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Driving report BMW K 1200 GT
The third in the league
The K 1200 GT is the third model in BMW’s new four-cylinder range. At the same time, alongside RT and LT, it is the third Bavarian touring offer with a displacement of almost 1200 cc. Comfortable and dynamic, with 152 hp and plenty of torque. So all good things come in threes?
Riva del Garda brings the charm of bygone eras to life like hardly any other holiday destination. The small Italian town with the picturesque houses still exudes the flair of the sophisticated. The rocks tower over the place ruggedly and high, are covered with pine trees and topped with snow. And the waves of Lake Garda caress the feet of the Alps as the last touch of the Mediterranean. Gleaming white sailing boats circling on the azure carpet. This is probably one of the most beautiful places in the world. In front of the crystal clear water, a noble, »crystal gray metallic« lacquered motorcycle sparkles in changing play of light in the sun. The best tourer in the world. Says BMW. In any case, the strongest: In its class, the K 1200 GT with 152 HP the best. It has nothing more to do with its predecessor of the same name
common. Bavarian cosiness? No, it combines sportiness and comfort. This means that the 1200 »Gran Tourismo«
in the good tradition of BMW automobiles, between the blissful 3.0 CSi, powerful M5 and elegant 6-series coupe.
The power of the transversely installed four-cylinder engine is no coincidence: after the sporty S and the radically naked R, the GT is the third model of the new
K series from BMW. But one with more punch from below. New camshafts with tamer timing and adapted engine management cut the peaks-
performance in favor of a fuller torque curve. The promised 130 Newton meters at 7750 tours mean plenty of flavor for an engine that “only” measures 1157 cm3. Especially since, according to BMW, there are always at least 100 Newton meters between almost 3000 and a good 10,000 rpm. respect.
This motor pushes and pushes away from the fully automatic controlled start
How crazy. Pampered with full thrust even at low speeds. Hardly to
believe how quickly this bundle of energy zooms in on distant targets even in sixth gear. The passage when overtaking usually only takes the blink of an eye. That gives sovereignty. Only the digital gear display reminds you that you can no longer upshift. Perhaps fortunately, because the cassette gearbox not only acknowledges engaging first gear with an extremely loud “Kalonk”; Gear changes take place
partly accompanied by hard switching shocks depending on the load condition. After all, safely resting at all times.
On the well-developed lakeside roads on both sides of Lake Garda is the
K in her element. Like the surfers on the water, she swings very nimbly and with great freedom of lean angle thanks to the fast and fluidity
combinations of curves to be taken. And not just measured against the opulent 305
Kilograms of combat weight; weighs so much
the heavy hum in full touring trim. Gran Tourismo. Between the Mediterranean-looking cultural monuments, olive trees and alternating curves they fade, the 3.1 seconds promised by the factory for the sprint to 100, as well as the 252 km / h top. The muffled sound from the thick, elongated tailpipe promises solid power.
A narrow road winds its way up the mountains south of Limone in narrow, fern-covered gorges. In casacades of waterfalls, the water rushes to the valley. For serpentine routes, this mighty motorcycle, which stumbles minimally at slow speed, is not the first choice. Armored load change reactions and the performance that comes out quite hard from pushing operation like to ruin the line. It may be milder than the S and R sisters, but that’s hardly consoling. It is best to go around bends in the highest possible gear while keeping the load evenly under tension. As before.
Skiers waggle on their slopes. Split, melt water and salt garnish the streets. Not an easy job for the Bridgestone BT 020 tires adapted to the GT with the special code »UU«. The one or
other slides are not absent. It’s just good that the fat cow, uh: Kah, over
the height of 40 millimeters in four steps-
adjustable handlebars quite handy around the slide traps. The GT falls more easily into the next lean angle than a whopping 1571 millimeters wheelbase suggests. The turning in itself is completely detached. Feedback? You can’t see it, you can’t feel it, and yet it’s there. Namely the front wheel. Simply dare is the motto.
The chassis comes from the K 1200 S. The Duolever takes over with stam-
migem wheel carrier, two trailing arms and a central spring strut guide the front wheel. The flat laid aluminum bridge frame, which clamps in the well-known cardan single-sided swing arm, is striking. The massive construction plops with a noticeable rumble into crater-deep potholes. In return, the Paralever torque support minimizes disruptive cardan reactions when “accelerating out”. Lake Garda rests like a huge bathtub far below. The small turning circle typical of the brand takes away fears.
This is especially true for the standard ABS. BMW has the brakes-
learned a lot more. He doesn’t hit it so suddenly anymore, lets him
In the first area of the lever travel, the brake linings can even be applied reasonably fine. With the semi-integral ABS, the hand lever applies completely to the front and rear brakes. The foot pedal only activates the rear stopper, which is good for adaptive braking and turning maneuvers.
The GT casually shows off its biggest chassis. Your electronic chassis (ESA) combines one of three possible spring preloads with three damping settings at the push of a button. So that means nine practical variations, depending on the load and road conditions. The damping can even be adjusted while driving; digital brownies set it comfortably, normal or sporty-tight. Highly recommended, this extra for 660 euros.
Keyword prices: the GT costs a whopping 17,000 euros in the basic version, including the “Premium Touring Package” and full on-board tools? a joke that it costs extra ?? almost 19,000 euros. The electrically adjustable window, the two-stage height-adjustable driver’s seat (820 and 840 millimeters), the lockable glove compartment and the spacious suitcase with the lacquered lids are standard on board. They come from RT and are easy and well thought-out to use. However, with their rounded, organic shapes, they hardly match the angular, angular front of the GT. The full-surface cladding nestles tightly around the four-cylinder engine in the lower area.
The headlight battery is striking. The GT bathes tunnels and galleries in a steel-blue light. For an extra 350 euros
the low beam is equipped with a xenon lamp. After the K 1200 LT, this is the second motorcycle with the expensive and complicated lighting technology ?? Lamp replacement is a workshop matter. The xenon light is surprisingly a little blotchy; Only when the two H7 high beam lights below are switched on makes it bright as day. Everyone should see it, a new star has risen in the touring sky. Fortunately, unlike the RT, it doesn’t dazzle oncoming traffic. Soon the GT will also be optionally available with Rei-
air pressure sensor. The standard immobilizer already gives a feeling of security today.
The weekend is coming to an end, the GT is rolling home. Up on the Autostrada, and off for it, northwards towards Brenner. Now the big hour of the additional equipment firework strikes. Set the cruise control to 130, makes 5000 tours in sixth gear, and full fuel for heated grips and seat heating. There also nine degrees lose their horror. Minus mind you. Time for the tempe-
indication to issue an ice warning. In the bad weather in southern Germany, your hands stay cozy and warm
amazingly dry. However, the GT cannot offer the outstanding wind and weather protection of an RT.
Your disc is smaller and stands
less upright. This reduces suction and turbulence, but the background noise should be less. The on-board computer in the cockpit with an »information flat screen« provides information on the remaining range, average speed and fuel consumption. Refueling stop after
330 kilometers. 20.5 liters of expensive Super Plus rush into the 24-liter tank, that is 6.2 liters of average consumption.
Becomes the limiting factor on tour
because it is more likely the small thigh support of the narrow seat.
Even in the driving snow, the A 8 shines unreally, you feel good, safe and secure. You can hardly get a bigger compliment from a motorcycle-
speak. Especially since shortly before Stuttgart there is another opportunity to test the steadfast directional stability even well above 200 km / h. Apparently, all good things really come in threes. The K 1200 GT is not only one of the most expensive, but also one of the best tourers in the world.
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, bucket tappets, injection, Ø 46 mm, regulated catalytic converter, alternator 945 W, battery 12 V / 19 Ah, hydraulically operated multi-disc Oil bath clutch, six-speed gearbox, cardan.
Bore x stroke 79.0 x 59.0 mm
Cubic capacity 1157 cm3
Compression ratio 13.0: 1
rated capacity
112 kW (152 hp) at 9500 rpm
Max. Torque 130 Nm at 7750 rpm
M-chassis: bridge frame made of aluminum-
nium, double longitudinal control arm made of aluminum, double-jointed single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 294 mm, double-piston floating caliper, partially integral brake system with ABS.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Dimensions and weights: wheelbase 1571 mm, steering head angle 60.6 degrees, caster 112 mm, spring travel f / r 115/135 mm, seat height * 820 – 840 mm, weight with a full tank * 305 kg, payload * 215 kg, tank capacity 24.0 liter.
Warranty two years
Colors graphite / blue / gray metallic
Price 17,000 euros
Price test motorcycle ** 18,658 euros
Additional costs 262 euros
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