2003 BMW R1150RT Unmistakable BMW DNA
Written: Jan 15 '06 (Updated Nov 21 '08)
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Pros: Possibly the perfect mixture of motorcycle capabilities and comfort for the experienced motorcyclist.
Cons: Seat height for vertically challenged riders
The Bottom Line: Possibly the perfect mixture of motorcycle capabilities and comfort for the experienced motorcyclist. Prices are within the competitive group. Well maintained examples are readily available.
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| donc230's Full Review: 2003 BMW R 1150 RT |
2003 BMW R1150RT Unmistakable BMW DNA
BMW DNA
To those familiar with BMW motorcycles, the heritage and breeding of the marque can be felt as soon as a leg is hoisted over the seat. BMW motorcycles have been bred over generations of performance, economic, political, and social influences. BMW branded motorcycles are known the world over for balanced performance, perfectly developed products for the world economy, Teutonic tenacity for quality, and a subliminal message that you not only pay for what you get but you get what you pay for! In the 2003 BMW R1150RT those DNA marks are unmistakable. The BMW rondel “spinning propeller” trademark harkens back to the days when their engines graced the aircraft flown by the Red Barron during WWI. Blue sky can still be seen through that stylized propeller!
RT
A poor translation of the RT is “Road Touring.” Since their creation in the late 1970’s, RT’s have been designed for the long distance rider who is looking for a mount that fulfills all the requirements of motorcycle riding. Equally at home during daily stop light to stop light commuting and exploration of those blue back roads on a road map, the RT is the master of the Autobahn or Interstate highway. Smooth reliable power, comfort for two, storage capacity for the necessities of international travel, inclement weather protection, precise handling, and state of the art braking have historically been hallmarks of the BMW RT. Little brother of the marque’s over 800 pound BMW K1200LT (LT know throughout the BMW motorcycle riding culture as translating to either Luxury Touring or Light Truck, depending on their inclination), the RT was designed with the sporty rather than sport or luxury touring motorcyclist in mind. True sport riders should look at the RS versions of the BMW boxer. That said, the 2003 BMW R1150RT ushers in the third millennium with a motorcycle for the ages.
BMW Styling
David Robb, BMW motorcycle chief stylist, has blended circa 2000 BMW automobile styling with the aerodynamics necessary for effortless riding through any potential climate or across any pathway. The trademark twin kidney shaped grills for the intake of fresh air and optimum operation of the oil cooler compliments the slippery rounded shape of all exterior surfaces. Proof of this is that the RT’s ability to deal with high velocity crosswinds is second to none. As motorcycles are emotional creatures, the styling is either sheer beauty or “another rolling cough drop” from the stylist’s drawing board.
That BMW Feel
There is a legend that Lexus once took their design engineers on a month-long working vacation to Europe’s finest five star resorts so that they could absorb the feel of quality expected by the upper echelons of society. Tasting the feel of the 2003 R1150RT, one touch of this RT and it is immediately evident that BMW engineers have not needed such an education since WWI partitions moved BMW chief design engineer Max Fritz from aero engines to motorcycles in 1923. There is a quality feel to everything the body touches and to every operation performed by the controls. It is one of those “you know it when you feel” it sort of things.
The Human Fit Factor
“Never ride a motorcycle you are not comfortable on” was the first admonishment I received decades ago when the two wheel virus first stuck me. BMWs in general, and RT’s in particular, fall to this selection criterion. Maybe it is a social or cultural thing, but seat height on all BMWs is tall. Even as seat height can be varied through three positions, the lowest one is still over 31 inches! While the RT’s seat is adjustable over a range of 31.7, 32.5, and 33.3 inches, vertically challenged riders should assure themselves that their skill and experience levels provide them the ability to control an over 600 pound motorcycle while stopped on an unforgiving surface. It does make one wonder if all Germans are really over six feet tall.
But comfort while moving will never be a question. Once the seat and handle bars are adjusted to the rider, daily riding distance should only be limited to the rider’s available vacation time. Differences in human leg and arm lengths can be compensated for with a minimum of effort. All controls fall easily at hand and are laid out in a logical manner. Some new to BMW riders have difficulty getting used to an individual switch on each side for the right and left turn indicators, but after a few miles the logic is unmistakable. Control of the windshield’s height and angle is accomplished by a rocker switch on the left thumb. As many notice during interstate automobile travel, your true lines of visibility change as fatigue causes the body to slump. Correct windshield height becomes important after those well rested miles have taken their toll.
Another overlooked human fit factor is the ease of raising the RT onto its center stand. 600 pounds can become an issue if your bodybuilding regime only consists of hitting the alarm clock snooze alarm or pushing buttons on the television remote control. The balance designed into the RT and its folding lift lever allow even the most sedentary to easily rock it onto a stable parking position.
Accessories
Few accessories are needed for the 2003 BMW R1150RT, so few are available. The RT already has a fine AM/FM/Weather Band/Cassette stereo and large detachable saddle bags. Only the tail trunk and tank bag should be considered as a must have accessories. This large trunk is well suited for those light but bulky items needed on the road. The necessity to bring along a purse is not problem for either appropriate rider or passenger. The tank bag is the perfect catch-all for wet weather gear, maps, and other cannot live without items.
The removable saddle bags and tail trunk are lockable using the single BMW ignition key. They can be opened while mounted, and a red tell-tale marker is visible should they not be securely latched to the motorcycle or locked. That detail can be very important when traveling at highway speeds.
Performance
No, this RT will not outrun the latest unlimited classes of thinly disguised super bike Grand Prix motorcycles from Japan or Italy. But my own experience has been that those vehicles are not suited to daily commuting or two-up 1000 mile riding days, and the RT most definitely is. I have yet to have found a situation where I could not keep the café crowd in sight on either an Interstate highway or traversing Deal’s Gap. The easily attainable speeds that grossly exceed every posted speed limit in the U.S. and allow for continuous left lane travel on the German Autobahn, normally highlight the overall performance of the RT over its short fuse competition.
Fuel economy runs between 44 mpg at 75 mph and 53 mpg at 56 mph. So the 6.6 U.S. gallon fuel tank will easily allow over 200 miles between refueling. The high performance design of the engine does require unleaded premium fuel, but the BMW Motronic engine management system (O2 sensor and catalytic converter providing digital input to the fuel injection system) can and will compensate. Use of lower octane can be expected to return lower fuel economy.
R11 series BMW motorcycles do have a reputation for surging (inconsistent engine speed) around the 30-40 mph range. Some say that it is due to excessively lean fuel / air mixtures near the 2,500 to 3,000 rpm engine speeds to provide better fuel economy numbers and concerns for environmental (emission) issues. As the optimum engine performance is achieved with the engine above 3,000 range this should not be a problem to the savvy rider. However, it is not out of the ordinary to find R11 series BMW motorcycles equipped with aftermarket programming for their engine management systems. This modification should not be considered a problem, but rather an enhancement to an already well designed machine. R1150 Motorcycles produced by BMW in 2004 and later years have been given a completely redesigned cylinder head and combustion chamber in an effort to cure problems of surging. These engines are easily identifiable by a “spoon” shaped, rather than an “oblong” shaped, cover over their newly added “twin” spark plugs. Earlier R11 series engines have a single spark plug.
The 1130 cc big twin boxer engine, coupled with the six speed gearbox, allow optimum performance in all normally expected riding conditions and situations. Below, taken from a Cycle World magazine road test in 2001, are some expected benchmarks of the R1150RT to use while comparing it to the competition.
Standing ¼ mile: 12.68 seconds at 105.76 mph.
0-30 mph: 1.7 seconds
0-60 mph: 4.0 seconds
0-90 mph: 8.3 seconds
0-100 mph: 10.8 seconds
Measured top speed: 123 mph
Braking distance, 60-0 mph: 105 feet
Show Off Features
When you spend over $15,000 (US) for a motorcycle everyone you know wants to see why a motorcycle costs so much more than a Kia Reo. That is when you have to show off the features that make it worth all those zeros. Some of the most significant are:
Adjustable windshield, adjustable handlebars, adjustable seat height, AM/FM/Weather Band/cassette stereo, heated hand grips (high-end automobiles have heated seats don’t they?), externally adjustable rear suspension, fully integrated (linked) EVO antilock brakes, and fog lights.
Riding Impressions
OK, here is what you really wanted to know when you started this review. With around a quarter of a million miles ridden on the seven BMW motorcycles I have personally owned (along with tens of thousands on many others ranging from Harley Davidson through most of the Japanese and European marques), my 2003 BMW R1150RT is by far the finest all around motorcycle I have ridden. Solo and two-up comfort is exceptional, and performance in both emergency and normal riding situations far exceeds all my expectations. Yes, there can be shortfalls for some riders, but overall I have never regretted my purchase.
(Update 16 Jan 06)
The Seat
BMW seats are an area of great discussion among the BMW motorcycle culture. I found the stock seat comfortable in most every situation. The shape does allow a limited amount of tailbone support, the padding is acceptable for my 140 pound body, and the shape of the very front part does not force the legs wider when reaching for the ground. In all honesty, I do have an aftermarket Sargent (c) seat that I sometimes use for serious long distance riding. It lowers my body, gives more tail bone support, without forcing my legs wider when reaching for the ground. Forcing the legs wider does effectively increase the seat height and can be a problem for those vertically challenged riders. So the width or the front of the seat can be very important. Consideration of a custom tailored aftermarket seat would be in order if you are planning on entering the next Iron Butt Rally, or not tall enough for a comfortable stance at a stop sign. But for most riders I believe the stock seat is more than adequate.
Vibration!
There use to be a joke that went: "No, it doesn't vibrate" said the BMW rider as he pulled up his socks! Facing facts, the R1150RT has a vertically opposed (boxer) twin cylinder engine so there should be noticeable vibrations. But my experience, over the few thousands of miles I have ridden this RT, is that they are almost unnoticeable. Never have I felt vibrations through either the seat or footpegs. But I have noticed a slight "buzz" through the handle bars within the last 500 rpm short of the engine speed red line. In all fairness, I have installed solid mounted bar backs, rather than the stock rubber mounted handle bar risers. This could be allowing vibration through to the hands. But with sixth gear producing engine and vehicle speeds so far in excess of any reasonable road speed, that buzz might keep me out of hospital emergency rooms! (End of update.)
Reliability and Cost of Ownership
BMW motorcycles have generally gotten a bad rap for scheduled maintenance costs even with their stellar reputation for reliability. Yes, there is an expensive initial 600 mile service that normally cost around $500, but follow-on services are only required at 6,000 and 12,000 intervals. That 600 mile service is well worth the money. While in the shop the entire machine is fully inspected, all fluids and filters are changes, and a road test is performed to assure the owner of a fully serviceable mount. Is this really necessary? Some disagree, but maybe that is why BMW R11 series motorcycles with well over 200,000 miles on their odometers are commonplace. Rare is the marque with a reputation like that, so maybe not messing with success is the best investment.
Technical Specifications
For some, the numbers do make the difference.
Engine
Type: 2 cylinder, horizontally-opposed “Boxer”
Valves: 4 per cylinder
Displacement: 1130 cc
Bore X Stroke: 101 x 70.5 mm
Horsepower: 95 at 7,250 rpm
Torque: 72.3 ft. lbs. at 5,500 rpm
Compression ratio: 11.3 : 1
Cooling system: Air and oil
Fuel induction: Bosch Motronic MA 2.4
Catalytic converter: 3-way dual converter with oxygen sensor
Clutch: Single-plate, dry, hydraulic actuation
Gearbox: 6-speed, constant mesh
Final drive ratio: 2.91:1
Electrical / Electronic Systems
Engine Management: Central electronic system with Motronic 2.4
Alternator: 12V 700W
Battery: 12V / 19 AH
Headlamp: H3 and H7
Testing / diagnostics: Mobile diagnostic computer – MoDiTeC
Dimensions
Fuel Tank: 6.6 U.S. Gallons
Seat height: Adjustable, 31.7, 32.5, 33.3 inches
Curb Weight (wet): 614 lbs
Chassis
Front suspension: BMW Telelever
Rear suspension: BMW Paralever
Final drive: Shaft
Front suspension strut: Gas Shock absorber
Rear suspension strut: Gas shock absorber with externally adjustable damping and preload
Front brake: Two 4 piston EVO calipers with floating 320 mm discs
Rear brake: 2 piston caliper with 276 mm disc
Wheels: 5 spoke aluminum, 3.50 x 17 front, 500.17 rear
Front tire: 120/70R17 steel-belted tubeless radial
Rear tire: 170/60R17 steel-belted tubeless radial
45,000 mile Update (Nov 08)
After over 30,000 miles riding (45,000 miles registered on the odometer), I felt it was time for an update on the RT’s and my shared experience.
Reliability
As expected, overall reliability has been in line with my past experience with the marque. The Michelin Pilot Road tires ended their useful life at 16,000 miles since fitted, tread depth was close to where I usually begin looking for replacements. Following another set of Michelin's, I have now fitted Metzler Roadtec Z6 tires for an expected increase in useful life. Oil consumption (Mobile 1, 15W50) had been just under a quart across the 6,000 mile change interval recommended by the manufacturer through the first 30,000 miles. At that point oil consumption dropped to zero between changes. Only a single repair has been required during this period, and that was the replacement of a fuel line quick disconnect covered by a factory service bulletin.
Maintenance
Performing my own maintenance (with the assistance of an aftermarket manual) has kept costs down to less than $100.00 (USD). Please note that those costs include paying over $6.00 per quart for the oil and around $12.00 for filters. I have replaced the disposable air filter with washable aftermarket one. One exhaust valve did require a slight adjustment.
Modifications and Accessories
Based on recommendations from a more experienced owner, I did increase the intake adjustment from .006 to .008 inches. This change has increased low to mid-range driveability and throttle response, without hurting top end performance.
I have added removable saddle bag liners to ease packing and unpacking. These bags within the bags allow packing of saddle bags without having to physically bring road grime covered bags into the house. They also allow much easier unpacking at motels and campgrounds while on the road. Additionally, a tank bag has allowed for a rainproof map case to be visable on the tank surface. It also gives me just a little more quick release cargo space.
I have also replaced the stock windshield with one custom formed by a leading aircraft windshield manufacturer. While the stock windshield should be adequate for most riders, I did want to better tailor the airflow "pocket" to my own taste and riding style.
One of the reasons R1100 and R1150 RT’s are available at such affordable prices is that, starting with the 2005 model year R1200RT, the factory electronic cruise control function is shared with its physically larger K1200LT brother. So, I have added a low cost Wrist Rest that allows me to hold a throttle position with the heal of my hand during long periods of sustained speeds.
Performance
Performance has increased with a few thousand more miles on the clock. What little engine vibration I had felt initially at higher speeds continues to go away. That “buzz” near red line is almost gone. I guess that as the internal parts get to know one another they stop complaining.
Fuel Economy
As the “buzz” has gone away, fuel economy has increased. My initial around town mileage has increased from 44 to 46 mpg, and my sustained freeway mileage (fully loaded and running 4,000 – 5,000 rpm in 6th gear) has increased from 46 to 50 mpg! However, during times when I have been forced to use Ethanol enhanced fuel it has dropped by as much as 10%.
Bottom Line at the Bottom of the Screen
For the experienced motorcyclist the 2003 BMW R1150RT can possibly be the perfect mixture of motorcycle capabilities and comfort. Market pricing of examples in this range is well within the competitive groups they share, and well maintained motorcycles are readily available. Rest assured that the BMW DNA is evident on every ride.
Recommended:
Yes
Amount Paid (US$): 10000
Condition: Used
Model Year: 2003
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