BMW’S latest R 1200 RT is part of a long and rich history of 'Boxer' powered tourers. With the addition of twin cam heads and ESA II suspension it’s the most powerful and best handling yet. There's been a number of changes to this model for 2010, most going unnoticed unless you look a little harder at the spec sheet. But when you first ride the new machine the changes will immediately make their presence felt.

Twin cams

With BMW's HP2 Sport proving so popular, especially the extra poke the DOHC engine gave over the standard model, it was decided to bring that technology to every model with a Boxer engine. The new engine isn't the same as the HP2 but it is heavily based on it. Both cams in each cylinder head are chain driven, and interestingly each camshaft operates one inlet and one exhaust valve. Four valves live in each head and two spark plugs ignite the gases in each combustion chamber (HP2 used a single plug for each cylinder).
Compression ratio has remained the same, at 12.0:1 which just shows how far engine design has come over the years. Once upon a time this would be considered very high, but now even tourers run that sort of compression. Valve adjustment is via shims, for those interested in what happens at servicing time. BMW says the engine is rated at the same peak horsepower as the previous model (110hp) but delivers more torque, giving better bottom end and midrange power, and acceleration. Max power is delivered at 7,750rpm, and the rev ceiling has risen from 8,000rpm to 8,500rpm.

Other mechanicals

The other 'big thing' for the new model is ESA II suspension. Now, this is an option but one you would be mad not to buy in my opinion, it's that good. At the touch of a button you can alter preload on the shock to suit solo riding, solo with luggage, and riding with a pillion. But ESA II also adjusts the spring rate, essentially by tightening or loosening a shroud which sits around the sliding parts of the shock. You can also select three different damping levels, from 'comfort' to 'sport' and each level is instantly noticeable.

Integral ABS is a feature of the touring twin and they are also linked. I'm not normally a huge fan of linked brakes on bikes like this because I like to use the rear brake to help tuck the big bikes a little tighter into a turn when I need to. If the rear brake also activates one of the front calipers you get one fighting the other in a corner. With the R 1200 RT the rear brake does just that, operate the rear only. Pull on the front brake lever and you get those and a percentage of the rear – perfect.

Ancillaries

There's a new stereo on the RT – MP3, iPod, USB compatible, so no matter where you go you can hear your own tunes, podcasts or whatever. This operates via a twist grip on the left ’bar. BMW calls it the Multi-controller and this type of arrangement has been on BMW cars for a while apparently. You twist it to up the vibes and flick it sideways to change functions. I found it to be very easy to use. On the left side of the fairing is a host of controls for the Audio too, on/off switch and the like. You can play with the audio system here as well.
Panniers come standard on the RT, as you would expect, with 32 litres on each side hard case, which are colour coded to the overall paint scheme. Operating them is dead easy so no dramas there.

The electronically controlled windscreen is an odd looking design but works extremely well, the best I've ever experienced in fact, so don't let the look put you off. It's not the only styling change, there's been a number of minor changes, many not immediately noticeable over the outgoing RT, but they are there nonetheless. Included in this is the first multi colour option ever seen on a touring BM, and it looks quite sharp actually. The rest of the colours are understated, white, dark grey and a flat grey metallic.
The standard RT includes the Traction Package (Tyre Pressure Control and Automatic Stability control), heated grips, heated seat, on board computer, power socket, cruise control, radio/audio system, adjustable seat, and to 'bling' it up a little, a chrome exhaust. Optional is an anti-theft alarm, low seat (no ESA II option available on low seat model) and the aforementioned metallic paint.

On the go

Keeping you abreast of all the info is the new look dash which has everything you'll need to know in there. You feel right at home straight away because the riding position is nigh on perfect for long distance riding – plenty of leg room, nice reach to the ’bars and so on. What is different on the new RT is an international indicator system, where your left thumb operates the blinkers rather than using both thumbs as before – if you've ridden a BMW before you'll know what I mean. Is it better? I seemed to prefer the 'both thumbs' method.

As soon as you wind the wick up you notice there is a distinct dollop of extra grunt, and even though BMW says there's no 'extra' power at the top end it certainly feels stronger all over than the 2009 model R 1200 GS we had on long term test last year. You might think we are kidding ourselves calling it a 'fast tourer' on the cover but make no mistake, this thing honks. Sure, it doesn't have the out and out pulling power of the other two sports tourers on the cover but in the real world, or point-to-point you'll be just as quick on the RT. It doesn't have the torque of the big four-cylinder machines, including its brother the K 1300 GT. The only time you might really notice it to a large degree is if you let your road speed drop below 50km/h or thereabouts in top gear. Where the others will seamlessly pull away in top from such a low speed, the RT will do so too but with a bit of juddering. The other time you might notice the difference is when you are overtaking in top from around 80km/h. It does it fine but if you need to really crack on from there you'll need to drop a gear for an instant hit. Buffeting is usually an issue on touring screens, and normally on electronically adjustable ones I have it at its lowest position, otherwise my head wobbles around like no-one's business. Not so on the RT. I didn't like it fully up because the screen sort of ran across my eyeline but everywhere else was fine. Usually I had it around the middle. But, one thing's for sure, the design works!

Now, I have to get this off my chest. This is the best handling touring bike I have ever ridden, bar none. It is the bike's ability to steer effortlessly into and through a corner and it's ability to hold its line that does it for me. Where generally the RT's competition will tend to understeer as soon as you give them a hint of throttle, it stays neutral. I cannot overstate how easy this bike is to ride fast.
It weighs in 259 kilos ready to roll and this is on the light side for a bike like this. I think one of the reasons it handles so well is that the engine weight is down low – great for slow speed – which enhances the flickable nature of the bike.

Verdict

You might have noticed I loved the R 1200 RT. As an overall package it is one of, if not the best, sports tourer I've ever ridden. It is fast, handles extremely well and offers class leading comfort and weather protection.
There's two models available in Australia, the LS which has lowered suspension and a lower seat, and the SE which has all the fruit. The LS retails for $30,000 neat, the SE an extra $900. There's more than $900 worth of extras on the SE so it is great value. Sure, this amounts to primo dollars but you get a primo product.