TECHSPEC MotorBikes: Testing BMW's K 1200 GTBMW's K 1200 GT is a super machine for distance riding; but, finds John Wheeler, there were niggling irks
BMW continue to increase their range of motorcycles. Latest in their "something for everyone" range is the K 1200 GT.
Probably aimed to be a contender with Honda's Pan European and Yamaha's FJ 1300, the German marque uses the term "Grand Tourismo" to describe it.
It's powered by the well-proven K-series engine which is delightfully smooth and flexible, with a straight-line power curve and massive "user-friendly" torque.
So flexible is it that one can accelerate briskly and smoothly from 30 mph in sixth gear. The six-speed gearbox is smooth and positive and free from the "clunks" so often experienced with the R-series. So forgiving is the power band, so substantial the torque, that the LCD gear position indicator is essential.
On the road, this bike proved to be a refined, civilised, yet very spirited performer with all the power you could wish for coupled with impeccable roadholding. It's the sort of machine that asks to be ridden briskly over long distances. There's no doubt that this machine could cope every bit as well with the few others in the Super Tourer class.
This machine has a low centre of gravity and is exceptionally stable at all speeds and in all conditions, noticeably so in slow moving traffic where its stability is a delight. It does not feel at all "heavy", despite weighing in at 300 kgs.
The EVO braking system inspires great confidence. The "front" brake lever operates both front and rear brakes, and there's a little black box to sense the weight load on either wheel and decides how much effort to apportion to each wheel.
The braking effort is magnified by an electric servo motor which means that only the lightest finger pressure is needed. The rear brake pedal is "stand alone" in operation. The low seat height and electrically adjustable windscreen make for a reasonable degree of rider comfort. The pillion seating position was declared "good" by our tester.
A heated seat and handgrips are standard. The left-hand pannier has much less capacity than the right hand one, due to a cut away to accommodate the single, right-hand silencer.
The instruments are clear and well positioned and there's an LCD gear position indicator and a clock. Cruise control, which really only comes into its own on European motorways, is standard. With machines in this class now costing around € 20,000 one expects, for that kind of money, near perfection. We found the throttle control to be somewhat heavier than expected. This, apparently, is due to the fact that the cruise control mechanism increases the load, though after a while this was no longer noticeable. The screen adjustment is a mere 50 mm and is somewhat rudimentary.
We also found that the height and downward slope of the handgrips are too extreme for comfort. This means more weight than necessary is on one's wrists and makes a long distance ride more wearing. Surprisingly, they are not adjustable on this model though they are on other BMWs. There is an after-market conversion kit available. On the test bike, the fuel gauge was distinctly pessimistic. With the gauge showing around 30 per cent capacity, the fuel warning light came on but when we filled up the bike only needed 13.95 litres. A fuel light that comes on after 147 miles is not what one expects from a serious touring bike. The throttle cables were routed in such a way as to totally obscure the rider's view of the clock and gear position indicator.
There is a lifting handle provided, to facilitate putting the bike onto the centre stand, but it is placed lower down than one's osteopath would advise. It would have been worse had we been fully laden for long touring for which this bike is intended.
The heated seat surprised us, given that in all our years of riding the one part of the anatomy that has never seemed cold is the posterior.
We would gladly trade in the heated seat for a lighter throttle, more screen adjustment, better positioned handgrips and a more ergonomically placed lifting handle. Given these improvements the result would be an excellent machine.
Yet despite these shortcomings, this is a very capable machine which will have a wide appeal, especially to those who regard a BMW as the only option. Comparisons with Honda's Pan European are inevitable. So here's the facts: the K 1200 GT has an engine 110 cc smaller, it's 24 kgs heavier, 12 mph slower, 12 bhp more powerful, produces exactly the same torque, has eight litres less fuel capacity and costs € 71 more.
ENGINE: 1,171 cc water-cooled, DOHC 16-valve, 4-stroke. Electronic fuel injection and engine management. Six speed gearbox.
POWER: 130 bhp at 8,750 rpm, 117 Nm torque at 5,500 rpm.
PERFORMANCE: Maximum speed over 125 mph
FUEL CONSUMPTION: 4.91 litres per 100 kms at 90 kph, 5.91 litres at 120 kph.
CHASSIS: Die-cast aluminium, Telelever front suspension, Paralever rear suspension, wheelbase 1,555 mm. Front brakes: EVO system 330m disks. Rear: 285 mm with ABS. Panniers and electric screen. Seat height 770-800 mm.
DIMENSIONS: Weight 300 kg. Tank capacity 21 litres.
PRICE: €20,070