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Bike Review: 2007 BMW R 1200 R - From RoadBike March 2007
 A Modern Take On A Classic Roadster By Steve Lita, Photos by Bob Feather What do you really need from a motorcycle? Basically, an engine, a couple of wheels, a seat, and a handlebar, but what else? If it’s a huge fairing, 160 hp, a ton of chrome, or a paint job done by a guy with his own TV show, you’re probably not interested in a roadster. But if you want a simple-yet-powerful, good-handling machine without the nonfunctional ornamentation that litters many modern bikes, you might need to make room in your garage for BMW’s all-new R 1200 R. A roadster is built to transport its user wrapped in a minimal amount of bodywork, while still being stylish, fun, and exciting to ride. The R 1200 R is positioned as an alternative to the Ducati Monsters, Moto Guzzi Brevas, Suzuki SV1000s, Triumph Speed Triples, and Yamaha FZ-1s of the world.
This do-it-all genre is nothing new to BMW. The R 12 R hails from a long line of Beemer roadsters. At the heart of a roadster is the motor, and this one’s prominently displayed. It’s the last of the air-cooled R models to get an update — an exclamation point at the end of the opposed twin line’s complete revamp. It also received the most dramatic changes; the R 1200 R is a huge departure from its R 1100 and R 1150 predecessors. Power is up 28 percent; torque increased by 17 percent, and weight is down by 67 pounds. The R’s 1170cc opposed twin is closely related to the R 1200 RT and R 1200 GS power plants. It produces 109 hp at 7500 rpm and 85 ft-lbs. of torque at 6000 rpm — stout numbers compared to the 84 hp of the old R 1150 R model it replaces, and healthy amounts of power for a naked standard. A six-speed transmission gets that newfound power to the road. This engine is fueled by BMW’s BMS-K fuel injection system. It features automatic idle-speed control, an automatic choke and anti-knock control, which allows the use of lower-octane fuels. These numbers are achieved with high-octane pump gas, but the bike has no problem contending with lower-octane fuel, if you don’t mind slightly less power. The R 1200 R has an all-new, lightweight, two-piece tubular steel frame. The rear section of the chassis features upswept trellis framework. Weighing in at a claimed 437 pounds dry (492 pounds wet), the new bike is 11 percent lighter than its predecessor. A 4.6-gallon steel fuel tank — with more modern, angular styling instead of the rounded look that past Rs sported — allows the use of magnetic tankbags. To accommodate riders of all inseams, three seats are available. The stocker is 31.5 inches from the ground. One optional, accessory saddle raises the seat height to 32.7 inches; the other lowers it to 30.3 inches. Our particular bike came with the stock saddle and optional chrome-plated exhaust. It rolled on Michelin Radial Pilot Road tires in 120/70-17 front and 180/55-17 rear sizes. Suspension is handled by BMW’s now-traditional Para-lever rear and Telelever front hardware. For 2007, the Telelever is lighter and better damped than ever. Gone is that vague, heavy feeling these systems had at low speeds. The front end is a tad soft, and its shock lacks adjustability. The rear shock keeps the back end behaving well on all sorts of pavement and its preload can be fine-tuned quickly and easily once the seat is pulled up. The new R’s next-generation ABS braking system is a huge improvement over previous models. It’s a valve-type system of assisted braking that is simpler and more compact than the former servo-type system. This new ABS componentry weighs a mere 5.2 pounds. The valve-type brake-assist mechanism feels more immediate than the old servo-assisted system, plus it works with the engine off, avoiding scary moments rolling the bike around parking lots or garages. The R 12 R’s linked brakes are semi-integral; when you activate the front brake lever it also applies some rear brake. However, using the brake pedal only applies the rear. Fluid travels through stainless-steel brake lines to twin four-piston calipers up front grabbing twin 320mm discs and a single dual-piston caliper at the rear with a 265mm disc.
Negotiating traffic like a hooligan — albeit a civilized one — is hard to resist on this light, nimble machine. On twisty roads, I found the R easy to flick due to its wide, well-positioned handlebars. Combined with relatively low footpegs, the ergonomic package is all-day comfortable. That alternative Telelever front suspension, which limits brake dive and keeps the chassis attitude more neutral, gave me great confidence while braking and steering on bumpy, serpentine pavement. The new boxer’s power delivery is smoother and stronger than ever before. This engine has plenty of torque but still needs to be dropped down a gear to take advantage of its 6000-rpm sweet spot for passing duty. Power is transmitted via a driveshaft located inside the single-sided swingarm. The characteristic rise and fall of the suspension as you roll the throttle on and off is still apparent, but not very pronounced and easy to minimize with an educated right wrist. There’s a little driveline lash, which is also controlled with judicious power application. The Bimmer’s high-tech stoppers combine tremendous sensitivity, feel, and ferocious power. Skidding or sliding the tires on the binders is just about impossible with ABS, although when it’s engaged, a bit of shaking and juddering lets you know it’s working. Better yet, you’ll forget the brakes are linked or equipped with ABS, until it saves you from crashing. Also available (although our test unit was not equipped with it) is BMW’s new Automatic Stability Control (ASC). This automotive trickle-down technology is the reverse of ABS; rather than anti-lock, it’s anti-spin. The system monitors wheel speed, and when there’s a sudden change in the difference between front and rear, the ECU alters the ignition curve to lower power output. If the rear end still won’t behave, the fuel injection will reduce fuel flow until the wheel stops spinning. As on most BMWs, the fit and finish on our Crystal Gray Metallic example was excellent. It’s also available in Night Black and Granite Gray Metallic. An optional black version highlighted by fine white pinstripes embellishing the tank harkens back to BMW’s glory days with a modern take on this retro look. The R 1200 R is expensive for what appears to be a simple naked roadster, but it packs a lot of power, handling, and braking performance per dollar. This jack-of-all-trades roadster might not be the fastest or toughest naked standard on the block, but it might be everything you need from a motorcycle.
Name: Neale Bayly Forty-five degrees, 45 miles per gallon, and 45 years old: It’s amazing the amount of trivia that goes through your head on a long ride. Covering 630 miles in nine hours on a ride from BMW’s Jersey headquarters to North Carolina, riding like a man possessed to avoid a rainstorm, I felt like a WWII fighter pilot as I kept my eyes peeled for hazards ahead, and law enforcement behind. Checking the mirrors, clock, fuel gage, and trip meter while keeping a solid eye on the falling ambient temperature gauge, it certainly wasn’t a boring trip. Sitting comfortably for more than three hours on each of my first two stints, I was thankful for the BMW’s broad seat, sensible ergonomics, and heated grips. Pulling into my local bike-friendly restaurant at the end of the ride I hopped off feeling a lot fresher than expected. My ears were ringing somewhat, as the mini-fairing did nothing to keep my noodle out of the jet stream. My arms and shoulders were not fatigued, but I was suffering some numbness in my skinny bum. Blessed with a super-smooth, responsive engine and a fuel range of 225-plus miles between fill-ups, the new BMW R 1200 R gets top marks for its ability to devour large distances in a short time. Name: Sam Whitehead As much as I’d like to make this a tale of great joy, I simply cannot. It all stems from my childhood. You see, I grew up riding heinous dirtbikes, and anything else I could get my hands on. However, a beautiful day finally bloomed, and I was ushered into the world of old Harleys and other decrepit cruisers. I didn’t think it could get better than that. I was wrong. Recently, the keys to a stunning Crystal Gray Metallic BMW R 1200 R were tossed to me. My life hasn’t been the same since. Seriously. A quick glance at the R 1200 R doesn’t begin to do the bike justice. Sure it’s got great stripped-down style and wonderfully aggressive aplomb, but it’s easy to overlook the R’s hidden wealth of technology (which Steve told you all about). That is, until you rip the thing around on some obstacle-strewn twisties and whack it open on the interstate. Suddenly you become aware of the machine’s sophistication and everything it’s capable of doing. In a perfect world, however, I’d probably go with a chain (though not an option) to avoid driveshaft backlash. And perhaps I’d also tighten up the suspension a bit. But why nitpick? The R 1200 R changed my life. It’s an embarrassment of riches on every level. I still have to face my childhood though. Roadster Retro-fittings There’s a vast shopping list of optional equipment available for the R 1200 R. The optional centerstand and heated grips work great and should come standard. There’s also a windscreen, tankbag, saddlebags, custom cover, tire-pressure monitoring system, electronic suspension adjustment, ABS, ASC, power outlet socket, and even an accessory GPS navigation system. Dealer-installed accessories include billet bolt-ons such as fork bridge covers, machined control levers, handlebar clamps, chrome-plated cylinder head covers, and custom mirrors. Tech Sheet 2007 BMW R 1200 R
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Analog speedo and tach gauges are stacked in front of the rider and a decent-sized LCD panel just to the right of that provides mileage, gear indication, time, and functions of the optional on-board computer.