BMW R 1250 R and R 1250 RS launch review

BMW knows how to do roadsters, period, and the proof in the pudding is years of superb execution across a number of models.

The company’s roadster range now spans four engine configurations, starting with the single-cylinder G 310 R up to the – in terms of horsepower – the firebrand in-line four-cylinder S 1000 R.

In addition, the new F 900 R parallel twin is preparing to join the ‘team’ in 2020, and then there’s the R 1250 R – the latest Boxer-engined BMW roadster that wins you over in both the heart and head with its all-rounder charms.

The same can be said for the R 1250 R’s slightly sportier sibling, the R 1250 RS, and Bikesales has ridden both of them in the Sunshine Coast hinterland.

BMW RANGE IN BIKE SHOWROOM

2019 has been a huge year for BMW Motorrad, thanks to one word in particular – ‘ShiftCam’. It’s got a marketing buzz about it, but the technology – variable valve timing on the intake side of the engine – has injected large doses of extra chutzpah into the Boxer equation. Well, that and an 84cc hike in capacity!

ShiftCam is actually more than a piecemeal update, which is not what you’d expect from an engine configuration that has already been poked, prodded and scrutinised to extreme levels thanks to BMW’s long and storied history.

Earlier this year we first tried out the ShiftCam Boxer in the new R 1250 GS range and the improvement was noticeable without being jaw-dropping – probably because the Boxer has always felt ‘chunky’ at the bottom end, and in a dirt setting short-changing through the gears and remaining in the low rpm threshold is more commonplace.

The R 1250 R and R 1250 RS launch really stepped it up a notch, though, confirming what we had suspected: ShiftCam is tailor-made for bitumen.

ShiftCam doesn’t operate with a defined rpm, but instead the variation of the valve timing and stroke happens somewhere between 4500-5600rpm based on a number of parameters. including throttle inputs.

It does make for a more thrilling top end – kinda like you might get in a three- or four-cylinder engine but without all the shrillness. The redline is 9000rpm, while the chunky bottom-end hasn’t been sacrificed with the adoption of ShiftCam.

It all adds up to a 134hp/143Nm performance cocktail that speaks in a deep and authoritative voice, aligned with a chassis that delivers rock-solid stability. And there are seemingly no compromises in either comfort or handling, which makes the machines even more appealing.

So, on the basis that we’ve anointed another Boxer engine as the “best yet”, it goes without saying that both the R 1250 R and R 1250 RS are up for just about any occasion.

However, I did enjoy the R 1250 R a little more than the R 1250 RS under the glorious Queensland sun, but it’s hard to pinpoint exactly why considering the chassis dimensions are similar except for small differences in wheelbase (the RS’s is 15mm longer at 1530mm) and steering geometry.

Perhaps it’s the more ‘in your face’ persona over the more refined looking R 1250 RS, as well as the higher and wider bars compared to the clip-ons on the R 1250 RS – but which are still easy on the wrists compared to full-on sports bikes. I also copped a bit of turbulence from the RS’s screen; it’s about 10mm too short to put me in that ultra quiet zone.

Still, the R 1250 RS is like an old-school sports tourer that has plenty of urge and cornering ability, as well as a neat fairing to complete the package.

One thing that BMW did improve on the previous R 1200 Rs, and which has carried through to the R 1250 Rs, is seat comfort, so it was easy to churn out the miles on both bikes. And that amounted to some ducking and weaving through traffic before hitting the open road with all that huge torque and modest weights – 243kg for the RS and 239kg for the R.

Our test units were at the upper end of the model classification, which in the case of the R 1250 R amounts to four different versions: starting with the base R ($22,565 plus on-roads) before moving up to the HP ($26,940), Exclusive ($25,965) and Spezial ($28,040) as various touring and ‘dynamic’ features are added such as electronic suspension, a quickshifter, cruise control and Riding Mode Pro.

There are also four separate R 1250 RS designations following a similar spec path: the RS ($22,565), followed by the Sport ($28,340), Exclusive ($25,965) and Spezial ($28,040).

Standard features across all models include a ‘comfort’ package, which includes a chrome exhaust, heated grips and tyre pressure monitoring. There’s also a TFT screen with full connectivity – which I utilised on day one in conjunction with a Bluetooth-equipped BMW helmet and the App. Easy to system to use and crisp clarity – but I still prefer the solitude of motorcycling without connectivity. However, I can understand the demand, and BMW is well and truly on board.

PERSONALISING THE R 1250 RS
PERSONALISING THE R 1250 R

In 2015, BMW dropped its Telelever suspension on the big Boxers in favour of conventional telescopic forks, which in all reality didn’t make much of a difference.

Both machines now have a 45mm upside-down fork, matched to a Paralever back end, and the road holding is simply fantastic, backed up by the powerful Brembo brakes. The R has Metzeler tyres, while the RS is shod in stickier 17-inch Michelin rubber.

The R 1250 R and R 1250 Rs are premium machines, bursting with refinement but certainly not lacking in personality.

It’s a real ‘vibe of the thing’ scenario, and it’s that edginess which makes them such appealing all-rounders in a roadster/naked/sports touring market that isn’t lacking for choice.

A sensational engine, powerful brakes, compliant chassis and a sense of adventure are the staples of the R 1250 Rs, and that’s a recipe which is hard to ignore.

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: 134hp (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: 45mm upside-down fork, non-adjustable, 140mm travel
Rear suspension: BMW Paralever, preload and rebound adjustment 140mm travel
Front brakes: Dual 320mm discs with radial-mount four-piston calipers, ABS
Rear brake: Single 276mm disc with twin-piston caliper, ABS
Wheels: Cast aluminium, 3:50 x 17 front, 5.5 x 17 rear
Tyres: 120/70-17 front, 180/55-17 rear

DIMENSIONS AND CAPACITIES
Claimed wet weight: 239kg (243kg)
Seat height: 820mm
Wheelbase: 1515mm (1530mm)
Fuel capacity: 18 litres

OTHER STUFF
Prices: from $21,265 plus on-roads (from $22,565 plus on-roads)
Colours: R – https://www.bmw-motorrad.com.au/en/models/roadster/r1250r.html#/section-model-variants (RS – https://www.bmw-motorrad.com.au/en/models/sport/r1250rs.html#/section-available-colours)
Warranty: Three-year/unlimited kilometres
Bikes supplied by: BMW Motorrad Australia