The Electronic Suspension Adjustment (ESA II) electronics help set front and rear preload to solo, duo or duo with bags riding, as well as adjust damping to comfort, normal and sport settings. And it works! Changing the settings makes a real difference, to the point that you can see and feel the bike rise when you move the suspension up to the full “duo + bags” setting. In fact, you must watch out when using the side stand, as the bike leans over further when the preload is at the highest settings.

I found that bumpy urban streets are best navigated in “Normal” damping mode, with preload set at solo despite my 115kg mass. The “Comfort” damping setting will work well on smooth highways, while the “Sport” setting will increase stability so you can play more effectively on twisty roads.

The power assisted brakes may lack a little in progressiveness at lower speeds, but I still prefer them to having to squeeze the lever hard, especially two up and loaded. After all, this is a touring bike and my braking needs in this environment are nowhere as sensitive as Valentino’s on his MotoGP bike.

The power assisted brakes may lack a little in progressiveness at lower speeds, but I still prefer them to having to squeeze the lever hard.

Touring Ergos
As befits its role in life, creature comforts are beyond reproach. Riding the bike in October meant that the heated grips and seats, and the adjustable windshield height were truly appreciated. This was after adjusting bar, saddle and windshield heights to suit my personal configuration and the cold environment.

The complete fairing did protect my somewhat imposing stature effectively, against the cold, so I may assume that it would do equally well against the rain. I also appreciated the relative lightness of the front fairing, making it easier to pull the bike upright when taking off, unless the bike was on “duo with bags” preload setting, when the bike is higher and thus leaned over farther. A little care and planning can get you around this minor issue.

The effortless ride
The bubble of stable air behind the windshield creates a haven where I could stay for hours, maybe days on end. You can feel the quality when riding the bike – everything works perfectly - the effortless power, the easy shifting, powerful brakes, and surprising agility when you start to push a tiny bit on swervy roads. Yes, it does feel heavier than a sport or naked bike, and it is not the ideal city bike, but it is after all a GT, a touring bike.

King of the segment these days
After riding the big four Sport Tourers extensively, I can tell you that this latest offering from BMW sits at the top of my pyramid. Not that the competition from Honda, Kawasaki or Yamaha is inferior, but each of those other machine suffers from some sort of shortcoming, be it obsolescence, a tad too much sportiness, or a certain lack of “togetherness” or key features.

At the end of the day, all four players are priced in the same range, with the BMW featuring the lowest cost of ownership when you factor in the traditionally higher resale value. The picture can even get better if the buyer took the bike with the extra accessory packages, a deal at around $2,500 for the most complete set of equipment and accessories I can imagine.




Photo Credit : Philippe Champoux