Cycle News - Archive Issues - 2000's

'I to eat u mil wh Ie sitti pretty Bavarian style " 0 the bike has been completely redesigned aesthetically and functionally as well. The RT is just as comfortable eating up sweepers as it is long ribbons of straight asphalt that disappear over the horizon. The bike still looks large, and the view from the cockpit does nothing to dispute the feeling (taller/wider electronically adjustable windscreen), but once on the road, it hides its size well. The fact that the bike lost so much weight makes the bike much easier to handle around town and at slow speeds. Out on the open road, the feeling is apparent as well; the bike is easier to get slowed down for comers and much easier to tum than the previous generation's. The RT is a bike that you can spend all day riding. The seating position is ideal with an excellent relationship between the bars, footpegs and seat. The RT also has multiple seating configurations due to the adjustable seat height (from 31.9-32.7 inches). There is also an optional lower seat for the rider (30.7-31.5 inches) available at no additional charge. The seat is well shaped but could use to be a little softer for the long haul. Other creature comforts include the standard heated grips, the optional heated seats (rider and passenger, with separate controls) and the optional radio/CD system. As on the previous generation bike, the windscreen is electronically adjustable and offers more weather protection for not only the rider but the passenger as well. The RT's dash has been completely redesigned and offers information on oil temp, fuel consumption, tank level, gear indicator, trip meters, and information on the ESA (electronic suspension adjustment) and stereo. The suspension on the RT feels a lot more compliant than it did before, especially the Telelever front end. The bike communicates what the front tire is doing better (but not as well as the K 1200 S's Duolever) and no longer feels as vague as on the previous bike - primarily due to the lighter weight of the new one. Even in some fast sweepers that had road sealer on them, the RT felt composed and glued to the road. This is exactly the type of situation where the old bike would make the rider nervous with lack of feel from the front end. The ESA system is an option on the RT in the North American market. The bike that was assigned to me didn't have the system installed, but I did have the opportunity to try it out on the K 1200 S in Germany last year and liked it. The system offers nine different combinations of settings. On the K bike I rode, the combinations were very good. Basically, the rider can choose different preload settings depending on if the bike is being ridden solo, two-up, or with/without luggage. Then the rider can choose three different damping settings for conditions, including comfort, normal and sport. The preload settings can only be set when the bike is stationary, but the damping can be adjusted via the handlebarmounted switch on the fly. BMW has thankfully ditched the full integral EVa ABS system on the RT. The new bike features the partial integral system, on which the rear brake can be operated independently while the front lever will also activate the rear. This is a much better system and rewards the rider who actually knows how to use the brakes properly. The ABS system on the RT works very well and isn't nearly as intrusive as the system on the earlier model. If you aren't used to riding a BMW with the system, it takes a little getting used to, because a power booster aids the EVa system; a light touch is all that is needed. The front features a pair of 320mm floating rotors and a 264mm rear rotor. The RT features a new, more common 180/SSZR 17 rear tire size, which should increase the options when choosing rubber. The motor in the RT has just received a fresh dose of life. Not only does the motor feel more responsive, it also feels perfectly suited to the bike it powers. The range of torque and the added top end have improved the performance of the RT, but the improved power-to-weight ratio makes it feel much more responsive than ever before. Another huge improvement is that they got rid of the wide gap between fifth and sixth gears. On the old bike, the overdrive sixth could only be used for fuel economy mode on the highway, but the new, shorter sixth-gear ratio and the tighter spacing have made the gearbox considerably more usable. The saddlebags are now color-matched units and look more integrated with the bike than the previous black units. Two optional top-case designs can be ordered in either 28- or 49-liter capacities. Both can be ordered with optional luggage inserts so that when you arrive at your destination, you can pop the lid open, grab your belongings and head for your room. Neither of the top cases comes colormatched. Luggage inserts are also available for the saddlebag cases, which offer 32 liters of capacity on both sides. An optional tank bag with waterproof cover is available as well, and it attaches to the rails on the RT's tank, so no more fumbling with straps or bungee cords. R 1200 ST The brand-new R 1200 ST is the sporttouring version of the RT and the successor to the R I 150 RS. The two bikes (RT/ST) share the exact same motor, transmission and chassis, despite the different geometry and wheelbase. The biggest differences are the completely restyled body and standard features list. The ST lacks some of the creature comforts of the larger RT. Some of the lost features include a manually adjustable windscreen instead of the RT's electronic unit, the heated seats aren't available, the ESA as an option as well as the ABS brake system, and you won't be cranking Metallica as you ride along because the ST isn't available with a CD player. Not only does the 5T look and feel significantly smaller than the RT, it tips the scales 66 pounds lighter (wet) as well. The intent of the ST was to build a bike for the Boxer fan who wants the comfort of a touring bike combined with the agility of a more sport-oriented bike. The ST feels more agile than the RT which must be a product of the lighter weight, as the bike actually has more conservative geometry numbers than the RT, which really doesn't make a lot of sense for a sport-touring bike. I've yet to figure out why BMW decided to give this bike more conservative front-end geometry and a longer wheelbase (59.1 to the RT's 58.4 inches). I think the ST could have hit the target BMW was shooting for if it had the RT's geometry and shorter wheelbase. One mistake that BMW made right out of the gate was to tell a room full of journalists which bike they felt was their benchmark - the Honda Interceptor. They couldn't have picked a better sport-touring bike to compare to, but that just makes the ST seem that much further off. The ST's direct competition is supposed to be the aforementioned Honda, the Ducati ST3 and ST4, the Aprilia Futura, Kawasaki ZZR 1200R and Triumph Sprint ST - all of which are excellent motorcycles. I just question where the ST fits in (even within BMW's own line). If sport touring was my cup of tea, I think I would opt for an R I 100 S or a R 1200 GS: Both are versatile and handle considerably better than the ST. Of course, there are many things that the ST does well. The bike feels a lot lighter and has more ground clearance than the RT, and it is easier to get stopped from speed. It is also a lot easier to manage in CYCLE NEWS • MAY 18, 2005 43

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