BMW R 1200 R Classic

Many recent BMWs seem to have been spawned by the Etch A Sketch school of motorcycle design, with harsh angles and no smooth flowing lines. In contrast, the Classic version of BMW’s R 1200 R is pleasantly good to look at – unlike some of their other boxer offerings, such as the ‘beached-whale’ RT police bikes.

The Classic’s styling is dominated by its all-black paint job with a broad white stripe up the tank. There’s also a slightly Brutale-esque oval headlamp, a vestigial fairing between the headlamp and the instruments; and a small cowl around the oil-cooler.

The front mudguard gets a pair of vertical flutes – aerodynamic? Possibly. Fork protectors? Maybe. Peculiar? Definitely.

Happily, although it looks unashamedly retro, the Classic uses the very latest iteration of BMW’s flat-twin oil-cooled engine.

It might look familiar, but this is the newest double overhead camshaft version, first seen in the high performance HP2 Sport and -- in a milder state of tune -- in the current R 1200 GS adventure bike.

It makes more power 109hp (81kW) and more torque (119Nm) lower down the rev range and a welcome feature is an almost complete lack of annoying vibrations, a failing of previous high cam twins at high revs.

The gearbox – traditionally a clonky selector given the engine-speed dry clutch – has been for some years slick and smooth. You can still feel lots of bits of skilfully machined steel sliding over each other and it never fails to fully, firmly engage whatever cog was next, going up or down.

If anything the gearbox is so slick and fast, the bike’s own electronics can’t keep up – the big digital gear position indicator always took a second to register the new ratio on the LCD display.

And when changing down for corners, there would be the occasional pleasing snap, crackle and pop from the fat and stubby silencer.

Either there is no torque reaction to the chunky-looking shaft-drive – or the rider adapts to it and instinctively cancels out its quirks. Either way, the shaft offered no evils and only bonuses – clean, quiet, efficient, maintenance-free and the peace of mind of knowing that the bike’s wheels are always aligned.

So, with more power than ever before and a faultless gearbox, the $22,190 R 1200 R Classic can be launched pretty hard. Acceleration isn’t so fierce as to be crassly tossing the front end in the air all the time, letting schoolboys peer up the fast-disappearing Beemer’s skirt – but it does gather those skirts up and flee the scene with indecent haste.

With no screen worth speaking of, the bum-cuddling rider’s seat is welcome, as the Classic rides a surge of power that quite literally lifts feet off footrests.

It also causes a bit of stress for passengers – though the pillion seat is just adequately wide and long enough for an adult, and the footrest position is quite good, the height of the pillion is such that there’s quite a bit of windblast for anyone over about 10.

Plus, the curved rear grab-rails place a passenger’s wrists awkwardly – so being blown off the back is a distinct possibility for passengers under about 60kg.

The power delivery is very linear – no particular steps or dips, and in the lower gears the acceleration is such that you just keep grabbing the next gear. It really is startlingly quick for a so-called retro bike.

And, despite the looks, there’s technology to match the performance: ABS brakes that cannot be switched off, Traction Control that can and two-way electric suspension adjustment (ESA).

The rear brake invoked its ABS very easily, whereas the front brake could be grabbed in a panic and even on muddy dirt, there was meaningful slowing before the ABS started to chatter.

In contrast, the traction control woke up when accelerating over a wet white line and when provoked on dirt, was abrupt in its action, backing off power and reapplying it quite suddenly. That aside, it does what it needs to do to regain traction – and there’s obviously a lot of grunt going through the rear tyre.

Your choice of suspension setting is shown on that LCD screen and, while there is a discernable difference, the suspension is far from supple or plush. Even on its softest settings, it faithfully transmits sudden shocks and lumps in the road surface directly to the rider’s backside.

This suspension harshness was exaggerated by a very light throttle action -- at small throttle openings in low gear the bike would lunge forward at every bump as the rider’s untutored wrist gave the throttle an unwanted tweak.

Other controls include two-stage heated grips; self-cancelling indicators that still use the unconventional BMW triple-switch layout; a beautifully light clutch action; analogue speedo and tacho instruments which are too small either side of a large LCD screen; and a power-socket for accessories like heated clothing, but nothing for a passenger. Situated on the left of the bike and under the rider’s backside, it’s not well-placed for powering GPS, music or phone chargers.

There’s provision for mounting panniers, and a mechanic-friendly touch is a bleed nipple on the front brake master cylinder. But there are vulnerable-looking sensors and cables for the exhaust and rear shock just millimetres from the rear tyre -- and whatever it throws up.

Both wheels are old-style wire-spoked, but unlike the GS, the Classic’s spokes go to the centre of the rim. Despite this, modern tubeless tyres are used. A generously long sidestand is joined by a centrestand – nice to see in an era where many manufacturers see a centrestand as an outrageously expensive option.

However, despite the R 1200 R Classic’s unashamedly retro looks, BMW clearly doesn’t want enthusiastic owners getting into the bike’s internals and touching the machinery.

There isn’t actually a sign that screams “Achtung! Das maschine ist nicht fur der fingerpokken und mittengraben!” but there may as well be – Torx-head socket screws are used almost universally, so special tools are needed to gain access to unauthorised areas on the bike.

Lack of owner-serviceable components aside, the Beemer is beautifully made, distinctively styled and way faster than you’d expect.

Visit the R 1200 R Classic in Bike Showroom.

ENGINE
Type: Air-cooled, eight-valve flat twin, 360-degree firing interval
Capacity: 1170cc
Bore x stroke: 101mm x 73mm
Compression ratio: 12:0.1
Fuel system: Electronic fuel injection
Emissions: Euro 3
Claimed maximum power: 110hp (81kW) at 7500rpm
Claimed maximum torque: 119Nm at 6000rpm

TRANSMISSION
Type: Six speed
Final drive: Shaft
Clutch: Dry

CHASSIS AND RUNNING GEAR
Frame type: Two-section with load-bearing engine-gearbox unit
Front suspension: BMW Motorrad Telelever; stanchion diameter 41mm, central spring strut, 120mm travel
Rear suspension: Cast aluminium single-sided swingarm with BMW Motorrad Paralever, central spring strut, preload and rebound adjustment, 140mm travel
Front brakes: Dual 320mm discs with four-piston calipers
Rear brake: 265mm disc with twin-piston caliper
Wheels: Front 3.5 x 17, rear 5.5 x 17
Tyres: Front 120/70-17, rear 180/55-17

OTHER STUFF
Price: $22,190
Colour: Metallic Sapphire Black
Test bike supplied by: BMW Motorrad Australia, www.bmwmotorrad.com.au
Warranty: 24 months, unlimited kilometres