2004 BMW R1200
C
When the R1200 C cruiser was introduced
in 1997 it defied convention. The sophisticated,
high-tech machine owed little to anything that
had preceded it there was nothing pseudo-American
about its design or inspiration. The R1200 C
was unmistakably BMW and it showed in every
original line and high quality component. Cruising
had entered a new era.
Within two years of its launch, the BMW R1200
C had been voted Motorcycle of the Year, or
Cruiser of the Year in many countries. The ultimate
accolade came when the makers of the James Bond
movie series renowned for their love of high-tech,
modern products and innovative design selected
the bike for 007 to ride in the film, Tomorrow
Never Dies. The bike was as spectacular as the
action.
Note: there are two variants of the R1200 C
the £8,695 Classic and the £8,995
Independent. The description below is common
to all three models but refers specifically
to the Classic, which is the standard model.
The differences are listed as an addendum at
the end of this media release.
Chromium-plated power
A specially tuned and chrome-finished version
of BMW's modern, but timeless, four-valve horizontal
twin not only smashed tradition, it proved that
a cruiser didn't have to conform to old-fashioned
concepts. The 1170cc, boxer engine is designed
to produce more torque at low speed rather than
maximum power. Finished expansively in high
quality chrome, the big twin delivers 61 bhp
at 5,000 rpm, but equally important is that
it produces 70 lb ft of torque (98 Nm) at 3,000
rpm. This translates as superlative throttle
control and excellent response when negotiating
city traffic. In addition, less gear changing
is required.
All models of the R1200 C are equipped with
a closed-loop, three-way catalytic converter.
The Motronic engine management system has been
re-programmed to make significant improvements
to the original control concept (MA 2.4) so
that it now optimises torque at low engine speeds.
This means that the maximum possible is produced.
The R1200 C's copious torque is fed to the
rear wheel through a five-speed gearbox and
BMW's proven drive shaft now situated in the
hollow swinging arm (of the Monolever). It features
not only two universal joints, but also a torsion
damper. The single-plate dry clutch is hydraulically
operated.
On the open road, the low-stressed, low-revving
engine gives the impression that it is unbreakable.
Cruising has never been as easy. The power unit
is so independent of high engine speeds that
a rev counter is not necessary.
Road-holding means holding the road
For a cruiser, road-holding has always been
more important than handling. BMW motorcycles
hold the road and maintain a line over bad surfaces
better than other contemporary machines. It
is a quality that is accepted and expected by
BMW users and a tradition that continues with
the R1200 C.
Contributing factors that continue to maintain
BMW's reputation for excellent road-holding
and handling include the famous Telelever front
suspension and Paralever-enhanced swinging arm
which is mounted on the frame instead of the
gearbox. The R1200 C has a much longer swinging
arm, called the Monolever, than other modern
BMWs. Because of its length, the Monolever does
an efficient job of damping torque reaction
from the drive shaft equally as well as the
Paralever (which is a more complex double-joint
swinging arm).
Wheels are always crucial to the character
of a motorcycle, particularly a cruiser. On
the R1200 C Classic high-gloss chrome, cross-spoke
wheels are a fitted as standard. BMW has not
re-invented the wheel, but the model used on
the two cruisers is a particularly stable structure
where a self-contained rim base allows the fitting
of tubeless tyres. The Independent model is
equipped with BMW's superior cast wheels.
Because of its low centre of gravity, lengthened
wheelbase (1,650mm) and the above suspension
qualities, BMW's radical cruiser has pushed
road-holding standards, arguably, even higher.
Cruiser comforts
The way a machine copes with bad surfaces is
obviously a major factor in motorcycle comfort,
but the R1200 C's other rider components also
contribute to making it one of the most rideable
and comfortable cruisers available. For example,
the riding position is (for many) the most ergonomic
of any cruiser.
Because of the seat design and position, the
rider now sits lower (740 mm or 29.1 inches)
and even further towards the rear of the machine.
The saddle-shaped seat provides just enough
support at the base of the spine to relieve
weight on the lower back and the pillion seat
also converts to a rider backrest when travelling
solo. The footrests have been shifted forward
and help to create a seating position between
the two wheels that will make long distance
travel a pleasure and not a chore. The complete
configuration ensures almost perfect balance,
more ease of control and safety.
Stop cruising
Although dynamic riding characteristics are
not essential to a cruiser, optimum brake response
and stopping power is vital. The R1200 C is
therefore equipped with a large and powerful
three-disc braking system. Twin, 305 mm (12
inch) discs are fitted to the front wheel and
a single 288 mm (11.22 inch) disc is at the
rear. Brembo four-piston fixed calipers operate
the front brake while twin-piston floating calipers
activate the rear. BMW's third generation, anti-lock
braking system is available as an option.
Little things mean a lot For those
who like to share their cruiser experiences
with a companion, owners have the choice of
small or large passenger seat luxurious, of
course and footrests.
By cruiser standards a 17.5 litre fuel tank
is large, even though 4.1 litres of this is
employed as reserve. BMW owners have always
expected to be able to travel long distances
before refuelling and the R1200 C won't disappoint
them. A range of anything up to 200 miles is
possible depending on riding style.
The amount of high-gloss chrome varies depending
on the model, but BMW also makes use of graphitane,
an all-new colour that combines the qualities
of graphite and magnesium. It adds an even more
modern touch and emphasises the high-tech aura
of the R1200 C cruiser range.
The R1200 C may be a departure from cruiser
convention but its uniqueness cannot hide the
reality that, in all its incarnations, it is
one of the best-looking and safest motorcycles
on the road.
The R1200 C Independent has more high-gloss
components than either of the R1200 C variants.
A solo seat is fitted as standard, as are the
two-piece aluminium wheels with three-spoke
inner hubs. Also standard is the small speedster
windshield and twin foglamps. The Independent
is available in two different colour combinations.
Customers can call BMW's information line:
0800 777 155 or visit www.bmw-motorrrad.co.uk
- Engine Type - Air/oil-cooled 2-cylinder
4-stroke boxer engine one camshaft and four
valves per cylinder
- Bore x stroke - 101 mm x 73 mm
- Capacity - 1170 ccm
- Rated output - 45 kW (61 bhp) at 5000 rpm
- Max. torque - 98 Nm at 3000 rpm
- Compression ratio - 10 : 1
- Carburetion/engine management - Electronic
intake pipe injection/digital engine management:
Bosch Motronic MA 2.4 with overrun fuel cut-off,
dual ignition
- Emission control - Closed-loop 3-way catalytic
converter
- Maximum speed - Approx. 168 km/h
- Fuel consumption over 100 km at steady 90
km/h - 4.8 ltr
- Fuel consumption over 100 km at steady 120
km/h - 5.9 ltr
- Fuel type - Unleaded premium, minimum octane
rating 95 (RON)
- Generator - 840 W three-phase generator
- Battery - 12 V/19 Ah (low maintenance)
- Clutch - Single-disc dry clutch, hydraulically
operated
- Gearbox - Constant mesh 5-speed transmission
- Drive - Shaft drive
- Frame - Triple-section frame consisting
of front and rear frame sections and load-bearing
engine
- Front wheel location/suspension - BMW Motorrad
Telelever; stanchion diameter 35 mm, central
strut
- Rear wheel location/suspension - Steel single-sided
swing arm with BMW Motorrad. Monolever; WAD
strut (travel dependent damping), spring preload
adjustable by means of hand wheel to continuously
variable levels
- Travel front/rear - 144 mm/100 mm
- Wheelbase (in normal position) - 1650 mm
- Caster (in normal position) - 86 mm
- Steering head angle (in normal position)
- 60.5 °
- Wheels - Cross spoke wheels
- Rim, front - 2.50 x 18, Rim, rear - 4.00
x 15
- Tyres, front - 100/90 ZR 18, rear - 170/80
ZR 15
- Brake, front - EVO brake system with dual
disc, floating brake discs, 305 mm diameter,
4-piston fixed calliper. Rear - Single disc,
floating brake disc, 285 mm diameter, 2-piston
floating calliper
- ABS: Special equipment - BMW Motorrad Integral
ABS (fully integral)
- Seat height, unladen - 740 mm
- Unladen, road ready, fully fuelled - 258.0
kg
- Dry weight - 238.0 kg
- Permitted total weight - 450.0 kg
- Payload (with standard equipment) - 192.0
kg
- Usable tank volume - 17.5 ltr
- Incl. reserve - Approx. 4.0 ltr
- Length - 2340 mm
- Height (not incl. mirrors) - 1130 mm
- Width (incl. mirrors) - 1050 mm
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