bmw r1250rs tft display quotation

FULL POWER AHEAD: BMW ShiftCam is the name of the innovative technology that lets you accelerate faster from any speed. This is achieved by means of a variable camshaft control system. The increase to 136 hp gives you more power and, with the capacity expansion to 1254 cc, the possibility to make another sprint in the fast lane. The increase in torque (max 105 lb-ft) is noticeable in every rpm range, delivering the typical boxer punch an pure riding pleasure.

BMW MOTORRAD OPTION 719: You now have even more options to make your BMW R 1250 RS your own bike: With the design-defining Option 719 Billet Packs Classic, Storm and Shadow, all three are very exclusive and high-quality factory-fitted customisation options. With the two-colour Option 719 wheels, you can make your R 1250 RS even more exclusive. The sports silencer also makes a statement on performance.

TFT DISPLAY WITH CONNECTIVITY: Connect your smartphone to your bike via Bluetooth. The 6.5-inch TFT display shows you everything about your motorcycle and offers you in conjunction with the smartphone app additional features such as navigation, music and phone.

CONNECTIVITY: Connect your smartphone to your bike via Bluetooth. The 6.5-inch TFT displays important information from the motorcycle and offers you, in conjunction with your smartphone app, additional features such as navigation, music and phone.

The open road provides plenty of opportunities to either go fast or enjoy the view. They’re not mutually exclusive, not when the 2022 BMW R 1250 RS comes into play. This modern sport tourer can easily keep up with everything else the segment has to offer, doing so with impeccable aplomb. Hop onto the saddle and you’ll be taking charge of 536 lbs. of precision. It has BMW Motorrad engineering ready to barrel down the nearest stretch of asphalt that’s both swift and sure-footed, whether you’re cruising past landmarks in the city or opening up the throttle on the freeway. And that’s not even mentioning the comfort guaranteed by the ergonomic riding position for both rider and passenger. The 2022 BMW R 1250 RS is a two-wheeled rocket you either launch or lounge around the scenery with, and it will still bring a smile to your face, just like the reviews say. The 2022 BMW R 1250 RS is now for sale in Riverside, CA, courtesy of BMW Motorcycles of Riverside. We’ve got a generous inventory filled with new and used motorcycles along with a plethora of genuine options that will boost your ride. Our in-house promotions will have you riding your very own R 1250 RS home in no time, backed by BMW Motorcycle service that’s unmatched by any other outlet in the city. Our BMW Motorcycle dealership is conveniently located near Corona, San Bernardino, Ontario, and Los Angeles. We’d love to field your inquiries or better yet, have you visit our showroom at your earliest convenience.

The 2022 BMW R 1250 RS is a thing of beauty on two wheels, especially with the redesigned fairing surrounding the two-section frame, making it take on the appearance of a bird of prey. Twin full LED headlamps give off an intimidating look, resting just below the compact windscreen. The chiseled 18-liter fuel tank follows, enhancing the athletic look as it flows into the leather-wrapped saddle that’s available in Standard, Sport, and Extra Low to accommodate a variety of riders. Between the handle grips lies the 6.5-inch TFT screen that legibly displays essential information on the motorcycle’s operations. A downloadable app unlocks even more functionality, with your smartphone now able to connect via Bluetooth® for communications, music, and navigation. The entire package is available in a choice of three striking color options: the classic Black Storm Metallic, Style Sport in Light White, and Style Exclusive rendered in Imperial Blue Metallic with matching gold and silver accents.

A load-bearing 1.2L four-stroke flat-twin engine is responsible for giving the BMW R 1250 RS power, with 136 hp and 105 lb.-ft of torque generated by its dual overhead camshafts. Power is routed to the rear wheel with a constant-mesh six-speed gearbox, transmitted by shaft drive. BMW ShiftCam technology automatically adjusts camshaft timing to deliver acceleration and pulling power throughout the rev range, making it easier to take on the winds and winding roads head-on. Ride Modes Pro beefs up the standard Rain and Road settings with Hill Start Control Pro and Dynamic Brake Control. Dynamic ESA automatically regulates the front upside-down telescopic forks and rear BMW Paralever damper for superior ride comfort and handling. BMW Motorrad also paid close attention to stopping power, with the switchable ABS optimizing the front dual floating and single rear disc brake for maneuverability even in emergency braking situations. Sleek and sporty come together in one fantastic motorcycle with the 2022 BMW R 1250 RS, now available at BMW Motorcycles of Riverside.

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Welcome Guest! If you are already a member of the BMW MOA, please log in to the forum in the upper right hand corner of this page. Check "Remember Me?" if you wish to stay logged in.

the forum, the club magazine, and all of the discounts and benefits the BMWMOA offers?Want to read the MOA monthly magazine for free? Take a 3-month test ride of the magazine; check here for details.

Each trip is determined by two factors: time and distance. Get more out of every tour with the BMW R 1250 RS. Simply put: #RideAndShare. The new boxer engine’s impressive 143 Nm of torque and an output of 100 kW (136 hp) accelerate you to your travelling speed faster than ever. Innovative BMW ShiftCam technology offers you more torque and impressive elasticity throughout the entire engine speed range. As a result, you will be able to accelerate in any riding position. The newly designed front with full LED headlight conveys a fresh, sporty and aerodynamic look. One thing is certain – no matter how far you have come and in what time: with the R 1250 RS, your riding pleasure increases with every metre travelled.

The R 1250 R is designed for a dynamic appearance. Equipped with the all-new Boxer engine – with a maximum torque of 105 lb-ft, the reworked engine delivers more power than ever before. The variable camshaft control BMW ShiftCam is innovative technology that offers optimum performance in every engine speed range. During a relaxed cruise or a sporty tour, experience the pure thrill of riding along with the typical punch of the Boxer engine.

Right from the word go, you can feel the superior qualities of the Boxer engine: the variable camshaft control system, BMW ShiftCam, ensures a even power delivery in every engine speed range. With a capacity increase to 1,254 cc and a maximum torque of 105 lb-ft, the new engine offers a performance boost that is available at any time. Catapult yourself out of even the tightest of corners.

• Headlight Pro BMW Motorrad has been a pioneer when it comes to motorcycling safety for decades. Thanks to its innovative strength, the manufacturer quickly established itself as a trendsetter in this field, and will continue to achieve new benefits when it comes to motorcycling safety in the future. The latest example for BMW Motorrad’s innovative strength in this field is the full-LED headlight with integrated daytime riding light, which is available for the first time in series production motorcycle- the R 1200 GS. This LED main headlight illuminates the road with a hitherto unmatched light clarity as the only one of its kind in the world. The LED for the high-beam headlights is vastly different and has a strong light intensity with its two glass lenses. Furthermore, the optional accessory also has a tail lamp, which provides an even better rear view with its two bars.

• Connectivity The optional accessory BMW Motorrad Connectivity provides motorcyclists with an innovative solution for daily navigation, using multimedia and riding-related information with the clearest layout and intuitive operations: connecting the motorcycle, smartphone and helmet via Bluetooth results in completely new possibilities. The multi-controller ensures that the functions are easy to operate at all times. The traditional electronic instrument cluster gives way to a large, clear TFT-display, which gives the rider constant access to navigation, phone calls, media and additional vehicle information as well as information that was previously displayed, such as speed and revs. On top of this, there are more additional functions available with the free BMW Motorrad Connected App. Connectivity gives motorcyclists the opportunity to focus on what really matters: the streets waiting to be discovered.

‘Now listen carefully Bond…this new R1250RS has a lot of special features.’ Looking through the press pack on BMW’s new R1250RS it’s all too easy to go gizmo-blind. As well as the multiple riding modes and (optional – but almost everyone chooses them) electronic suspension system’s settings, there’s the traction control, auto hill-start functions, ABS, quickshifter, auto-preload-setting, keyless ignition, multiple display modes on the new TFT screen, fly-by-wire throttle, tyre pressure sensors, LED running lights, Bluetooth connectivity and turn-by-turn navigation directions via the app.

The truth is that for all the new tech (much of it was previously optional but now fitted as standard), the two things you need to know about BMW’s R1250RS are that the superb ShiftCam engine is probably even more suited to this bike than the naked R1200R or GS and that the TFT display fixes the biggest single problem of the old R1200RS – that the typical middle-aged RS customer’s eyes were no longer able to read any of the digits on the teeny, tiny LCD display.

The standard bike starts at £12,100 which comes with the new TFT display, traction control, two riding modes (road and rain), cornering-ABS, conventional (non-electronic) suspension, pannier mounts and a traditional key for the ignition and fuel filler and hill-start assist.

To put that in perspective, the standard RS is a few hundred quid cheaper than Honda’s CB1000R and a full £5k less than the KTM Super Duke GT I rode down to the launch on. You can (and should) argue that the KTM makes much more power and has many of the BMW’s optional gadgets as standard, but I’d argue that the BMW’s engine is (much) better regardless of power figures and I’d rather have the conventional suspension, shaft drive and a physical key plus £4k in my pocket, if only the good bits of the KTM weren’t so flipping good (more of that later).

The twin-cylinder, water-cooled ShiftCam boxer engine is the same as in the R1200R, GS and RT models. One of the BMW tech team, on hand to answer questions explained that they had initially considered different levels of tune, but were happy with the versatile performance of the motor and the only differences between models are in the choice of final-drive gear ratios. The R and GS models have the shortest gearing, the RS has slightly longer ratios for more relaxed high-speed cruising and the RT has the longest for relaxed touring.

The cleverest part of the ShiftCam system (which alters the valve timing by using two sets of lobes on the intake cam, but also allows the valves to open autonomously on each cylinder which also increases gasflow) is that it is undetectable in use. Unlike Honda’s VTEC or Suzuki’s GSX-R1000 system, where there is a noticeable physical feeling in operation, the BMW system is seamless. And unlike Ducati’s system, it really does make a big twin as punchy as you hoped at low revs and as fast when chasing the redline too. ShiftCam sets a new benchmark in motorcycle VVT systems – it’ll be interesting to see how the competition evolves.

BMW call their quickshifter gear-assist pro. Under certain conditions – big throttle openings in the lower gears, driving hard – it works well enough. But when you’re chugging along in touring mode it’s not consistent, missing or messing-up one in every 20 upshifts and that’s not good enough. It’s better when downshifting, but still no smoother than just using the light clutch.

BMW’s electronic systems make an interesting comparison to the competition. The throttle and quickshifter feel slightly numb (as does the clutch action) as if there’s too much electronic manipulation going on. Compared to a KTM which feels like its systems have been developed by a fanatical engineer whose home will be full of marble surfaces, sharp edges and brushed aluminium toilet paper, the BMW has more of a soft-furnishings, pastel colours and maybe even a bean bag kind-of feel. Does that make any sense? Ducati’s lie somewhere, confused between the two. The BMW systems all work well but lack the directness and aggression of the KTM system.

One area where the BMW scores highly is ease of adjustment. There are more buttons to push on the R1250’s switchgear than the competition (and the ‘what-does-it-do-again?’ wheel still means a long stretch for your thumb to the indicator switch), but the upside is that swapping suspension settings is now just two pushes of a button, the heated grips are one-push and scrolling the menus on the dash is a simple pleasure, even at high speed on a twisty road.

The riding position and basic shape of the fairing remains the same as on the old R1200RS. The fairing is slightly different to accommodate the new LED lighting and give the 2019 bike a distinctive ‘face’. It’s been a couple of years since I rode an RS and, after 2500 miles on KTM’s Super Duke GT (which, I know is a very different bike in some respects, but it is also a machine designed to be an all-round sporty, touring champion) I was surprised how hard it was to get comfy on the BMW. The riding position is more traditionally sporty. There’s a stretch across the tank to the narrow, forward-set handlebars. At high speeds it feels very natural and it makes cornering more confident because your body feels in just the right place to attack a turn. The KTM is more about attitude and muscling the bike through a turn. It’s as subtle as a skinhead with a bright orange suntan.

But, when you slow down a bit, or are filtering through traffic or just at the end of a long day, on the motorway wanting to get home, the KTM is way more comfortable. The bars feel in just the right place, the seat supports your aching backside and just cants you forward enough to make the reach to the bars easy. On the BMW the seat is softer, but less supportive, the bars are an inch too far away and your feet are too high.

I don’t remember comfort being an issue when I ran an R1200RS for a year in 2017, but I was doing more long, fast runs and less slow riding than on the R1250 launch yesterday. Other than that, the BMW’s ergonomics are good and bad. The clutch feels over-assisted, gear shift has too much squidge and the indicator switch is an inch too far from your thumb, but the sidestand is in the right place for an easy foot, isn’t too long like the KTM and the keyless ignition, steering lock and fuel filler work perfectly every time.

We only tested bikes with BMW’s electronic suspension adjustment (ESA). This year’s system has an ‘auto-load’ adjustment, which means it sets the preload automatically depending on whether it’s one person, two people, luggage or no luggage and keeps the bike on an even keel. You can switch to manual, but the only options are fully loaded or minimum.

The ESA damping is getting better with each iteration, but there’s a lot of competition in the market now and, depending on how you ride, some are much better systems. BMW’s ESA now has just two settings – road and dynamic. The settings have been tweaked this year to better reflect the riding styles of the actual customers who buy an RS. BMW acknowledge that their mega-experienced test riders and the journalists who review their bikes often have a sportier, harder-riding focus and so have developed the settings more for typical road riders. I tended to leave it in ‘Dynamic’, which is the sportier of the two. This setting allows sporty, precise cornering while also soaking up most of the bumps on most of the roads well. It only got caught out on a couple of very big bumps on a very minor single-track road. In ‘Road’ mode, it felt slightly more comfortable, but was noticeably less accurate in the kind of corners where you misjudge the line and need to adjust mid-corner.

BMW have retained the Brembo brakes on the RS (the GS and RT versions have BMW-branded calipers made by American company Hayes). On our ride they work as well as ever, but we didn’t really put them to the test. BMW’s tech guy discussed how the electronics develop all the time and how the algorithms driving the latest cornering ABS system allows it to react faster and more smoothly.

Hill start control is also fitted as standard now and worked well on the single occasion I had to test it. Previous experience suggests that, while no one will buy an R1250RS purely for this gizmo, once you get used to it the system becomes much more useful than you imagined it would be.

When I ran the old model as a long term test bike in 2017 my biggest bugbear was the instrument panel, which had tiny numbers that were impossible to see clearly on the move. The new TFT unit is huge, brash, bright and laid out in such a way that all the info is right where you need it and the menus make it simple to access everything you need. BMW’s switchgear is more cluttered than some, with more buttons and wheels to manipulate than KTM, for example, but the result is a series of controls that are easier to use on the move.

You can’t judge a bike like this on the basis of a launch ride. It’s a multi-purpose bike and needs a few thousand miles to really get to know it. But you can get an impression of what’s changed from the old one and, having done many thousand of miles on those it’s apparent that the new R1250RS fixes the one big problem with the bike (the hard-to-read clocks) and adds in the bonus of a massively improved engine that just makes you grin like a teenager on a moped every time you open the throttle in anger.

KTM’s Super Duke GT has moved the sporty touring market down a whole new path and is genuinely good at everything. But it costs £17,000, which is £3k more than a top-spec R1250RS and, despite what the spec sheet says I reckon it’s no faster on the open road.

BMW Motorrad and the purist, naked roadster powered by a boxer engine - this has always been a success story ever since BMW motorcycles have been around.

Whether on winding country roads, over soaring alpine passes, on a tour with a pillion or on a short, relaxing ride after work - the R 1250 R shines thanks to its sporty agility, comfort and the primal dynamic performance of the boxer engine. Now BMW Motorrad has given the R 1250 R some new standard features and optional extras - to generate even more intensive roadster enjoyment.

As before, the legendary 2-cylinder boxer engine provides powerful propulsion. It still has an engine capacity of 1,254 cm3 and, even in the current EU5 registration, generates 100 kW (136 hp). Thanks to BMW ShiftCam technology for varying valve timing and valve lift on the intake side, it delivers beefy power across the entire speed range, extremely smooth and quiet running and outstanding fuel consumption and emission values.

The ECO riding mode allows the rider to use the innovative BMW Motorrad ShiftCam engine technology primarily in such a way to achieve the maximum range. In ECO mode, the rider is encouraged to ride as fuel-efficiently as possible with a soft throttle curve and moderate engine torque limitation. In ECO mode, the TFT colour display provides an efficiency display in the upper status line. If you want maximum performance - for example for overtaking with a heavy load or riding uphill - the ride mode button can be used to quickly and easily switch to a different ride mode.

As a popular sports tourer, the R 1250 R in its latest edition features BMW Integral ABS Pro as standard. This is a braking system, which offers even more safety when braking - even when leaning into bends - and thinks even further ahead, so to speak. As the riding mode concept continues to expand, more new functions will also be added. For example, the ABS control characteristic will be adapted further to the respective riding mode. As part of the "Riding Modes Pro" option, Dynamic Brake Control (DBC) additionally supports the rider during emergency braking manoeuvres. DBC increases safety when braking, even in difficult situations, by avoiding unintentional throttle activation. By means of intervention in the engine control, drive torque is reduced during braking so as to make full use of the braking power at the rear wheel. This keeps the motorcycle stable and shortens the braking distance.