THE 2010 BMW R 1200 RT: New Boxer Engine Brings New Innovations in Touring

Woodcliff Lake, NJ – November 5, 2009…The BMW R 1200 RT has always been acknowledged as the epitome of comfortable and dynamic motorcycle touring in classic style. And now, the latest version of this unique active tourer, with its significant innovations, offers even more superior enduro qualities and dynamic benefits thanks to its new boxer engine.

In its configuration and basic structure, the new flat-twin engine is the same as the Double Overhead Camshaft (DOHC) engine featured in the BMW HP2 Sport. It has, however, been
further upgraded and optimized for the BMW R 1200 RT to meet the specific requirements of an outstanding tourer.

With the 1,170-cc boxer engine on the former model already offering superior drive power under all conditions and in all situations, the new R 1200 RT has even more to offer. First, the new engine offers an increase in maximum torque from 85 - 88 lb-ft at an unchanged 6,000 rpm, for even greater acceleration and passing power. Second, the range of useful engine speed has been increased by 500 rpm to a maximum 8,500 rpm. The third improvement is a significant increase in torque where it really counts at low and medium engine speeds, with a smooth and homogeneous torque curve. Maximum engine horsepower is the same as the prior model at 110 hp but occurs now at 7,750 rpm (previously 7,500 rpm).

Overview of the main features of the 2010 R 1200 RT:
* New, even more dynamic engine with two overhead camshafts per cylinder
* Maximum torque increased to 88 lb-ft at 6,000 rpm, maximum output remaining at 110 hp at 7,750 rpm
* Increase in maximum engine speed from 8,000 to 8,500 rpm, with an even broader power band
* Significantly improved torque and acceleration
* Smoother Torque curve
* Cylinder head covers now with two, instead of four, fastening bolts and a new dynamic design
* Electronically controlled exhaust flap for superior and powerful sound
* ESA II Electronic Suspension Adjustment with damping, spring base and now also spring rate adjustable at the touch of a button
* BMW Motorrad Integral ABS featured as standard in the partly integrated version
* New design fairing with improved protection from wind and weather
* Re-designed cockpit with visor
* New control units and hydraulic reservoir
* Electronically controlled windshield with optimized aero-acoustics and improved transparency

New DOHC cylinder heads offer an even more efficient cylinder charge
Designed and built for even higher engine speeds, the R 1200 RT’s new boxer engine , like the engine featured on the BMW HP2 Sport, is equipped with two overhead chain-driven camshafts (DOHC) per cylinder. Valves are operated by very light rocker arms able to cope easily with high engine speeds. Radial arrangement of the four valves allows for a very compact combustion chamber configuration, and like that of the former models, the fuel/air mixture is ignited by two spark plugs (HP2 Sport: one spark plug). The compression ratio of 12.0:1 remains unchanged.

Knock control allows the engine to run on 95-98 RON premium (plus) fuel. Under certain conditions the rider may experience a very small drop in torque and a slight increase in fuel consumption whenever knock control cuts in.

Horizontal arrangement of the camshafts in the direction of travel calls for two special technical features on the new flat-twin engine: Each camshaft controls one intake and one exhaust valve, and the cams are finished in conical shape due to the radial arrangement of the valves. In the interest of power and performance at low and medium engine speeds, and to provide even better free-revving riding characteristics, the intake and exhaust valve timing on both camshafts has been further improved. Compared with the former models, the valve bases are up in diameter from 1.41 – 1.54 inches on the intake side and 1.22 – 1.30 inches on the exhaust side. Valve clearance is adjusted by light semi-hemispherical shims. To provide a greater free-valve cross-section, valve lift is up from 0.415 inches on the intake and 0.365 inches on the exhaust side to 0.425 inches on both sides.

Significantly more torque throughout the entire speed range
The existing ratio of bore to stroke remains the same at 3.98:2.87 inches, giving the engine the same 1,170 cc capacity as before. Other features borrowed from the former engine are the crankshaft and the connecting rods, as well as their bearings, while the two pistons made of cast aluminum have been re-designed to match the modified dimensions of the combustion chamber. Interacting with the upgraded intake system, throttle butterfly manifolds now offer 1.97 inches instead of the former 1.85 inches (HP2 Sport: 2.05 inches) opening clearance, newly designed intake air manifolds and an air filter element with increased volume capacity, the engine as in the past develops maximum output of 110 hp, now at 7,750 rpm. The biggest improvement, however, is the increase in maximum torque to 88 lb-ft at 6,000 rpm.

An oil cooler ensures a stable temperature even under extreme riding conditions. A further enhancement on the 2010 model is the use of cylinder head covers with two, instead of formerly four, fastening bolts in a new dynamic design. A valve cover guard made either of aluminum or plastic as well as chrome-plated aluminum cylinder covers are available as accessory items.

Electronically controlled exhaust flap for a superior muscular sound
On the exhaust system the two manifolds come in the same design, length and diameter as on the former model, while the interference pipe has been modified to take into account the different vibration conditions on the exhaust manifold.

Featuring an exhaust flap controlled via an electric motor and opening/closing cables, the new BMW R 1200 RT offers a particularly powerful boxer sound in full compliance with all legal standards. To reduce ram pressure and improve the sound of the engine, the rear silencer is unchanged in its exterior design versus the former models, but has a modified interior structure.

Ideal transmission of power thanks to six-speed gearbox and drive shaft

As in the past, power is transmitted through the six-speed gearbox already upgraded in the 2008 model year, with larger bearing diameters and a modified gap between shafts. The maintenance-free drive shaft to the rear wheel is unchanged.

Suspension with Telelever and Paralever follows a proven principle at BMW

The proven, two-piece main/rear frame sections made of weight-saving steel tubes, incorporating the engine as a load-bearing element, offer maximum strength and stiffness under all riding conditions. The front and rear frame are firmly bolted to the engine/gearbox unit, interacting with the engine and gearbox to form a load-bearing structure. The longitudinal arm on the front Telelever suspension is mounted as before on the engine block, while the Paralever swing arm is attached to the rear frame.

With its fixed tube measuring 1.38 inches in diameter, the Telelever is the optimum solution for the rider using his machine exclusively on the road and focusing in particular on superior comfort. This is ensured by an optimal balance of sporting and comfort-oriented suspension behavior, the maintenance-free system once again designed to reduce brake dive to almost zero, which helps to provide greater stability when applying the brakes particularly when leaning over at an angle.

As in the past the Paralever swing arm in the rear central spring strut offers travel-dependent damping or TDD for short, with the damping effect increasing progressively as a function of spring travel. This keeps the suspension smooth, sensitive and comfortable in absorbing even the smallest bumps, while at the same time offering generous reserves on bad roads with grooves or bumps and potholes.

As in the past, spring travel is 4.72 inches up front and 5.31 inches at the rear. In standard trim, the rear spring strut offers infinitely variable adjustment on the outbound stroke as well as a hand-wheel for infinitely adjusting the spring base by 0.39 inches to adjust the rear end to varying load requirements.

Like its predecessor, the 2010 BMW R 1200 RT rests on light, almost filigree cast aluminum wheels in five-spoke design, combining an attractive look with an easy-to-clean surface and a high standard of stiffness. The front wheel measures 3.5 x 17 inches, the rear wheel 5.5 x 17 inches, running on a 120/70 ZR17 tire up front and a 180/55 ZR17 tire at the rear.

ESA II Electronic Suspension Adjustment offers adjustable damping, spring base and now also spring rate
The BMW R 1200 RT is available with ESA II (Electronic Suspension Adjustment II) already well-known from the K series as an option at extra cost. Benefiting from this unique system in the world motorcycle market, the rider is able to adjust not only the damping on the outbound stroke of the front and rear spring strut, but also the spring base (spring pre-tension) on the front spring strut and the spring rate – all at the simple touch of a button. This second-generation Electronic Suspension Adjustment or ESA II for short provides the option to set the suspension for maximum comfort and, with greater precision than ever before, for optimum riding and load conditions. It ensures a new dimension of riding stability combined with premium response.

To control the Electronic Suspension Adjustment as easily as possible and to prevent any unwanted settings, the rider initially enters the motorcycle’s current load condition (solo, solo with luggage, rider with passenger and luggage). The appropriate spring base and spring rate is then set automatically, with the system coordinating these two parameters to one another.


Depending on the style of riding he wishes to enjoy, the rider must also choose among the Comfort, Normal or Sport mode, giving the suspension the desired qualities. Applying the optimum parameters in the Central Vehicle Electronics, the electronic “brain” calculates the appropriate damper rates and sets them accordingly. As a result, the new R 1200 RT benefits from a total of no less than nine different set-up options.

With additional adjustment of the spring rate, ride height can be set to various load conditions, ensuring an even higher standard of riding stability, handling and comfort. Even when carrying high loads with a passenger and considerable luggage, the R 1200 RT maintains all of its riding qualities when leaning over at a low angle in turns for a truly sporting style of ridin.

A further advantage is that adjustment of the spring rate dramatically reduces the risk of the suspension suddenly sagging under extreme load. The rider is able to change the damper setting (Normal, Sport, Comfort) simply by pressing a button while riding, although for function and safety reasons the spring base may be changed only at a standstill. The spring rate is adjusted by an electric motor complete with its own transmission, while the damping rate is modified by small step motors on the dampers.

Adjustment of the spring rate is controlled by two springs connected in a series, one behind the other. An elastomer unit (Cellasto) in combination with a conventional coil spring takes up forces under spring pressure, while radial expansion of the Cellasto element to the outside is restricted by a steel sleeve. On the inside, the Cellasto element moves an aluminum sleeve by means of electro-hydraulic connection. The position of this inner sleeve influences the expansion behavior of the Cellasto element to the inside and, therefore, its spring rate.


In all, this interaction of the various units has the same effect as a combination of two springs varying in strength. Whenever the inner sleeve is resting on the steel spring, the Cellasto unit is not in use and only the steel spring provides the desired suspension effect. Once the inner sleeve is moved further, the spring base on the steel spring – and therefore the spring pre-tension – is also varied accordingly.

This configuration significantly improves the normal static position of the motorcycle and riding geometry under all load conditions, without any of the disadvantages encountered with conventional suspension. Benefiting from this self-leveling capability, the R 1200 RT is just as stable when riding under full load as it is when carrying only the rider without any luggage.


Additional adjustment of the spring rate over the wide range from 118-192 ft /lb allows far greater variation of the Sport, Normal and Comfort settings on ESA II than on ESA I, with each set-up providing a far greater choice of specific characteristics.

In other words, the R 1200 RT is even more dynamic and precise in the Sport mode, and very comfortable in the Comfort mode, while maintaining excellent stability.

In all, ESA II offers the following significant benefits:

* Much wider range of settings and suspension options with the Sport, Normal and Comfort modes
* Far better maintenance of the machine’s static, normal position and riding geometry with all settings
* Optimum adjustment of the damping and spring rate / spring base in all settings
* Significant change of the motorcycle’s character through adjustment of the dampers
* Excellent adjustment to all load conditions through the adjustment of the spring rate / spring base
* Significant enhancement of safety when braking and in general riding stability, free side angle in turns and firm suspension without sagging

(more later)

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__________________
Jeff Dean -- http://bmwdean.home.att.net/
Vintage BMW Motorcycle Enthusiast
MSF Chief Instructor & RiderCoach Trainer
R1200RT, R75/5, R60/2, R50/2, R68, R51/3

Options

* ASC
* RDC
* ESA II (Electronic Suspension Adjustment II)
* Audio system including Multi-Controller and interfaces for iPod, USB, MP3, etc.
* On-board computer, including oil level warning system
* Rider’s seat, lower (30.7 /31.5”)
* Suspension, lower (29.5”) including extra-low seat (available only without seat heating)
* Seat heating (only in conjunction with heated handgrips)
* Heated handgrips
* Second power socket
* Preparation for audio system
* Cruise control
* Anti-theft warning system
* Exhaust system, chrome-plated
* Comfort seat, single-piece

Accessories
Bags and Cases
* Topcase, large (12.9 gal), cover in White Aluminium metallic matt or Sapphire Black
* Topcase, small (7.4 gal)
* Back padding for topcase, small
* Inner bag for topcase, large
* Inner bag for topcase, small
* Inner bag for system case, left or right
* System case protector, top (transparent film)
* Impact guard for cases
* Tank bag, watertight, with base plate
* Vario insert for tank bag
* Softbag 2, small (5 gal)
* Softbag 2, large (13.47 gal)
* Baggage roll, watertight (14 gal)
* Lashing strap with tightening lock
* Baggage straps
* Insert for radio socket

Ergonomics and Comfort
* Extra-low seat (30.1”) (single-piece, only without seat heating)
* Rider’s seat, low, (30.7/31.5”), Black or Grey
* Seat, Grey
* Comfort seat (30.9”) (single-piece, only with seat heating)
* Heated handgrips
* Second and third power socket

Design and Sound

* Cylinder head covers chrome-plated
* Carbon cover on engine block
* Akrapovi? sports muffler
* Splashguard at the rear

Safety
* Aluminum cylinder head cover protection
* Plastic cylinder head cover protection
* Anti-theft warning system
* First-aid kit, large/small
* Safety bolt for oil filter manifold

Navigation and Communication
* BMW Motorrad Navigator IV with accessories
* Mount for BMW Motorrad Navigator IV
* iPod adapter cable (USB/chinch)

Maintenance and Technical Features
* Paddock stand
* On-board toolkit/service set
* LED light for on-board power socket 16.1”

Range of Colors
The fairing on the new R 1200 RT is lighter and more dynamic than the large surfaced fairing of its predecessor. This lighter and more dynamic look is achieved by the sophisticated black-grain surface finish around the side and front sections. The color concept -- with four new color shades -- enhances this effect and gives the 2010 BMW
R 1200 RT a significantly more compact look through the contrast between the color of the body and the matt-painted engine spoiler as well as the seat finished exclusively in black on all models. Polar metallic accentuates the elegant sporty design of the new R 1200 RT. In conjunction with the engine spoiler finished in Dark Slate metallic matt, Polar metallic is a particularly colorful highlight in the R 1200 RT range. Thunder Grey metallic in combination with the engine spoiler finished in White Aluminum metallic matt, by contrast, offers another bold look.


Ostra Grey metallic matt sets a powerful contrast to the engine spoiler finished in White Aluminum metallic matt, offering a very technical look. Twin-tone paintwork based on Thunder Grey metallic, together with sweeping lines in Titanium Silver metallic and Granite Grey metallic, makes the side surfaces appear even more compact and dynamic. The exciting array of colors available for the new R 1200 RT sets a sporty new tone along with the cases finished for the first time on a motorcycle in several of the machine’s colors.

2009 BMW R 1200 RT SPECIFICATIONS

Engine
Capacity 1,170 cc
Bore/stroke mm 101/73
Max output 110 hp at 7,750 rpm
Max torque 88 lb-ft at 6,000 rpm
Configuration Flat-twin
Number of cylinders 2
Compression ratio/fuel grade 12/S 95-98 RON
max output at 98 RON
Camshaft arrangement DOHC
Valves per cylinder 4
Intake/exhaust diameter mm 39/33
Throttle butterfly diameter mm 50
Fuel supply management BMS-K+
Exhaust management Fully-controlled three-way catalytic converter

Electrical System
Alternator 720 W
Battery V/Ah 12/19 maintenance-free
Headlight W 3 x H7
Starter 1.2 kW

Transmission/Gearbox
Clutch Single-plate dry clutch, diameter 7.1 inches
Transmission Dog-type six-speed gearbox
Primary transmission ratio 1.737
Gear ratios I 2.375
II 1.696
III 1.296
IV 1.065
V 0.939
VI 0.848
Rear-wheel drive Drive shaft
Final drive ratio 2.62

Suspension
Frame Tubular steel frame, engine load-bearing
Suspension, front BMW Telelever
Suspension, rear BMW Paralever
Spring travel front/rear 4.7/5.3 inches
Castor 4.3 inches
Wheelbase 58.4 inches
Handlebar head angle 63.4 degrees
Brakes inches front -- Double-disc brake, diameter 12.6
rear -- Single-disc brake, diameter 10.4 inches
BMW Motorrad Integral ABS
(semi-integral), featured as standard
Wheels

Cast wheels
front 3.5 x 17
rear 5.0 x 17
Tires

front 120/70 ZR 17
rear 180/55 ZR 17

Dimensions and Weight
Length, overall 87.8 inches
Width, overall, with mirrors 35.6 inches
Handlebar width, without mirrors 31.5 inches
Seat height (inches) Standard: 32.3-33.1 / optional: 30.7-31.5
Optional lowered, 29.5 inches
Accessory extra-low seat, 30.1 inches
Accessory comfort seat, 30.9 inches
Dry weight 505 lbs
DIN unladen weight in road trim (w/o cases) 571 lbs
Max permissible weight 1,091 lbs
Tank capacity 6.6 gallons

Performance Data
Acceleration 0–62 mph -- sec 3.8
Top speed 124+

__________________
Jeff Dean -- http://bmwdean.home.att.net/
Vintage BMW Motorcycle Enthusiast
MSF Chief Instructor & RiderCoach Trainer
R1200RT, R75/5, R60/2, R50/2, R68, R51/3

Thanks Jeff!

Comment...

Same old final drive.

HP2 heads: STILL no mention of valve adjustment intervals, but I'll bet I won't be able to do it in a Motel-6 parking lot. Sounds like a peakier power curve to boot (higher lift cams, higher RPMs)

And now ESA shocks will cost $3000 instead of $2000 to replace.

Styling ... eh.. . Looks like they finally glued all the fairing pieces together and applied black body filler. I never thought I'd say this, but I actually prefer the disjointed wierdness that is the 05-09 model.

Price?

What's with the ugly oil reservoirs on the handlebars. Why are they mounted there?
I'm not that impressed. Mind you, I'm not all that mech savvy. I just like riding them.
I am glad I bought the 09.
Ellie

Well after waiting for the 2010 details, I am not very impressed. I'll be keeping my 07 RT.

__________________
07 Silver R1200RT

Improvements in model are always welcome but not at the expense of reliability and ease of maintenance...

I will wait for the final drive issue to be resolved before looking at ANY bmw.

__________________
35+ Yrs Daily Motorcycle Street riding for Therapy

* 2007 Black DL1000 V-Strom

2005 LT Dark Graphite - (Sold)
2005 PearlBlue FJR1300
8 HD baggers, 3 Goldwings & 530K + miles later
*Ridin steady since 1973

www.ffrf.org
* Religion abolishes the obligation to live in truth

I wonder if the optional comfort seat will fit current RT's?
The new windscreen also looks better, maybe it will fit as well?

__________________
Yngve

08 RT Sand beige

The only "possible" advantage in the design of the fairing I can find could be the windscreen,
it seems it is wider at the top, this can perhaps prevent the need for a replacement.
But I don't feel this balances the mis-design of the oil reservoirs
Gaby

__________________
K75RT (1994)--->R1200RT (2009)

Well it looks like my 08 will be my last BMW. The brake fluid reservoirs on the handle bars are just plain UGLY. I do not need the HP2 high maintenance heads either. BMW should have spent some time and money on the final drive problem. I am glad I bought my 08 when I did because there will probably be a rush at the dealers for any new 09's left. BMW is caving into the motorcycle mag reviewers as they are always bitching about the R1200RT's switch gear and not having the power of the other so called "sport touring" bikes like the FJR or C14. Kawasaki has made some real improvements to the C14 for 2010.

__________________
08 R1200RT Sand Beige Metallic
07 Moto Guzzi Norge (gone)

Not bad. I'm not a fan of the new switchgear but I guess that was inevitable. My only real gripe is that the HP is only 110. I'm wondering if you'll even notice that increase over the current model. With the HP2 head, I don't get why they were not able to get that closer to 130. You're getting all the complexity of a new valvetrain with all the maintenance expense but getting very little in return.

The GS/GSA also has a similar set of new features but with the old switchgear. Still no cruise control and again, lots more complication in the engine and no big increase in power. I'll look for a used one.

This will present a whole new problem for me. I was planing on buying a new or used GSA this year and then replace my 08 RT with a 2011 RT. Now with the new RT and GSA out of the picture it looks like I just keep my present RT and look for a used pre 2010 GSA. I believe the horsepower on the new RT is the same as last year at 110. Now the Moto Guzzi Stelvio is looking better all the time.

__________________
08 R1200RT Sand Beige Metallic
07 Moto Guzzi Norge (gone)

What the heck is RDC?

These forums really tends to attract whiners.

I allready have an 08 RT but would love to have the new one!

Much improved suspension
Much improved engine (do we actually know that it needs more frequent/expensive maintenance)
Updated looks
Better windscreen
Better radio/mp3...
A comfort seat option
Less handlebar vibration

__________________
Yngve

08 RT Sand beige

RDC is the tyre pressure monitor system (Reifen Druck Control?)
Gaby

__________________
K75RT (1994)--->R1200RT (2009)

RDC = BMW-speak for TPMS. Tire Pressure Monitoring System.

Ooooh!! Does this mean the new bike has Run Flat tires like my wife's Mini ???

Hope the radio is compatible with 05 to 09!

I agree with Yngve. No radical changes to diminish the value and look of the previous series. That's what we should expect from BMW. Now I'll take one of those new radios for my '09 please.

Yes, the Hyd reservoirs look cheap. At least they upgraded the turn signal controls.

__________________

I haven't seen anything yet as to whether or not the ESA II option is available with the Lower Suspension option on the 2010 RT. ESA was not availble with Low Suspension 09 RT's. Any dealers out there know the answer?

Thanks Mr. Dean for posting this very informative piece which I had not found anywhere else, I have an 08 which I like very much, and was concern that the 2010 model would have more hp than my current ride, which I wish it had, and would have force me to make a decision to upgrade, not being the case I can go home home and enjoy my RT, I had heard that it would have about 130 hp which would have made it irresistable to me, thanks again

2 screws instead of 4 will on the cylinder head covers will mean the Mick-O-Pegs will need a redesign. Hope he gets it done in time for summer riding, as I was planing on getting them for the new 2010 when I get it.

Herz hopin the new Honda VFR1200ST will be a viable alternative... My last 13ST was a joy to ride, 0 problems, and no maintenance cost for 24kmiles, fit and finish was top notch,fueling was spot on and transmission was like budder. Only thing was it sounded like george jenson's ride. Fixed that right away..Still sounded like a sewing machine... Went back to BMW when I rode the GT-power was nice! New VFR, even de-tuned for an ST model will be over 150...

__________________
Phil in Marin
2006 K1200GT-Blue of course
2005 Ducati 999-the I-talian princess

I see nothing much to compel me to trade either. I am more than satisfied with my 08 in every way. Thinking about getting an outgoing GS but both the GS and RT will have the higher maintenance HP2 Head. Seems like others have said it for me. Not enough gain to justify the expense and we know the price overall is going to be higher. So I will indeed keep my RT. I'm going over to Blue Moon this AM to see the vintage show. It helps me to remember. My BMW motorcycle can last for years, maybe more than I will ever need it to as I'm 66 already and so new is not always better. I traded up to a new Mini Cooper Clubman this week so I guess that will solve any new item need I might have had as the RT I have seems to be blessed with zero issues after the first year and 20K miles. I plan to ride it to the 100K mark before having it redone and by then if the new ones are still pricey and unreliable I will simply have mine rebuilt as needed. Today I will see perfect Beemers with well over 200K miles on them and running just fine. We all think we have to have bigger better and newer machines but as I've aged I am looking into the concept of when you got something you like , make it last forever. When we buy new someone else buys ours and gets many years of pleasure from them. Seems kind of silly when you look at things that way.

I like the look of the new one, Like mine ok too. enough said for me.

__________________
No matter where you go , there you are.

I have spent so much money on farkels on my RT that I would have to get at least $45,000 to get my money back - LOL I guess I will be stuck with my old 2008 for at least another year.....

__________________
08 R1200RT Sand Beige Metallic
07 Moto Guzzi Norge (gone)

The picture shows how RDC looks like on the info display
Gaby

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__________________
K75RT (1994)--->R1200RT (2009)

I'm afraid that's out of the realm of possibility. Being a small company, its very difficult to get all the new touring bikes we would like to have for designing Mick-O-Pegs and you are a bit far away from NW Michigan where my brother does the design/prototype work.

__________________
When you're comfortable...Ridingiswonderful
Web site: ridingiswonderful.com
Joyfully, MOPMan (Jim Mick)

I like this one, can't find pricing!

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__________________
2002 Honda VTX 1800C
2006 BMW R1200RT
2009 BMW K1300GT

No question! Fugly Brake & Clutch reserviors from the K1300GT.


That decal kit is nasty! That'll date your bike pretty damn quick!

Wishful thinking on my part, I know.....maybe I can do without until you get them developed.

I'm anxious to see if the visor on the instrument panel will fit my '08.

I'm sure the new R1200RT is going to be a wonderful bike and, if I had held out for one, I'm just as sure I'd be very satisfied with it.

Having said that, I'm glad I decided not to wait and happy I recently took delivery of my 2009 sapphire black (color no longer available) R1200RT with radio/CD player (CD player no longer available), intuitively-positioned turn signals (gone), and discreet master cylinder reservoirs (as opposed to them being stuck on top of the handlebars like an afterthought).

I think the new volume control wheel and larger/wider windshield are big pluses and wish my bike had come with them though I did remedy the latter with a ZTechnik VStream.

I'm indifferent to the new "twin cam" engine because its output gains aren't enough to get excited about (0 hp and 3 lb ft torque) and because the single cam 1170cc engine already provides plenty of power.

The minor styling changes are, again, not dramatic enough to make any difference to me one way or the other.

Note: There was some concern (irritation) on another board about the lower fuel capacity rating of the 2010 model, but the fact is, the tank is unchanged. What has actually happened is BMW has reduced the published "usable capacity" specification of the R1200RT's existing fuel tank from 27L (7.1 gallons) to 25L (6.6 gallons). My 2009 RT rider's manual came with a corrections page indicating the revised capacity information. Apparently, the original published fuel capacity was a bit optimistic.

__________________
Steve
NJ State Trooper #3936 (retired 4-1-1991)
2009 R1200RT - sapphire black metallic

I fitted the visor from the K1200GT onto my 2008 R1200RT SE and it was a perfect fit, but you do have to make two small holes for the mounting bolts at the top.

I have been trying to find information on the audio system on the new model. I would like information on it, as I thought the CD player was part of the package, but I don't see anywhere that it is mentioned specifically. Maybe with all the new technology they are just making it easier to use these downloadable devices. I am just wondering, as I know the option is cheaper this year, and if it is just for a radio, and the ability to hook up other electronic gadgets, I think I would save the $'s for that option. Do you know for sure that the option doesn't include the CD player?

Thanks for any help.

My $0.02:

I never understood why OEMs put CD players on bikes. They don't handle the environment well, and lugging around CDs is a huge PITA. I actually preferred cassettes on bikes, as they don't skip or crash on rough roads. But both technologies are obsolete in the days of iPods.

I still buy my music on CDs because I like getting all of the musical information I paid for. But as soon as I open them they get ripped onto the hard drive at a high bitrate and the CD is put back into storage. I use my iPod everywhere else, as all of my music systems have docking stations.

Now that almost all iPods have solid state drives, there is no excuse for using anything else on a bike. Or car. Or home. Or lawn tractor....

BMW should put a nice AM/FM/Weather/satellite tuner on the bike with a USB iPod docking cable like they did on my wife's Mini Cooper. Maybe offer an optional high-end BMW-branded intercom system from Autocom or J&M. The days of moving parts on bike music systems are over.

Makes sense, although I never had a problem with the CD player on my LT, but you are right...guess it is time for me to learn how to handle new technology, Also, with only a single disc player it doesn't lend itself to much versatility. Thanks for the insight.

Yeah, I'm a bit of a digital music zealot. Once you've experienced the MP3 revolution in portability you'll never go back to CDs. The usability is that superior. CDs are a great, cheap way of mailing 700MB of digital information, but even its days are numbered. In five years CDs will be dead and gone.

My current 2 year old iPod has an 80GB hard drive. I rip most of my music at 256 Kbps (some at 320K), and I have ..uh ... 380CDs / 5400 songs / 384 hours of music on it., ... and I'm at 38GB of 80GB of capacity. I'm an old fart, so I only use it for music. But I still have room for another 250 music CDs, a few hundred really long Powerpoint presentations, or several thousand high quality digital photos, or a couple dozen feature length DVDs, or ...

This, in an obsolete package around the size of a pack of cigarettes. The new "classic" iPods have twice the capacity and are slightly smaller. All will play all day on a single charge. Again... mine is considered obsolete. The new ones can be used to drive nails into plywood and are still smaller than ever. And cheaper.

Note: There was some concern (irritation) on another board about the lower fuel capacity rating of the 2010 model, but the fact is, the tank is unchanged. What has actually happened is BMW has reduced the published "usable capacity" specification of the R1200RT's existing fuel tank from 27L (7.1 gallons) to 25L (6.6 gallons). My 2009 RT rider's manual came with a corrections page indicating the revised capacity information. Apparently, the original published fuel capacity was a bit optimistic.

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I have never been able to get more than 6.5 gallons in my RT after riding 20-30 miles after the yellow flashing indicator as come on and the miles to empty reads zero. That helps explain it. I have never counted on more than 6.5 gallons.

Talked to my dealer today and he said the tune up schedule is 12,000 miles and the 2010 has the smaller 6.6 - 6.7 gal tank

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Tvguy
Las Vegas, NV.
'02 K1200LTE - "The Silver Bullet"
EMOLASVEGAS.ORG

It is not a smaller tank. See above.

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Steve
NJ State Trooper #3936 (retired 4-1-1991)
2009 R1200RT - sapphire black metallic

My wife has a MP3 player that she has never used, bought 3-4 years ago. I know nothing about it, but is that an acceptable type of thing to use. I only want something to record a few tunes on when I am out alone, as she doesn't like music playing when we are 2 up.
Thanks once again.

Does anyone know if there are any differences between the instrument layout/design of the 2010 RT and the 2009 models?

Bob Wood

I believe the layout is similar but the gauges themselves look more the K1300GT

Check this out! http://www.bmwmoa.org/images/gallery/P90052337.jpg

I think that looks sexy, but I'm still not sure whether the price difference of new 2010 vs. a new/used 2009 is worth it. I've been waiting until the 2010's were announced. Now I just need pricing.

The MSRP on a 2010 was $200.00 more than the MSRP on the 2009, but some of the options were less. The Radio/CD (which I guess does not have a CD player this year) was $375.00 less than last year, and I think the other options were maybe a bit less, I can't remember. Overall, the price with all the options added except for the security alarm was less by a couple of hundred dollars. That is without doing any type of deal, which is probably hard to do early in the season.

Before the 2010 were announced I was contemplating maybe trading my 08 on a new 2010. Now that I have seen them I will pass for now. The color selection - well there isn't any - I have no idea what the new HP2 motor is going to be like problem wise - and the real deal killer are the fluid jars on the handle bars - just plain ugly. I 'll keep my 08.

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08 R1200RT Sand Beige Metallic
07 Moto Guzzi Norge (gone)