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The BMW R1150RT that we obtained for our trip was provided by Bert Duursma Motorrad in Apeldoorn, Holland. It is a 2004 twin spark model in metallic blue and was equipped with the BMW panniers and the standard top case. At time of rental it had 16319 kms on it and had some small cosmetic damage from a previous rider. During our nearly 4 weeks with the bike we didn't put a scratch on it.
It's important to put this review in context. Sandra and I ride a 93 Suzuki Katana 1100 with factory bags and Corbin seat. This bike is on the sport side of the sport tour equation and weighs in over 100 lbs lighter than the RT.
As we would find out on the trip that's one of the distinguishing differences of the RT. There are others since BMW does make their bikes their way and there are plenty of quirks, not the least is the 3 part signal light actuation system and the HUGE horn.
There is no doubt this bike's place is on the open highway eating up miles as fast as you want it to go.
This engine has HUGE torque to it, when the bike is unloaded you can feel the engine want to turn over to the right in the frame, but loaded this inertia is not as noticed. Until I rode the RT I thought the Katana had torque, and it does for a four but wow the RT is a torque monster. With 2 up and loaded there was a couple of times where I lifted the front wheel off the ground on slight inclines. That can unnerve you when you aren't expecting it but beautiful for just cranking it on to pass someone.
That said, its tough to harness that torque without vibration and that was one of the first things I noticed. Under heavy acceleration or at idle the Beemer vibrates. After a couple of days of riding the bike we grew accustomed to the vibration and it no longer was considered an irritant. Deceleration also takes some getting used to. The bike engine brakes so heavily and with such a small change in the throttle position that you really have to adjust your riding for it. Riding in a higher gear when decelerating is the compromise we had to use with the engine.
Starting was always anxious though since the starter and battery doesn't seem to be quite up to par on turning the bike over. I always had the clutch in to reduce the drag on the starter cranking over and even then it sounded like it needed help. Its tough to turn over such a large displacement twin.
This transmission is also the most clunky that I have ever ridden. Primary gear whine is really evident in first and returning to neutral from a higher gear sounds like you are chopping wood. This becomes more prominent as the bike warms up. I tried many different techniques to soften the shift operation but nothing seemed to work. As a result the shifting always felt industrial when decelerating.
Considering the weight of this bike loaded and the speeds it is capable of, its prowess for braking needs to be fully appreciated.
This RT and the Kat share the concept of a power windscreen. While the Kat's adjusts about 5 inches it still offers a small amount of wind protection and it does direct the wind nicely over the helmet. The BMW is another matter. On reading a published review on the RT earlier the writer complained about the windshield. After driving the bike in all conditions I have to agree the windshield design is not good and is one definite irritant on this bike.
In its lowest position the windshield provides a minimum of wind protection and the rider doesn't want to exceed 110 kph. driving this way because of the wind buffeting. As the windshield is raised it begins to vibrate more and become its own distraction at the leading edge so you always want to have the top edge about 3 inches below your line of view or the edge will vibrate in your field of vision. Buzzed all the way up the windshield shudders a lot and with the polished aluminum hardware on the steering head there is a lot of glare generated. The distortion created is unpleasant and I avoided it entirely only using it once in heavy rain to divert it over us.
You will want the windscreen all the way down for any serious back road riding. BMW needs to redesign this part of the bike over almost any other.
First the panniers are a clamshell design meaning that each side has to be packed separately and they join in the centre. This leads to 2 things, if the bag is packed unevenly distortion can occur which exposes the seal slightly to moisture, and if things aren't packed in some form of bag then a lace, strap or whatever can extend out and cause problems when closing. BMW sells liners for these bags at quite a premium. Secondly, neither pannier lays flat meaning it rocks around on the floor, bed or chair when packing; making the packing process additionally challenging. Its like changing the diaper on a squirming child.
Lastly I both liked and cursed the locking system. First, the cases seem to be very strong. The method of attachment to the bike is good and robust however the locking mechanism is 2 part, one that locks the case, then second action locks it to the bike. The locking mechanism internal of the case is directly in the line of packing clothes and you have to avoid packing anything around it or the case won’t lock. You can not take the key out of the lock without having the latches in the locked position. You always have to use both lever handles together to effectively close and lock the cases but then retract the other latch so that the case is ready to be carried or locked on the bike. We did break one of the lock tabs in Italy when after I hung one of the panniers on the carrier our friend noticed the second handle up and trying to help push it down bending the tab and causing it to break. This rendered the bag incapable of being locked for the remainder of the trip.
Low speed, back road handling and passenger ergonomics are another matter though.
On back roads the BMW really shows its weight and handling design limitations. We spent a lot of days working hard and bumping helmets adjusting to the lack of quickness in the bikes handling coupled with its engine braking capabilities. It was tough for me to adjust my riding style away from what I love doing most, to accommodate what the bike likes to do most. That said, when the roads changed to more North American designed roads the Beemer did very well and would be a suitable handling bike for most riders and road conditions in N. America.
The low speed agility just isn't there. Our friend with his 1100RT while on a trip with us dumped the bike on its right side while at a crawl in a parking lot. He thought his wife had tried to get off before he was ready & it caused an imbalance. We were right beside them and we knew that wasn't the case. Now after several similar close calls with the 1150RT I can tell you that when sharply turning the bike when at a crawl this bike will want to lay down on its side. There is a turning radius quirk that is most disconcerting and very difficult to recover from especially with two up. And once while trying the same manouver on a gravel patch it was so unnerving I stopped turning on gravel and would drive an extra block or whatever it took to find a paved surface for that front end. I don’t know if it is the turning radius, weight balance or the tele-lever front suspension but it can scare you and likely was to blame for our friend's mishap and the previous rider of this bike who incurred slow speed right side damage.
Secondly this seat position also causes
a lot of helmet butting because the pillion can not anticipate braking
and is thrown forward quite quickly with engine braking as well.
My wife is recognized by most of my riding
friends as being as exceptional co-rider. This said I could really feel
her on the back of this bike trying to see and avoid contact with me.
| Great looks | Nice dashboard, horn |
| Excellent Brakes | Great highway manners |
| Hugh torquey engine | Good tourer for two up in open highway conidtions. |
| Windscreen needs re-design | Transmission clunky |
| Low speed agility poor | Panniers design function poor |
| Not a curve carver | Topcase functionally poor |