BMW R 1200 C Montauk review

Model class : cruiser.

Years of production/sales: 1997-2004

The BMW R1200C was first introduced in 1997 and was produced until 2004. This model is a class of cruisers built on the basis of the current models of the 1100 and 1150 series. The BMW R1200C was the company's attempt to enter the classic cruiser market and compete with American and Japanese motorcycles. However, the model turned out to be extremely specific and unlike similar motorcycles with a classic layout, and the price was clearly higher than its competitors. This led to the project being stopped in 2004. But representatives of the BMW concern promised that they would later return to creating a more advanced cruiser with a more promising engine and layout. A total of 40,218 units were produced. BMW R1200C in various modifications, including the younger version - BMW R850C.

Main modifications of the BMW R1200C:

• BMW R1200C (Classic) is the standard version of the motorcycle. Features spoked wheels.
• BMW R1200C Avantgarde – available since 2000. It features a low steering wheel, less chrome and the presence of ABS (optional).
• BMW R1200C Independent (aka Phoenix on the American market) - available since 2001. It features one seat, cast aluminum wheels, two-tone paint, fog lights, and a small windshield.
• BMW R1200C Montauk – available in 2004. Differs in alloy wheels, small windshield, instrument panel from the R1200CL and additional headlight at the bottom.
• BMW R1200CL – available since 2002. It is a touring version of the motorcycle. Features a massive front fairing (HD Electra Glide style), built-in saddlebags, a passenger backrest, cruise control, larger wheels, a 6-speed gearbox, a heel-toe shift paddle, a 12V socket, heated grips and seats, and a generator 840W.
• BMW R1200CLC - the version is similar to the previous one, but with ABS, radio, CD radio and plenty of chrome.
• BMW R1200C Troika - version similar to Montauk, but with a side trailer (sidecar).

The main feature of the BMW R1200C is the traditional 2-cylinder boxer engine with a capacity of 1170 cc. see, producing 61 hp. power and 98 Nm of torque. The characteristics of the engine differ significantly from the engines of the more popular flagship models of the BMW 1100 and 1150 series - to obtain “chopper” thrust, the engine was significantly derated, which noticeably reduced the maximum power, but made the torque fully available already at 3000 rpm.

Otherwise, the BMW R1200C model has a traditional BMW layout - a composite frame with a load-bearing element in the form of an engine, a cardan drive, a proprietary Telelever suspension at the front (not Paralever at the rear, but a pendulum with a monoshock absorber - BMW Monolever).

Specifications

Technical characteristics of BMW R1200C:

With power on the perfect line – sporty driving can be fantastic

Day off. Early morning: sun, dry asphalt. The mood is lifted. A light breakfast, good leather gear, and then: turn after turn, all kinds of radii - stretched, short, alternating. Let’s add to this powerful braking, exciting acceleration, precise adherence to the ideal trajectory and a tachometer needle “driven” to the limiter. And besides this, an incomparable sound? All this can be yours. Sporty like no boxer before, the BMW R 1200 S.

Excellent weight-to-power ratio, ideal center of gravity, chassis, engine performance, styling – everything about the BMW R 1200 S speaks volumes about its exceptional strength. 190 kg dry weight, 122 hp, 112 Nm of torque! With these three components, you will definitely be able to “pass” the ideal trajectory in sports mode, whether it be on a country road or on a race track.

A frame made of steel pipes, an exclusive chassis, a 1200 cc boxer engine, a high exhaust pipe, graceful lines - the feeling is that all the “muscles” of the motorcycle are tense before throwing. Whether for a short drive around the countryside, for race practice on the Nordschleife or for taking turns on a mountain road: the excellent ergonomics take sporty driving to a new dimension. The BMW R 1200 S is the right bike for those who are closer to the asphalt than everyone else...

True sporting heart – Your BMW Motorrad dealer will show you how sporty the boxer engine is. Discover the new definition of sporty motorcycle driving.

Fitness bike

text from Motorreview No. 2, 2006:

.Stinger,
photo:
editorial archive

BMW R1200 S:

In the mid-80s, a motorcycle with such characteristics would have been considered a superbike. In the mid-90s - to the glorious regiment of sports tourists. And now it’s “a lady pleasant in every way.” Quite powerful, very fast, and most importantly, accessible to almost any driver.

Natural blues

And, in fact, this was what was expected from the Bavarians. Not an “over-the-top” variation on the Guzzi Le Man theme – this is too small for such a serious brand. And especially not a “full-fledged” sportbike - mega-extreme “bullets” go against the value system professed by BMW Motorrad (and, more recently, the company’s automotive department) and the contingent of its customers. And therefore, the new product can be called even a small step back, towards sensible conservatism, compared to the glorious R1100 S.

This is not a motorcycle for sport. Rather, for what is now commonly called fitness. A long wheelbase by today's standards, a quiet engine, a minimum of required maintenance, a more than comfortable seating position (familiar to us as sports tourists), ergonomics designed for people of considerable height and not the skinniest build, anti-dive geometry of the front suspension... All this allows for fairly long walks on highways and serpentines and even not too long trips of several hundred kilometers.

However, this does not mean that the R1200 S is a sportbike for pensioners. Moreover, the new product, in comparison with the previously released new-generation opposition phones, is a very seriously “charged” device. Judge for yourself.

Deep Throat

Describing the modular design of modern BMWs in a motorcycle magazine is a waste of paper. (As one male said, looking at the baobab tree, “This is indescribable!”). But rummaging through the details of the differences between each module and its counterparts on other models is a very exciting task.

So, how did the Bavarians modify already known components in order to put them together to get a sportbike? Let's take the engine. It differs from its 110-horsepower counterparts installed on the RT and ST variants in the following ways. On the one hand, there are throttle bodies increased by five millimeters, the compression ratio increased by half a unit (thanks to different pistons), slightly expanded phases and valve lift. On the other hand, it is less powerful (600 instead of 720 W - not enough for you?), and therefore a generator that takes less power from the engine. The result is an increase of 12 forces, however, at the cost of a more rigid performance. More precisely, less elastic: hardly anyone would call this motor too “nervous”. In this case, it is allowed (albeit with a slight drop in power) to run the engine on “95” gasoline.

But that's not all. To withstand the increased loads, the structure was strengthened. This included stronger connecting rods, reinforced rocker arms and three-bearing (instead of two-bearing) camshafts. The most curious thing is that in pursuit of weight reduction, a less powerful starter than on the above-mentioned pair was used. And this despite the increased compression ratio!

Extreme in Bavarian

The transmission is a combination of gearboxes from the mentioned “touring sports” and the main pair from the R1200 GS. And the braking system with optional ABS is completely uniform for the entire model range. But they worked thoroughly on the chassis. The new product has the shortest travel (only the R1200 ST has the same 110 mm at the front), and therefore the stiffest suspension in the family. And the options list includes the installation of Ohlins units with a progressive spring pitch at the front and screw adjustment at the rear. Another option from the “sport package” is a rear wheel with a six-inch (instead of 5.5 as standard) rim width and a 190/50-17 radial tire.

But the main thing is the geometry of the suspensions themselves. For such a seemingly non-extreme device, a 24-degree fork tilt is serious. Yes, this is compensated by a considerable base, but without a steering damper, I suspect that the average driver may have a hard time (especially one who has not been taught to cling to the steering wheel like the last straw!). Another innovation is the aluminum rear subframe. Thanks to it, it was possible to reduce the inertia of the motorcycle in corners, significantly compensating for the mass of mufflers located under the “tail”. But the weight indicators themselves are impressive. 190 kg is not only the best figure among the “new boxer” engines, but also 13 kg less than the 1100 cc hundred-horsepower predecessor. In comparison with the “tourists” and the boxer SUV, the progress, of course, is not so noticeable, but let’s not forget that the R1100 S was built with the highest weight standard for the “Bavarians” of that time.

Autostyle

But you can’t tell by appearance! On the contrary, the new product looks much more massive than its predecessor. The “tail” is especially impressive, under which there is a solid muffler can. And this is at a time when motorcycle fashion dictates, on the contrary, to shorten the “tail” to the limit, and hide the “ends” under the bottom! But let’s not forget that BMW designers have never been known for their kowtowing to generally accepted canons and “followed their line” no matter what. Here, however, their line followed the general line of the concern. The same dual optics under a whimsically shaped “visor”, the legendary “nostrils”, a peculiar plastic lining – everything is in accordance with the canons of BMW cars. However, at the instigation of the latter, similar shaping and no less strange proportions became the dominant trend among other automakers. What is closer to BMW Motorrad’s clientele – the design of sports bikes or the styling of his own car?

I guess the question is rhetorical. So I will guard against any criticism on this matter. Still, it’s a pity that the plastic key, tested during the creation of the predecessor of the new product, as well as the R1200 GS and K1200 R, was never further developed.

Engine

Construction type	Flat-twin four-stroke, air/oil cooled, single camshaft and four valves per cylinder, with center shaft counterbalance
Bore/Stroke	101x73 mm
Working volume	1170 cc cm
Rated power	90 kW (122 hp) at 8250 rpm.
Max. torque	112 Nm at 6800 rpm.
Compression ratio	12,5:1
Type of mixture formation / engine control system	Electronic injection with suction tube/Digital engine management BMS-K with fuel over-consumption limitation, dual-spark ignition
Exhaust gas cleaning	Closed-loop triple catalytic converter, EU-3 emission standard

Power reserve/consumption

Maximum speed	More than 200 km/h
Consumption per 100 kilometers at a constant pace of 90 km/h	4.3 l
Consumption per 100 kilometers at a constant pace of 120 km/h	5.6 l
Fuel type	Premium unleaded, minimum 98 octane number (RON), automatic anti-knock system allows operation at 95 octane number (RON) minimum.

Electrics

Generator	Three-phase alternator, 600 W
battery	12 V / 14 Amp-hours, maintenance-free

Traction transmission

Clutch	Single dry disc clutch, hydraulically controlled
Transmission	6-speed helical constant mesh gearbox
Drive unit	Cardan drive

Chassis/brakes
Frame	Three-section frame, consisting of front, middle and rear sections, power element engine-gearbox
Front wheel suspension	BMW Motorrad Telelever; support tubes 41 mm in diameter, central spring suspension
Rear wheel suspension	Cast aluminum swingarm with BMW Motorrad Paralever; WAD suspension is pre-adjustable, as well as for compression and rebound
Suspension travel front/rear	110mm/120mm
Base	1487 mm
Front fork offset	87 mm
Fork angle	66°
Wheels	Cast aluminum
Front Disc Size	3.50 x 17”
Rear Disc Size	5.50 x 17” (optional: 6.00 x 17”)
Front tire	120/70 ZR 17
Rear tire	180/55 ZR 17 (optional: 190/50 ZR 17)
Front brake	Double disc brake, floating brake discs, diameter 320 mm, four-piston fixed calipers
Rear brake	Single disc brake, diameter 265 mm, floating caliper with double piston
ABS	Optional: BMW Motorrad ABS, switchable

Dimensions/weight

Length	2151 mm
Width (by mirrors)	870 mm
Height (without mirrors)	1177 mm
Seat height when unladen	830 mm
Length along the inner seam of the trousers when empty	1810 mm
Curb weight with full tank 1)	213 kg
Dry weight 2)	190 kg
Maximum permissible weight	410 kg
Additional load (standard)	197 kg
Useful fuel tank volume	17.0 l
From this reserve volume	Approximately 4.0 L

1) All measurements made in accordance with Directive 93/93/EWG with all operating fluids and materials, with the fuel tank filled to 90 percent of the usable volume 2) Empty weight without operating fluids and materials

PHOTO, VIDEO, CHARACTERISTICS OF THE R 1200S MOTORCYCLE

R 1200S	2006
R 1200S Long Distance Sports Boxer	2007
R 1200ST	2005
R 1200ST Limited Edition	2007

Cardan-opposed drive

text from Motorreview No. 6, 2006:

Vladimir Zdorov,
photo:
BMW

BMW R1200S: 1170 cm3, 122 hp, 260 km/h, € 17,200

The Inquisition is sweeping modern Europe in a cruel wave. Any vehicle moving faster than 60 km/h is immediately detected by numerous security cameras... Germany remains the last stronghold in the impending wave of total bans.

Of course, if we are to be extremely precise and consistent, then even in this bastion of relative freedom you will not be able to develop much. But still, in the northern lands there are still highways on which there are no speed limits! Be that as it may, the Germans presented their “most powerful boxer of all time” (yes, that’s exactly how the BMW R1200 S is pompously and categorically presented in the company’s press release) in South Africa. In general, the idea of ​​a sportbike with a boxer engine was, one might say, in the air, because, by and large, this cylinder arrangement is the main calling card of BMW. Whatever they did with their “boxer” - here you have the superenduro HP2 and the “civilized” 1200 GS, they couldn’t do without the “tourist” RT. Only here the sportbike - the predecessor of the R1200 S, respectively, the R1100 S, was such only in terms of the pilot’s landing position. Still, with its power and weight, only a notorious enthusiast of the German brand could classify the device as a “sports” device. However, the company’s marketers themselves could not help but notice such obvious things, and the logical continuation of this was “the most powerful opposition of all times.”

"Beha" on steroids

Of course, owners of modern liters will twist their faces in sarcastic smiles, but 122 hp. for a boxer engine, this is indeed a very decent value. Literally just a little more, and we would have a power equivalent to modern “six hundred”. In general, my train of thought before the start of the test was approximately as follows: without a doubt, now I will be “tormenting” the most powerful boxer BMW that the company has ever created in its entire history. But how legitimate it would be to call it a sportbike remained a very big question for me. Interest was also fueled by the fact that the organizers, in addition to the driving session on public roads, included track driving in the test program.

Well, at least as far as the riding position is concerned, the R1200 S feels like a pure athlete. Of course, it’s still quite comfortable and at ease here, even compared to such average radicals as the Suzuki GSX-R1000 (I would never have thought that even in such a context I would mention this motorcycle in an article about BMW). However, regular customers of this brand who are accustomed to total comfort will feel uncomfortable here, especially at first. A considerable part of the weight falls on the arms, and, despite the unprecedented total weight loss prescribed by the most severe nutritionists, the Bavarian “athlete” pulls 190 kg, which is by no means small by modern standards... Now I’ll try to “eat off” part of the “Eureka” earned from the specialists who trained design of the new model. I don’t know how they managed it, but despite the fact that compared to its predecessor there is a really serious weight reduction, visually the new motorcycle is perceived as a heavier machine. The engine idling “richly” rewards the motorcycle with vibrations. The rear view mirrors make oscillatory movements that are quite noticeable to the eye. But as soon as you add a little speed, the vibrations immediately disappear. The ergonomics of the landing as a whole do not squeeze tall pilots at all, which has always been a hallmark of BMW.

On the first straight, I shamelessly “drop” the clutch in second gear, the motorcycle lazily moves to the rear wheel with some bewilderment, like “Which one, exactly?” Well, we need to start getting acquainted somehow? The route to the track consists mainly of a mountain road, replete with numerous closed turns. Add to this the driving on the left and the completely inadequate Irish motorcycle journalist leading the group (later it turned out that he is not so much a journalist as a former “ring driver”). In such, frankly speaking, not the easiest conditions, you instantly appreciate all the nuances of the new model.

I won’t prevaricate and try to compare the ease of handling of the R1200 S with some “600”, but of all the company’s boxer cars that I have ever ridden (and I have driven almost all of the production range over the past five years), this one is controlled and is shifted most easily and simply! In combination with a not-so-deadly landing and a perfectly working optional ABS, it is possible to maintain a very, very decent pace. It’s important to note here: you don’t get tired as much as you might expect when you first look at the motorcycle. Still, it is noticeable that the car has been “seriously” reduced in weight. But what really struck me very pleasantly was the behavior of the R1200 S on the freeway, where the route led after some time. This is the true element of this motorcycle! What he is ideally “sharpened” for. Excellent wind protection, which simply does not leave you wanting anything more, 180–200 km/h at a pitiful 4500–5000 rpm by motorcycle standards! You are probably just as interested in maximum speed as I am? Well, at the risk of spending an unforgettable time in a local prison, I finally tried it especially for our readers... At 250 km/h the intensity of acceleration faded away, but the persistence shown allowed me to bring the speedometer needle to a fantastic 260 km/h for a boxer engine! Moreover, perhaps it was possible to squeeze out a little more speed, but the mercilessly activated engine speed limiter put an end to this procedure... Without a doubt, this is the fastest production boxer engine I have ever tested. It goes without saying that there is no trace of any yaw or trajectory deviation even at this speed. The basic steering damper plays an important role in this behavior of the motorcycle. Vibrations, which are actually only present at idle speed, are also not annoying. The situation with visibility in the rear-view mirrors is as follows: exactly half of the image in them is occupied by your own shoulders and part of the elbow, the second half of the mirrors is “working”, but here, of course, a lot depends on the physical characteristics of the pilot. For example, Taiwanese colleagues did not complain about the mirrors at all.

In general, the ergonomics are chosen in such a way that either dwarfs or giants, or complete bores will complain about the inconvenience of landing... well, or users of “vegetable” scooters who are not able to even move their leg over the seat...

Race practice

After no less than 200 kilometers traveled, most of which were on mountain roads, we finally got to the track, where the most “delicious” was to come. To be honest, during the allotted half an hour of the riding session, I was not able to get close to the limits of the motorcycle, but the capabilities I “groped” eloquently hinted that the company’s engineers paid a lot of attention to fine-tuning the driving characteristics on the track. And if the engine power, even despite the very impressive torque, was still a little lacking for me, then there was not even a shadow of complaints or dissatisfaction with the motorcycle brakes. Moreover, for those who imagine themselves to be “purely real racers”, there is the possibility of turning off the ABS. This is done literally in a few seconds by pressing the button with the corresponding symbols with the ignition on. Naturally, I tried to drive in this version, perhaps slightly improving my lap time due to slightly later and aggressive braking on the verge of a foul with short-term wheel locking. However, this already required much more “strain”, because with the ABS turned off, you can’t “paw” the brake lever so easily. In general, after experimenting a little, I turned on the ABS again. Those few fractions of a second that you manage to “beat off” during its deactivation clearly do not correspond to the increased effort and tension to achieve such a result.

Of course, it’s impossible to say that the R1200 S has turned into an ideal racing tool... But I dare to assure you that its future owner, who is “in the know” and decided to spend his weekend on the track, will by no means look like a boy in white sneakers and a T-shirt with the inscription “I love Alsou”, who mistakenly taxied to the Satanists’ party. To put it less pretentiously, with a certain breaking of stereotypes (they say, there is no place for such a large and heavy motorcycle, and even with such a base, on the track), the R-ku can quite easily fall right up to the stops of the driver’s footpegs, and the ones that initially caused me some concerns sticking out in The sides of the cylinders never touched the asphalt, despite all my efforts. Compared to its predecessor, the maximum permissible tilt angle has increased by 2% and now amounts to an impressive 52°. I think that with such indicators, at least on stock tires, it will be possible to touch the asphalt with the cylinders only once...

Balance

To most accurately and correctly define the new model and summarize the impressions received from it, just one word will be enough - balance. On the one hand, at the moment you are unlikely to find a sportier motorcycle existing on the market with such a two-cylinder arrangement. On the other hand, it will still be comfortable not only for the driver, but also for the passenger. And the traditional values, which have already become the talk of the town, have not disappeared anywhere from the Bavarians either. This includes a driveshaft that does not require a chain “sink”, optional ABS, and heated steering grips. That is, there is a balance between sportiness and comfort. I think that for those buyers who initially wanted a BMW sports boxer (no, it’s still a pretty funny phrase, I still can’t get used to it), but were dissatisfied with the characteristics of the R1100 S, the company was able to make an offer that is almost impossible to refuse...

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options

BMW R1200 S
Year of debut/year of release	2005/2006
Dry weight	190 kg
Curb weight	213 kg
Length Width Height	2151/870/1200 mm
Base	1487 mm
Seat height	830 mm
Ground clearance	120 mm
Gas tank volume	17 l
Front fork offset	66 mm
Engine	1170 cm3, 4-stroke, 2-cylinder, DOHC, air-oil cooling
Bore/Stroke	101/73 mm
Supply system	fuel injection
Compression ratio	12,5
Power	122 hp at 8250 rpm
Torque	112 Nm at 6800 rpm
Transmission	6-speed gearbox, dry single-disc clutch (Ø180 mm), cardan
Frame	combined, steel front, aluminum rear subframe
Front suspension	Telelever, progressive characteristics, adjustments: compression, rebound, preload, stroke 110 mm
Rear suspension	Paralever, progressive characteristics, adjustments: compression, rebound, preload, stroke 120 mm
Front brake	2 discs Ø320 mm, 4-piston calipers
Rear brake	disk Ø265 mm
Front wheel	120/70–17
Rear wheel	180/55–17
Maximum speed	260 km/h
Acceleration 0–100 km/h	3.15 s
Fuel consumption	5.6–7.2 l/100 km

Sports in German

text from Motorreview No. 6, 2006:

Vladimir Zdorov

BMW R1200S

This is exactly what was prescribed for the R1200S, which lost 13 kilograms compared to its predecessor R1100S! And although visually the new model is by no means perceived as lighter, this, in general, does not change the essence of the matter. By and large, there is nothing left from its predecessor except the cylinder layout and the signature asymmetrical outlook on life...

The boosted engine eventually began to produce 122 hp. at 8250 rpm. The size itself may not be that impressive, but no one is trying to classify the R1200S as a super sports car. Among the most important features, it is worth noting the new "single bus" wiring diagram (that is, single-wire), a fully controlled three-way catalytic converter and immobilizer. As for single-wire electrics, this is no longer news on BMW cars, but on motorcycles the company first used it on the R1200 GS model. Among the main advantages compared to the classic version, it is worth noting a reduction in the number of connectors, much simpler diagnostics if a failure occurs somewhere along the “line” or a “kaza” (short circuit) has settled.

It’s unlikely, of course, but still, if it happens, the problem area will immediately be disconnected from the system by electronics, and there will be no need to look for it using various instruments - a very detailed “count” will be compiled for it. The driver now has a lot of useful information, ranging from current fuel consumption, the gear currently engaged, and ending with the approximate distance that can be covered with the gasoline remaining in the tank. It is also important that the latest generation of optional ABS has become even more “intelligent” and fast in its operation, and it is possible to turn it off. The engine, which is actually the main part of the frame, has steel subframes at the front and an aluminum “tail” at the rear. Right from the factory, the motorcycle can be equipped with Ohlins suspensions. They can also install a 190 mm rear “skating rink” for “real” boys who shouldn’t be rolling on a 180 mm cylinder...

The most powerful boxer

How did you manage to “squeeze” the engine to 122 hp? As they say, the world is in jeopardy. Modified cylinder heads made it possible to increase the compression ratio to 12.5, and the speed rose to a fantastic 8800 rpm for a boxer engine! True, now we need to feed the “brutalized” German with 98-octane gasoline. However, the ignition control program allows 95, naturally with a slight loss of power. The throttle diameter has increased to 52 mm (by 5 mm), the intake valves have also increased in size, but despite the increased power, the engine’s character has not become nervously explosive, remaining quite predictable with a gently increasing return, not least thanks to the balancer shaft. The gearbox also suffered during the fight against obesity, and now it weighs 13 kg.

The geometry of the suspension has changed, the angle of departure of the front fork has become “sharper” by 1°, but, strangely enough, the base not only has not decreased, but has even grown slightly from the previous 1478 mm to 1487 mm. But the maximum possible angle of inclination in turns has become larger and is now 52°. Of course, a modern BMW cannot be imagined without the signature Paralever suspension at the front and Telelever at the rear. The advantages here are as follows: there is no need for any maintenance during the entire service life, and the front suspension almost completely eliminates the “dive” characteristic of a telescopic fork when braking.

Factory gadgets

It should be noted that BMW traditionally deprives entire teams of various tuning firms of part of their earnings by offering many options straight from the factory. Standard equipment for Russia includes ABS, alarm system with immobilizer and heated grips. So, here’s what you can additionally “hang” on a motorcycle right at the factory:

• Ohlins suspension,
• 190 mm rear “skating rink”,
• two-tone paint job

If this does not seem enough, then dealers have the following list of possible additional equipment for this model:

• rear wheel stand,
• passenger seat cover,
• bag for gas tank (13–19 liters),
• set of side bags (19+19 liters),
• tinted windshield,
• carbon muffler covers.

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BMW R 1200 C Montauk review

The technical basis for the new product was the cruiser R 1200 CL, introduced in 2002, but the R 1200 C Montauk is a completely new car with an original design. The R 1200 C was born in 1997. Two years later, the base model was renamed the R 1200 C Classic, and in 2000, the Phoenix and Montana variations were added, which differed only in appearance. In 2002, the luxury model R 1200 CL appeared, and now BMW completes the series with a new product for 2004 - the R 1200 C Montauk. For any of these cars you can buy a switch in the car. From this autumn, the R 1200 C Classic and Phoenix will receive a number of changes, while the Montana will be discontinued.

Power characteristics remain the same:

• 2 cylinders,
• 4 valves per cylinder,
• volume 1170 cubes,
• 61 l. With. at 5000 rpm / minute, 98 Nm at 3000 rpm. /minute.

But the unit received a dual ignition system, which reduced gasoline consumption and exhaust gas emissions. In general, the BMW exhaust system is equipped with a fully controlled three-stage catalytic converter and is considered the most environmentally friendly in the world.

The maximum speed of the motorcycle is 168 km/h. Going from 0 to 100 takes 5.8 seconds. This is with a curb weight of 265 kg with a full tank of gasoline. The five-speed transmission, introduced in 2002 for all 2003 Boxer models, received a number of upgrades. It's worth noting here that Boxer is a designation for a special boxer engine layout introduced by BMW back in 1923.

The Montauk's front wheel boasts the EVO braking system that BMW installs on all Boxers and K-models. A 305 mm brake disc with two four-piston rigidly mounted calipers was installed here. The rear wheel has one 285 mm rotor with a floating double-piston caliper. Another new part in the brake system is braided stainless steel. Integral ABS is available as an option, which acts on both wheels.

The front of the R 1200 C Montauk is characterized by two round headlights positioned one above the other. The lower headlight H1 with a diameter of 110 mm is intended exclusively for high beam, the upper headlight H4 with a diameter of 180 mm is intended for low beam. The instruments are very similar to the R 1200 CL - the same electronic speedometer and tachometer. To make charging the battery easier—for example, during winter parking—the contacts were made accessible even without removing the body panels. The positive pole is mounted in the starter housing, the negative poles are located behind the cylinder head.

In the US, the motorcycle will be offered with an extensive list of options and accessories:

• Anti-theft system
• White direction indicators
• Chrome packages
• Lots of luggage cases
• Several small and large seat options for rider and pillion, including a new narrow saddle that has a narrower front end to keep your feet closer to the bike.

The R 1200 C Montauk will be launched in three colours: Black Sapphire (metallic black), Arctic Blue (metallic blue), and Champagne (champagne metallic).