BIKE LAUNCH

BMW F 800 R AND R 1200R

HAVE THE LEOPARDS CHANGED THEIR SHORTS? LET’S HAVE A LOOK… WORDS STUART WOODBURY PHOTOS JEFF CROW

BMW’s F 800 R and R 1200 R have been around for ever, really. But this year sees them changing from the “traditional” look to a more modern and muscular appeal. Underneath, both bikes are still pretty similar to the outgoing models.

F 800 R

Powering the F 800 R is still the super smooth parallel twin engine designed for BMW by Rotax, which has been in existence now since 2005. Ten years later it has more power at 66kW (up by 2.2kW). Torque is the same as previously at 86Nm, making this year’s model a very punchy package to ride. I have said in other tests of this particular motor that it feels like two engines in one and this is even more true with a bit extra power at the top end.

The biggest visual change for the F 800 R is the change from the well known asymmetrical headlight to a symmetrical version. Rather than its previous odd look, the bike now has a much more approachable look. It also offers the kind of muscle we now expect in the world of naked motorcycles.

As well as the headlight, the air and radiator intake covers have also been redesigned for this year. They look purposeful and make a real difference to the bike, especially in the two colour versions.

A change to upside down forks is a nice upgrade, but the F 800 R still retains its nice light and easy to manage rideability. Attached to the forks are radial mounted Brembo calipers. Again, the F 800 R has good levels of power and feel, just like the outgoing model, but with some more feel under hard braking from higher speeds.

A new front and rear wheel design looks similar to the outgoing model’s, while the exhaust bracket has been given a more racy appeal.

A new seat height of 790 mm (instead of the previous 800 mm), combined with new a handlebar and rider foot pegs (10mm lower and 10mm further forward), creates even better ergonomics for you. I was very comfortable during my time on the F 800 R, and there is even a low seat (770mm) and a taller “Comfort” seat which raises the seat height up to 820mm.

New for the F 800 R is ASC. BMW’s Automatic Stability Control (or traction control) is available in the optional accessory traction package, which also includes ESA (Electronic Suspension Adjustment) and RDC (tyre pressure monitors). Two other packages are available for the F 800 R. One is the Dynamic package with LED rear light, engine spoiler and pillion seat cover; and the Touring package, which includes a centre stand, luggage grid, pannier fi ttings and 12V socket. Other accessories worth noting are the option for either hard or the “clamshell” type sport panniers, touring windshield, top box, tank bag and neat looking Akrapovic slip on muffler.

After a day on the new F 800 R I am impressed with the way it has retained its character, mainly due to the engine, but also been moved into the future as a great looking mid-sized naked that should have broad appeal.

Stuart is wearing a Shark Race R Pro Carbon helmet, BMW Venting jacket, Held Backflip gloves, Draggin jeans and Alpinestar Supertech R boots.

R 1200 R

I remember putting up a photo of the new R 1200 R on our Facebook page and there were mixed comments about the change from the “traditional” round headlight, to the now, modern triangular LED light. I think it looks the business, giving the R 1200 R a fresh face to move forward into the future.

Some will like it, some won’t. But I think those who don’t will just need time to get used to the change.

Three versions of the R 1200 R are available – Standard ($21,950), Sport ($22,350) and Exclusive Sport ($22,350). The differences are that the Standard gets black front brake calipers, a black frame and a contrasting tank centre cover. The Sport has gold calipers, Racing Red frame, engine spoiler, small windscreen and a stainless steel tank centre cover.

Meanwhile the Exclusive Sport has an even more classy appeal with gold calipers, metallic grey matt frame and a stainless steel tank centre cover.

Like almost all of the BMW boxer range, the R 1200 R gets the water cooled 1200 boxer. It is fitted with the heavier crank of the R 1200 GSA.

Performance is strong in any gear and in any of the riding modes, which include Rain, Road, Dynamic and now a “User” mode. The great thing about the User mode is that you can set up the specific power mode you like, along with the specific traction control setting you like. So if you like the Dynamic power mode but want more traction control, program it in and enjoy! A major change is the move from the Telelever front suspension, to a traditional upside down twin fork setup.

Fitted with Dynamic ESA as standard I found that the USD forks felt better on turn in, with a little bit less muscle required to punch the bike into a corner.

Again, some will like it, some won’t. But once you’ve ridden it, you will love it.

A very cool, new instrument panel is fitted to the R 1200 R. It features three different types of interface: Style 0, which has a small bar tacho, Style 1, which has a larger bar tacho and Style 2, which displays a large digital speed reading.

To round off the coolness, the R 1200 R now gets keyless technology. You have the fob which you can put safely in your pocket and all you need to do is press the ignition button to turn the bike on, then press the starter as normal to fire it up. And, when it comes time to fill up with fuel, all you need to do is press the ignition button to turn the bike off, then within a certain time flip the fuel cap flap up, which opens the fuel cap for filling – I love it!

As a bike that can suit any sized rider, BMW has four different seat height options available. Standard is 790mm, then you can get a 760mm low seat, 820mm high seat, or the 840mm Sport seat. The pillion in a million hasn’t been left out either, with a comfort seat available.

Unlike the F 800 R, the R 1200 R is already optioned up off the showroom floor. You get Dynamic ESA and the Comfort and Dynamic packages standard. Optional accessories are the keyless ride, the wondrous gear shift pro – which allows clutchless up and down shifting – and a Touring package for $600, which gives you an On Board Computer Pro, prep for GPS, centre stand, luggage grid and pannier fasteners. Of course there are stacks of other genuine accessories available like panniers, top box, tank bag, windscreen, exhaust, fog lights, engine bars and all sorts of goodies.

The new R 1200 R is a muscular naked bike that is jam packed with technology.

One that you can do just about anything with. A previously highly underrated machine now has the modern look to match its greatness.

SPECS BMW F 800 R
PRICE: $13,100 (plus on-road charges)

WARRANTY: Two years, unlimited distance
SERVICING INTERVALS: Every 10,000km or 12 months
ENGINE: Liquid-cooled parallel twin cylinder, 4-stroke, DOHC, 4 valves per cylinder
BORE x STROKE: 82 x 75.6mm
DISPLACEMENT: 798cc
COMPRESSION: 12.0:1
POWER: 66kW @ 8000rpm
TORQUE: 86Nm @ 5800rpm
TRANSMISSION: 6-speed, wet multi-plate clutch, chain final drive
SUSPENSION: Front, mm inverted fork, non-adjustable, travel 125mm. Rear, monoshock, adjustable preload and rebound (optional ESA), travel 125mm.
DIMENSIONS: Seat height 790mm,weight 202kg (wet), fuel capacity 15 litres, wheelbase 1526mm
TYRES: Front, 120/70/ZR17. Rear, 180/55/ZR17
FRAME: Aluminium alloy
BRAKES: Front, twin 320mm discs with four-piston ABS calipers. Rear, 265mm disc, single-piston ABS caliper.
FUEL CONSUMPTION: N/A
THEORETICAL RANGE: N/A
COLOURS: Light White, Light White/Black Silk Shining, Racing Blue Metallic Matt/Light White, Racing Blue Metallic Matt/Black Silk Shining
VERDICT: WIDE APPEAL

SPECS BMW R 1200 R
PRICE: $21,950-$22,350 (plus on-road charges)

WARRANTY: Two years, unlimited distance
SERVICING INTERVALS: Every 10,000km or 12 months
ENGINE: Liquid-cooled boxer twin cylinder, 4-stroke, DOHC, 4 valves per cylinder
BORE x STROKE: 101 x 73mm
DISPLACEMENT: 1170cc
COMPRESSION: 12.5:1
POWER: 92kW @ 7750rpm
TORQUE: 125Nm @ 6500rpm
TRANSMISSION: 6-speed, wet multi-plate slipper clutch, shaft final drive
SUSPENSION: Front, 45mm inverted fork, electronically adjustable, travel 140mm. Rear, monoshock, electronically adjustable, travel 140mm.
DIMENSIONS: Seat height 790mm, weight 231kg (wet), fuel capacity 18 litres, wheelbase 1515mm
TYRES: Front, 120/70/ZR17. Rear, 180/55/ZR17
FRAME: Tubular steel
BRAKES: Front, twin 320mm discs with four-piston switchable ABS calipers. Rear, 276mm disc, dual-piston switchable ABS caliper.
FUEL CONSUMPTION: N/A
THEORETICAL RANGE: N/A
COLOURS: Cordoba Blue, Light White (Sport), Thunder Grey Metallic Matt (Exclusive Sport)
VERDICT: MODERN MUSCLE

BMW S 1000 RR

THE BAVARIANS GO BACK TO THE FRONT WORDS STUART WOODBURY PHOTOS JEFF CROW

“CAN YOU BELIEVE THAT CRUISE CONTROL IS STANDARD ON WHAT IS ESSENTIALLY A RACE BIKE WITH LIGHTS AND A NUMBER PLATE!”

Five years ago, the motorcycling world was amazed by the arrival of the S 1000 RR. Not only because it wasn’t a BMW “thing” (how easy it is to forget great BMW performance bikes of the past), but because no one had ridden a mass production motorcycle this fast, or so technically advanced.

Roll on to 2015 and BMW has done it again. Coming up with such a blindingly fast litre bike that it has again taken top dog status, the position that Yamaha held for just a few weeks with the new R1 and R1M.

Sepp Mechler from BMW Motorrad Germany is the man responsible for the S 1000 RR. I met him at the Australian introduction of the bike back in 2010 and he came to Australia again for the 2015 launch. It was great to hear him talk about the features of this new model, but he also talked about the sales of one litre sportsbikes and how much market share BMW has managed to capture. Worldwide, around 44,000 one litre sportsbikes are sold a year, and the BMW S 1000 RR holds a 22% market share.

Even though BMW is calling the 2015 S 1000 RR a totally new bike, the design has started with the base package of the previous model. Mostly the frame has been left alone, except for the rear part near your legs which now offers different fl exibility for more rear traction. It certainly has that.

Stuart is wearing a Shark Race R Pro Carbon helmet, Berik Factor CE suit, Forcefield Blade back protector, Held Chikara gloves and Alpinestars Supertech R boots.

The engine has been reworked internally to be more efficient and obviously to produce more power throughout the rev range. The most visually different part of the engine package is the new exhaust, which sheds 3kg from the total weight of the bike.

The extra kilo of weight loss (4kg lighter than the outgoing model) comes from the battery.

BMW guarantees a minimum 146kW of power, and Sepp said while 146kW is the least amount of power you can expect, there is up to a 3.7kW difference between engines. So that is a staggering potential of 152kW from a standard S 1000 RR.

But don’t get yourselves in a knot if you only get the 146kW minimum. Let me tell you, this is more power than just about anyone will need, unless you’re a top class racer. Ah, but then you have the option of buying a race engine from BMW, too. A Superstock race spec 205 rear wheel hp (152.8kW) engine will set you back 8000 Euros. If you want the massive Superbike spec 215rwhp (160kW) engine, it will cost you 20,000 Euros.

Not only has top end power been increased but the S 1000 RR has been given 10% more torque in the 5-8500rpm area. This is especially useful when exiting some tighter corners on the track, where the previous model had to be held high in the rev range for a fast exit.

Electronics play a huge part in making the S 1000 RR an “accessible” bike for the masses. You still get Rain, Sport, Race and Slick modes, but you now also get a configurable “User” mode.

Rain mode now has 138kW of power with a super smooth power/torque curve. Traction control settings are high for excellent stability in wet conditions.

Sport, Race and Slick modes all get full power, just with different traction control settings. In Slick mode you can start to play with the traction control settings on the fl y; +7 to -7 are the parameters you have to work within. I started off in 0, but it was a little too interactive. I worked my way down to -4, which allowed quite a bit of rear wheel slip, but as a general rule for most riders, I think -2 will be perfect. At -2 you have a bit of lean angle sensor interaction, meaning that your drive off the corner is slightly limited to maintain traction and keep you moving forward as rapidly as possible.

User mode is new for the S 1000 RR.

This allows you to set two possible throttle characteristic curves (Race or Slick) for varying engine braking characteristics. I preferred the Race mode setting which gives just a little more engine braking. User mode also allows you to compile an individual set of control characteristics for the Race ABS, Dynamic Traction Control (DTC) and electronically controlled Dynamic Damping Control (DDC) suspension from a range of predefined settings, and thereby configure your own personal riding mode. As in “Slick” mode, the DTC traction control can be individually adjusted while on the move in seven +/- steps.

Launch control is again fitted to the RR. Unless you’re racing, it is not something you’ll really use. But if you do, you get three starts within a certain parameter, so that you don’t stuff the clutch! BMW has also fitted a pitlane speed limiter. Activated while in 1st gear and pressing the starter button, once you get to the set speed limit, it is one of the most delightful sounds you’ll hear and makes you feel like a proper racer. On the street, it would be a great way of keeping to the speed limit through school zones and would allow you to concentrate on watching the road, instead of staring at the speedo the entire time.

The instrument cluster has been based on that from the HP4, but with a more race orientated focus. Besides the “normal” features (which are extensive on a BMW) you can also check lap times, maximum bank lean angles from left and right and an array of other things.

Quickshift Pro, available on the R 1200 RT and R, comes standard. This allows clutchless up and down gearshifts. The system fitted to the RR is obviously more race orientated with larger blips of the throttle on downchange. You can also quickly and easily change the shift pattern to the up one, down 5 race pattern. I had this set on all of the bikes I rode during the launch at Phillip Island, as it allows you to change up while still cranked over quite far on the tyre – ultimately producing a faster lap time (for those who care about that sort of thing).

Sepp and his “baby”

Quickshift Pro, available on the R 1200 RT and R, comes standard.

This allows clutch less up and down gearshifts. The system fitted to the RR is obviously more race orientated with larger blips of the throttle on down change. You can also quickly and easily change the shift pattern to the up one, down 5 race pattern. I had this set on all of the bikes I rode during the launch at Phillip Island, as it allows you to change up while still cranked over quite far on the tyre – ultimately producing a faster lap time (for those who care about that sort of thing).

Electronic suspension (as fitted to the HP4) is part of the Dynamic $1050 package available from BMW. It also includes heated grips (yes, they are worth having on all bikes) and you get white LED indicators. The DDC – Dynamic Damping Control – offers a huge number of settings so you can get the RR perfectly set up to your liking.

Can you believe that cruise control is standard on what is essentially a race bike with lights and a number plate! A great feature for those who like to cover big distance on a sports bike, but I can just imagine someone like an Isle of Man TT racer setting the cruise at 300+km/h and taking a drink along one of the long straights! All of the bikes on the launch had DDC fitted and on the standard settings I loved how precise and direct turn in and mid corner stability were in the front end. For someone my weight, the rear needed a touch more preload and rebound. Actually I was talking to ex-world endurance champion Steve Martin who said that raising the rear 10mm would make it even better again, and he should know, as he was a BMW test rider for the previous S 1000 RR and World Super bike Team projects.

Braking is the aspect of the RR that took me the longest to get used to. I don’t know of any other sports bike that offers so much initial bite and overall power. This allows you to brake later than you would think possible.

Shooting down the front straight at Phillip Island into turn one while braking as late as possible takes some kahunas and is something you don’t want to mess up. I eventually got used to the brakes. It is just eye popping how late you can brake on this weapon of a motorcycle.

Styling is another change to the RR.

Sepp Mechler said that he wanted to make a new statement, while retaining that “BMW” look. The asymmetrical headlights have been swapped around and reshaped. The screen is shorter around the front air intake and both sides have been re-sculpted with the wonderful “shark gills” on the right hand side.

The BMW range of accessories for the RR are extensive, both bike and rider can be decked out with bling and functional improvements. I rode a bike with the taller Comfort seat and higher double bubble screen. Even a tall 195cm bloke like me is able to move around and, with the taller screen, able to tuck under for a better top speed down the straight. You can also get a set of HP forged alloy wheels, which contain a bit of magnesium for ultra-light weight. These give better performance and handling all round.

Top dog just took a short holiday from his throne, but he’s back and I don’t see anyone else taking his seat away from him for a while. The new 2015 BMW S 1000 RR is the best and fastest litre sports bike you can buy – that’s all that needs to be said.

SPECS BMW S 1000 RR
PRICE: $22,990 (plus on-road charges)

WARRANTY: Two years,unlimited distance
SERVICING INTERVALS: Every 10,000km or 12 months
ENGINE: Liquid-cooled in-line four cylinder, 4-stroke, DOHC, 4 valves per cylinder
BORE x STROKE: 80 x 49.7mm
DISPLACEMENT: 999cc
COMPRESSION: 13.0:1
POWER: 146kW @ 13,500rpm
TORQUE: 113Nm @ 10,500rpm
TRANSMISSION: 6-speed, wet multi-plate slipper clutch, chain final drive
SUSPENSION: Front, 46mm inverted fork, electronically adjustable, travel 120mm. Rear, monoshock, electronically adjustable, travel 120mm.
DIMENSIONS: Seat height 815mm, weight 204kg (wet), fuel capacity 17.5 litres, wheelbase 1438mm
TYRES: Front, 120/70/ZR17. Rear, 190/55/ZR17
FRAME: Aluminium bridge
BRAKES: Front, twin 320mm discs with radial four-piston switchable ABS calipers. Rear, 220mm disc, single-piston switchable ABS caliper.
FUEL CONSUMPTION: N/A
THEORETICAL RANGE: N/A
COLOURS: Black Storm Metallic, BMW Motorsport, Racing Red/Light White
VERDICT: FASTER THAN THE FASTEST

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