BMW Broke Away From Tradition With The 1998 R1200C

The driver of the pick-up truck saw it while waiting to turn right at a red light. He looked left to check for oncoming traffic, and there it was, waiting to turn left.

"That's it!" he shouted, his eyes wide. "That's the new BMW!"

He dropped his truck into park, and oblivious to traffic waiting behind him, jumped out for a closer look, leaving his door open and a passenger sitting nervously in the cab.

“Damn,” he said approvingly. “It looks even better than in the photos. That is a beautiful machine.” Traffic was now stacking up behind his truck, and somebody honked. He may not have heard it as he circled the bike, coming in for a closer look.

“Check out that engine. That is so cool! How does it ride?” he asked, then went on without waiting for an answer from inside the helmet of the rider. “Good, I’ll bet. Anti-lock brakes, eh? Man, I like that. [Pointing to the front suspension swingarm.] That chrome on the heads looks good. Damn, that’s a good-looking bike! Now, how about these wheels? Are they...”

The light turned green, and we left. In the mirror, we saw him still standing there, watching the bike accelerate out of sight, a crescendo of horns rising around him.

That’s the kind of extreme reaction BMW’s first cruiser draws, and most of it is positive, though there is a minority of sidewalk stylists who are equally adamant about how wrong-headed BMW’s designers were. Then there are the BMW purists who seem outraged that BMW could have strayed so far from its utilitarian foundation. Nobody seems neutral about this bike.

There is nothing else like the R1200C, not in BMWs line, not in the world of cruising. It's a huge departure from tradition for BMW, and about as far from the cruiser mainstream as you can go without giving up the cruiser classification altogether. Yet it couldn't be anything else. Its uniqueness sets it far from the rumbling crowd, though plenty of enthusiasts of other brands are drawn to it and respond enthusiastically.

There is very little cruiser culture in the construction of the bike. The opposed-twin “boxer” engine is a BMW tradition, but no other cruiser maker would dare use it. The eight-valve 1170cc fuel-injected twin is smooth, reliable, easy to work on, and simple in design, but those two cylinders jutting-out into the air stream and the unique, somewhat flat exhaust cadence, which turns into a subdued growl during acceleration, don’t speak of cruising to most people. But by accentuating its presence, chroming the valve covers, adding scoops for the oil coolers above, and generally calling attention to the mill, BMW’s designers changed it from a sort of lumpy appliance into a mechanical fashion statement. To provide the kind of accessible power expected of a cruiser, the engineers not only opened up the bore and extended the stroke to increase displacement (from the 1085cc of the R1100RS to 1170cc on the 1200C), they softened cam timing, closed up the intake manifolds (from 50 mm on the R1100RS to 35 mm), fitted smaller valves and adjusted the ignition curves. These changes dropped peak horsepower from approximately 90 to just over 60.

You might have expected BMW to revert to a conventional telescopic front suspension or at least downplay its Telelever configuration when creating a bike as traditional as a cruiser. Instead the R1200C flaunts its unconventional front suspension. The design of the frame—what little of it there is since the engine cases actually carry more of the chassis loads—is also unconventional, both in appearance and materials, with plenty of polished alloy visible ahead of the fuel tank. The rear of the frame, where the single damper for the Monolever rear suspension is as visible as the front end’s damper and the swingarm/driveshaft, only intrudes on one side of the wheel, has a classic, elemental look, like something from an era when bikes had much fewer electrical and plumbing components cluttering their superstructures.

Its cruiser-ness emanates from pieces like the fuel tank and fenders, pinstriped in the traditional (i.e., over a quarter-century ago) BMW manner, wire-spoke wheels, prominent use of metal in a variety of shapes and textures, and the American shapes of the saddles and the high handlebar.

Still, when you fire it up, the motorcycle is clearly a BMW. There is no enriching or fast-idle control, just thumb the starter button, which is integrated with the kill switch. The bike idles immediately, rocking slightly on its sidestand, and awaits your command. The flat twin’s sound will never be mistaken for a V-twin. Nor will other characteristics. The bike rocks to the right side when you blip the engine. This torque reaction draws comments from first-timers but creates little problem except when trying to negotiate a narrow space. Strong low-speed power, coupled with significant flywheel mass, enables you to pull away briskly with little throttle, even though clutch engagement is fairly abrupt.

Using a unique chain-driven “high” camshaft which operates each cylinder’s four valves via short pushrods and rockers, the engine serves up low-speed power by the bucket-load. It will run down below 25 mph in top gear without lugging, though it will ping momentarily if you snap the throttle open at that speed, even with premium fuel. It’s easy to leave other traffic in your catalytic-converter-sanitized exhaust when the light turns green. The power builds smoothly with rpm, and there is enough left for respectable top-gear passes on the highway. It trails off at high rpm. Our measurement of top-gear roll-on acceleration showed it was going 73.3 mph after 200 yards starting from 50 mph. Combined with its 14.24-second 91.2-mph quarter-mile performance, that makes it about average for bikes in the range, better than Harley’s 1200 Sportster but well behind the Yamaha Virago 1100.

Our chief complaint about the engine was the fuel injection’s abrupt response when we moved the throttle. It is difficult to ride smoothly when you must get on and off the throttle frequently. Experienced passengers used to other bikes will think you’re a ham-fisted throttle jockey until you learn to make very gentle throttle movements. On the highway, we got fractionally over 50 mpg after a bit of optimism in the speedo had been factored out. In-town mileage was about 35 mpg. The 1200C has no reserve fuel system, but the low-fuel warning light came on with about 0.9 gallon left.

The gearbox generally drew positive comments for its smooth, quiet operation and short lever throw. However, everyone missed an occasional shift, and at least one rider felt the shift lever was a little long for his size 101⁄2 boots. Abrupt engagement of the dry clutch, the somewhat heavy flywheels, and the precipitous response to throttle movements, conspire to make smooth shifts tricky. The drivetrain sometimes clanks as the clutch is engaged, but there is no noticeable lash.

Abrupt powertrain inputs sometimes lead to chassis gyrations, but not on a chassis as well controlled as this one. Suspension at both ends is thoroughly damped with respectable spring rates. The front suspension design eliminates dive and the resulting instability and weight transfer during braking, and with its long wheelbase, the R1200C feels very stable. However, by building relatively little trail into the steering formula, BMW made the steering quicker and more responsive than most cruisers.’ It adds up to pleasant handling under all circumstances. High-speed handling is stable and precise, but there is quick response when you want to avoid something. In the twists, the BMW cruiser is confidence-inspiring and relatively nimble, in part because of its moderate 563- pound overall weight. It’s easy to make quick, unexpected adjustments to your line in mid-corner, and even braking doesn’t make it sit up significantly. You can drag things, starting with the footpegs, with ease and confidence. Low-speed handling is light and stable, upset only by the torque reaction to engine-speed changes.

The anti-dive characteristics of the front-end mean that the short front wheel trail measurement does not lead to instability during hard braking. And the BMW offers plenty of stopping power backed up by good control and an anti-lock braking system (see sidebar). To put it simply, the anti-lock R1200C stops better in any situation than any other cruiser on the road.

Because dive is minimized, the passenger is thrown forward less during hard stops than with other bikes. That, perhaps, makes up for the lurches from the abrupt throttle response but not for an uncomfortable seat—actually more of a pad—that the back-seater must endure. One passenger even said that she felt slightly insecure on the bike because the seat offered so little support. However, in an innovative twist, the passenger saddle pivots up to become an angle-adjustable rider backrest, exposing a luggage platform. Most riders appreciated the backrest, which helps relieve some need to pull against the wind. The tall, wide handlebar does spread you out in the wind, and without a windshield or backrest, it’s quickly fatiguing.

The primary complaints of every rider who rode it any distance were the thinly padded rider saddle and the harsh ride from the rear suspension. Though roomy, the seat is thin and hard and most riders were unhappy after an hour. The thin padding does little to stem the force of the solid thumps delivered by the rear suspension on sharp-edged bumps. The shock works better on rounded bumps and dips, but anything with sharp edges arrives in force at your tailbone. The problem seems to be on the damping side; adjusting preload did little to change matters. On the other hand, the front suspension rides pretty well on all bump configurations. BMW makes a fuller accessory seat, and we are sure the aftermarket will offer more comfortable saddles, handlebars, and shocks.

Some riders also had negative remarks about the vibration, which is more apparent than on other R-series BMWs and has a slightly higher frequency than other big twins. It blurs the mirrors over 70 mph and buzzes your hands through the leather-cover foam grips at any highway velocity.

There is good news and bad news about the details. On the good-news side are easy access for maintenance, a great headlight, and an excellent tool kit, which even includes tire-repair items. Four-way flashers are activated with a lighted button on the left handlebar. Rear wheel removal is simple, once the bike is jacked up. The wheels are configured so the spokes pass through outside the sealed area, meaning that they can use tubeless tires, which have the virtue of deflating slowly when punctured. The fork lock is built into the ignition lock, which is positioned conveniently up in front of the handlebar. The key has a large metal teardrop-shaped head, which not only makes it the coolest key in cruising, but also makes it easy to locate in a pocket full of change. The handlebar levers have divots cast into them about an inch from the end. These are designed-in stress points that will hopefully cause just the end to break off—leaving a still functional lever—if you tip the machine over. Both levers also have dial-type span adjusters to adapt to hands of different sizes.

But the devil is also in the details. BMW’s turn signal arrangement defies logic. You push a switch on either side of the handlebar to indicate a turn in that direction; another switch on the right handlebar cancels the signal. In other words, the R1200 requires three switches to do what most other bikes do with one. And two of those switches demand the attention of your already busy right hand. While on the subject of switches, the starter button, which is integrated with the kill switch, is positioned so that it sometimes gets punched unintentionally. Most of the instrument lights (fortunately not the low-fuel light, which serves in lieu of a reserve system) are difficult to see in bright sunlight. The tripmeter is also difficult to read in bright light, but easier at night. There are no position lights in the front turn signals. The round mirrors offer a relatively narrow angle of rear view. If you pull your left foot rearward off the left peg while reaching for the pavement, you’ll catch the sidestand tang, killing the engine. We also miss some traditional BMW strong points, such as a centerstand and good horns.

The finish quality lives up to BMW’s reputation, and every part seems to have been subjected to some styling attention. Chrome has been applied to many small pieces, and others have received subtle touches. There is plenty to justify the cost and an owner’s affection.

Though the looks will continue to be the central topic wherever people gather around the BMW R1200C, and while most buyers will be drawn to the bike for its styling and individualistic appearance, its significance is more than drawing-board-deep. It represents a large advance from the current state of cruiser technology. That front suspension offers welcome functional advances, and anti-lock brakes are literally worth their weight in gold when confronted with a difficult panic-stop situation. Whether you love its looks or not, those features make the BMW R1200C worthy of consideration for anyone buying a new cruiser.

Riding Positions:
The R1200C is the most tactile object I have ever en­countered. Even the key screams "touch me!" It is a veritable feast for the senses. From the moment I walked up to the beast I was intoxicated. Visually, the BMW is one sexy piece of work. It is decisively masculine and that's precisely why I couldn't wait to hop on it and turn some heads. I have never been on a bike that has generated so many stares, comments, and pick-up lines.

Because I found the Beemer so pleasing to look at, I was afraid that I would be disappointed once aboard. Nope, not this time. The bike fit me like a glove. There were a few awkward moments with the shifter and the turn signals, but after a few miles, everything became second nature. Once the throttle is open, this bike gets going in a hurry.

Did you say you needed the BMW back? No, wait! I’m not done testing yet... and well... see... I lost the key. Yeah that’s it... I lost the key.

✰✰✰✰ —Jenny Han

Ever since the first spy photos of the 1200C appeared under our door here at Motorcycle Cruiser, I’ve been anxiously awaiting the bike’s arrival. No other cruiser has the guts to look this different. That this bold step forward in cruiser styling comes from BMW boggles my mind.

People notice this motorcycle! One Friday night, Karin and I were dining in a moderately trendy restaurant (at least as trendy as we can afford) with some friends. When one of our companions returned from a trip outside for a cigarette, she said, “A crowd has gathered around your bike.” Everywhere I took it, people stopped to look and ask questions.

Unfortunately, the 1200C has some rough functional edges. Order your aftermarket shock before you pick up the bike—you owe your spine this much. The seat looks cool for solo riders, but since Karin called the passenger’s perch “an abomination,” another trip to the aftermarket would be required if I didn’t want to ride alone. Fix those two things, and I could easily live with the abrupt throttle in this beautiful package.

✰✰✰✰—Evans Brasfield

There has to be a wet blanket in every crowd, and here comes ol’ soggy now. I wasn’t part of the R1200C lovefest, I’m afraid. There are parts of the bike, like the front suspension and the anti-lock brakes, that were superior to any other cruiser’s, but after being worn down by the thin saddle, choppy rear suspension, vibration, the abrupt throttle and clutch, too-tall handlebar, and different-just-to-be-different turn signals, the good points lost their charm. When your butt hurts, great brakes seem unimportant.

I wasn’t seduced by the bike’s looks. For a motorcycle with so much wheelbase, it appears to me as tall and rather short front to rear, not long and low. The overall proportions seem ungainly, and the dull finish selected for many of the metal pieces seems exactly that. The thrilled reaction the bike gets wherever it goes might make up for my personal lack of enthusiasm, but not with the functional shortcomings.

If you are buying this motorcycle, you should love its looks. If not, there are faster, better handling, more comfortable BMWs with all the other attractions of this one.

✰✰✰—Art Friedman

This article was originally published in the December 1997 issue of Motorcycle Cruiser.