Motorcycle specifications BMWR 1200 R 2017 Sassy bourgeoisie

BMW has always defended a clear and intensive idea of safety for its models. This roadster benefits greatly from this, welcoming two option upgrades for 2017. The "Modes de Pilotage Pro", the"Dynamic Brake Light" adaptive brake light and the ABS Pro reinforce the electronic package.
Now that the liquid-cooled flat-twin has invaded the entire R range, the manufacturer is looking to fine-tune its ride. On the menu, or rather as an appetizer, a series of transmission improvements, a revised gearbox selection and the adaptations needed to pass Euro4. All of which will further enhance this gentleman's appeal among roadsters.

When the average biker thinks trail, it's almost natural that the R 1200 GS comes to mind. But when it comes to the world of GTs, the R 1200 RT is the obvious choice. Once you've put your foot down on the roadster selector, the evidence is less obvious, the range is plethoric, and the R 1200 R doesn't have the upper hand on the dogma of the collective unconscious. And yet, it's a fearsomely efficient and accomplished machine. Perhaps it lacked a touch of aggression... A hint of impertinence... By giving it the latest water-cooled Boxer engine and a more enticing design, BMW has also opened up a wider dimension in the roadster clan.

the R 1200 R was already an undeniable dynamic success. Adding the most accomplished of the brand's Boxers would have been enough to make it even more effective and enjoyable. But BM wanted to go further, to make a change in order to broaden its customer base and its range of services.
The design alone expresses a desire for emancipation. The R's silhouette has become more dynamic, more youthful, more dashing. The break with theold generation is clear and unequivocal, pushing established codes out of the artists' reach. Paradoxically, this makes it less original, less "elegance-classic", in favor of a more belligerent identity. Double-decker saddle, muscular, trimmed tank, refined rear; but it's the front end that slaps the face of an entire dynasty of R's. Let the circle be no more, in the face of a headlamp with a complex surface. Surprising, modern, inspired and almost disturbing, the lighting sponsor has insolently settled in front of a 45 mm inverted fork. A new twist on one of BMW's most distinctive features: yet another R to get rid of the Telelever. It has to be said that to accommodate the water radiator, and in the absence of a cover to conceal it, the manufacturer had to find space in front of the engine. Dynamics will lose the famous "road feel" inherent to this technology and its virtual absence of dive under braking, but should recover a rigor and sportiness of fine quality. This fork, more classic than the Telelever, is closely derived from the hypersport S 1000 RR. There are worse references. And since the waterborne R intends to invest in daring as well as riding pleasure, this choice seems appropriate.

As does the engine evolution, both logical and inevitable. Logical, since the air/water-cooled flat-twin has practically invaded the entire range - the R 1200 GS had the privilege of debuting it, and the entire R family was to receive it progressively. Inevitable, because the natural trend of evolution and the progress of the competition mean that techniques, mechanics, humans (is it?) and technologies are constantly evolving. This engine is now well known. With a cubic capacity of 1170 cm3, it marks a clean break with its predecessor: water-cooled in the most heavily used areas, it is also distinguished by the integration of a 6-speed gearbox, an oil bath clutch with anti-dribble function, vertical intake and exhaust flows, and increased power. Although identical in every respect to the GS, RT, RS and Adventure models, the revised airbox and exhaust provide more torque. Power from the German block reaches 125 hp at 7,750 rpm and 12.7 mkg of torque at 6,500 rpm. That's 15 horsepower more than the previous 1200 R, and a bonus of half a mkg.
Fiery, more fiery, but with the majesty of this type of motorization and the philosophy of the R. For violence, look no further than the cousinly S 1000 R.
If you'd like to find out more about this engine, I invite you to read the details in the 1200 GS datasheet.

BMW has retained its minimalist but effective frame construction, using the engine as a load-bearing element. However, the tubular steel perimeter structure is new, developed expressly for the 1200 R. What's more, the rear section is now bolted to the main frame. A real relief in the event of a complicated situation, such as a rear-end collision. As a result, you no longer need to change the whole frame, just this section.
At 1515 mm, the new R 1200 R has gained 20 mm in wheelbase. This should optimize stability, which is far from faulty on theold R. We've already seen that the fork has changed radically, while the Paralever EVO monobracket has swapped sides. It's not this change on board that will appeal to the most demanding of road users, but the option of ESA Dynamic damping. This BMW-controlled suspension system is at home everywhere, adapting damping in real time according to the road profile and the information processed in a fraction of a second. The system takes into account angle, acceleration, deceleration and other parameters. In "Road" mode, the system optimizes settings via small electric motors attached to the suspension. Switch to "Dynamic" mode and the overall damping becomes firmer for greater efficiency.

ESA Dynamic as a possible on-board technician; and that's not all. Whether standard or optional, the R 1200 R comes with its own panoply of electronic modules. Standard features include ABS, "Rain" and "Road" riding modes, and ASC traction control. After that, it's up to you and your budget. For example, for 300 bucks, you can add the "Pro Driving Modes", allowing you to swap ASC for more efficient DTC traction control and upgrade the modes with the addition of "Dynamic" and "User". Let's take a look at the differences:
- Road: riding aids are set to ensure an optimum balance between performance and comfort on all roads.
- Rain: adapts the bike to low-grip roads. In addition, the bike reacts more smoothly to acceleration.
- Dynamic: emphasizes the bike's sporty side. Spontaneous response to acceleration and discreet DTC intervention enhance the bike's dynamic potential.
- User: riders can configure the R 1200 R as they wish, not just in terms of throttle response. In this mode, the DTC setting characteristic can be configured according to the rider's wishes and needs. For example, the DTC modes "Rain", "Road" and "Dynamic" can be individually combined with the acceleration laws of the "Rain", "Road" and "Dynamic" modes, which determine the acceleration response.

after that, there's plenty to tempt you, as with every delicacy that a premium manufacturer knows how to enhance. With the Pro shifter, which works on both upshifts and downshifts, the clutch handle becomes almost obsolete. And the Keyless Ride, which lets you keep the key in your pocket at all times. That can be nice too.
Yes, it's cool, but it can quickly get out of hand. Think heated grips, ESA Dynamique suspension, cruise control, tire pressure sensor... And the H-shaped daytime running light, the center stand, the little LED indicators can all be nice, and we've just broken the 16,000 barrier. A BMW is still a BMW: valued, expensive, almost à la carte, with its clientele.

the R 1200 R wants its customers to feel more playful, more enterprising, to give it life on the road. The wide handlebars invite a more compact, forward-facing riding position. It's out of the question, however, to be more abrupt at the helm. The BMW takes traditional care with ergonomics. The seat, for example, is available in no less than 4 different heights. As standard, it peaks at 790 mm. As a free option, taller riders can opt for the 820 mm version, or the 840 mm version; on the other hand, a 760 mm version is available. Clutch and brake levers are also adjustable to 4 positions.
What do the brakes say?!? Serious, as always. The front features two 320 mm tracks and 4-piston calipers, which are now fixed radially. For the right-footed officer, a 276 mm disc with 2-piston caliper will be in concert. Hardy riders will appreciate the option of disconnecting the ABS.
Alongside the grips, the translucent jars housing the DOT have been replaced by less sporty elements. The choice is yours. The dashboard has undergone an even more radical change. It's the same story as for the design: it had to be rejuvenated. The instrument cluster retains a needle and a circular track to indicate speed. On the right, it's all digital, with a long window displaying engine speed, gear engaged, trips, fuel consumption, clock and more. The display can be customized in 3 modes: a full mode (Style 0) with two display zones, a Sport mode (Style 1) and a Touring mode (Style 2) with a reduced number of displays. For simplicity's sake, there's no substitute for a closer look at the image gallery. But whatever the mode, the size of the screen is just right to appreciate the information displayed. The "Pro on-board computer" option lets you add even more information to the display and control a few functions (daytime running lights, gearshift indicator).

Water is good for the heat, but it's heavy. Just like the knick-knacks BM has added all over the place. The R 1200 R has put on 8 kilos, for a total of 213 units on the scales. This shouldn't be too noticeable when riding, as BMW knows how to build bikes that don't care about weight.
Less quiet in the head than in the past, the 12R is not offered in several colors, but in several styles. Depending on the "trend" chosen, different colors and looks. From this, we can conclude that the new R 1200 R wants to get out of the nicer neighborhoods and hit a few hooligans... No; let's just say the lady's tired of having a good time and wants to move on to other distractions ;-).

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