BMW Faqs

Consumers certainly hadn’t expected a naked bike wearing the blue-and-white propeller badge to be such an unashamed high-performance knockout. Despite BMW’s attempted image transformation over the past few years and the fact that the K1200R’s 163-horsepower (claimed) peak output makes it the world’s most powerful roadster, the German marque still hasn’t totally lost its reputation for practicality, common sense and caution.

But there’s nothing sensible or cautious about the K1200R. This is an imaginatively styled, highly tuned and defiantly different motorcycle that takes BMW in a whole new direction, one designed to appeal to a new and younger audience. Essentially the K1200R is a stripped-down version of the K1200S supersport that caused such a stir last year. The S-bike, with its inclined transverse-four, aluminum-spar frame, radical Hossack-style front suspension and innovative electronically adjustable rear suspension, was a bold step for BMW, and it generated both positive and negative headlines.

The R-model looks totally different, not only relative to the 1200S but to every other streetbike on the road. Its broad and muscular front end sweeps back to a narrow rear end and offers up a truly burly image, all of which is enhanced by liquid-cooled cylinders canted a radical 55 degrees from vertical. The front end, with its different-size and -shape twin headlights, hints at previous BMWs, but the details remain fresh and visually arresting. Mechanically the R is similar in most ways to the K1200S.

The intake system is subtly different, though. BMW’s use of a single duct on the right side (instead of the S’s dual ducts) reduces peak output by 4 bhp to 163 horsepower at 10,250 rpm, and maximum torque by 2 pound-feet to 94 at 8250 rpm. The shaft-drive’s overall gearing is slightly shorter, though the six-speed cassette-style gearbox remains untouched.

BMW retained the S-model’s aluminum frame, with a slightly modified Hossack-style Duolever fork that places the legs a half-degree steeper, with 11mm less trail than the S for, BMW says, an improvement in maneuverability. Like the K1200S, the R comes with BMW’s optional and innovative Electronic Suspension Adjustment (ESA) and ABS for its triple-disc brake system.

This R-bike’s riding position is slightly more upright than the S’s thanks to higher and wider handlebars. Instruments are based on the R1200GS’s, with an analog speedometer and a smaller tachometer that redlines at 11,000 rpm. The reasonably low and narrow dual seat will allow most riders to get both feet flat on the ground, and BMW offers a no-cost optional seat that reduces seat height from 820mm to 790mm for the vertically challenged.

Despite the R’s horsepower and commendably smooth manners, there’s a distinct difference between the way it works and other naked multis in the category. This is mostly due to the relatively high claimed weight of 522 pounds, which is heavier than many of the bikes in its class. It’s also got a mammoth wheelbase of almost 62 inches, nearly 5.6 inches longer than the Speed Triple’s.

This makes the R a bit of a handful at slower speeds and not particularly keen on wheelies; it will lift its front wheel, but it needs a dab of clutch or a serious yank on the handlebars to help it. A first-gear crack of high-rpm throttle is more likely to send the bike screeching forward ahead of a black streak of rubber.

Almost ironically, the big Beemer comes into its own at higher speeds, a place where most naked bikes aren’t overly happy due to their lack of wind protection and lower overall gearing. The bike’s minimal wind protection enhances the sense of big speed, but not uncomfortably so. But despite the bike’s ability to produce insanely high speeds, the combination of a small but useful flyscreen and slightly leaned-forward ergonomics keeps riders comfortable much longer than anyone expected.

As with the 1200S, a press of the button varies damping between three positions, and can be done on the move. A longer button press (with the bike stationary) alters front and rear spring preload, also through three options. At the track, putting both preload and damping on the firmest settings makes the bike feel significantly tauter and substantially improves its cornering clearance, to the point where the pegs no longer touch down despite the excellent grip of the Bridgestone BT014s.

Most other 1200R options offer enhanced practicality, including K1200S-style saddlebags, heated grips, the luggage rack worn by all the test bikes, and a larger windscreen, which was fitted to some of the machines. Along with the ESA and ABS, those substantially increase the price of a bike that’s already plenty expensive for a naked roadster. But as BMW might doubtless point out, the K1200R is unlike any other motorcycle on the planet. It’s a stunningly powerful, utterly unmistakable, improbably versatile and, most of all, highly entertaining machine that brings a new dimension to the world of unfaired motorcycling.