It arrived only two days after the first showing here of the Honda ST1300 Pan-European, the R1200RT's closest competitor in that market, but which is significantly more expensive.

The R1200 RT derives most of its mechanicals from the R1200GS, with some cross-pollination from the BMW K1200 S and the K1200 LT. In typical Bavarian fashion, there's not a lot of unproven new technology here; the result is an impressive new bike with a track record.

BMW introduced its new tourer to the South African bike media by inviting them and their significant others for a serious ride of more than 520km through the Southern Cape - a day of mountain passes (five), long open roads, sweeping curves and stunning views.

We started from Franschhoek just after sunrise with the temperature a bracing 2.5 degrees and headed out over the challenging Franschhoek Pass, which was cold and slick with dew.

We were all very grateful for the standard heated handlebar grips.

I immediately noticed the steering of the R1200 RT was quicker and more sensitive than that of previous BMW tourers – at first I thought it was too much so as the bike kept wandering off line. I had to concentrate on the bike and the road to the exclusion of all else and found myself asking: "What happened to relaxed touring?"

It turned out that the bike my wife and I had been allocated was set up for solo riding – it wasn't fitted with the optional electronic suspension adjustment (borrowed from the K1200 S) so I had to wait until the first stop to before unlocking the rear seat and turning the preload handwheel three half-turns to the right.

I did the same at the second stop and thereafter the handling and stability were much improved.

Back roads

We came out of the mountains and on to the N2 at Caledon and followed this swooping, curving road to Swellendam where we peeled off on to the back roads, through Zuurbraak to the magnificent Tradouw Pass.

By this time the sun had dried the roads and speeds had risen. I experimented with the electrically adjustable screen and found that the best position for me was just off the lowest stop, with the full slipstream running smoothly over my helmet and no buffeting.

With the screen all the way up there was a large pocket of still air around both occupants but the top edge of the screen was right in my eye-line, making it difficult to judge distances and set up entry points. This, however, was my wife's choice of setting; she's very tall and reported some buffeting at all other positions.

Ronnie's Sex Shop

We stopped for lunch at Barrydale – you've no idea how good a plain burger and chips can taste unless they're made with plain country ingredients – and followed Route 62 past Ronnie's Sex Shop (no Cyril, it's just a pub with a provocative name) through Ladysmith and Calitzdorp and over the difficult Huisrivier Pass with its sudden changes of camber.

On the long straights to Oudtshoorn, ostrich capital of the world, I set the cruise control to 120km/h and tuned the (optional) radio to a music station, wishing that I'd thought of bringing along some of my own CD's for the built-in player. We found that with the screen up and our visors open, we were able to hear the radio clearly enough to listen to the news.

At Oudtshoorn we refuelled and compared notes on fuel consumption; some of the bikes' trip data computers were registering 6.4 litres/100km, others - usually solo riders in a hurry - as high as 8.6.

The 16 bikes had used 454 litres of unleaded over 405km so far, an average of 28.375 litres each. That's a combined average consumption of almost exactly seven litres/100km – impressive for a 1170cc touring bike that weighs more than a quarter of a ton with a full tank.

81kW at 7500rpm

The motor is from the R1200 GS but with a less restrictive exhaust, sharper cams and higher-compression ratio (12:1) pistons delivering 81kW at 7500rpm, a 16 percent improvement over the R1150RT.

It's been tuned and geared for torque and mid-range; it pulls strongly from about 3000rpm and smoothes out nicely above 4000 for effortless cruising, two up. It pulled us up the long mountain passes without stress and in the lower gears it got us moving quickily, belying its restrained looks and luxo-barge persona.

The R1200 RT went up to 200km/h in less than a kilometre with a 190kg payload, dead stable with both occupants sitting bolt upright and a bit more to come to come. The overall gearing has been shortened to improve mid-range rideability and the RT tops out (BMW says) at 223km/h.

'Much improved' gearbox

It drives through what is still the best dry clutch in the business and a tightened-up six-speed gearbox. With every new model BMW always claims "much improved" shift action (tacitly admitting that its transmissions have traditionally been the clonkiest on the market) but this one really is better.

With some practice seamless upshifts were feasible (unusual on a shaft-driven bike from any manufacturer), the lever action is light and crisp and the only loud noises came when changing into first from either second or neutral.

The final drive is straight off the R1200 GS, deceptively compact with an enormous 50mm hollow axle. As on the Gelandescooter, BMW claims it's lubed for life on assembly; I don't think the company realises how long South Africans keep their bikes.

The final leg of our trip took us over the Outeniqua pass (by acclaim the best mountain pass in South Africa) where the bikes revealed unexpected sports qualities, especially when ridden solo, holding lines through the Outeniqua's long, smooth corners at silly speeds and braking surprisingly hard for the tight corners with the three power-assisted Brembo brakes.

Incredibly sharp

There's always a tiny delay while the pressure builds up but the wait is worth it as the brakes are both incredibly sharp and accurately controllable – although they would be lethal in the wet without the ABS that's standard on all BMW motorcycles with power-assisted brakes.

We wound our way along the crowded coastal road to Knysna, famous for it oysters, nine hours and 528km from Franschhoek.

Only one of the passengers had opted to do the last section in the support vehicle and she had an excuse – she had recently been involved in a serious bike accident and was still stiff.

Everyone else was full of praise for the broad, deeply padded and height-adjustable seats and the smooth action of the rear shock absorber, electrically adjustable or not. They also liked the new multipanel fairing with its crisp edges and, for a big tourer, surprisingly taut lines.

I thought at first it was a little fragmented, until BMW staffers pointed out that you can get to almost any service item on the engine by removing at most two small panels, whereas on the previous model you'd have had to strip half.

Trip computer

Similar attention to detail shows in the new instrument pod with its two big analogue instruments and a new, larger LCD screen between them to tell you the time, distance travelled, ambient temperature, radio frequency, your average speed and fuel consumption speed since the last reset and how far you can still go on the fuel remaining in the 27-litre plastic tank.

The standard panniers are painted to match the bike, double-skinned for weatherproofing, hold 32 litres each and are quickly detachable so you can take your luggage to your room without fuss at overnight stops.

Two top boxes are available as extra-cost accessories, a compact, black 28-litre unit and a cavernous 49-litre boot in black and silver that will hold two full-face helmets. There's also a neat attachment rail on top of the fuel tank for a custom-made tank bag.

BMW's biggest boxer just got quicker and more agile, with a host of new features but without sacrificing any of the comfort the RT series has always been famous for – it's a full-dress tourer with the soul of a sports bike.

The radio is also an extra-cost option; no price was available at the time of writing.