I don't know why people throw the R1250RT into comparisons with an FJR. They are very different kinds of bikes, look at them next to an FJR or Concourse 14 and it's visible. Sit on them back to back and it's more apparent. Probably the only metric bike that ever competed with the R1100/R1150/1200RT/R1250RT directly was the Honda ST1100/1300. The K1300/K1600GT are BMWs true sport tourers.
So if motorcycles are not identical they can not be considered as an alternate for another?
Isn’t the difference the whole point of it all? A horizontal boxer twin vs inline 4? How dare mention both in the same sentence! But how can one know how they differ without trying?
I admire the engineering elegance of the BMW. The execution comes short. Too expensive. Too unreliable. Too German.
Own 2 German vehicles, sold the most recent a 2009 ML-320. Have a feeling for German Engineering. In a nutshell, “Why make things simple and stupid when you came make it complex and wonderful?”
For example the ML-320 mounted an air filter on each side of the engine feeding a single turbocharger intake. Being German each air filter was different so as to achieve someone’s notion of “better”.
The fuel tank was a single piece “saddle” straddling the driveshaft. Fuel filler in the right side same as fuel pump. Overflow to the left. A siphon from the left exited near the open fuel pump impeller which served to prime the siphon. Brilliant. But then to keep things complex and wonderful each side of the tank had its own level sensor. Fuel gauge had to calculate level from 2 senders. Typically German they got the math right and it worked **** well. Would have never known but due to modern German reliability one sender acted up with less than 50,000 miles.
What I concluded was if I drive just right, 400+ miles nonstop, the left side drained dry, the sender bottomed, and the math failed. Fuel gauge instantly fell to zero. Miles remaining “—-“, and no CEL. Fill tank to over half and things started working again. And would work for the next year all the way down to empty.
Speaking of the 2 air filters, the plenum intake to turbocharger was multi piece plastic. EGR feed too. A seam with clamp was located at the lowest point before rising to the turbo intake, a point where oil puddled and dripped through the seam on to a servo that drove a “swirl flap” for some other wonderful complex Germanism. Of course that would fail, $2000 for 18 hours to replace to mute the CEL. Stupid ignorant Americans learned how to unplug the harness and connect a resistor across terminals to mute the CEL with no discernible difference in performance.
My F800S uses a one-off belt that nothing else uses. $400 from BMW but now availability direct from the OEM. Advanced for 2007 it also has TPMS. But to make things wonderfully German the front sensor is unique inserted in a hollow of one of the cast wheel spokes. That is great but for eliminating easy aftermarket substitution. The tire valve is also mounted on a spoke which is brilliant. Everyone should do same. Easy to access. Tire valve on rear is more traditional but mounted to the side and at an angle. Much easier to access than stock FJR. TPMS sensor is also traditional automotive form factor.