BMW R1200

Let me come clean from the outset - I'm getting used to the look of BMW's R1200 CL Luxury Cruiser. It's beginning to grow on me.

Yes, I know, fungus, warts and other nasties can also grow on me. But I can't hop on them and head off for a relaxing ride to a mountain retreat, slip into the dicktogs, recline on a banana lounge by the side of the pool, sip on a cleansing ale, enjoy a superb three-course meal, quaff expensive wine, and then retire for the evening to the luxury of my lake-view suite. Not that I actually did all of the above on the national launch of BMW's new Luxury Cruiser, but that's the market BMW is aiming its CL at - well, perhaps not the dicktogs brigade, but you get the drift.

"There are riders out there who like the cruiser lifestyle, but want a bit more comfort and luggage-carrying ability," explained BMW's Motorcycle Marketing Manager, Cameron Cuthill. 'They want to head off on a day's ride, or on an overnight trip, often with their partner, and they want to do it in style and at a relaxed pace. And that's why BMW has introduced the CL..."

DISTINCTIVE LOOKS
Mmmm, but why have they done it with such an, errr, distinctive looking motorcycle I was about to ask. I thought it diplomatically wise to steer clear of using the 'U' word.

But Cameron had already predicted my question and continued on.

"Most bikes these days are beginning to look the same - especially to the non-motorcycling public. With a BMW, be it car or motorcycle, you can't mistake it for any other brand, and we want the CL to stand out."

And that, Cameron, it certainly does. Sort of like a wart I guess. But read on, because, like a wart, the looks of the Cl did in fact begin to grow on me. THAT FAIRING...

Dominating the look of the CL is that fairing. Believe it or not, but the handlebar-mounted item is the product of wind-tunnel design, and it's certainly the first thing you notice about the CL.

It's also the first thing I noticed when I hopped on board, as there's quite a pendulum' effect at slow speed as the bars flop from side to side. I guess that's to be expected with big mirrors, speakers for the stereo, comprehensive instrumentation, large indicators and chunky switchblocks all adding their mass to the already large fairing itself.

There's certainly a lot of weight swinging around the CL's steering-head, and it caught me by surprise somewhat as I exited the carpark at BMW HQ. I'm sure that U-turn was only supposed to have been a right-angle corner...

After a handful of kilometres though I'd grown accustomed to the CL's low-speed manners, and after that I didn't give the fairing a second thought.

FAIRING OKAY...
The fairing works well at speed, with good stability and weather protection, although there was a fair degree of wind roar around my visor. Those of shorter dimensions on the launch ride weren't as badly affected, so perhaps I'm a candidate for the no-cost taller-screen option.

Most of the time I rode with my visor up, as not only did the wind-induced visor-rattle disappear, but I could listen more clearly to the sound system. It's just a pity I'd left the Delta Goodrem CD back in the office...

The CL's riding position is a mix of good and bad for me, with plenty of room for my upper body, but the low-ish seat height left my lanky pins a tad cramped (I'm 187cm). Strangely enough, this is one Beemer without an adjustable seat - and the first BMW where I've felt the need for one.

The panniers are excellent - not overly large, but well finished with a clever push-button locking mechanism. The same goes for the removable topbox, which is cavernous.

MISSING NEDDIES
The CL's engine is the 'lower-spec' Cruiser version of BMW's proven 1130cc Boxer powerplant, and with a claimed 61ps it's 34ps down on the RT and RS. Or to state the obvious, the RT and RS have over 50 percent more neddies.

BMW will tell you that's not important for the CL's design brief, with the priority on lowdown torque. But I'll tell you that things get a little asthmatic at times, especially with the weight the CL lugs around when loaded (panniers, topbox, passenger...)

Max torque is at 3000rpm, with max power at 5000rpm, and there's no point in revving past the latter. Keep the tacho needle between those zones and progress is relaxed, but far from rapid. Click into the overdrive sixth gear, and 4000rpm will have a licence-losing 140kmh on the dial. Obviously designed for autobahn-ing in Europe, rather than cruising along the radar-infested Hume...

The gearbox is an improvement over past BMW examples, although still not of Japanese slickness. No missed shifts though, and the clutch was light and progressive.

SERVO EFFECT
I'm not a fan of BMW's servo-assist brakes, but on the CL the effect isn't as marked as on other models in the range. I guess the CL is a bike that isn't ridden as 'aggressively' as other Beemers, so trail-braking into corners or pushing the envelope in the twisties doesn't come into the equation. Mind you, the CL can be hustled through the curves quite quickly, and has reasonably good cornering clearance for a bike of this ilk. The footboards will touch down, but a lot later than on other luxury cruisers. Or most other cruisers for that matter...

But back to the brakes. I'm yet to be convinced why a motorcycle needs power-assist brakes. ABS yes, but power-assist? Imagine the 'problem' it causes when a 308kg (fully-fuelled) motorcycle is being manoeuvred on sloping ground or a driveway with a dead engine. It's a complication that I can see no need for...

IS FAT GOOD?
My other concern revolves (excuse the pun) around the CL's fat front wheel. Given the CL's intended usage, I would imagine some well-maintained gravel roads (to country estates?) could be on the routemap for CL owners. That 150/80 front tyre isn't overly confidence inspiring on the loose stuff, and once it wears flat in the middle it will only get worse. Still, the fat rubber and polished rims do look the part.

BMW Australia is only bringing 60 R1200 CLs to Oz for 2003. At $25,950 the CL is $4250 more expensive than the bare-bones R1200 C Cruiser, but with far more than $4K of extra equipment. Competition in the market place comes from Kawasaki's Vulcan Nomad ($20,890) and Harley's base-model $25,750 Electra Glide Standard. (The $32,500 Electra Glide Ultra Classic slots into the luxury full-tourer category rather than the CL's luxury cruiser niche.)

Is there an expanding market for this type of motorcycle Down Under? BMW thinks so. One thing's for sure, if you buy a CL you'll arrive relaxed. And you'll certainly be noticed along the way...