Audio systems on bikes. What’s that all about?
I can sort of see the attraction of cruising along Route 66 on a Harley in a T-shirt and jeans with Steppenwolf’s Born to be wild blasting out from the speakers.
But on BMW’s R 1250 RT, bombing down the motorway with Abba’s Dancing Queen fighting a losing battle against lorries, wind noise, a well-padded helmet and earplugs seemed as pointless an exercise as sending Theresa May to Brussels.
Don’t blame me for the music. Blame Cool FM.
Maybe I’m spoilt from having a hi-fi at home which is worth more than Albania and, in any case, when I’m riding a bike, I prefer listening to the voices in my head.
You know, the ones from the aliens telling me they’ve still got Elvis in custody.
Anyway, where was I? Ah yes, bombing along on the RT, BMW’s top-of-the-range sports tourer.
I loved the previous 1200cc version of this – fast, stable and comfortable, its only flaw was the dullest instrument panel in the known universe, with white-on-grey analogue speedo and tacho.
Thankfully, this time it’s been pimped a bit, with analogue speedo and tacho flanking a digital information panel, although it’s still not as good looking as the glorious TFT screen on the GS.
Above all that is a sat-nav made by Garmin for BMW.
Bad move. Garmin GPSs are to intuitive use what George Best was to sobriety.
We have one in our syndicate microlight and the information manual is the size of War and Peace. And I used one for a trip in Portugal on a GS which stubbornly refused to recognise any combination of post codes, street names or hotel names I tried to enter.
Why, oh why, when a friendly word in your phone’s ear and it’ll find anywhere on the planet?
End of rant. Superb mirrors, though.
I rode off and the low-speed steering was so vague that after 50m, I stopped to see if the front tyre was soft. It wasn’t. Weird. Mind you, I’d just been riding the new R 1250 GS, the low-speed handling of which is astonishing for a 268kg bike.
At speed, thankfully, it was planted, plush and agile, especially with the brilliant electronic suspension adjustment.
And that new engine is a gem – with capacity up from 1170cc to 1254cc, power up from 125bhp to 136bhp and torque up from 92 lb ft to 105 lb ft, you’ve got significantly more grunt at your disposal for effortless overtakes without even bothering to change down.
Even better, a really clever new shifting camshaft varies the valve timing for a much more linear power delivery than the previous 1200 RT, giving gloriously smooth oomph from about 2,500rpm all the way to the redline.
At £14,415, the base model has Rain and Road riding modes, automatic stability control and hill start.
At £18,480, the LE version I rode has more riding modes, electronic suspension adjustment, dynamic braking which juggles engine torque and front and rear brakes for flawless stopping, keyless ignition and that audio system.
It’s also got a quickshifter, although as on the GS, I found it so clunky I went back to using the clutch. It’s important to keep these old traditional skills alive, after all.
On a cold winter day, I was glad of the heated grips and seat, both so effective that at maximum setting, I was briefly concerned that my bum was going to burst into flames and I’d have to sue BMW for arson.
In short, if Carlsberg made sports tourers, this would be it, especially with that new engine, but if I had that sort of money, I’d still go for a GS.
Oh wait, I forgot – I’ve spent all my money on the hi-fi.
*Test bike supplied by Charles Hurst BMW Motorrad charleshurstgroup.co.uk/bmw/
The Facts
Price: from £14,415
Engine: 1254cc semi-liquid-cooled boxer twin
Power 136bhp @ 7,750prm
Torque: 105 lb ft @ 6,250rpm
Colours: White; black; red/slate
