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By Jim Adam

BMW K1200S

The boys from bavaria clothe an iron fist in a velvet glove

Photos by Jim Adam

With bike sales steadily declining in Germany and only moderately expanding worldwide, BMW Motorrad aims to boost business by aggressively diversifying into new motorcycle sectors. The K1200S, in the words of one executive, “is one brick in our attack—a move towards more performance.”

The men from Munich have pulled out the big guns in their assault on Japanese sportbike dominance. Engine designers drafted from the firm’s automotive racing division have come up with a DOHC, inline-four,1157cc motor whose dimensions, thanks to liberal doses of F-1 technology, are similar to that of a typical 600cc sportbike mill. A 13:1 compression ratio, sequential fuel-injection and twin ram-air ducts help it pump out a whopping 167hp at 10,250rpm. Torque peaks 2,000rpm sooner at a tarmac-tearing 13.25kg-m.

The motor is slotted into the twin-spar aluminum frame at a radical 55-degree forward angle to keep the center of gravity low and place more weight on the front wheel, improving handling. BMW chose to use a drive shaft to deliver power to the rear wheel, saying the additional power loss is minimal compared to a chain-drive system while efficiency remains constant. Independent dyno runs showing nearly 150hp at the rear wheel back this view.

Keeping the front tire glued to the road is BMW’s new Duolever system. Similar to double-wishbone suspension arrangements found on race cars, a rigid cast-alloy fork is attached to the main frame by two pivoting wishbones that have a shock mounted between them. More rigid than conventional forks, the Duolever effectively separates suspension and braking forces, allowing suspension and steering to work unhindered even under extreme braking.

The ESA shock absorbers are electronically adjustable via a handlebar control—a first for a production bike. At a standstill, the rider can choose among three preload settings: solo, solo with luggage, and pillion with luggage. Three damping settings—comfort, normal and sport—are available on the fly.

Front braking duties are carried out by dual four-pot servo-assisted calipers that bite down on 320mm rotors. They’re linked to the rear brake, which works independently when used alone. The ABS system has been tuned for sport-riding, cutting in at a higher level than previous versions.

As over-30 riders know too well, all the techno-bling in the world won’t make a high-performance motorcycle fun for long if you have to bend yourself into Bubba’s favorite position. BMW agrees. After years of building bikes for people who want to pile on the miles, it apparently sees no reason why a sportbike should be any different.

The K1200S’s riding position is sporty but far from extreme. The seat is cushy, the clip-on handlebars are above the triple clamp, and the position dictated by the rear-set foot pegs feels natural. The sculptured mirrors provide an unobstructed view.

Equipment is far more comprehensive than other sportbikes. Grip heaters and ABS come standard. Instrumentation features a gear indicator as well as a fuel gauge that calculates the distance you can travel once the 19-liter tank hits reserve. Options include panniers, a tank bag and a navigation system.
Press the starter button and the motor springs to life, emitting a pleasingly loud baritone rumble. Slip the bike into first, blip the throttle, and the air intake’s raspy snarl urges you to give it a handful even if you’re just leaving your driveway. The light clutch and smooth power delivery make the K1200S easy to ride around town. And unlike so many other big bikes, its engine doesn’t double as a convection oven.

Although you won’t feel like you’re on a Goldwing, expressway riding is downright comfy for a sportbike. The fairing does a good job of keeping wind at bay from the neck down, and the double-bubble screen fends off turbulence. Cruising at 100kph in sixth gear sees the motor purring along at 3,500rpm with no annoying vibration. Nail the throttle, though, and speed gathers at an ungodly rate as the bike rockets toward its 280kph top end.

Having that kind of power and few places to use it could be frustrating if the K1200S only excelled at straight-line performance. Fortunately, though, it’s even more fun to hammer through the canyons thanks to the bike’s innovative suspension, sharp handling and generous cornering clearance.

Once in the twisties, thumb the ESA button to select sport mode and the plush suspension turns taut. The Duolever still soaks up every bump but makes the bike feel like it’s riding on rails through corners. Brake as hard and as late as you like, and the K1200S remains utterly composed, never offering a butt-puckering moment. The only fly in the ointment is a sometimes clunky gearbox. While smoother than previous BMWs, shifting isn’t up to Japanese snickety-snick standards in the lower gears despite the bike’s wet clutch.

The K1200S’s ¥2,360,000 price may seem high to some. But when you consider that you won’t spend a fortune upgrading components, and you likely won’t lob it down the road thanks to its Duolever and ABS systems, the gap that separates it from Japanese sportbikes rapidly shrinks. Add resale value to the equation and the K1200S doesn’t seem like such an expensive proposition after all.

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