Motorcycle specifications BMWR 1250 RT 2020 The vigor of latitudes

She's reached it. That delicate, impalpable point of balance where nothing should be touched. The RT, the symbol of the motorcycle tourer, has reached such a level of maturity that BMW no longer dares to change either form or content. On the engine side, however, we're witnessing a major evolution. Accompanied by a breeze of technological contributions all over the machine. Enough to crush the competition? It's already done.

The RT had carefully nipped at the heels of the Pan-European, Trophy, GTR and Norge; the maxi-trailers finished them off. Today, only the FJR 1300 is left to face it, with its Japanese weapons and its big, muscle-packed 4-cylinder. The Boxer is not impressed. You'd think it would fight back with this 1250 chapter, but not at all. It simply continues its natural evolution since the advent of '4 valves per cylinder' in 1992. Ten years ago, it was fitted with double ACT, and more recently with mixed air/water cooling and a unified gearbox and engine. With the 1250, it's double-caliber. Let's take a closer look.
A little more bore, a touch more stroke, a ladleful more 84 cm3. The recipe seems too simple! BMW wants to offer more than that, a smoother vision of driving. In addition to its 1254 cm3 displacement, the engine features variable valve timing.

look closely at the cylinder heads: a Shit Cam monogram appears. This is the name of the technology the brand has been working on for some time now. The idea is to vary intake valve opening control according to engine speed. Two profiles, two ways of filling the cylinders. For each valve, there is not one but two cams - one at partial load, the other at full load, opening asynchronously to form a gas vortex. This optimizes fueling at low revs, while still delivering power at high revs. Whereas with a single cam profile, it's all a question of compromise.
How do you switch from one cam to another? By sliding the shaft. On one side, a kind of barrel controlled by an electromechanical actuator enables this movement and thus the selection of one or other set of cams.
I'll quickly list the other evolutions - toothed chain drive for the ACTs, double knock sensor, optimized lubrication, dual-jet injectors, revised exhaust system - to arrive at the Boxer's enhanced efficiency. Peak power here is 136 hp, 11 more than the 1200. Torque is even greater, with a copious 14.5 mkg, up by almost 2 mkg and comparable to a larger displacement.
And the best part isn't this increased vigor. Its availability and roundness are far more expressive. Torque is more than 11 mkg from 2000 to 8250 rpm, and more than 12 mkg between 3500 and 7750 rpm. Never before has a BMW Boxer been so powerful, not even on the HP2 Sport. A little extra bonus? It's more fuel-efficient and quieter.

As you can see, the star of this new RT generation is this engine, clearly revisited, technical to perfection, and stronger every time. But can we really speak of a generation when we see this RT so little changed in terms of looks? Everyone will agree, however, that this interstellar range was uncritical in terms of both protection and design. There's an engine cowling, several styling natures, distinctive cylinder head covers... and that's all. It's rare that a BM doesn't modernize its plastic by renewing its powertrain.

So, Madam of the Road, you're betting everything on your heart to win over the hearts of heavy-duty drivers? Hasty judgment, I'd say. We're in a phase of technological expansion where safety-enhancing modules are flourishing within sensors and algorithms.
For some time now, two driving modes (Rain / Road), ABS Pro, dynamic brake light and ASC traction control have been extending the gesture of the right hand. Hill Start Control is now standard equipment, rather than an optional extra.
By the way, what's in the R 1250 RT's additional catalog? Among the hundred or so accessories and options, you'll find Akra mufflers, HP parts, luggage, Option 719 customization parts, heated saddles with different heights, a Pro shifter, Pro riding modes (Dynamic mode + traction control), GPS, emergency call, 250 ml body + motorcycle shower gel (true story)... and something new,

It's all at the brakes. Not for the material, still very good with its 320 mm discs bitten by Brembo 4-piston radial clamps. Rather, it's about adaptation. The new Dynamic Brake Control (DBC) intervenes during heavy braking to reduce engine torque and give maximum power to the rear brake. The bike is better stabilized and brakes shorter.
For those who appreciate adaptive comfort, 'Next Generation' ESA arrives on the RT. First introduced on the R 1200 GS in 2017, this automatic damping system takes on board load. It modulates the work of the suspensions according to road conditions, driving style and choice of damping type, adjusting ride height and suspension efficiency.
I'm surprised that the design hasn't changed; it looks like everyone's working in the engine and electronics departments.

This almost makes us forget the great virtue of the BMW RT: driving! Far, long, serenely. You can still take advantage of a riding position based on decades of experience, an on-board multimedia package, a 20-liter fuel tank, suitcases ready to hold a weekend's belongings, and a seat adjustable to two heights, 805 or 825 mm. Other heights are available as options. The dashboard, still very complete with its color digital display and attractive meters, is not outdated, but could do with a little grooming. The unchanged chassis logically retains its high level of comfort, with the Telelever fork and Paralever monobracket anchored to a tubular steel frame.
And the weight? Five kilos more. How serious is that, Doctor? Just think: on a machine weighing 279 kilos, you won't notice any difference. And with the power of the engine, you'll have the impression that it's 30 kilos lighter during acceleration.

then comes the tricky part, the choice of color. This is more complicated now, as we no longer think in terms of colors, but in terms of style. On the RT, as on other Bavarian models, it's not just the paint that changes. You'll see.
- Let's keep it simple and classic, and opt for the basic color. Nice paintwork, a few touches of black, a nice touch of metallic silver. It's soft and elegant.
- The Elegance version is more precious, more elevated. More contrast with silver metallic against a dark coat, gold brake calipers and a few chrome elements
- Want to get noticed? Then there's the Sport version. A strong red color, matte gray cylinder head covers, gold brake calipers and a shorter bubble give it a more dynamic look.
- Last but not least, the Spezial versions offer a more noble look. The proprietary color scheme takes hold on more surfaces; there's chrome, specific finishing details, and a certain tendency to make you covet the 719 Options.

More self-confident than ever, BMW's tourer sets out to make driving even more rewarding, raising it to a level of superior pleasure... that the previous model had already set high. Its 1250 engine is still the talk of the town. We can always complain about the robust pricing, the endless list of options and the technological overabundance of products from the other side of the Rhine - but you have to admit that the bike is totally accomplished, efficient and serene in its missions. A BMW R 1250 RT desires the roads, and perhaps those roads didn't dare match it with such a temperament.

M.B - Manufacturer's photos