BMW R1150R/RT

Changing History
Close your eyes and think of BMW, what's the image you have? Chances are most people see honest motorbikes devoid of the potential for excitement, and ridden by people for whom excitement is no longer something they wish to be troubled by.

Nothing actually wrong with that, apart from the fact that motorcycles are supposed to be exciting. I have to admit until recently the prospect of riding a BMW, much less owning one shared the same end of the enthusiasm scale as putting an ear to a Bull ants nest.

This all started to change after the AMT Narracoorte trip, and a decent stint on the wonderfully wacky R1150GS. Good though the GS was, somehow it still lacked the fiz of a “proper” motorbike.

Enter the R1150R. and RT. These bikes are as divorced from their stalwart but yawnworthy ancestors as it is possible to be. Gone is the flat power delivery that made the predecessors so dull, to be replaced with a new-found energy and a delight in revs. Don't get me wrong this is still no TL1000, but the R and the RT which share the same power plant, are now at least able to hold their heads up with all the young bloods, secure in the knowledge that on the road they can more than hold their own.

Maximum power of the four valve, two cylinder air cooled BMW engine is up 59kW to 62.5kW at 6750rpm compared with the previous R1100R. Torque has risen from 97Nm to 98Nm at 5250rpm. Although we're only talking 1Nm here the overall spread of torque is much improved. BMW claim more than 90Nm between 3000 and 6500 rpm. I believe them.

The healthy increase in power is attributable to a number of factors not the least being the jump in cubes from 1085cc to 1130cc. The digital engine management is now handled by MA2.4 Motronic, and the remaining 50% of the magic comes from the new chrome plated, stainless steel exhaust system.

Riding the things
On the road it quickly becomes apparent that some serious work has been done in the suspension department. Forget all that stiffly sprung nonsense that is touted as 'sporting' by other manufacturers, the R's has been tuned for the road where the holes and bumps are real. The result is that they soak things up, delivering a comfortable ride yet still managing to communicate with the rider. BMW's have always been renowned for ride quality, but when the pace hots up, things can get wallowy and disconcerting. Both the R and the RT go a long way to laying that particular idiosyncrasy to rest. Good effort.

The motor as has been said is a much more invigorating experience than you'd expect. The result is that it's now possible to rev the motor in the same manner as other bikes. Purists who liked the ponderous similarity to farm machinery of the predecessors, may not like the new unit. I'm tipping that more people are likely to lay out their cash for a bike that's got mainstream performance, than for a vehicle that should occupy a barn.

On the hand me down list from the R1150GS, is the six speed gearbox. Once again BMW have come a long way, but they still have a way to go. In comparison with the K1200RS also on the launch, there was no comparison. Where the K12 was slick and easy, the R's box was just the wrong side of clonky. Sixth is a Huuuuge overdrive which while relaxing and undoubtedly economical doesn't leave much in hand for overtaking. For serious zap, you'll need to drop into fifth. Personally I'd have preferred something a little lower.

Somebody stop me
BMW went to considerable lengths to explain the new Integral ABS with the new EVO front wheel braking system. This system uses a servo to boost braking power by twenty percent. The partial integral function applies the brakes on both wheels when the handlebar lever is used. However, in answer to the demands of so-called “enthusiastic” riders, the rear brake can be operated with the pedal in the conventional manner.

The 'partial' system will be available on the R1150R and RS, while a full integral system which operates both brakes using the front lever or rear pedal goes on the RT.

BMW have always been keen advocates of ABS, which has been met with a lot of sceptism from the general riding populace. However BMW have persevered with the concept and arrived at the current system. I'm the first to admit that I can be cynical when manufacturers make claims like “both the inexperienced rider and the expert can brake better and more safely”. However under full emergency stop conditions from any speed, the R was able to stop in very very short distances, with a high degree of stability and reassurance. Would another bike stop shorter? I think we need to conduct a braking comparison at some point.

Summing Up
BMW can afford to give themselves a big pat on the back. The R and RT are strong performers with a healthy dose of character thrown in. They've successfully managed to combine Hi technology without losing their traditional identity, no mean feat at all.

There's no doubt that both bikes have improved in the looks department, the R especially has an almost street fighter look about it. The RT is now smiling and no longer resembles a boiled egg from the frontal aspect. In addition to its obvious class and luxury, it now carries an air of greater purpose about it that has been missing since the K100RT.

The crew at Schloss BMW out at Mulgrave managed to secure the first shipments at pre dollar crash prices which means that both bike are fixed at bargain prices. The R1150R comes in at a non ABS price of $15,415 plus on roads and with the new integral ABS at $17,165. The 1150 RT hits the showroom floor at $23,225 complete with the integral ABS.

Rob Smith