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Re: [ST] BMW K1200R vs S3 [long road test article]



> Sorry for the potential blasphemy here........But, are there any
motorcycle.com subscribers out there who would be willing to either
post or send me there review on the 06 BMW K1200R off list? <

Here ya go, Bob:

-- 
Rick in Oregon
'01 Sprint ST


www.motorcycle.com: Gorilla in a Tuxedo: 2006 BMW K1200R
  
Story by: Gabe Ets-Hokin, Feature Editor, April 2006
Photos by Fonzie 
Do you feel a little insulted by the phrase "tuned for torque"? Do you
think the perfect bike is a 140 hp standard that pulls wheelies with
ease, tops out at
180 mph, but is comfortable enough to ride all day while not making
you look like a Matt Mladin wannabe? 
	You want naked superbike? We got naked superbike right here,
pal.
We at MO are with you, good reader, and we were excited when BMW
announced the naked version of their K1200S Autobahn missile, the
K1200R. The word on the street was that it would have almost all the
power of the K1200S, but in a minimalist, no-fairing chassis;
potential lawsuits and safety-crats be dammed! The bike was introduced
the US press last year, and it was a big hit. At least one US magazine
named it their 2005 Bike of the Year, and it's no wonder, the way we
saw their editor hustling it around the Streets of Willow racetrack
last year. They loved its technological features, comfort and big
motor. We like that stuff too, but is it really good enough to be the
best bike of 2005? 

"How great would it be", you've all wondered "if only we could have a
motorcycle with superbike motor and handling, except without the big
fairing and windscreen and with a more comfortable seating position?"
In the past, big standards from the major manufacturers have always
been heavier, slower and softer handling than the bikes the motors
were poached from. The Honda 919, for example, uses the motor from the
feared and respected Fireblade (CBR 900 RR on this side of the Pond),
except it's dumbed-down to produce less than 100 HP and housed in a
steel-tube chassis that is heavier and more flexy than the twin-spar
aluminum job found on the RR. The Yamaha FZ-1 (2001-2005) uses a
"tuned-for-torque" version of the first-generation YZF-R1 motor, also
in a tube-steel chassis. It's a little better than a 919, but not the
naked street-fighter we were hoping for. 

BMW, of all people, may have come the closest of anybody to giving us
what we wanted. In 2005, they introduced the most powerful BMW
motorcycle ever, the K1200S.      
   	Unlike Gabe, the K1200R looks good naked.     
This bike had a host of technical achievements in addition to being
incredibly fast for a BMW. The engineers at the Motor Works removed
the fairing, slapped on a headlight and a few other necessities, and
changed the S for an R. 

Therefore, technical specifications of this bike are pretty close to
the K1200S. It all starts with a sophisticated aluminum alloy frame
that bolts the motor in solidly--without rubber-mounting--as a
stressed member. Attached to a front is a Hossack-type "duolever"
front fork that isolated braking and steering forces in a clever,
innovative way; clever enough for the legendary John Britton to
include it on his racers. In back is the BMW paralever swingarm, which
keeps the dreaded shaft-jacking that makes other shaft-driven bikes
unpleasant to ride at a minimum. 

What hangs between those two examples of Teutonic wizardry is what
makes this bike interesting. The motor is a liquid-cooled
four-cylinder inhaling machine with a 79 mm bore and 59 mm stroke for
an 1157 cc displacement. Compression is most un-BMW like at 13.0:1,
matching its un-BMW like perpendicular-to-the frame engine design. The
thing breathes mixture through Bosch fuel injection and an airbox
slightly smaller than the S model's. 

That smaller airbox is the only major difference between the S and R
motors. It costs the bike about four horsepower and two foot-pounds of
torque, but the      
   	It's only down a few horsepower compared to the K1200S, due to

	a smaller airbox.     
engineers changed gear ratios to compensate, both in the six-speed
gearbox and in the final drive. Last year we measured 144 hp and 85
foot-pounds of torque on our DynoJet dynamometer from the K1200S
testbike we had, so expect 140 hp and 83 foot-pounds of torque from
the K1200R. The new FZ-1 might make that much horsepower, but we doubt
it makes that kind of torque. The best part about this
all-you-can-eat-Indian-restaurant-lunch-special-buffet of torque is
that this motor is making 60-plus foot-pounds at 3,000 rpm and never
lets up until the 10,900 rpm redline. 

The K1200R makes a striking first impression with its size, heft and
styling. The look is unmistakably BMW, with crazy, Cubist styling
that's all harsh, angular shapes thrust together. The motor is huge,
with the massive cylinder block sticking out in front and the big
clutch cover sticking out to the side. Steel braided hoses are
everywhere. The overall effect is like a piece of equipment from one
of the "Alien" movies. 

It's functional, though. The instrument panel is very legible and
visible, with the speedometer being a fashionable ovoid rather than a
boring circle, and there's a tiny flyscreen about where the windscreen
would be on the K1200S. (Our test unit had the optional larger screen,
which lists for $200.) Built-in frame sliders are also a nice touch,
although they don't appear to stick out far enough to protect the
radiator or hoses. The bike is finished in urban chic      
  	 Think of it as a pair of 140 hp Birkenstocks.     
matte silver paint, which tones down the bike and makes it look
smaller. However, the paint also makes the plastic panels and trim
seem chintzy, even though fit and finish is very nice. 

The bike is so interesting visually you want to stare at it all day,
but we're here to ride, right? Switch the key on and thumb the starter
and you are treated to a Dizzy Gillespie Big Band of mechanical noises
like raspy intake growls, a rhythmic exhaust note and a busy valve
train. Throttle response is crisp and precise, and the bike is ready
to ride immediately. 

On board, the seating position feels perfect. The bike is top-heavy,
but the seat is reasonably low, thanks to cut-outs at the front of the
seat which allow shorties to just barely put their feet flat on the
ground and easily manage the machine (a lower seat is available as an
option). The bars are the same as on the K1200S, and place the rider
in a very mild forward lean. For something that looks so fierce, the
K1200R coddles the rider. 

When it's time to roll, the hydraulic clutch and transmission are
smooth enough. The bike wants to leap forward with just a light hand
on the throttle, like a      
   	Gabe complains about the K1200R feels vague at low speeds, 
	when he is in fact vague at all speeds.     
slobbering rottweiler on a short leash. The motor is rough and
industrial feeling compared to the latest big Japanese fours. As the
bike rolls forwards, the front end feels so vague it's as if the tires
are low on air, but as the speed picks up the bike feels a lot more
manageable. It never feels light, but you get used to the whole thing
quickly. 

"Quickly" is how you'll ride this thing in traffic. Sure, it's heavy
and has slightly vague steering, but the short gearing and 140 hp at
the back wheel keep you ahead of the thugs, road-ragers and
inattentive imbeciles who populate our public roads. The K1200R's long
wheelbase and shaft drive resist wheelies, but resistance is futile
with this kind of power. Threading through traffic is fun; even with
all this weight the wide bars give you the needed leverage to turn and
dodge through traffic. Give yourself a little extra room, though; the
steering isn't what I'd call precise. The front end feels slightly
disconnected from the rider. 

Rocket up onto a freeway on-ramp, kick it into sixth gear and hum
along at about 80 mph. This is the R's sweet spot, and you can relax a
bit and notice the nice instruments and switchgear. 

Message from the Union of American Motojournalists 
     
   Doesn't this look a lot like Bender the Robot from Fox's
"Futurama"? Maybe we'll see a Homer Simpson-styled R1200R for 2007.

Since 1983, the UAM has attempted to bring standardization and order
to the field of Motojournalism in North America. This has proved to be
a daunting task for an organization with fewer than 70 members, many
of whom are battling chronic depression, alcoholism and a variety of
other mental health and social problems. However, we are almost 28% of
the way towards completing the first item on our agenda (dated May 27,
1991), "Standardization of Language Complaining About BMW Switchgear."
The following is the proposed text for our first style guide, due for
publishing in the Spring or Summer of 2019: 

The switchgear on the (Insert BMW Model Name Here) was comprehensive
and had a positive, quality feel, but was confusing to operate. The
turnsignal switches are mounted on both bars, with a cancel switch
located where the horn button is supposed to be, causing the rider to
signal or cancel his signals when he meant to honk at a dangerous,
rude or inattentive driver. However, it is a logical system when you
think about it and should only be an issue if the rider has multiple
bikes he switches among. 

We now return you to your regularly scheduled roadtest already in
progress. 
 

The K1200R is made for high-speed commuting. In heavy traffic, at 80
mph, running with the flock in their minivans, SUVs and beige Camrys
is like playing dodgeball against a team of first graders. Everything
else on the road seems so slow, weak and helpless that you can just
pick them off one by one. At higher speeds the front end seems to work
better and the throttle response is precise on a molecular level. Kick
it down to third gear at 80 mph and hit the throttle; the front end
gets light and the bike leaps forward, hopefully finding a hole in the
traffic, and you're going 120 in no time at all. 

That zany sort of high performance is a stark contrast to the mild and
pleasant performance the motor delivers at around 4,000 rpm. In sixth
gear at 80 the motor is just thrumming along, with the vibrations not
too intrusive. Fuel      
economy is very good because of this gearing, and I got almost 40 mpg
from my 200-mile test loop. Like any good inline-four, you really get
two motors, a bone-crushing powerhouse at high rpm and a milder
powerplant perfect for long-distance commuting below 7,000. 

Like a lot of BMW's, comfort is one of this bike's strong suits. The
optional "cockpit fairing" ($200) provides surprisingly good wind
protection, at least for a 5'6" rider. Wind blast is directed at head
level by the small, low screen, but it's a pretty smooth airflow. It's
comfortable even at 80 mph or more. The seating position is as close
to perfect as anything I've ridden, so long as I'm close to the tank.
The handlebars are drag-style and fall naturally to hand. The footpegs
aren't too high, but they are too far forward when I'm at the back of
the seat (where the padding is thicker). In any case, it's comfortable
for a full tank of gas. 

Two hundred miles should be more than enough range to get you to your
favorite twisty roads, and the big K bike is a decent companion. There
are better bikes for winding mountain and canyon roads, though; the
K1200R demonstrates a profound understeer and the heavy steering and
touchy throttle means you never feel really 100 percent confident and
safe at a very fast pace on a bumpy, twisty, unfamiliar road. However,
on smoother, faster sweepers it does hold a line well once you have it
locked in. The motor has enough torque and power to leave it in third,
forth or fifth and has more than enough response to pull you out of
turns with great vigor. It's still buzzy and rough feeling, though. 

Like that infamous switchgear, the brakes take some getting used to.
There's a noticeable delay while servos come on, but then they are
powerful enough with pretty sensitive feel, if you account for the
almost total lack of front-end dive because of the Duolever front end.
The most frequent complaint I've heard about BMWs is the use of
complex technology like Hossack front ends and servo-boosted brakes
just for the sake of having it. That futuristic-looking      
   	Do we really need an alternative to the telescopic fork?     
front suspension may have worked very well on the hand-built Britten
racers, but the slightly vague feel and extra weight may be out of
place on a street bike, especially something that's supposed to be a
simple and elemental as the R. 

Some of that technology works quite well and is much appreciated,
though. The heated grips are something every bike should have. The
anti-lock system on the brakes is unobtrusive and works fine; you
don't notice it until you try to pull a stoppie. The optional
electronic suspension adjustment (ESA, $775) is also a pretty decent
system; you can actually change damping rates on the fly to compensate
for different road surfaces or riding styles by pressing a button on
one of the switchpods (you can only adjust spring rates when the bike
is stationary with the motor off). It actually works, too; you can
really feel the difference between the "sport", "comfort" and "normal"
settings, although when I set the suspension to "normal" I felt an
urge to shave my back and apply for a job at Starbuck's. 

After riding a couple of hundred miles on the BMW, I didn't feel sore
or tired. The bike is a little harder to handle in the canyons than a
smaller, lighter bike, but it also has a presence in traffic and on
the freeway like nothing else I've ridden. The motor isn't exactly
silky-smooth, but it's smooth enough to      
   	Hossack-style forks, shaft-drive, electronic suspension,
anti-lock 	brakes, 140 hp...ahh, the simple pleasures of the
naked standard...     
not be annoying and deliciously entertaining at high RPMs. Like almost
every BMW I've swung a leg over, the K1200R works well as a package,
even if its weight, wheelbase and other statistics don't look so good
on paper. 

The K1200R is a large, heavy and complex naked standard. It's also not
cheap, at $16,520 as tested (base MSRP is $14,300). As almost always
with a BMW, there are competing motorcycles that offer almost as much
performance for a less arrhythmia-inducing price. However, these bikes
don't offer what many BMW owners want out of a motorcycle; that solid,
refined and practical feel that somehow isn't boring. It also fulfills
the mission of giving the consumer a mostly undiluted naked superbike.
The K1200R is a bike you can ride for hours--days--without getting
fatigued, while providing a special experience that will endear the
bike to you if you successfully bond with it. I don't think it's
exactly "Bike of the Year" material, but it should provide a
satisfying experience to anybody who rides one. 




** Specifications Courtesy of BMW **
BMW K1200R - MSRP: $14,300 
Engine 
Type Transverse mounted, liquied cooled inline 4-cyclinder 
Displacement 1157 cc 
Bore X Stroke 79 mm x 59 mm 
*Claimed* Horsepower 163 bhp @ 10250 rpm 
*Claimed* Torque 94 lb/ft @ 8250 rpm 
Valve Gear DOHC, chain-driven with bucket tappets 
No of cylinders 4 
Compression Ratio 13.0:1 
Engine Management BMW Engine Controller - BMS K 
Valves per Cylinder Four 
Valves 2 x 32.0 mm intake / 2 x 27.5 mm exhaust 
Fuel Tank HDPE, internal pump and internal filter 
Alternator W 580 Watts @ 14 Volts 
Battery V/AH 12 Volts / 14 Amps/hour 
Engine Summary Laterally mounted, this 16-valve, water-cooled K series
engine angles the cylinders forward by 55 degrees, lowering the center
of gravity significantly. Inspired by Formula One technology, this
high-powered engine has a narrow profile, close gear ratios, and
precise 6-gear shifting. Gearbox response is immediate, which means
startling acceleration, amazing horsepower, and absolutely
mind-bending performance. 
Drivetrain 
Clutch 151 mm, multi-disc oil bath 
Gear Box 6 speed gear box 
Primary Transmission 1:1.559 
Gear Ratios I: 2.52:1
II: 1.84:1
III: 1.45:1
IV: 1.28:1
V: 1.14:1
VI: 1.01:1 
Final Drive System Enclosed driveshaft with two universal joints 
Final Drive Ratio 2.91:1 
Frame & Suspension 
Frame Composite aluminum frame 
Front wheel suspension BMW Duolever 
Rear wheel suspension BMW EVO Paralever 
Spring Travel front/rear 4.5 inches / 5.3 inches 
Ground Clearance N/A 
Handlebar center point angle 61.0 degrees 
Brakes 
Brake System BMW EVO 
Front Brakes Two, four-piston fixed calipers 
Front Rotor 12.6 inch dual floating rotors 
Rear Brakes Single, two-piston fixed caliper 
Rear Rotor 10.4 inch single, fixed rotor 
Actuation Hydraulic, DOT 4 fluid type 
Wheels & Tires 
Front Wheel 3.50 x 17 cast alloy, five double-spoke 
Rear Wheel 5.50 x 17 cast alloy, five double-spoke 
Front Tire 120/70 x 17 tubeless
Michelin Pilot Road N 120/70 ZR17 M/C (58W)
Bridgestone BT014 F Radial F120/70 ZR17 M/C (58W)
Bridgestone BT020 F L Radial 120/70 ZR17 M/C (58W)
Dunlop D220F ST 120/70 ZR17 M/C (58W)
Metzeler Sportec M-1 B 120/70 ZR17 M/C (58W)
Metzeler Roadtec Z6 K 120/70 ZR17 M/C (58W)
Michelin Pilot Power B 120/70 ZR17 M/C (58W) 
Rear Tire 180/55 x 17 tubeless
Michelin Pilot Road K 180/55 ZR17 M/C (73W)
Bridgestone BT014 R Radial F 190/50 ZR17 M/C (73W)
Bridgestone BT020 R CC Radial 180/55 ZR17 M/C (73W)
Dunlop D220 ST P 180/55 ZR17 M/C (73W)
Metzeler Sportec M-1 B 190/50 ZR17 M/C (73W)
Metzeler Metzeler Roadtec Z6 C 180/55 ZR17 M/C (73W)
Michelin Pilot Power W 190/50 ZR17 M/C (73W) 
Dimensions 
Overall Length 87.7 inches 
Overall Width 33.7 inches 
Wheelbase 62.2 inches 
Seat height 32.3 inches 
*Claimed* Weight, unladen, with full tank 546 lbs 
Max permissible weight 992 lbs 
Fuel Capacity 5.0 U.S. gallons ; including 1 gallon reserve

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