles equipped with Telelever suspension, with a few exceptions (notably the K1300S). The advantage of the Telelever is the stability of the braking and the fact that there is no feeling of the front end sinking, but at the same time there is some loss of road feel, which requires the rider to have complete trust in the suspension and its settings. The new R1200RS suspension requires no such blind faith and gives the driver excellent road feel. Also, electronic control of the suspension provides the same benefits as the Telelever suspension, such as good brake feel and minimal “dive” of the front of the motorcycle.
The BMW R1200RS doesn't corner as easily as a supersport or superbike, but it doesn't turn unwieldy. And when the bike leans into corners, there is good stability. I really liked the feeling of stability when riding the RS. Regardless of the speed, the motorcycle always has good grip.
At the front, 4-piston Brembo calipers squeeze two 320 mm discs, while at the rear, a 276 mm disc is held in place by a 2-piston caliper. The brakes have great stopping power. True, the braking stability mentioned above, which motorcycles with Telelever suspension possess, is somewhat reduced on the R1200RS, but not very much. The motorcycle leaves the factory with a built-in ABS system from BMW. The driver can turn off ABS (as well as ASC). The RS's ABS works well, but I have to admit that I liked the ABS Pro system better on the S1000XR I tested the day before I test-drove the RS. This system, also found on the HP4 and S1000RR, works based on lean angle and other important metrics.
The R1200RS's riding position is a good mix of sport and touring positions. You can sit upright on the motorcycle, but you can also adopt a more aggressive forward leaning position if you wish. The placement of the controls is correct and comfortable, but the footpegs are positioned a little differently than I expected, although on this bike they are placed in a way that I found roomier than on the R. I liked the cozy RS seat, which is comfortable to ride all day. Its height is 82 cm and it did not seem too high to me (my height is 185 cm). In addition, the standard seat can be replaced with a lower one with a height of 76 cm, or a higher one with a height of 84 cm.
Hi all! I bought myself a sports tourer BMW K1200RS. And let's start by making a brief review of this bike, as they say, to understand what they eat it with! if you're interested in the cat... Well, let's start with the fact that one day I came across an advertisement on, a person is changing the K1200RS to a lighter motor... at that time I owned a BMW F650CS, I met with the owner, RSKA was tired, but despite this I agreed to a key-to-key exchange, but the man asked for an additional payment of 40k, and therefore was released in peace. After that, the study of the model began, and I’ll tell you really, nothing is written anywhere, dry numbers everywhere and that’s it. There are two motorcycles at the bike post where there are stories from the owners, but in my opinion they are not complete (I don’t want to offend anyone). Somehow, there is no such resource about these motorcycles in Russian, but there is one in a foreign language... I’ll let anyone who needs it in a private message.
Let's begin! One day, back in 1997, German engineers realized that their motorcycles were not so beautiful and fast, and set out to make a cool motorcycle! No sooner said than done, omitting all their calculations and miscalculations, the result was a good sports tourist inline four-cylinder engine, two hundred liters, injector, dry clutch, cardan, integral braking system with ABS, acceleration to 100 in 3 and a penny of a second... Of the convenient little things, these are adjustable height of clip-ons, footrests and seat. You can make the landing purely sporty, or classic road. The motorcycle has a height-adjustable windshield. The arches for the side cases come standard, but you will have to pay extra for the cases themselves. Telelever and paralever suspension, if anyone is interested, read it, but it’s better to ride once than to read a hundred times... I liked how soft and at the same time collected, you can also adjust the rear shock absorber for compression. The motorcycle is also equipped with a steering damper, which will prevent “Wobbling” and “Raskolbas”, you can safely unscrew it to the second space.
The Brembo brakes are two discs at the front with two piston calipers, and a single disc at the rear with two piston calipers. Turning on the turn signals are spaced on the sides (everyone criticizes BMW for this) I really liked turning on the turn signal on the right side, it will turn itself off after turning, this process used to cause me a lot of inconvenience because my fingers are short. The dynamics are impressive, this is certainly not a sport... but more than enough.
There are not so many sore spots in the K1200rs, over time the clutch wears out, replacement in the harsh Russian realities from 20,000 rubles to infinity (depending on who and how you get to), you need to timely service the driveshaft, wheel bearings, on restyled ones the electronics often die brake booster (as a rule, they are not repaired, but stupidly thrown away and adapters are placed on the brake lines, so as not to have to repair the unit, it is recommended to change the brake fluid once a year, and replace the brake hoses with reinforced ones).
There is one peculiarity of this motorcycle: if it stands on the side stand for a long time after starting it, it can smoke because... When idle, the oil flows into the cylinders.
Two versions of 98 hp were produced. and 130 hp The difference between them is structurally in the air filter housing (airbox) and the ECU control relay, i.e. tuned at a time by replacement! But the 98 horsepower version is more fuel efficient, so it makes sense to drive it... For example, I post graphs of torque and power, the difference is obvious. 98 hp
130 hp
The miracle device is filled with 95 gasoline, or better yet 98... The engine and gearbox are separated, different oils are poured accordingly... The filling volume in the engine is 3.5 liters (like a car), in the gearbox 0.6 liters. Approximately 250-300 ml is poured into the cardan.
In 2000, the BMW K1200RS was restyled, the front turn signals became higher, the seat was more clearly divided into two parts, and the instrumentation was partially changed. An electronic brake booster and cruise control were added to the standard equipment, and heated seats were added to the extras.
Dorestyling
Restyling
Among BMW drivers, the K-series is affectionately nicknamed “brick”; it’s a pleasure to drive on this brick on the highway, and it allows you to drive fast; after 200 it continues to hold the road like a locomotive on rails, but the consumption tends to be above 10 liters per hundred. In a normal urban cycle, consumption does not go beyond 7 liters. The model was popular in Europe and the USA, in our country there are very few of them... and frankly speaking, people are afraid to run out of money when buying a BMW, although for comparison, a brake disc on a VFR costs 15K, and on a K1200RS 10K... many spare parts and consumables are no more expensive , and even cheaper.
The latest models were released in 2004, but since the model was very popular it was interpreted into the K1200GT model, this is a motorcycle with more developed wind protection, electric glass, but that's another story...
My opinion is that this is a good compromise for the highway-city... and you can always just unscrew it with all the money... well, it will always be a BMW!
Video review from Men's and Motors magazine (not in Russian)
additions from Waterpool As someone who has this moto model, I’ll tell you about the problems with my copy. Water got into the gas tank; the drain hose was clogged, which drains water from the neck of the tank, where the cap is. Why is it so thin and goes through the tank, respectively, through 2 connections? The Krauts screwed up. The slightest loose seal on the tank lid and rain seeps into the tank. Every fall in the morning the ABS error is on until you warm it up and reboot at the first traffic light, no attempts to solve this problem have helped. The sound of the engine - I shook up the whole bike, in an attempt to minimize its rattling and rattling, not a single resource can decide what to do with this motorcycle to eliminate this. No one indicates the exact sources of these noises. A dry clutch with a small disk with such power is again a mistake of the designers, and in order to change this disk you have to fold back the entire rear part, I did this - God forbid. Attaching the front turn signals to these tricky clips breaks off in one go, I replaced them with magnets. The position of the glass in the raised state is not reliable, on every bump (hole) the glass falls to the lower position, I solved it with rubber bands from money. There is a need for oil; a supply of oil is required for a long trip. Well, for information, I’ll add - the BMW formula uses K1200RS engines
Technical characteristics: Type Sports tourism ENGINE Number of cylinders 4 Cylinder arrangement In-line Volume 1171.00 cm³ Power 130.00 hp at a speed of 8750 min-1 Torque 117.00 Nm at a speed of 6750 min-1 Number of strokes 4 Cooling system Liquid Number of valves per cylinder 4 Cylinder diameter / Stroke 70.5 x 75.0 mm Compression 11.51 TRANSMISSION Number of gears 6 Drive type Cardan CHASSIS Front brakes Double disc Rear brakes Single disc Front brake diameter 305 mm Rear brake diameter 285 mm Front suspension travel 115 Rear suspension travel 150 DIMENSIONS AND WEIGHTS Weight including fluid 290.0 Wheelbase 1,555 mm Seat height 790 mm Front wheel size 120/70-ZR17 Rear wheel size 170/60-ZR17 Additional seat height 820 mm Weight on the front axle % 50.7% DYNAMICS AND ECONOMY Fuel tank volume 21.00 l Maximum speed 248.0 km/h Acceleration time from standstill to 100 km/h 3.300 seconds s Acceleration 60-140 km/h at top gear 7.500 seconds s Approximate fuel consumption per 100 km 0.71 l
Not in the end both me and my new friend!
If anyone has any comments, I’ll be happy to take them into account and add them to the review...
Touring motorcycle
If we consider this motorcycle as a touring motorcycle, then in this regard it has intriguing capabilities. The fairing, which is actually a semi-fairing, confirms this. BMW has given the motorcycle excellent aerodynamics, for example, the unobtrusive deflectors bordering the fairing and tank are quite effective. They are somewhat reminiscent of the small plastic air vents on the R1200GS Adventure, which add to the comfort level of the ride. The RS windshield provides excellent protection against oncoming air flows. I liked its simple two-position adjustment. You can also install heated grips for an additional fee.
But on particularly long journeys, the RT's cocoon-like fairing and massive electronically controlled windshield would still be of better help. But additional elements of the travel kit will add 38 kg of weight. Therein lies the big question about the new R1200RS: what role will it play in the Boxer range?
BMW's tagline for the R1200RS is "the power of a sport bike and the comfort of a touring bike" and I think that's a fair assessment of the bike. The sport-tourer motorcycle segment is moving toward heavy-duty, more option-packed platforms. And BMW has its own RT model, which is a prime example of this trend. If I were asked to rate the RT as a “sport-touring”, my rating would look like this - 20% - sport, 80% - tourist, but with the RS everything is completely different.
The 17.79 liter tank makes the R1200RS feel more like a sportsbike than a touring bike (the RT's 25 liter fuel tank, for example). With the same fuel efficiency as the R model of 17 kilometers per liter, the RS is claimed to be with a fully filled tank it will cover 322 km. But, it seems to me that the driver will have to refuel every 240-260 km.
But riders can rest assured that they will be well informed about fuel levels and a host of other indicators by reading them on the R1200RS instrument panel. On the left is an analogue speedometer, next to which is a TFT display. The display is easy to read and displays a wealth of essential information such as gear changes, timing, as well as Ride Mode and ESA settings. And on the RS display, which is also available on the R model, you can choose from three styles of displaying information. This is a very original feature. You may think that this is all too confusing and not much is needed... So many options, buttons and all that... Well.. If we talk about the importance and necessity of some options, then on the RS you can also purchase the Keyless Ride option for an additional cost, which, I thought it should allow you to start the motorcycle without a key, but in order to start the motorcycle you still need to turn the key. Therefore, I, as a simple person, cannot appreciate the advantages of such systems and for some reason their meaning and importance are not at all clear to me.
Some people may not like the styling of the BMW R1200RS, but I liked its lines, especially the blue-gray color scheme that the bike I rode had. The build quality and finish of the motorcycle is luxurious. The most inexpensive configuration of this motorcycle is the Standard Package. The more expensive package is called the Premium Package. The number of options varies depending on the configuration. For an additional cost, you can also purchase the Style 2 Package, which has beautiful changes to the appearance of the motorcycle such as gold painted calipers, a stainless steel tank cover, an engine spoiler, and a gray frame.
Riding the BMW R1200RS for a full day showed that I could really enjoy riding it. It's the kind of bike that will probably go unnoticed by most riders, but I suspect the sizeable contingent of Boxer fans eagerly awaiting the new R1200RS won't be disappointed. The RS joins the versatile R-Series lineup as a legitimate, great touring bike.
Characteristics of BMW R1200RS 2016:
Engine: Boxer Twin Engine Displacement: 1170 cubic centimeters Bore x stroke length: 101 x 73 mm Compression ratio: 12.5:1 Transmission: 6-speed gearbox Clutch: Multi-plate in an oil bath, working on par with the Gear Shift Assist system Front suspension : 45mm inverted fork, -139.7mm travel. Electronic suspension adjustment system ESA. Rear suspension: pendulum Paralever, WAD, with a stroke of 139.7 mm. Preload adjustment. Electronic suspension adjustment system ESA. Front brake: Two 320 mm discs with 4-piston Brembo calipers Rear brake: One 276 mm disc with 2-piston caliper ABS: Integrated BMW ABS, can be switched off Tires: 120/70 ZR 17, 180/55 ZR 17 Curb weight: 236 kg Wheelbase: 1529 mm Seat height: standard - 82 cm, optional low seat - 76 cm and sports seat - 84 cm Fuel tank capacity: 17.79 l
Additional options R1200RS:
• Ride Modes Pro • ESA Electronic Suspension Control • Trip Computer Pro (Touring Package only) • Cruise Control • Gear Shift Assist Pro • GPS • Rack • Saddle Bags • Chrome Exhaust • Heated Grips • Tire Pressure Monitor TPM • Keyless Ride Option
Standard Package:
• GPS • Chrome exhaust • Heated grips • Cruise control • Saddle bags
Premium Package (includes Comfort Package and Touring Package)
• Keyless Ride option • Gear Shift Assist Pro system
Comfort Package:
• Chrome Exhaust • Heated Grips • TPM Tire Pressure Monitoring System
BMW K1200RS
Model class : sport-tourist
Years of production/sales : 1996-2004
BMW K1200RS model appeared in 1996 and was produced until 2004. This model was one of the last with a longitudinal engine, after which the K-series models received a more conventional transverse engine. The only exception is the BMW K1200LT model, which had a longitudinal engine and existed on the market until 2009.
Based on the BMW K1200RS, the BMW K1200GT (first generation) model was built in 2002.
Main generations of BMW K1200RS:
- BMW K1200RS (1996-2000) – first generation. Model code – K589 .
- BMW K1200RS (2001-2004) – second generation. Model code – K547 . The model receives minor changes to the front fairing, seat, and dashboard; new brakes (320 mm front discs, ABS II with electric brake booster) and less sporty, more touring ergonomics (the footpegs were lowered and the steering wheel became higher); Cruise control. New options available: fully integral brakes, heated seats.
Otherwise, the BMW K1200RS has the traditional features of BMW K-series motorcycles: an in-line 4-cylinder liquid-cooled engine, proprietary Telelever and Paralever suspensions, cardan drive and ABS. Touring options include: adjustable footrests, seat, clip-ons and windshield height; cruise control (since 2001), heated handles and seats (optional); availability of fastenings for side cases.
The BMW K1200RS model was produced until 2004, after which it was discontinued, leaving only the touring models K1200LT and K1200GT on the market, which later gave way to the K1300GT (since 2009) and K1600GT (since 2011).
