SPORT TOURING REDEFINED: INTRODUCING THE 2005 BMW R 1200 RT AND R 1200 ST

Woodcliff Lake, NJ - March 16, 2005... Sport Touring is a class well known to
BMW because, well - BMW just about invented it. And now, with the completely
redesigned R 1200 RT and the new - think R 1200 ST, the concept has been even
further refined. The R 1200 RT replaces the exceptionally versatile and popular
R 1150 RT, while the R 1200 ST replaces the R 1150 RS, the last version of the
legendary motorcycle that started the modern Boxer era in model year 1994.

Both models use new engine and chassis technologies derived from the
award-winning R 1200 GS introduced last year. However, the new models are
provided with improvements to suit them, ideally as ever, to the Sport Touring
role. In much the same way as the R 1200 GS, both the R 1200 RT and the R 1200
ST have been designed for dramatically reduced weight compared to the preceding
models as well as an impressive boost in maximum power from the all-new 1170cc,
four-valve-per-cylinder Boxer twin.

Thanks to improvements in several areas, the new Boxer engine produces 110 hp,
15 hp more than the outgoing R 1150 RT's -- and even 10 hp more than the R 1200
GS's engine -- while retaining a broad, flat torque curve. Moreover, the R 1200
RT weighs an astounding 70 pounds less than the R 1150 RT, while the R 1200 ST
undercuts the R 1150 RS by an amazing 55 pounds

This combination of lower weight and more power provides a substantial
improvement in overall performance and handling. Just because a motorcycle is
built to be comfortable for the long haul doesn't mean it cannot also perform
like a thoroughbred.

R 1200 RT: A NEW DIRECTION FOR BMW DESIGN
From the first glimpse of the new R 1200 RT, there's no mistaking that it is a
completely new motorcycle. Dramatically styled new bodywork makes a clear break
from the old R 1150 RT, yet provides improved rider and passenger comfort
thanks to improved aerodynamics. Integrated rearview mirrors/turn-signals help
manage airflow around the rider's hands to provide a generous still-air pocket
and protection from weather. Compared to the R 1150 RT, the new windscreen is
taller and wider, also for better rider protection but also, because it's
important in a motorcycle of this caliber, excellent passenger weather
protection with a minimum of fatiguing turbulence.

A prominent split grill channels cooling air over the R 1200 RT's large
engine-oil cooler and brackets a new style of "freeform" headlight. Because
superior nighttime illumination is critical to long-distance riders, the R 1200
RT features geometrically optimized surface contours that redirect the efforts
of two H7 halogen bulbs for the low beam and a single, central H7 halogen light
for the high beam.

ERGONOMICALLY CORRECT, AS USUAL
The rider's view from the saddle is at once familiar and yet completely new.
Among the familiar touches is the ergonomic profile of the R 1200 RT, which is
based heavily on the extremely comfortable R 1150 RT. (In fact, the handlebars
are the same as before except for a revised finish.) This means that the R 1200
RT has the ideal seat-handlebar-footpeg relationship for long-range touring,
placing the rider in a comfortable, upright position that reduces fatigue and
improves control of the motorcycle.

Seating options abound. The R 1200 RT comes standard with a split saddle that
allows for two-position adjustment of the rider's portion, resulting in a seat
height of either 32.3 or 33.1 inches (820 or 840mm). A lower seat is available
that reduces overall seat height to 30.7 or 31.5 inches (780 or 800mm). In both
cases, the seats themselves and the area around them have been resculpted in
the R 1200 RT to maximize legroom and reduce the effective reach to the ground,
which provides surefooted handling at a stop.

The R 1200 RT is clad in dynamic new bodywork that channels ambient air as well
as engine-cooling air effectively around the rider and passenger. As before,
the windshield is electrically moved within a wide range of positions to
optimize wind protection and minimize turbulence for riders of all sizes.

A new rail mounting system is installed on the top of the fuel tank to improve
the security and convenience of the optional tank bag. This is in addition to
standard 32-liter hard saddlebags that feature new four-point mounting systems
and, as ever, weather-resistant seals, and locks keyed to the ignition key. An
integrated luggage rack can carry extra gear or be fitted with one of two
optional topcases of either 28 or 49 liters' capacity. (The 28-liter topcase is
all black, while the larger case is White Aluminum Metallic over black. The
side cases are color matched to the motorcycle.)

THE R 1200 ST: EMPHASIZING THE "SPORT" IN SPORT TOURING
Not every highway is flat, not every road is straight. That?s why BMW has
created the R 1200 ST, a successor to the famed R 1150 RS and a clear step
sportier than the R 1200 RT with which is shares its basic engine and chassis.
Your first clue is the rakish bodywork, shaped by the wind and defiant of
convention. Twin stacked headlights lead the way with a blast of useful
illumination. The pointed lower fairing helps channel cooling air to the
engine-oil cooler. Like the R 1150 RS before it, the R 1200 ST has a
mechanically adjustable windscreen to tailor the amount of wind protection to
the rider?s liking.

Behind the fairing, the rider fits into a comfortable and sporty position
thanks to adjustable clip-on handlebars set into an ideal ergonomic stance. The
sporty ergonomics, reminiscent of the R 1150 RS's, offer maximum control and
comfort for high-speed and long-distance touring. The alloy handlebars adjust
vertically along a 1-inch (25mm) range and, together with the height-adjustable
seat, offer up all the tools a rider needs to create a personalized comfort
zone.

As with the R 1200 RT, the R 1200 ST includes a dual-position adjustable
rider's saddle - 31.9 or 32.7 inches (810 or 830mm) - with an optional lower
saddle - 30.7 or 31.5 inches (780 or 800mm).

INSTRUMENTS OF EFFORTLESS TRAVEL
New for the R 1200 RT and R 1200 ST are stylish and legible instrument clusters
that include an Info Flatscreen rider-information display. This module includes
information on oil temperature, fuel consumption and tank level, plus gear
selection.

POWER FOR ONE, POWER FOR ALL: SHARING THE NEW BOXER
Both the R 1200 RT and the R 1200 ST take advantage of new technologies
launched with the R 1200 GS last year. Beneath the dramatically reshaped
cylinder heads lies an amazing new engine. Although it retains the classic
Boxer opposed-cylinder architecture, virtually everything is new compared to
the previous-generation 1130cc Boxer family. Maximum power for both the R 1200
RT and the R 1200 ST is 110 hp, up from 100 hp in the R 1200 GS and a massive
16-percent jump from the engine in the R 1150 series.

This newfound power starts at the advanced cylinder heads. Compared to the
R 1200 GS, the RT/ST engine employs a higher compression ratio - 12.0:1
compared to the GS's 11.0:1 - and revised camshafts for greater thermal
efficiency and increased airflow through the cylinder heads. The four valves
retain their high-cam activation system, which uses a single, lightweight
camshaft high in each cylinder head to operate the valves through short rocker
arms fitted with easy-to-maintain screw-type lash adjusters. Taking a page from
high-performance aircraft engines, BMW engineers selected sodium-filled exhaust
valves for the R 1200 engine because they promote more efficient heat transfer.
Two spark plugs per cylinder are again used, as on the R 1200 GS, resulting in
fast, efficient burning of the fuel-air mixture in the combustion chamber.

In addition to those changes, the new RT/ST engine configuration features a
500-rpm-higher redline - now 7500 rpm - to take advantage of the engine's
increased high-rpm power. A revised intake system works with a new, larger
exhaust system to further improve engine efficiency and power output. It says
something about the basic new Boxer design that a group of comparatively minor
changes can bring about a 10-percent increase without loss of low-end or
midrange torque.

Otherwise, the RT/ST engine is similar to the R 1200 GS's, using aluminum
cylinders -- with treated bore for wear resistance without the weight of an
iron or steel liner - to carry the same 101mm bore as the R 1150 engine.
However, a 2.5mm-longer stroke (now 73mm) provides a total displacement of
1170cc with a desirably "oversquare" bore/stroke ratio to permit high engine
speeds. Despite being larger, the new pistons are lighter than the R 1150's.
Under-piston oil jets -- a racing technology designed to remove heat from the
piston and combustion chamber by spraying engine oil at the bottoms of the
pistons -- are larger and flow more oil.

A NEW BALANCING ACT
Motorcyclists the world over marveled at the R 1200 GS's impressive smoothness,
the result of the first-ever use of a balance shaft in an opposed-twin
motorcycle engine. Although the Boxer design has what's known as perfect
primary balance -- the major reciprocating forces are directly opposed because
as one piston reaches the top of the stoke, the opposite piston does as well,
canceling out the primary forces inherent in reciprocating designs -- there is
some residual vibration caused from the connecting rods not being directly
overlaid. In effect, the engine wants to oscillate around its center of mass,
as viewed from above.

By employing a counterbalancing shaft, BMW has eliminated this kind of
vibration, called rocking couple. As a result, the new engine is dramatically
smoother, permitting not only elevated engine speeds with fewer stresses on
components (including the rider) but it can be mounted to a lighter frame
without sacrificing strength.

BMW's engineers worked overtime to artfully locate the counterbalancer into an
already efficiently packaged powerplant, and their solution is both inspired
and effective. In the traditional R259 engine family, a gear-driven sub shaft
is positioned below and parallel to the crankshaft plane that contains drive
sprockets for the chain-driven camshafts as well as for the oil pump. In the
new R 1200 RT/ST engine, this shaft is larger and houses, inside its inner
diameter, a second shaft driven at crank speed -- the sub, or countershaft, is
driven at one-half crank speed -- with one of the two necessary balancing
weights integrated into the drive gear and the other bolted to the far end of
the shaft outside of the oil bath to help reduce power loss. This design adds
remarkably little weight, uses a minimum of engine power, makes the powerplant
no larger yet dramatically improves rider comfort. And, just as important, the
Boxer engine's distinguishing opposed-twin rumble remains; this is a smooth yet
charismatic engine.

THE BRAIN IS ALL POWERFUL
As on the R 1200 GS, the RT/ST engine employs the latest BMS-K engine
management system. This is a completely integrated fuel- and spark-delivery
system that uses sophisticated electronics fed crucial information by a host of
sensors throughout the motorcycle. Anti-knock control allows the use of
mid-grade fuel without risk of engine damage yet also maintains peak engine
output when it is fed premium fuel. In this way, there are no compromises; the
engine does not need to be "detuned" in the event premium fuel is not
available. Moreover, these alterations are transparent to the rider.

The injection system is fully sequential, meaning that it squirts fuel into the
intake manifolds precisely when needed for each cylinder. In addition, the
intake system breathes through a large, efficient airbox. Moreover, the
engine-control computer receives additional information from dual
throttle-position sensors (as opposed to a single sensor before) and twin
oxygen sensors located in the head pipes close to the cylinder for maximum
accuracy and minimal lag time.

The RT/ST engine continues using BMW's innovative Two Spark system, which has
two spark plugs per cylinder. In previous Two Spark engines, the spark plugs
were fired simultaneously, which still provides a faster, more efficient
combustion event than is achievable with a single plug -- but in the new RT/ST
these plugs can fire independently. By changing the relative ignition timing,
called phase shift, further combustion efficiency can be gained, particularly
at part throttle, where the engine can be made more powerful and more
predictable.

Efficient fuel-injection and ignition systems make for a cleaner engine, and to
complete the job, the R 1200 RT and R 1200 ST employ a fully controlled
three-way catalytic converter in the stainless-steel exhaust system. Moreover,
the RT/ST exhaust system employs a large, efficient muffler for minimum noise
along with maximum possible power.

A REVISED TRANSMISSION WITH "DYNAMIC" SIXTH GEAR IS STANDARD, TOO
The R 1200 RT and R 1200 ST employ the all-new transmission that debuted on the
R 1200 GS. It?s fed by a large clutch (but still an efficient dry type that
does not contaminate the engine or transmission oil) and a 1.823:1 primary
reduction drive to reduce transmission-shaft speeds. This three-shaft
arrangement allows stacking of the gear cluster well below the crankshaft
centerline, to further reduce the engine's already impressively low center of
gravity. Still using six ratios, the new transmission employs helical-cut gears
for quicker, smoother engagement and less noise.

The shift mechanism has been improved for reduced lever effort and more
positive engagement. This six-speed transmission no longer employs the "wide
ratio" scheme used before the R 1200 GS -- in which the top gear ratio was a
large gap from fifth. The idea was to reduce highway vibration and fuel
consumption but the smoother engine permits a shorter top-gear ratio, which
improves responsiveness and passing performance. Improved bearings and other
materials have extended the transmission's oil-change interval to an amazing
25,000 miles.

The R 1200 RT and R 1200 ST pick up the R 1200 GS's all-new Evo-Paralever shaft
final drive - the only rational final-drive system for a Sport Touring
motorcycle. It is an entirely forged-aluminum design (not cast) that's
considerably lighter and is sealed for life, meaning that you never need to
change the gearcase lubricant. For ground clearance, the Paralever torque arm
has been relocated to the top of the housing, while the large-diameter hollow
axle improves resistance to twisting and reduces weight. Except for minor
changes to accommodate a larger rear tire, it is the same unit as found on the
R 1200 GS.

AN ALL-NEW CHASSIS, DESTINED FOR THE LONG HAUL
The R 1200 RT and R 1200 ST employ an entirely new chassis made up of round and
square-section steel tube. (It is similar in concept to the R 1200 GS's, but
altered for the Sport Touring mission.) As BMW has since the beginning of the
R259 series in 1993, the engine itself acts as a stressed member of the
chassis, which helps reduce weight and parts count while improving rigidity.
It's worth mentioning that one of the prime advantages of an inherently smooth
engine is that is can be solidly mounted and need not be mounted in rubber,
which would preclude its use as a stressed member.

Up front, a revised Telelever arrangement bolts to a frame now made from steel
tubes that is, thanks to careful engineering, actually lighter and stronger
than the arrangement it replaces. The rear subframe features new mounts for the
side- and centerstands as well as provisions for the swingarm pivot --
previously, the swingarm was mounted solely in the transmission cases.

Produced from high-strength forged aluminum, the R 1200 RT's new Telelever
A-arm is stronger and lighter than before. A combination of reworked Telelever
parts and the new frame results in steering geometry that's better suited to
sporty riding. The trail has been reduced by 0.5 inches (13mm) while the
steering-head angle has been reduced by 0.5 degrees. The wheelbase is the same
at 58.5 inches (1485mm).

For the R 1200 ST, the chassis geometry is slightly altered from the RT's, with
0.4-degree more steering-head angle and 0.7 inches (1.7mm) more trail. Also, at
59.1 inches (1502mm), the ST's wheelbase is slightly longer than the RT's.

Connected to the new Paralever single-sided swingarm is a new shock featuring
travel-dependent damping called TDD. As on other BMW models, this shock's
compression damping increases dramatically near the upward limit of wheel
stroke to help prevent bottoming out without compromising mid-stroke
compliance. As before, the shock is adjustable for spring preload and rebound
damping.

Optional on the R 1200 RT is BMW's ESA - Electronic Suspension Adjustment. This
system allows the rider to adjust the rear shock's spring preload and damping
qualities by a switch on the handlebar. Even while under way!

IMPRESSIVE BRAKES
The R 1200 RT and R 1200 ST use BMW's light and powerful EVO brake system. In
addition, the R 1200 RT is standard equipped with Partial Integral ABS. This
system is optional on the R 1200 ST. For Partial Integral ABS, the front brake
lever activates the twin 320mm floating front discs through an electric
power-assist mechanism and, as appropriate, the single 265mm rear disc. (The
rear disc is 12mm smaller on the R 1200 ST than on the R 1150 RT for weight
reduction.) Thanks to sophisticated electronics, the Partial Integral system
actively determines the best front/rear braking ratios and applies them in real
time, faster and more accurately than any rider could. The rear brake pedal
operates only the rear brake.

Those brakes are fitted to new, lightweight cast-alloy wheels in more
conventional sizes. The 3.5 x 17 front rim carries a 120/70 ZR-7 tire while the
5.5 x 17 rear rim holds a 180/55 ZR-17 tire. These sizes are the de facto
standard among mainstream sporting and sport-touring bikes, which means there
is a vast array of tire choices.

A SIMPLIFIED ELECTRICAL SYSTEM
The R 1200 RT and R 1200 ST use a technology that debuted on the R 1200 GS,
called SWS, which is based on a CAN-bus network. CAN stands for Controller Area
Network and denotes a computer-controlled electrical system that dramatically
reduces the number of wires on the motorcycle. A pair of conventional copper
wires makes up the connection from two controllers that manage everything from
engine controls to the turnsignals. Moreover, the CAN system eliminates the
need for conventional fuses. Should a part of the electrical system
malfunction, CAN will remove power to it until the next time the vehicle is
started. If the problem persists, a warning is flashed to the rider and an
error code stored in the system for retrieval by BMW technicians. No more
guesswork.

OPTIONS / ACCESSORIES TO TAKE YOU THE EXTRA MILE
A comprehensive list of BMW options and accessories are available for the R
1200 RT and R 1200 ST. These include:
- Partial Integral ABS (R 1200 ST; standard on the R 1200 RT)
- Reduced-height seat
- Anti-theft warning system
- BMW Navigator II GPS moving-map system
- Heated handgrips (R 1200 ST; standard on the R 1200 RT)
- Heated seat (R 1200 RT)
- Luggage rack (R 1200 ST; standard on R 1200 RT)
- Valve cover protectors
- BMW hard side cases (R 1200 ST; standard on R 1200 RT)
- BMW Topcase