bmw r1250rs tft display made in china

Sport touring aboard a purpose-built European bike shows just how refined going fast in comfort can actually be. Coming into the 2022 model year BMW left well enough alone and made no significant changes to the R 1250 RS. Alright one change, they made it easier to purchase by slimming down the available packages. It is quite simple, add items to the standard model, or just add the Premium package that likely already contains exactly what you really want.

With 136 hp the BMW R 1250 RS is right with the competition, but the 105 lb-ft of torque will keep you grinning. Delivered with silky smoothness, this is a bike that propels you ahead from anywhere in the rpm band with ease.

Cast aluminum single-sided swing arm with BMW Paralever; WAD strut (travel-related damping), spring pre-load hydraulically adjustable (continuously variable) via handwheel, rebound damping adjustable

BMW ShiftCam is the name of the innovative technology that lets you accelerate faster from any speed. This is achieved by means of a variable camshaft control system. The increase to 136 hp gives you more power and, with the capacity expansion to 1254 cc, the possibility to make another sprint in the fast lane. The increase in torque (max 105 lb-ft) is noticeable in every rpm range, delivering the typical boxer punch an pure riding pleasure.

Connect your smartphone to your bike via Bluetooth. The 6.5-inch TFT display shows you everything about your motorcycle and offers you in conjunction with the smartphone app additional features such as navigation, music and phone.

The BMW R 1250 RS brings sports performance to the touring section of the 2021 BMW line-up. This celebrated European-made motorcycle features the power and performance of a BMW sports bike, but with the practicalities and comforts of a modern sports tourer. But if you take a look at the specs, it’s definitely more “sports” than “tourer.”

While the engine doesn’t scream like BMW’s inline-four sports performance motorcycles, the R 1250 RS’s 1,254 cc flat-twin produces plenty of grunt. The engine makes 136 horsepower and 136 horsepower and 104 lb-ft and can shift the R 1250 RS to speeds of over 125 mph. The engine is mated to a six-speed gearbox, with a shaft drive.

Standard features for this sports tourer include BMW Motorrad Integral ABS, ASC automatic stability control, two riding modes (Rain, Road) HSC hill start control, a full LED headlight, and a TFT-display. The TFT-display can be linked to your smartphone using Bluetooth and can be used for navigation and other media.

Cast aluminum single-sided swing arm with BMW Paralever; WAD strut (travel-related damping), spring pre-load hydraulically adjustable (continuously variable) via handwheel, rebound damping adjustable

BMW ShiftCam is the name of the innovative technology that lets you accelerate faster from any speed. This is achieved by means of a variable camshaft control system. The increase to 136 hp gives you more power and, with the capacity expansion to 1254 cc, the possibility to make another sprint in the fast lane. The increase in torque (max 105 lb-ft) is noticeable in every rpm range, delivering the typical boxer punch an pure riding pleasure.

Connect your smartphone to your bike via Bluetooth. The 6.5-inch TFT display shows you everything about your motorcycle and offers you in conjunction with the smartphone app additional features such as navigation, music and phone.

You now have even more options to make your BMW R 1250 RS your own bike: With the design-defining Option 719 Billet Packs Classic, Storm and Shadow, all three are very exclusive and high-quality factory-fitted customisation options. With the two-colour Option 719 wheels, you can make your R 1250 RS even more exclusive. The sports silencer also makes a statement on performance.

For more than 40 years, the abbreviation “RS” has stood for sports touring par excellence in conjunction with the BMW boxer engine. The R 1250 RS is now even more innovative and sophisticated and delivers the ultimate sporty, dynamic touring experience.

As before, the legendary 2-cylinder boxer engine provides powerful propulsion. It still has an engine capacity of 1,254 cm3 and, even in the current EU5 registration, generates 100 kW (136 hp). Thanks to BMW ShiftCam technology for varying valve timing and valve lift on the intake side, it delivers beefy power across the entire speed range, extremely smooth and quiet running and outstanding fuel consumption and emission values.

The ECO riding mode allows the rider to use the innovative BMW Motorrad ShiftCam engine technology primarily in such a way to achieve the maximum range. In ECO mode, the rider is encouraged to ride as fuel-efficiently as possible with a soft throttle curve and moderate engine torque limitation. In ECO mode, the TFT colour display provides an efficiency display in the upper status line. If you want maximum performance – for example for overtaking with a heavy load or riding uphill – the ride mode button can be used to quickly and easily switch to a different ride mode.

As a popular sports tourer, the R 1250 RS in its latest edition features BMW Integral ABS Pro as standard. This is a braking system, which offers even more safety when braking – even when leaning into bends – and thinks even further ahead, so to speak. As the riding mode concept continues to expand, more new functions will also be added. For example, the ABS control characteristic will be adapted further to the respective riding mode. As part of the “Riding Modes Pro” option, Dynamic Brake Control (DBC) additionally supports the rider during emergency braking manoeuvres. DBC increases safety when braking, even in difficult situations, by avoiding unintentional throttle activation. By means of intervention in the engine control, drive torque is reduced during braking so as to make full use of the braking power at the rear wheel. This keeps the motorcycle stable and shortens the braking distance.

As before, the new R 1250 RS equipped with a TFT colour display featuring integrated arrow navigation and extensive connectivity. Excellent readability, clear menu navigation and a highly integrated operating concept place it at the top of the production motorbike world. The rider can choose between customised screen displays for various purposes. This also includes the “Sport” Core Screen, which provides real-time information about the current and maximum lean angle as well as control interventions – such as ABS Pro or DTC. New standard features include redesigned LED tun indicators (also for the USA) and the iconic daytime running light (not permitted in all countries; without daytime running light function, the light icon is designed as a parking light).

The new BMW R 1250 RS offers two different sockets as standard. The previous 12-volt on-board power socket plus an additional USB-A socket with a 5-volt power supply. This most widely used type of USB socket with newly developed charging electronics allows you to charge a smartphone while riding by connecting a cable adapter. Up to 2,400 mA charging current is available, enabling fast charging depending on the type of smartphone used. The Intelligent Emergency Call is also a standard feature (eCall; not available in all countries) for providing rapid assistance in emergencies.

Tube handlebars are now available as a new optional extra ex works and also as an original BMW Motorrad accessory. The tube handlebars are slightly wider and higher than the standard handlebar stubs and also less swept. This means that in addition to the various rider seats available as optional equipment or original BMW Motorrad accessories, the handlebar ergonomics of the R 1250 RS can now also be individually adapted to achieve an even more relaxed and upright seating position.

In the basic variant, the new BMW R 1250 RS highlights its advanced sport touring qualities in Icegrey non-metallic in conjunction with a black frame. With the Triple Black Sport Model available optionally ex works, the customer can choose from two particularly expressive colour concepts.

‘Now listen carefully Bond…this new R1250RS has a lot of special features.’ Looking through the press pack on BMW’s new R1250RS it’s all too easy to go gizmo-blind. As well as the multiple riding modes and (optional – but almost everyone chooses them) electronic suspension system’s settings, there’s the traction control, auto hill-start functions, ABS, quickshifter, auto-preload-setting, keyless ignition, multiple display modes on the new TFT screen, fly-by-wire throttle, tyre pressure sensors, LED running lights, Bluetooth connectivity and turn-by-turn navigation directions via the app.

The truth is that for all the new tech (much of it was previously optional but now fitted as standard), the two things you need to know about BMW’s R1250RS are that the superb ShiftCam engine is probably even more suited to this bike than the naked R1200R or GS and that the TFT display fixes the biggest single problem of the old R1200RS – that the typical middle-aged RS customer’s eyes were no longer able to read any of the digits on the teeny, tiny LCD display.

The standard bike starts at £12,100 which comes with the new TFT display, traction control, two riding modes (road and rain), cornering-ABS, conventional (non-electronic) suspension, pannier mounts and a traditional key for the ignition and fuel filler and hill-start assist.

To put that in perspective, the standard RS is a few hundred quid cheaper than Honda’s CB1000R and a full £5k less than the KTM Super Duke GT I rode down to the launch on. You can (and should) argue that the KTM makes much more power and has many of the BMW’s optional gadgets as standard, but I’d argue that the BMW’s engine is (much) better regardless of power figures and I’d rather have the conventional suspension, shaft drive and a physical key plus £4k in my pocket, if only the good bits of the KTM weren’t so flipping good (more of that later).

The twin-cylinder, water-cooled ShiftCam boxer engine is the same as in the R1200R, GS and RT models. One of the BMW tech team, on hand to answer questions explained that they had initially considered different levels of tune, but were happy with the versatile performance of the motor and the only differences between models are in the choice of final-drive gear ratios. The R and GS models have the shortest gearing, the RS has slightly longer ratios for more relaxed high-speed cruising and the RT has the longest for relaxed touring.

The cleverest part of the ShiftCam system (which alters the valve timing by using two sets of lobes on the intake cam, but also allows the valves to open autonomously on each cylinder which also increases gasflow) is that it is undetectable in use. Unlike Honda’s VTEC or Suzuki’s GSX-R1000 system, where there is a noticeable physical feeling in operation, the BMW system is seamless. And unlike Ducati’s system, it really does make a big twin as punchy as you hoped at low revs and as fast when chasing the redline too. ShiftCam sets a new benchmark in motorcycle VVT systems – it’ll be interesting to see how the competition evolves.

BMW call their quickshifter gear-assist pro. Under certain conditions – big throttle openings in the lower gears, driving hard – it works well enough. But when you’re chugging along in touring mode it’s not consistent, missing or messing-up one in every 20 upshifts and that’s not good enough. It’s better when downshifting, but still no smoother than just using the light clutch.

BMW’s electronic systems make an interesting comparison to the competition. The throttle and quickshifter feel slightly numb (as does the clutch action) as if there’s too much electronic manipulation going on. Compared to a KTM which feels like its systems have been developed by a fanatical engineer whose home will be full of marble surfaces, sharp edges and brushed aluminium toilet paper, the BMW has more of a soft-furnishings, pastel colours and maybe even a bean bag kind-of feel. Does that make any sense? Ducati’s lie somewhere, confused between the two. The BMW systems all work well but lack the directness and aggression of the KTM system.

One area where the BMW scores highly is ease of adjustment. There are more buttons to push on the R1250’s switchgear than the competition (and the ‘what-does-it-do-again?’ wheel still means a long stretch for your thumb to the indicator switch), but the upside is that swapping suspension settings is now just two pushes of a button, the heated grips are one-push and scrolling the menus on the dash is a simple pleasure, even at high speed on a twisty road.

The riding position and basic shape of the fairing remains the same as on the old R1200RS. The fairing is slightly different to accommodate the new LED lighting and give the 2019 bike a distinctive ‘face’. It’s been a couple of years since I rode an RS and, after 2500 miles on KTM’s Super Duke GT (which, I know is a very different bike in some respects, but it is also a machine designed to be an all-round sporty, touring champion) I was surprised how hard it was to get comfy on the BMW. The riding position is more traditionally sporty. There’s a stretch across the tank to the narrow, forward-set handlebars. At high speeds it feels very natural and it makes cornering more confident because your body feels in just the right place to attack a turn. The KTM is more about attitude and muscling the bike through a turn. It’s as subtle as a skinhead with a bright orange suntan.

But, when you slow down a bit, or are filtering through traffic or just at the end of a long day, on the motorway wanting to get home, the KTM is way more comfortable. The bars feel in just the right place, the seat supports your aching backside and just cants you forward enough to make the reach to the bars easy. On the BMW the seat is softer, but less supportive, the bars are an inch too far away and your feet are too high.

I don’t remember comfort being an issue when I ran an R1200RS for a year in 2017, but I was doing more long, fast runs and less slow riding than on the R1250 launch yesterday. Other than that, the BMW’s ergonomics are good and bad. The clutch feels over-assisted, gear shift has too much squidge and the indicator switch is an inch too far from your thumb, but the sidestand is in the right place for an easy foot, isn’t too long like the KTM and the keyless ignition, steering lock and fuel filler work perfectly every time.

We only tested bikes with BMW’s electronic suspension adjustment (ESA). This year’s system has an ‘auto-load’ adjustment, which means it sets the preload automatically depending on whether it’s one person, two people, luggage or no luggage and keeps the bike on an even keel. You can switch to manual, but the only options are fully loaded or minimum.

The ESA damping is getting better with each iteration, but there’s a lot of competition in the market now and, depending on how you ride, some are much better systems. BMW’s ESA now has just two settings – road and dynamic. The settings have been tweaked this year to better reflect the riding styles of the actual customers who buy an RS. BMW acknowledge that their mega-experienced test riders and the journalists who review their bikes often have a sportier, harder-riding focus and so have developed the settings more for typical road riders. I tended to leave it in ‘Dynamic’, which is the sportier of the two. This setting allows sporty, precise cornering while also soaking up most of the bumps on most of the roads well. It only got caught out on a couple of very big bumps on a very minor single-track road. In ‘Road’ mode, it felt slightly more comfortable, but was noticeably less accurate in the kind of corners where you misjudge the line and need to adjust mid-corner.

BMW have retained the Brembo brakes on the RS (the GS and RT versions have BMW-branded calipers made by American company Hayes). On our ride they work as well as ever, but we didn’t really put them to the test. BMW’s tech guy discussed how the electronics develop all the time and how the algorithms driving the latest cornering ABS system allows it to react faster and more smoothly.

Hill start control is also fitted as standard now and worked well on the single occasion I had to test it. Previous experience suggests that, while no one will buy an R1250RS purely for this gizmo, once you get used to it the system becomes much more useful than you imagined it would be.

When I ran the old model as a long term test bike in 2017 my biggest bugbear was the instrument panel, which had tiny numbers that were impossible to see clearly on the move. The new TFT unit is huge, brash, bright and laid out in such a way that all the info is right where you need it and the menus make it simple to access everything you need. BMW’s switchgear is more cluttered than some, with more buttons and wheels to manipulate than KTM, for example, but the result is a series of controls that are easier to use on the move.

You can’t judge a bike like this on the basis of a launch ride. It’s a multi-purpose bike and needs a few thousand miles to really get to know it. But you can get an impression of what’s changed from the old one and, having done many thousand of miles on those it’s apparent that the new R1250RS fixes the one big problem with the bike (the hard-to-read clocks) and adds in the bonus of a massively improved engine that just makes you grin like a teenager on a moped every time you open the throttle in anger.

KTM’s Super Duke GT has moved the sporty touring market down a whole new path and is genuinely good at everything. But it costs £17,000, which is £3k more than a top-spec R1250RS and, despite what the spec sheet says I reckon it’s no faster on the open road.

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The protective film is made of a special hardened glass that reliably protects the 10.25-inch TFT display against contamination, stone chips and damage, even while riding in off-road terrain. The hardened glass has a non-reflective surface that makes the TFT display easy to read during everyday use. The protective film displays the BMW Motorrad lettering in the bottom.

BMW Motorrad and Bosch are set to give riders what they want, in a move that the cutting edge German engineering and technology company estimates will lead to a safer and more convenient riding experience. In a survey of 2600 motorcyclists, Bosch found that 90% of riders utilize their mobile devices for planning purposes or as part of wrapping up their ride. But perhaps more surprisingly, a third of riders responded that they use their phones while actually riding.

In general, eight out of 10 of those surveyed were in favor of integrating smartphone and instrument cluster information. To address this desire, some of BMW’s new motorcycles will come with Bosch’s 10.25-inch TFT (thin-film transistor) display with split-screen capabilities. Riders will now be provided with the information they previously had to look to the instrument cluster and their mobile device for, in one location.

The new Bosch display will utilize their smartphone integration system called mySPIN to enable content from motorcycle-centric apps like REVER to display appropriately on one half of the screen, while speed or warning indications will display on the other half.

The content being shown can be regulated by the rider with controls on the handlebar. The screen itself is TFT LCD — this technology improves image quality over the traditional LCD displays. Similar Bosch mySPIN split screens will appear on Ducati and Kawasaki motorcycles, as well, but the display sizes may be smaller.