2019 BMW R 1250 RT launch review

There’s no doubt enthusiasm about the extensively updated BMW Motorrad Boxer engine has so far been most felt in the company’s adventure bikes, but let’s not forget that three road warriors are also sharing in the spoils: the R 1250 R, R 1250 RS and R 1250 RT.

All three are now on sale locally but so far we’ve only ridden the R 1250 RT sportstourer, which tagged along on the recent tarmac component of the R 1250 GS national launch.

Related: 2019 BMW R 1250 GS launch review

The RT has been a mainstay for BMW for many years, and only last year we revisited the machine with the now superseded 1170cc Boxer engine, which reinforced just what a versatile, comfortable, spritely, packaged-to-the-hilt machine it is.

None of those plaudits has altered on the 2019 R 1250 RT, leaving the updated and variable valve-timed powertrain as the major talking point (see attached video).

Bikesales rode the shaft-driven R 1250 RT from Canberra to the NSW coastal town of Ulladulla, and there’s no doubt the new 1254cc Boxer engine is a beautiful fit for the sportstourer with an 11hp boost in power and an 18Nm hike in torque – at 250rpm lower than before, too.

It’s just adds up to a livelier experience, and there’s now a little more room to keep it in the meaty part of the power curve and just short-shift your way to happiness.

You don’t have to ride the R 1250 RT like a sports bike to get the best out of it – it’s all about flexibility – and nothing has changed in that regard. Peak torque of 143Nm is reached at 6250rpm, but it’s what happens beforehand that carries just as much weight: 110Nm on offer from 2500rpm onwards, and 125Nm at 3500rpm. That’s why you can be lazy, and still accomplish what you want – including effortless highway overtaking.

BMW also claims the ShiftCam Boxer engine reduces emissions and cuts fuel consumption by four per cent.

My first R-RT experience was on the 1100cc version way back in 1996, and its speed and aptitude as we made our way through north-east Victoria was a revelation – and we were only ‘dealing’ with 90hp and 95Nm in those days… The way it could be flicked about was seriously impressive, even with the quite hefty weight. It just swallowed up turns, which made for a very involving ride and a lot of fun.

Twenty-three years on and a number of incarnations later, it’s really just the same narrative – but with a list of standard features that’s now tantamount to a full house. Comfort certainly scores equal billing with performance.

The four-model R 1250 RT range has, as standard, an alarm, power socket, ABS Pro, TFT connectivity, heated seats, LED indicators, central locking, tyre pressure monitoring, chrome exhaust, audio system, Dynamic electronic suspension adjustment, keyless ride, cruise control, daytime riding lights, bi-directional quickshifter and Dynamic riding modes.

What’s all that worth? The base level R 1250 RT (in an Alpine White colour scheme) retails for $32,365 plus on-road costs, and our launch unit was the R 1250 RT Sport in Mars Red/Metallic/Dark Slate Metallic at $33,625.

Then it’s onto the R 1250 RT Elegance (Carbon Black Metallic livery and additional fog light) for $33,440 and the R 1250 R Spezial (choose from full suite of colours, with options galore) for $$34,315. Value for the masses? Probably not. Value for money? Definitely.

The Sport model has a high windshield (as well as a black powertrain), offsetting one of our bugbears the last time we rode the R 1200 RT – our heads, even with the screen in the highest position was still above that quiet and protected spot. Not anymore, and I also had the seat positioned at its lowest setting – 805mm. The highest setting is 825mm, while the old R 1200 RT was a 820/840mm setup.

BMW also offers, at no cost, high and low seat options for the R 1250 RT.

As we tracked towards Ulladulla in glorious weather, that R-RT ‘armchair’ feeling came flooding back again as we soaked up mainly straighter roads with some curves thrown into the mix. And if there was a pillion on board the feeling would have undoubtedly been the same with the expansive seat and grab rails. A top box with integrated backrests (which is an accessory item) would certainly complete the pillion experience.

The panniers are standard, though, and they feel securely locked into place – and are easily removable at the end of a long day.

And the great thing: comfort and fuel range are in sync, thanks to that massive 25-litre fuel tank taking you well over 400km between stops.

The open stuff was handy to reacclimatise myself with all the electronics and, as we’ve already said, the R 1250 RT has the lot – including a memory function for the screen.

In fact, it’s sometimes too easy to get engrossed in all that the RT has to offer – and that holds for all bikes that take electronics to the extreme – but the good thing is that it’s quite easy to explore all the Beemer’s options and it becomes second nature in no time at all. A big part of that simplicity is BMW’s collared ‘jog dial’, which facilitates a number of search and select functions.

The R 1250 RT doesn’t have the trick, full-colour TFT screen that’s found on the GS range, but that’s something that will surely be on the horizon. The dash on the RT also incorporates speakers, so the adoption of the wiz-bang TFT screen will take some reorganisation of all the elements.

The R 1250 RT also has analogue speedo and rev counters.

Back on the twisty stuff, the R 1250 RT undoubtedly responds well to changes in direction, and you can certainly push on with plenty of ground clearance.

Suspension performance is top notch via the Dynamic electronic function – just so much convenience in a system where preload and damping adjustments are done for you. And you can really feel the difference, particularly between the softest and hardest settings. The bike has to be at standstill to change preload settings, while damping can be altered on the fly.

Braking performance is brilliant, and a strong suit for the Telelever front suspension has always been stability under hard braking; the R 1250 RT is just as adept.

The calling card of the R-RT has always been that beautiful balance between comfort and performance – fine margins that not all sportstourers get right.

The R 1250 RT does, and now gains more oomph and flexibility thanks to the ShiftCam powerplant. And the interface to handle all the electronic functions is so user-friendly – which all adds up to a powerful and razor-sharp touring experience.

ENGINE
Type: Air/liquid-cooled, DOHC, eight-valve flat twin
Capacity: 1254cc
Bore x stroke: 102.5mm x 76mm
Compression ratio: 12.5:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 136hp (100kW) at 7750rpm
Claimed maximum torque: 143Nm at 6250rpm

TRANSMISSION
Type: Six-speed
Clutch: Wet, multi-plate
Final drive: Shaft

CHASSIS AND RUNNING GEAR
Frame: Two-section frame, engine as a stressed member
Front suspension: BMW Telelever, 120mm travel
Rear suspension: BMW Paralever, 136mm travel
Front brakes: Dual 305mm discs with radial-mount four-piston calipers
Rear brake: Single 276mm disc with twin-piston caliper

DIMENSIONS AND CAPACITIES
Claimed wet weight: 279kg
Seat height: 805/825mm
Wheelbase: 1483mm
Fuel capacity: 25 litres

OTHER STUFF
Prices: from $32,365 plus on-road costs
Colours: R 1250 RT – Alpine White; R 1250 RT Sport – Mars Red Metallic/Dark Slate Metallic Matt; R 1250 RT Elegance – Carbon Black Metallic; R 1250 RT Spezial – full suite of colours.
Warranty: Three-year/unlimited kilometres
Bike supplied by: BMW Motorrad Australia