BMW motorcycles from the not-so-distant past were usually all about character, exuding the sorts of personality traits that drive convention-loving riders batty. Wonky turn signal switches? Check. Weird torque shift engine characteristics? Double check. Proprietary suspension and driveline setups? Absolutely. Seems those Beemers drew their fanbase by being different by heavier, quirkier bikes that went against the mainstream grain that was typified by the Japanese manufacturers.

But around the introduction of the S1000RR superbike, a sea change was brewing at BMW that signaled a newfound obsession with becoming relevant again. Bikes got lighter, product lineups expanded, and those silly two-handed turn signal paddles were replaced with conventional controls. The market responded accordingly, with strong sales signaling BMW's two-wheeled renaissance. During February of 2014, for instance, BMW's motorcycles sales climbed 18.3 percent for a total of 8,098 bikes sold, making it the fourth record-setting February in a row for the Bavarian manufacturer.

The 2014 BMW R 1200 RT (starting at $17,650) is the latest expression of the brand's progress of broadening their audience and staying on the technological cutting edge.  

More Modern, More "Big"

To bring the RT sport tourer into the 21st century, BMW ditched the old air-cooled setup and gave the model the same 1,170cc twin-cylinder boxer engine as found in the GS. The "precision" liquid-cooled power plant produces 125 horsepower at 7,750 rpm, a thumpy 92 lb-ft of torque at 6,500 rpm, and offers ride-by-wire throttle control settings along with traction control.

The 2014 R 1200 RT can be ordered with a load of options: A Standard package ($600) adds cruise control, a GPS adaptor, and an accessory socket. The Premium package ($3,200) includes hill start control (which holds the brake during takeoff on inclines), an Enduro Pro ABS and traction control mode, LED headlamps, a two-speaker stereo system with AM/FM and satellite radio, a tire pressure monitor, heated seats, cruise control, and electronically adjustable semi-active front and rear suspension, among other items. Additional options include Gear Shift Assistant Pro for clutchless gear changes ($475), central locking saddlebags ($400), an anti-theft alarm ($395), and at no extra charge a high or low seating option. Loaded to the gills, the RT1200RT ends up with a $22,615 asking price-- which is $3,530 below the six-cylinder K1600GT model equipped with a Premium Package.

On the Road: Big Presence, Small Feeling

Sit astride the new RT, and the bike feels closer to its big K1600 cousin than ever before. The bike borrows the six-cylinder's analog/TFT screen and switchgear, which includes a control wheel at the left grip for managing the bike's complex menus. The electrically operated windscreen is big enough to shield you from turbulence at high speeds, and the commanding, upright seating stance enables an excellent view of the road ahead.

But a funny thing happens on the way to the highway. Once you get rolling, the lightness of the controls makes the RT feel far smaller than its 604 pound curb weight would suggest; the clutch is feathery, the steering effortless, and the pedals and levers easy to actuate. Even at single-digit speeds, handling feels surprisingly accurate, inspiring confidence when maneuvering through tight places or lane splitting while traffic is moving at a crawl.

Thanks to the engine's big displacement and tuning, the RT pulls from low rpms and charges strong to its 9,000 rpm redline. There's perceptible engine pulse from the big twin, though not quite as pronounced as Ducati's big mill. Corners are easily managed with the appropriate lean angle, and though the RT displaces a bulky footprint, its handling feedback inspires high cornering speeds and aggressive riding-- especially when the adjustable suspension is in its firmer settings.

Gadgets and Bags

Opening and closing the RT's big saddlebags is easy and intuitive, and the optional power locks operate as advertised via a remote key fob. Removing the bags is also a piece of cake by unlocking the mechanism using the ignition key and pulling them straight off the bike.

The RT packs a ton of features, from trip computer functions and cruise to stereo controls and heated grips. The menu setup works easily enough, though the wheel controlling those functions is easily tapped when reaching for the turn signal switch, which is positioned to the right of the control wheel. Annoyingly, it's easy to accidentally change the radio channel when the wheel gets inadvertently tapped, and the wheel's sensitivity means there's a decent chance you'll also change channels when dialing it up or down.

Bottom Line

The 2014 BMW R1200RT's improvements and available options make it a front runner in the sport touring realm, though its size and non sportbike-based underpinnings put it at a slight performance disadvantage when compared to more aggressively tuned bikes like the Yamaha FJR1200 and the Kawasaki Concours 14. While it still performs an admirable job of combining speed, cargo carrying, and long distance comfort-- the three most important traits in a sport tourer-- its gadget interface sometimes gets in the way of enjoying its deep list of creature comforts.

Despite those (mostly) minor shortcomings, the 2014 BMW R1200RT is a quick, comfortable, and capable ride with enough suspension adjustability and wind protection to make it suited to virtually all manner of roads and weather conditions. The RT is pricey, but considering it nips at the heels of the exceptional K1600 (and is said to only be 3 mph slower in the quarter mile compared to the big-bore sport tourer, according to Cycle World), its long list of amenities and optional extras make it a viable alternative to its big sibling-- and one of the most satisfying sport tourers on the market.

Related:

• Kawasaki Concours 14 Long Term Update
• 2012 Honda ST1300 Review
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