BMW R1200R Boxer

Bimm's Naked Boxer On Trial

As part of my Great Education, I worked for eight years at the Royal Automobile Club of Victoria (RACV). The blokes who fixed your car when it broke down used to all ride bikes - BSA outfits - and the RACV kept one which I had the pleasure of riding on a number of occasions. Unlike the original riders, I didn't dismount and salute whenever I saw a car with an RACV badge on it.

The chief engineer at the time was a Mercedes-Benz fan. He took me aside once and told me the worst thing an MB owner could do was to introduce a new punter to the marque by letting him/her just drive it around the block. MBs were always more expensive than ordinary cars but, if you just drove it around a couple of corners, it didn't feel that much different to much cheaper cars. What he was really saying was that it may take some time for the inherent integrity of a machine to make itself obvious.

If we're lucky, MT generally gets to keep test bikes for around three weeks. It's enough time to blind us with the technology and bling, but not always enough time for us to work out whether the bike will go the distance in mechanical terms but also in terms of rider satisfaction. What could be worse than forking out $20,000 and being bored four weeks later? BMW clearly expects the R1200R will grow on us.

BRAND POWER
BMW is one of the great stayers in motorcycling. It started making bikes in its own name in 1923 and if you squint, the first one and the one we've got look remarkably similar: transverse mounted engine, two cylinders and shaft drive. BMW attempted to break the pattern with the "flying brick" (four cylinder, car-engine-on-its-side) in the early '80s but buyers wouldn't give up the demand for the flat twin and it has survived and evolved to the point where, even in performance terms, it's thoroughly contemporary. In fact, in engineering terms, in some areas it's actually leading the pack

If you wake your dad out of his current coma, he'll probably say BMW bikes are really good but they cost too much. With a base recommended retail price of $18,750 plus on-road costs, the R 1200 R is a value-for-money alternative to many other bikes you may have always thought of as more affordable. The last "R" in the designation R 1200 R stands for "Roadster", a concept most recently expressed in the R 1150 R and the R 850 R, unpretentious bikes which sold surprisingly well in the world market. The relatively low entry price reflects the Roadster's basic, no-nonsense presentation.

Yes, bells and whistles are available but an R 1200 R is to the BMW range what the Sportsters are to the Harley-Davidson range: you get the basic engineering and the badge without having to mortgage your house in the process.

MT's bike has a few extras fitted which ups the price by about $3000. With the possible exception of the small screen which is remarkably effective in keeping the wind off the rider's chest, the minimalist approach (base model) is an excellent starting point. You get most of the important engineering (great engine, Duolever front end, Paralever rear end and excellent brakes) but you can then specify just the things you want, not the things tacked on by the manufacturer without your consent that you could live without. MT's Beemer has a chrome exhaust system ($175), and on-board computer ($250), a sports windshield ($300), white indicator lenses ($65), an anti-lock braking system ($1750), a centre stand ($195) and pannier fastenings ($150). See the separate panel on these pages for a more detailed list of the available accessories and prices.

BEAT THE STREET
Traditional roadster buyers tend to have a strong, practical streak. Roadsters have always made sense as a bike you can comfortably commute on but which can, when necessity demands, make an equally practical tourer. The R 1200 R adds an extra arrow to the quiver by legitimately qualifying as a street fighter.

The 1200 engine produces 109hp which is around a 28 per cent increase on the output of the 1150 engine.

Torque is also up by 17 per cent to a grunty 11.73kg-m at 6000rpm. The 1200 feels immediately different to the 1150: stronger with a clear desire to have its performance potential fully explored. It wants to be revved. Assistant Editor Blackbourn and myself have spent most time on it so far and, for a pleasant change, we're in complete agreement regarding its around-town pleasures. It's nimble and easy to ride but with performance that puts you out there with the genuine quicks. On the mean streets of big cities, you fear no other machine. This doesn't mean, of course, that you can't ride it slowly - it's very smooth at low revs and real-world gearing (top isn't an overdrive) allows you to amble around in the higher gears without stressing the engine. The upright riding position is comfortable for city work and the wide bars provide plenty of control. The feeling is not unlike that provided by some large-capacity off-road bikes.

As should probably be the case with all naked bikes, the R 1200 R is geared for a top speed not too far above 200km/h. We'll find out for sure in the coming weeks but wind resistance at speeds beyond this makes riding unpleasant. If that's your scene, there are plenty of bikes available with fairings. By gearing the bike to this upper limit, fifth and sixth gears give you tremendous flexibility and allow great use to be made of the available power.

PLAYING WITH FIRE
So what is MT going to do with the Roadster? Well, to start with we'll respect its traditions by not loading it up with factory and after-market gear. If you want your R 1200 R to look like an old Kawasaki race bike, a comprehensive set of aftermarket bolt-on stuff has just been released in Europe. We'll use the Roadster extensively for city work and we'll take it on a Big Trip to sort out its touring credentials. We'll also use it as a base for a couple of articles on new bike technology. If the BM's Duolever front suspension really is a step forward, why isn't everyone copying it? Do bikes really need anti-lock brakes and is there a downside to them? One factory option we will explore is the anti-skid control (ASC) which may not be unique to BMW but is certainly very unusual. How does it work and is it the way of the future? Another thing we'll probably do, just because we won't be able to stop ourselves, is wait for a full moon and go out hunting Monsters and Speed Triples. Being cleaned up on their home turf by a "cooking" BMW - there's something they won't be expecting..