Comparison test BMW tourer

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Comparison test BMW tourer
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Comparison test BMW tourer

BMW K 1200 GT versus R 1200 RT

Quickly for a pizza from Stuttgart to the Mediterranean? a crazy idea? Not if you are out and about with the right motorcycles. BMW K 1200 GT and R 1200 RT ensure that your appetite is not spoiled when you are out and about. But which one makes the journey of more than 1000 kilometers easier under the wheels?

Drizzle and temperatures close to the single-digit range on the morning of the descent, and according to the weather report that should not change up to the northern edge of the Alps. It only promises blazing sunshine for the Mediterranean coast. Maybe it wasn’t such a good idea to go to Nice in two days to get between the K 1200 GT and R. 1200 RT to ride out the better tourer … It doesn’t matter, through wind and rain. It can only get better.

And the mood barometer on board the two steamers is in a good mood. After all, the two motorcycles are well equipped against bad weather. Even in the basic configuration, they offer full cladding with an electrically height-adjustable window, a relaxed seating position with a two-way height-adjustable driver’s seat (the K even has a height-adjustable handlebar) and two generously sized cases. Full speed ahead, GT and RT rush on the A 81 towards the Swiss border. With 152 hp, the in-line four-cylinder in the K has plenty of power, but the two-cylinder boxer in the R is also powerful enough with 110 hp to keep the travel average high. Sure, the Boxer also runs effortlessly over 200 km / h. As if on rails, the GT arrows stubbornly straight on the motorway. Hardly any movement goes through the chassis, not even when it whizzes past a truck.

The aerodynamically sophisticated cladding creates little turbulence and wind noise, even at high speed, behind which the driver on the narrow handlebars, in a slightly crouched position on the tightly padded and perfectly contoured bench seat, almost makes himself small. High travel speed in a relaxed atmosphere is clearly the domain of the GT. The two BMW tourers are certainly not bargains.

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Comparison test BMW tourer

Comparison test BMW tourer
BMW K 1200 GT versus R 1200 RT

Furnishing

The price of 17,440 euros for the K 1200 GT and 15,690 euros for the R 1200 RT includes at least ABS and an electronic immobilizer. Those who want even more suitability for travel can add a good 1000 euros for the simple “Touring Package”. In addition to heated handles, seat heating for driver and front passenger and on-board computer, the electronic suspension adjustment ESA (Electronic Suspension Adjustment) is probably the most important item in this package. And ESA is already being used for the first time at RT on the motorway. The tighter sport setting is called up at the push of a button, so that the load is not constantly moving. The rolling cannot be completely eliminated, but at least reduced to such an extent that it is tolerable. However, the RT does not offer the feeling of unswerving stability that the tighter GT conveys.

In addition, the overall soft suspension setup dilutes direct contact with the road. On the other hand, the inactive posture that the driver assumes on the wider handlebars in an upright sitting position on the cuddly, soft seat cushion goes well with the comfort-oriented setting of the chassis. It’s amazing how well the RT cladding protects against moisture. Much of the
meanwhile heavy rain keeps them away from the driver. The legs stay wonderfully dry with close knees and a sweeping bow section. And the large mirrors integrated into the cladding work like good hand protectors. They fulfill their actual function far worse because the suitcases severely restrict the field of vision. While the GT driver gets a little more from the rain, the RT behind the fairing is more turbulent and louder. When the windshield is up, the turbulence becomes almost uncomfortable beyond 130 km / h. At lower speeds, however, there is almost no wind. Boredom sets in.

For two or three hours we have been torturing ourselves at a maximum speed of 120 from Zurich via Bern and Friborg on Swiss motorways to Montreux. For the first time the silky-soft four-cylinder of the GT is annoying. At 120 km / h, the tachometer shows almost 5000 rpm in sixth gear. You’d love to shift up a gear. Why nobody in Munich had the idea of ​​giving the GT a speed-lowering overdrive, when the high-torque motor starts racing like Schmidt’s cat from 1500 rpm at any speed, remains incomprehensible. The boxer is more entertaining. Light vibrations gently flood the driver, massaging heart and soul. The two-cylinder bubbles quietly and at low speed.

In addition, the R 1200 RT, which is fully equipped with the Premium Touring Package, offers plenty of options for making the motorway trip a little more varied. For example, listening to the radio or CD or playing with the on-board computer and calling up information on the range, consumption and outside temperature. The latter means, however, that you have to reach over the handlebars with your left hand because the control button is too far away from your right thumb. But on the GT, the button is not arranged any better. You can rely on the weather report. As expected, the view of Mont Blanc is denied at Chamonix. However, there is a discrepancy in the Alpine Road Condition Report. Although the Col du Galibier was reported as “open”, the barrier at the foot of the pass is closed. A huge detour forces us to look for accommodation in St. Jean de Maurienne, which is difficult. Again and again we have to turn back in the narrow streets of the small French town.

Boxer fight


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The BMW K 1200 GT also offers cruise control and ESA in the premium touring package, which is subject to a surcharge. The lockable glove compartment in the paneling fits a card, wallet and keys.

Less of a problem for the boxer with a low center of gravity and a small turning circle than for the heavier, difficult-to-balance GT. When a room is finally found, she cheats her driver one last time. The GT can only be lifted fully loaded onto the main stand with all its strength. Otherwise there is hardly anything to complain about so far. For around 750 kilometers, mostly on the motorway, a refueling stop was enough, as both motorcycles have large tanks (RT 27 and GT 24 liters) and the consumption of around five and a half liters for the boxer and six liters for the four-cylinder is moderate. Now there are only country roads and, above all, passes ahead of us. First it goes to a good 2000 meters to the Croix de Fer. After the winter, the road surface is bad and brittle. You can hardly feel that on the RT. It rolls comfortably over the undulating asphalt of the pass, swings lightly through curves and circles effortlessly in tight spaces through switchbacks. On the other hand, the GT driver noticeably breaks a sweat despite the cold at lofty heights. So far, everything was very easy, but with a weight of 305 kilograms, cornering turns into work, especially when the pounds are poorly distributed. And in tight bends the driver has to back up a long way to get around easily.

At least the GT still offers enough comfort in the soft suspension setting to easily cope with bumps and potholes. It follows steering commands precisely, conveys a safe feeling for the road surface, whereas the generally softer RT has a somewhat indirect effect on the steering. By now the streets are dry, the sky looks friendlier, and the sun now and then squints through the clouds. The sweeping curves over the Col du Lautaret to Briançon invite you to a brisk pace. Forgotten are the troubles on the Croix de Fer. In one gear, the high-torque GT slides over the Lautaret as if it were just the Swiss franc. The RT driver has to shift down one or two gears in order not to lose touch with the GT when sprinting out of the curve or to be able to quickly overtake longer motorcades.

It’s about 200 kilometers to Nice. Refuel again? The RT could do it without the stopover. It’s not enough for the GT. It has to refuel a good 100 kilometers earlier on average. So before it goes over the Col de Vars, fill up in Guillestre fuel. The Vars is taken quickly. The Col de la Cayolle, however, has it all. The road is narrow and the straight is often only a few meters long. A wild crank through a dreamy mountain landscape begins. At the top of the pass, the last remains of snow glisten brightly in the sun. From now on it is almost only downhill. The Cayolle winds its way boldly down into the valley on the other side. The brakes are really under stress, but they do their job perfectly. When descending the pass, extra work is required on the GT, its weight pushes a lot. Still fully convinced of it in Switzerland, the GT driver turns more and more frequently from curve to curve at the carefree RT swinging downhill.

The last hundred kilometers seem endless on the GT. It shows once again that performance and speed are often secondary, the fun of motorcycling is based on easy cornering. And in this regard, the RT puts together the better touring package, optimally combining long-distance suitability and fun on bends. The GT only comes into play when fast passages dominate the route. The GT driver in Nice is exhausted, tired and exhausted, his butt hurts. The RT driver still looks relaxed and in good strength. He could easily drive on if it weren’t for the palm trees, the azure blue sea, the white beach … When the driver looks ahead again, the Renault is almost full-size in front of him. After 1150 kilometers, the ABS comes into play. But then there is finally pizza.

Technical data BMW K 1200 GT

Engine:
Water-cooled four-cylinder four-stroke in-line engine, two overhead, gear / chain-driven camshafts, four valves per cylinder, injection, Ø 46 mm, regulated catalytic converter, six-speed gearbox, cardan.

Bore x stroke 79.0 x 59.0 mm
Cubic capacity 1157 cm3
rated capacity
112.0 kW (152 hp) at 9500 rpm
Max. Torque 130 Nm at 7750 rpm

Landing gear:
Bridge frame made of aluminum, double longitudinal control arm made of aluminum, two-joint single-sided swing arm made of aluminum, central spring strut, double disc brake at the front, four-piston fixed calipers, rear disc brake, double-piston floating caliper, semi-integral brake with ABS.
Tires 120/70 ZR 17; 180/55 ZR 17

Mass and weight:
Wheelbase 1571 mm, spring travel v / h 115/135 mm, seat height * 820- 840 mm, weight with a full tank * 305 kg, payload * 215 kg, tank capacity 24.0 liters.

price
Test motorcycle ** including additional costs 20 205 euros

Technical data BMW R 1200 RT

Engine:
air / oil-cooled two-cylinder four-stroke boxer engine, one high-lying, chain-driven camshaft, four valves per cylinder, injection, Ø 47 mm, regulated catalytic converter, six-speed gearbox, cardan.

Bore x stroke 101.0 x 73.0 mm
Cubic capacity 1170 cm3
Rated output 81.0 kW (110 hp) at 7500 rpm
Max. Torque 115 Nm at 6000 rpm

Landing gear:
Load-bearing engine-gear unit, telescopic fork, Ø 35 mm, two-jointed single-sided swing arm made of aluminum, central spring strut, double disc brake at the front, four-piston fixed calipers, rear disc brake, double-piston floating caliper, partially integral brake with ABS.
Tires 120/70 ZR 17; 180/55 ZR 17

Mass and weight:
Wheelbase 1485 mm, spring travel f / r 120/135 mm, seat height * 830- 850 mm, weight with a full tank * 285 kg, payload * 209 kg, tank capacity 27.0 liters.

price
Test motorcycle ** including additional costs 19 030 euros

Rainer Froberg, test driver, on the R 1200 RT

RT is my first choice. It’s amazing how carefree you can move this heavy motorcycle. Its enormous handiness is particularly impressive on small streets. The more adventurous and winding the route, the more fun the RT is.

Norbert Kappes, test editor, on the K 1200 GT

Go wherever in no time, make kilometers, the K is the right device for this. I like the silky running of the four-cylinder engine and the powerful acceleration. I accept the fact that I use heavy artillery for turning bends on the country road. To strengthen myself, I eat one more pizza.

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