R1200R... a BMW consensual

Considero-a a moto "Belenenses".... ou seja, praticamente toda a gente simpatiza com ela, apesar de não ser a preferida da maioria (tirando alguns verdadeiros seguidores ou adeptos). Sempre foi e ainda é talvez das BMW mais consensuais, sem cair em exclusividades, mas afastando as modas GS'istas.
No entanto é das motos que melhor espelha a imagem tradicional da BMW, herdando os genes da primeira motorrad, a R32.

Anunciada na Intermot e de seguida mostrada na EICMA, torna-se assim na 4ª boxer a herdar o liquid/air cooled, depois da RT, da GS/GSA e da também recente RS, fazendo com que na serie R apenas a NineT se mantenha com a última geração do flat twin arrefecido a ar/óleo.

Juntamente com a RS, com a qual compartilha quase tudo à excepção da roupagem, abandonou o típico telelever em detrimento de uma suspensão de forquilha invertida, "electronizou-se" ainda mais, e (para mim, na minha humilde opinião), de modo um pouco prejudicial para o conceito roadster, que sempre defendeu, ajaponesou a sua imagem, com aquele farol e aquela traseira à boa maneira Honda.

Sras. e Srs..... BMW R1200R 2015!  clap


2015 BMW R1200R – First Ride
A great bike with a sweet boxer engine and useful tech that makes you forget about the rain.

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The new BMW Motorrad R1200R is a boxer roadster with a big brain. It used to be that rain could ruin a motorcycle’s riding introduction, but not with this bike. With the abilities of the new BMW Motorrad R1200R, a day in the rain just doesn’t matter. You simply push the “Rain” button and go. Well, that, and try not to be a complete idiot; it does still only have two wheels.

BMW’s GS models are hugely popular with enthusiasts and motojournalists, but the new R1200R just might change that. For those desiring a sportier, simpler, sweeter-looking, more-street boxer, the R1200R is a smart alternative. BMW Motorrad’s concept of the R1200R is all roadster, harking back to the company’s R32 roots while reaching forward into the all that today’s rider assists offer. It’s a slim, chopped, barebones bike, with only the material essentials. Plus, yeah, a few other things. Like the highly appreciated heated grips.

The new 1,170cc, vertically aspirated, opposed-twin boxer engine powers the R1200R. This unit first appeared in the R1200GS and R1200GS Adventure, and is now also found in the R1200RT and R1200RS. It produces a claimed 125 hp at 7,750 rpm and 92 pound-feet of peak torque at 6,500 rpm. If you’ve been sleeping during this boxer revolution, it’s time to take notice that this version has its throttle bodies on top of the heads, with the exhaust ports on the bottom, leaving behind the heritage design of the intake on the backside and the exhaust pumping out the front. It’s not as pretty as the old version but it is more efficient, with form following function and flow following gravity. The modified airbox and reshaped intake snorkels also help it breathe.

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This new boxer is also cooled with liquid, a conventional water/glycol solution. Yet the engine continues to be air-cooled too, and it even has a few fins to prove it. One should consider though, if the jugs had no fins the looks would likely be tragic. So let’s just pretend we’re onboard with BMW’s narrative.

Drive is through a six-speed gearbox with a wet, anti-hopping, magic clutch, hooked up to a maintenance-free cardan shaft positioned on the left-hand side, as per BMW’s long history.

Unique to the R1200R’s structure is the engine serving as a stressed member, in concert with a new, tubular steel “bridge” frame. The Telelever front suspension is unconventionally replaced, for BMW boxers, by a conventional upside-down fork with telescopic 45mm tubes, a la the S1000R. Two versions are available: un-adjustable Marzocchi fork legs and a Sachs shock with a knob for manual preload adjustability (plus a rebound adjuster), or optional Electronic Suspension Adjustment. With ESA, both gold Sachs fork tubes have springs, while only the left side has damping and the ESA adjustor (but no preload adjuster). The rear has a Marzocchi shock with ESA preload and damping adjustments. Whether these mixed suspension choices are technical or political, we don’t know.

The steering head angle is 27.7 degrees from vertical, which is a bit raked out for a sporty bike. Trail is a rather long 4.9 in. An EVO Paralever does the business in the rear. The frame is largely exposed, for a muscular aesthetic, and the rear tubular steel subframe is bolted to the main frame at four points. Weight distribution (static, without a rider) is at a claimed 50:50, and the wheelbase is 59.7 in., also on the long side for a sporty-type of bike. A claimed dry weight of 508 lb. is quite respectable.

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The R1200R’s headlight is narrow and pushed back into the fork legs. It can be specified with an LED running light as an option. The all-new gauge cluster is thin and smart, accomplished with a (digital) analog speedometer. The TFT digital display has a light sensor that automatically adjusts brightness and switches between day and night settings. An onboard computer is, of course, standard, and has three display modes: Full: (Style 0) information can be individually arranged; Sport: (Style 1) a bar graph displays the engine speed, and a digital tach readout is available; Tourist: (Style 2) an additional numerical count-out speedometer is activated and the computer information only appears in two display panels at the bottom.

Available for display with the standard R1200R computer are: total mileage, trip 1 and 2, fuel range, ambient temperature, engine temperature, average fuel consumption, average speed, oil level, tire pressure, date (date?), and set-up. With the optional Computer Pro, the menu also includes: activating the anti-theft alarm system, GPS time (if the BMW Navigator V is installed), an optional automatic daytime running light, and switching on the prompt for fuel-saving upshifts. Additional displays can include: automatic trip recorder, average fuel consumption 1 and 2, current fuel consumption, voltage, total timer, ride timer, service date, distance to service, and a reminder to call mom on Mother’s Day. Maybe not that last one.

A Keyless Ride System is optional, with a powered fork lock and fuel-cap release negating the need for a physical brass key thing. With Keyless Ride, the “key” stays in your pocket, unless you want to remove the seat. Once started, the bike runs keyless, but if it’s shut off and the key isn’t with you, you’ll need a phone. We’ve seen proof of that.

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Although the suspension mechanicals are by Sachs and Marzocchi, the ESA’s software is by BMW. For all R1200Rs, ABS, ASC and two riding modes are standard: “Rain” and “Road.” In “Road” setting, the Dynamic ESA provides the proper damping regardless of riding conditions or load. Other data monitored for dynamic adjustments are acceleration and deceleration. “Rain” mode is for low-grip conditions, providing a gentler throttle response, even if you don’t. The Dynamic ESA is preset to “Road” but switching can be accomplished on the fly.

The optional Riding Mode Pro features Dynamic Traction Control (DTC) in place of the standard ASC system, and it offers two additional riding modes. DTC features a “sensor box” that detects banking. The “Dynamic” mode provides instant throttle response and “restrained intervention” by the DTC, for sporty performance, while “User” allows riders to custom configure a mode. “Rain,” “Road” and “Dynamic” can be combined for personal preferences by the rider, perhaps because you think you’re smarter than a fleet of BMW engineers and test riders.

ABS-assisted braking is standard on the R1200R, and it can be switched off. Two radial-mounted four-piston calipers and 320mm discs are out front, with a 276mm single disc and two-piston caliper out back. There are 17-inch light-alloy wheels at each end: 3.5 in. wide in front, 5.5 in back. Tire sizes: 120/70ZR-17, 180/55ZR-17.

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Gear Shift Assistant Pro is standard on the R1200R. It provides smooth shifting without clutching. When downshifting, close the throttle, but don’t blip or clutch. The bike automatically “double-declutches” to adjust engine speed, which is reduced or increased as necessary, determined by powertrain load. No shift assistance is provided when the clutch is disengaged, or when shifting up with the throttle closed; just hold it open and wiggle your foot.

Rather than having an adjustable seat, since an individual owner’s height doesn’t tend to vary, there are four seat heights to choose from when the bike is purchased. Three bike color and style choices are available: “Style 0” Cordoba Blue non-metallic; “Style 1” Light White non-metallic with Racing Red frame; “Style 2” Thunder Grey metallic with Agate Grey metallic matte frame.

Options for the R1200R that are available with packages can also be ordered individually, with the exception of the onboard computer Pro. The long list includes: Comfort Package: chrome-plated exhaust system, heated grips, RDC; Touring Package: dynamic ESA, preparation for navigation system, onboard computer Pro, pannier holder, center stand, luggage grid with hand grips, cruise control; Dynamic Package: riding mode Pro (including DTC), Sport windshield, LED indicators, daytime running light; plus the individual options of: Keyless Ride, Gear Shift Assistant Pro, Anti-theft alarm system, High rider’s seat (32.3 in.), Low rider’s seat (29.9 in.), Comfort pillion seat, HP milled clutch lever, HP milled brake lever, and HP milled rider footrest system.

As you can see, although the R1200R’s design concept is roadster, it’s the best-equipped, high-tech, stripped-down bike you’ll find today. But its computerized brilliance doesn’t insult its street cred; it just makes it an overachiever among the less-talented brutes. And it’s damn nice looking from head to tail. Except for the EFI tubes. It actually hides its radiator well.

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Even in the rain, the R1200R is so easy to ride that you can forget that this hasn’t been your regular street bike for the last dozen years. The seat provides a level of comfort that proves that there’s no reason for so many other bikes to be rough with your butt. And the seat height is perfect, because of the standard optional heights.

The controls are well placed on the well-placed bars, and, after getting accustomed to the half-dozen of them on each side, operation quickly becomes second nature. The levers are adjustable and the mirrors actually provide a view out back. The footpegs are likewise where your feet want them, at least for a 5-foot-10 rider, and all levers function with ease yet certainty.

The R1200R I rode was outfitted with all rider control options. But since our ride was in rain, we were in “Rain” mode for nearly every minute of it. Yet, even with that, available power was never a concern. Most surprising about the power delivery, even though it is a four-valve big twin, is that you can be in nearly any gear at any rpm and the R1200R just goes. It’s generally impossible to lug the engine, and if the bike’s in a higher gear than you might want, just twist the throttle sooner. Smooth delivery comes at every rpm and in every throttle position. It has more claimed low-rev torque than the R1200GS, GS Adventure and RT, and you’ll notice it. Proof: After our mountain ride, the journalist in front of me remarked how he’d been in fourth gear through all the tight stuff, while I’d been in second. Each of us rode happily, though his choice was goofy. I’d wonder why he was often braking where I wasn’t.

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The “autoshift” feature is half totally great. The R1200R seemed to jump a bit on upshifts, even with throttle held open as required. But clutch-less down shifts are blazingly smooth; you just close the throttle and bang it down. The bike goes into each lower gear perfectly, instantly matching engine speed to road speed. Once trust is given that a false neutral won’t attack, railing up to corners and slapping the shifter down a couple gears becomes great entertainment. It’s remarkable.

ABS on wet roads is quite an okay feature to have, thank you BMW. But one needs to remember that even a smart bike like the R1200R has limits, and going too fast while leaned over would be your own damn fault. In general, the braking, like everything else this bike does, is without flaw, glitch, grabbiness, worry, or stress.

Since we needed to ride gently for most of our time on the R1200R, I cannot evaluate the reaches of the suspension. A chance at a dry, tight road and some ham-fisted throttle was well missed, as was never having the chance to feel that patented rising rear under hard acceleration. That said, the R1200S felt supple yet proper, without excess brake dive or undue weight shifts. Also, there were numerous speed bumps in the urban areas, yet I never felt a need to stand up while crossing them. Steering was neutral, even on the wet roads that were not the best measure of handling performance. A non-adjustable steering damper, just below the lower triple clamp, is standard.

All told, new R1200R is exactly what you’d expect from BMW, a great machine that’s at the forefront of motorcycle world with its eletronically assisted abilities. It’s funny how the boxer—a design considered dated 30 years ago—has been dragged out of likely retirement and turned into one of the most able, all–around, naked, street-performers on the market, of any engine configuration. You, the enthusiast, get credit for making that possible; BMW Motorrad gets credit for making it happen.

2015 BMW R1200R
TYPE Air- and liquid-cooled flat-twin, DOHC
BORE x STROKE 101.0 mm x 73.0 mm
CLAIMED HORSEPOWER 125 hp at 7,750 rpm
CLAIMED TORQUE 92 lb-ft at 6,500 rpm
ALTERNATOR Three-phase alternator 508 W
BATTERY 12V/12 Ah, maintenance-free
GEARBOX Six-speed
FRAME Tubular steel with bolt-on rear, stressed engine
FRONT SUSPENSION Inverted 45mm fork
REAR SUSPENSION Cast aluminum single-sided swingarm, BMW Paralever
WHEELBASE 59.7 in.
CASTER 4.9 in.
WHEELS Cast aluminum
RIM, FRONT 3.5 x 17 in.
RIM, REAR 5.5 x 17 in.
FRONT TIRE 120/70ZR-17
REAR TIRE 180/55ZR-17
FRONT BRAKE Dual 320mm discs, 4-piston calipers
REAR BRAKE Single 276mm disc, double-piston caliper
LENGTH 85.3 in.
SEAT HEIGHTS, UNLADEN WEIGHT 29.9, 31.1, 32.3 in.
RESERVE Approximately 1 gal.


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Gosto bastante do modelo, apenas a instrumentação está um pouco mal colocada... muito alta e demasiado para a frente... o escape também não foram muito felizes na escolha da forma... tenho de olhar melhor para o radiador... de resto... agrada-me... manda vir..

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Gostava bastante da anterior.
Esta parece-me uma Hornet com motor boxer.

(11-12-2014 às 21:03)nelsonajm Escreveu:  Gosto bastante do modelo, apenas a instrumentação está um pouco mal colocada... muito alta e demasiado para a frente... o escape também não foram muito felizes na escolha da forma... tenho de olhar melhor para o radiador... de resto... agrada-me... manda vir..

Tem alguma proliferação "intrusiva" de plásticos, que para uma roadster, prejudicam-lhe a imagem.
No entanto, acho que na irmã RS, ao adoptar uma semi-carenagem com ópticas assimétricas (imagem de marca da BMW desde há alguns tempos), esta "platificação" já se ajusta ao conceito.

Para mim, sempre gostei muito da R1150R (e estive para comprar uma).... e da última R1200R classic!

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Depois de a ter visto ao vivo e sentado nela na FIL, estou encantado ! Bonita, confortável, tecnologia q.b.

Pena o preço ser pouco amigável lol

Quão fácil será marcar um Test-Drive nesta máquina ? bigsmile

[Imagem: wsv79s.jpg]vroom !

(13-04-2015 às 11:40)gordep Escreveu:  Quão fácil será marcar um Test-Drive nesta máquina ?  bigsmile

A BMW é das marcas com a política de TD's mais facilitada (herança do mundo automóvel?).

Vais ao site BMW-motorrad, escolhes o modelo, e depois tens a opção de pedir TD. Preenches os dados, e em poucas horas serás contactado.

A R1200R está disponível desde Março passado (quando foi oficialmente apresentada, juntamente com a nova F800R), para TD.
E estou a aguardar para fazer, mas à irmão "vestida", a R1200RS. Mas esta só lá para meados de Maio / junho é que estará "available".

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