Top test BMW K 1200 R Sport


Top test BMW K 1200 R Sport

Top test BMW K 1200 R Sport

In the middle

BMW is now placing the R Sport between the K 1200 S and R. The top test clarifies what the new, half-faired K 1200 can do better than its fully clad and naked sister.

The new BMW K 1200 R Sport is basically nothing more than a K 1200 R with half fairing. A simple conversion. But contrary to what one would generally assume, this often changes the character of all-rounders seriously. At least for the price, that does not apply in the case of the BMW: the basic version of the new one costs 14,100 euros and thus not much more than the naked one with 13,640 euros.
All in all, of course, no special offer, but 460 euros for a disguise are appropriate. But what’s the point?
So into the leather, helmet on, up on the train. While you have to cling to the handlebars convulsively on the bare R from speed 200, the driver of the K 1200 R Sport remains quite relaxed. Chest and shoulder areas are protected as well as with the S, the helmet lies in a laminar flow and is not shaken by turbulence. Admittedly, at the extremely mediocre temperatures during the test, the leg protection of the fully encased S variant would not have been to be despised. Fortunately, it’s not always winter, and then long stretches of the motorway can be comfortably managed with the half-fairing. So you can even try out the top speed, which BMW specifies as 264 km / h. Especially since the sport, due to the relief of the shoulders and arms, is calmer than her naked sister, where the turbulence over the arms often induces unrest in the chassis.
If you are already on the highway, the constant consumption at 130 km / h is determined. So cruise for an hour in sixth gear at a moderate engine speed of 5300 rpm. The four-cylinder runs silky smooth, almost vibration-free. Softer than all engines of previous K 1200 test specimens, obviously quality improvements in the current series are noticeable here. The Sport approves 6.5 liters of Super Plus at a constant 130 km / h, that
should be less.
There is nothing to complain about
the ability to accelerate. Even less experienced people can go from zero to 100 km / h in 3.2 seconds because the front wheel sticks to the ground when fully loaded. Switching is unnecessary, the
first gear is enough because of slightly changed
Gradation of the lower four gears now
up to 113 km / h (previously 107). After a considerable 8.7 seconds, the speedometer shows 200 km / h. And registered in astonishment
the tester, how supple they are
necessary three gear changes work. Better than ever with a K 1200.
BMW has finally taken on the often criticized problem. A changed gear ratio better aligns the rotation speeds of the gear wheels to be interlocked, further changes affect the shift drum and the shift mechanism.
Good acceleration values ​​are nice, but the R Sport is not a super sports car,
but rather created for the country road paradise. Easy folding into a long right-hand bend.
Nothing touches down, complete calm in the chassis. Left turn, easy braking. This also works better than with the earlier K models, as these are now also equipped with ABS from Conti-Tewes, which has already been tested several times in R models. The annoying hum of the brake booster is a thing of the past and the control behavior compared to the partially integral ABS with brake booster is much smoother. The dosage, however, could be better for adaptive braking, the pressure point more clearly defined. On the first ten millimeters of travel on the handbrake lever, a resistance has to be overcome, as if the hydraulic fluid had to be pressed through a tiny hole.
Only then do the pads grip into the 320s-
Double panes.
And enable extreme delays-
rungen: In the top test course, the 246 kilogram BMW stood after one
Full braking from 100 km / h after only
37 meters, the front wheel whistles
continuously. An indication of how good that
System regulates at the slip limit. The resulting braking deceleration of 10.4 m / s2 marks the absolute best value of all ABS machines measured by MOTORRAD to date. It is also remarkable how easily such values ​​can be reproduced. The rear wheel does not lift, the machine remains stable. Just pull the lever fully and let the ABS do the work? first class.
But back to real life, on the country road. Turn entrance, turn in and fold down quickly. The half-faired one is no more a handling miracle than the others
K variants. The steering damper is easy to move, but the almost five hundredweight must have a wide 190/50 rear tire on a six-inch-
Rim can be angled. Special equipment, by the way, a 180/55 ZR 17 on a 5.5-inch rim is used as standard. Nevertheless, once you are in a tilted position, it remains on Pirelli Diablo
rolling K on course and does not tip over even in tight bends.
Vertex, carefully open the gas ?? the rough throttle response and the hard load change reactions of the BMW four-cylinder are well known. But nothing there, the sport goes to work smoothly, directly and gently. That used to happen-
Lich criticized constant travel jerks are suddenly no longer an issue. Finally violin instead of drums. What happened? In the
A revised mapping is used for the first time in the K 1200 R Sport. This not only ensures a smoother throttle response, but is also responsible for the smoother engine running, according to BMW. Why not like that right away? Small consolation: All models in the K series will benefit from this change in the future.
Turn exit, shower on. The engine feels powerful, pushes powerfully from low speeds. In fact, you usually move between 2000 and 6000 rpm in everyday life. The unit shakes more than 100 Newton meters out of the almost 3000 tours
Sleeves so that you can easily overtake a truck without shifting gears. True is
In the test bench diagram, a slight break-in can be seen at 6000 tours, but practically none when driving
Relevance. Overall, the engine is very elastic, pulls wonderfully and gives the driver a confident, relaxed feeling. Despite the identical engine technology, the measured maximum power of 162 HP is clearly higher than the test machines measured so far. In the past, the most powerful K 1200 R produced 151 HP on the crankshaft. According to BMW, this is also a consequence of the new vote.
On the engine side, that’s a big step forward, but on the chassis everything remains the same.
As usual, this test machine was also equipped with the ESA chassis, which is subject to a surcharge (677 euros). At the push of a button, the suspension setting can be varied in three stages from the handlebars: normal, sport, two-person operation. That works fine. In normal mode, the spring elements work so softly that country roads in category three are terrifying-
and the driver is pampered with comfort. Works in the sports setting
the chassis is noticeably firmer, the steering precision is slightly better. However, the Duolever passes hard, short bumps in all three tuning variants. The shock absorber also reaches its limits when you are on the last groove on a bad surface and accelerate fully? the gimbal-armored hindquarters stiffen and trample, the rear wheel jumps.
The co-driver noticed that pretty bluntly. Because the pillion seat is hard and narrow, not at all typical of BMW. Anyone planning longer tours for two is definitely better with the S variant
served. And for the price of a well-equipped small car, the customer could expect a perfectly crafted panel. Both the cheap-looking locking mechanism that is always visible to the driver
the plastic nipple and the rusting screws do not match the much-vaunted German workmanship.
Overall, the K 1200 R Sport surprised in the top test. But less because of the half fairing, which looks good on it,
the naked bike, unlike some
different model, but not completely
transformed another motorcycle. Rather, they affect the first time in the sport
tested numerous modifications of the engine set-up very positive. New customers will definitely be happy if all machines in the K series actually behave as exemplary in the future as the MOTORRAD test machine. It took long enough.

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Top test BMW K 1200 R Sport

Top test BMW K 1200 R Sport
In the middle

Plus and minus – was something else?

Automatically resetting turn signals
Fold-out luggage eyelets,
which, however, is a bit puny
Lots of accessories available
Easy oil level check
Tire pressure control by sensor
Easy battery removal
Standard crash pads
On-board computer with a lot of information
Comparatively more generous
Steering angle
Mirror boom too short?
bad sight
Braided steel brake hoses
hide the view of the cockpit
Windshield not
Cumbersome headlight ranges-
Clutch lever too far from
Handle removed
No storage compartment
Standard on-board work-
stuff poor

MOTOORAD measurements – MOTOORAD measurements

Top speed * 264 km / h

0 100 km / h 3.2 sec
0 ?? 140 km / h 4.6 sec
0 200 km / h 8.7 sec

60 ?? 100 km / h 3.4 sec
100 ?? 140 km / h 3.2 sec
140 180 km / h 3.7 sec

Speedometer deviation
Effective (display 50/100) 48/97 km / h

Tachometer deviation
Display red area 11000 / min
Effective 10800 rpm

Consumption in the test
at 130 km / h 6.5 l / 100 km
Country road 5.8 l / 100 km
Theoretical range 328 km
Fuel type Super Plus

mass and weight
L / W / H 2210/840/1200 mm
Seat height 830 mm
Handlebar height 970 mm
Weight with a full tank 246 kg
Payload 204 kg
Wheel load distribution v / h 50/50%
Driving dynamics 1
Brake measurement

Braking distance from 100 km / h 37.0 m
Average deceleration 10.4 m / s2
Comments: very good deceleration in the ABS control range with very fine control intervals and without disruptive pitching vibrations. Best braking stability due to the long wheelbase, rear wheel does not lift off despite the enormous delay.

Handling course I (fast slalom)
Lap time 20.3 sec
vmax at the measuring point 101.4 km / h
Comments: The K 1200 R Sport requires powerful steering impulses and
compresses a lot at the front when changing lean angles due to the soft coordination of the duo-lever system. This behavior disturbs the steering precision and
Stability. At the tight turning point, the BMW has to be forced onto the tight line with considerable steering effort.

Handling course II (slow slalom)
Lap time 29.9 sec
vmax at the measuring point 52.7 km / h
Comments: Thanks to good cornering stability and great freedom of lean angle, the Sport achieves decent cornering speeds. But even here the too comfortable adjustment of the front end bothers when changing the lean angle, although all tests
in sport mode of the electronic spring /
Damper Control (ESA) were driven.

Technical data BMW K 1200 R Sport – data

Water-cooled four-cylinder four-stroke in-line engine, two balance shafts, two overhead, gear / chain-driven camshafts, four valves per cylinder, rocker arm, dry sump lubrication, injection, Ø 46 mm, regulated catalytic converter, 580 W alternator, 12 V / 14 Ah battery, hydraulic actuated multi-disc oil bath clutch, six-speed gearbox, cardan shaft.

Bore x stroke 79.0 x 59.0 mm

Cubic capacity 1157 cm3

Compression ratio 13.0: 1
rated capacity
120.0 kW (163 hp) at 10250 rpm

Max. Torque 127 Nm at 8250 rpm

landing gear
Bridge frame made of aluminum, double longitudinal control arm made of aluminum, (with ESA
adjustable rebound damping), steering damper, two-joint single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base
and rebound damping (with ESA adjustable spring base, tension and compression-
step damping), double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 265 mm, two-piston fixed caliper, steering damper.

Cast aluminum wheels 3.50 x 17; 6.00 x 17

Tires 120/70 ZR 17; 180/55 ZR 17
(in the test 120/70 ZR 17; 190/50 ZR 17)

Tires in the test Pirelli Diablo “E”

mass and weight
Wheelbase 1580 mm, steering head angle 61.0 degrees, caster 101 mm, spring travel f / h 115/135 mm, permissible total weight 450 kg, tank capacity 19.0 liters.

Service data
Service intervals every 10000 km
Oil and filter change every 10000 km / 4.5 l

Engine oil SAE 15 W 40

Spark plugs Bosch YR5DDE

Idle speed 1150 ± 50 / min

Tire pressure solo (with pillion passenger)

front / rear 2.5 / 2.9 (2.9 / 2.9) bar

Warranty two years

Colors blue, silver

Price 14,100 euros

Price test motorcycle ** 16,598 euros

Additional costs 269 euros


The new K 1200 R Sport is convincing
as a successful model mix, it combines the comfortable sitting position and that
good handling of the R with similarly good wind protection as the S. Only for
It is not ideal for tours for two, the S and especially the GT can do that better. Also noteworthy is the progress made in engine tuning that all K variants have made.

Comment engine

The prime discipline of drive: in terms of performance and its implementation
there is hardly anything to criticize.
Vibrations are present in the upper speed range, otherwise the engine runs very well. Due to the cardan, the load change reactions are a little harsher than with chain-driven bikes. Last wishes: The manual clutch force should be a little less that
Shifting to be even smoother.

Comment chassis

Getting used to: The steering behavior is indifferent due to the stiff front wheel position, which dilutes the feedback. The successful suspension set-up and the smart but surcharge adjustment option at the push of a button upgrade the sport and increase the curves-
stability. If a passenger wants to travel on the narrow seat:
Its presence only insignificantly reduces the riding dynamics of the bike.

Comment luggage

Meager luggage straps and
poor visibility in the rearview mirrors?
Little things that are easy to improve and that certainly make everyday life more pleasant. The low beam should illuminate right turns better,
the passenger pegs would be placed a little deeper and further back much more ergonomically. Pleasant: 204 kilograms payload, low seat height and good seating comfort
for the driver.

Comment security

Gigantic: With this ABS brake
Even inexperienced users can achieve top values ​​in terms of delay without risk. Using a steering damper makes the handlebar flapping well
muffled. Nevertheless, the front section twitches when you fully load over bumps.

Comment cost

Money: tire costs and insurance premiums put a strain on maintenance. Cash that you can get for a long time
10,000 inspection intervals and short inspection times do not catch up.

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