First Ride: 2003 BMW R1200CL - Motorcycle.com

Trying to capture another segment of the burgeoning cruiser market, BMW has decided to enter into the decidedly slower pace of the "cruising-tourer" or is that "touring-cruiser"? Regardless, what we have here is essentially a heavily modified C cruiser outfitted with BMWs best touring goodies. Integral ABS, lockable saddlebags and removable top-case, cruise control and, of course, those famous heated grips all come standard on the CL model. Upgrade to the CLC (Custom) model, and you get heated seats for two and a radio replete with a CD player.

Unfortunately the only thing that's not included is a more powerful engine.

Now, don't get us wrong. For 99% of the targeted riders out there, this thing will be great. To be honest, there is enough torque and power to get things moving along at a proper clip. It's just that you have to find it. Unlike a GS or an R, don't think of looking for the power down low. It's higher up in the rev range, where a normal cruiser rider wouldn't think to look for it. The climb out from stop to past first-gear is a doozy. Clutch slipping is the only way to do it, and first gear is the only way to climb out of tight, off camber switchbacks. And even then it's dicey. The motor, a stock R1200C powerplant, really comes into its own above 3~4k revolutions per minute and hangs onto what little bits of dignity it has all the way up to redline.

The headlights are another controversial aspect of the machine. While the outer two, low beam units are descendants of those found on the R80GS, the two centrally tandem mounted, smaller, high beam units are the same as those found on the R1150. Why they chose this setup, we may never know. But we do know why the rest of the fairing looks the way it does. Wind tunnel testing contributed heavily to the final design of the fairing. There are numerous soft edges and lines that are all there to help keep the front end stabilized during cruise speed. Even things such as water run-off patterns were studied to ensure that the rider would remain as dry as possible during rain storms, which is impossible, but we give them points for trying.

So what's it like to ride? In a word, different. If you've ever ridden a large bike with a fork mounted fairing, you'll know what I mean. Slow speeds are a bit hard to negotiate, but still doable. My only real complaint with the handling is in the front-end feel during medium and slow speed riding. There was no front-end feel to speak of, and for me, that was a bit disconcerting. Going into tight switchbacks felt like riding on ice. It didn't help that the road surface was wet and gravel-strewn from a previous night's storm. Regardless, as the day wore on, the senses got used to the feeling and the muscles started to adapt. In fact, it was downright pleasurable to operate at slightly higher speeds. It seems as if more loading on the front-end helps bring back the feeling.

Touches, like floorboard and control mounting positions were all well thought out. The brake pedal is located just in front of the right floorboard. Although it looks awkward at first, the pedal is in the perfect location. From the floorboard simply slide your foot forward and press. It's a similar process for the heel-toe shifter. While the controls functioned as designed, ergonomics proved to be a mixed bag. The seat to floorboard relationship was great. However, the handlebar reach seemed a bit excessive, putting the rider's arms wide. In fact, the seat is actually 0.2 inches taller than a stock R1200C but maintains its "flat-foot" factor by creative use of seat design.

Unfortunately I didn't really get to field test

Now, the main question remains is are people going to buy the CL? I think they will. And why not? The bike is built like a rock, and once you get used to the vague feeling front end, handles just fine. The BMW name, quality and attention to detail will be more than enough for the selling point. Luxury accouterments just add to its value. Sure its a little down on power, but when you're just cruising the interstate, or rambling down a rural road this rig is perfect.

Specifications

Engine- Type: Air/oil cooled twin cylinder Bore x stroke: 101 x 73 mm
Displacement: 1170 cc
Horsepower: 61 bhp @ 5000 rpm
Torque: 72 lb.-ft. @ 3000 rpm
Compression ratio: 10.0:1
Valves per cylinder: 4
Fuel: FI and electronic controlled by Bosch Motronic MA 2.4 w/ automatic choke control
Fuel capacity: 4.5 US gallons / 20.5 L
Charging system: 800 W
Drivetrain- Clutch: 165mm (6.5 in) dry, single plate
Drive system: shaft drive
Final drive: spiral bevel gears, 2.62:1 ratio
Frame and Suspension- Frame: Cast aluminum front-frame section, stressed engine
Front suspension: Telelever w/ coil spring, gas shock
Front travel: 5.67in/114mm
Rear suspension: Monolever, gas shock w/ preload adj.
Rear travel: 4.72in/120mm
Brakes- Brake system: BMW ABS-II
Front brakes: dual 12in/305mm rotors, 4 piston calipers
Rear brakes: Single 11.22in/285mm rotor, 2 piston caliper
Wheels and tires- Front: 3.5x16 in cast aluminum wheel, 150/80 16 tubeless
Rear: 4.0x15 in cast aluminum wheel, 170/80 15 tubeless
Dimensions- Length: 95.1in/2415mm Width: 42.3in/1075mm
Wheelbase: 64.61in/1641mm
Ground clearance: 6.25in/159mm
Seat height: 29.3in/745mm
Handlebar width: 33.6in/853mm
Steering angle: 56.5°
Weight: 679lbs/308kgs wet/648lbs/294kgs dry
Max weight: 1169lbs/530kg GVWR
Colors- Pearl Silver Metallic Mojave Brown Metallic Capri Blue Metallic
MSRP: $15990
Standard Equipment- Polished and chrome plated stainless-steel exhaust Electronically controlled 3-way catalytic converter Locking body-colored top and side cases; removable top case Four-lamp headlight system integrated into front fairing Heel-toe shifter and floorboards Hazard flashers Two power accs sockets Heated grips Cruise control Chrome package Radio prep Differences for CLC-
MSRP: $16490
Standard Equipment- Radio/CD player Soft touch seat Heated seat Available in dealers, November 2002