BMW K1200RS

BMW K1200RS

BMW K1200RS yellow / black paint work

BMW had already gone a long way towards shedding its reputation for building competent but rather dull bikes when the K1200RS was launched in 1997, but even so the big four-cylinder sports-tourer was a revelation. With its swoopy styling, aluminium frame, Telelever front suspension system and potent liquid-cooled, four-cylinder powerplant, the RS was every bit a modern superbike.

And with a claimed 13()bhp on tap, it blew wide open the self-imposed lOObhp limit that had handicapped the German marque for years.

The BMW K1200RS was still very much a BMW, for all that. Unlike the majority of sports-tourers, it placed as much emphasis on the touring side of the equation as the sports. Typical BMW touches included handlebars, seat and footrests that could all be adjusted. The screen could also be set in one of two positions, which further added to the rider's comfort at speed.

BMW K1200RS

Tuned 16-valve engine

But it was for the stunning performance of its engine, a revamped version of the longitudinally mounted 16-valve four from the K1100RS, that the RS was most memorable. Capacity was increased from 1092 to l I7lcc by use of a new. longer stroke crankshaft. Lightweight pistons and valvegear, higher compression ratio and a ram-air intake system all contributed to its peak output of I30bhp at 8750rpm.

That made the Kl2 by far BMW's most powerful bike ever, and the German firm's engineers had managed to combine its new-found high-rev power with the K-series motors' traditionally strong mid-range torque.

BMW K1200RS

The revised Motronic injection system provided instant, snatch- free response from below 3000rpm even in top gear, from which point the RS just kept pulling harder until its power started to drop off towards the 9000rpm redline. Such was the motor's mid-range punch that there was little reason to rev it above 9OOOrpm, but it was tempting to do so just because the newly rubber-mounted powerplant felt so smooth at almost all speeds. A slight tingle intruded at 4500rpm, ironically a useful 85mph (137km/h) cruising speed in top gear. But the traditional K- series buzz was gone, and the RS felt very refined. It was fast, too: good for a genuine 150mph (241km/h) without luggage. And its new six-speed gearbox was not just the best ever fitted to a BMW, but the first to match Japanese standards.

The K12's chassis was also impressive. The frame was an aluminium spine design, much more substantial than previous steel structures because the rubber-mounted K12 motor was not a stressed member of the chassis. Weighing 5731b (260kg) dry, and with a long wheelbase, the BMW K1200RS was a big and heavy bike, but was well-suited to maintaining a fast pace on curving main roads. Its steering was quite slow but neutral and precise, and high-speed stability was good even when loaded with luggage.

Front suspension was by a revised, frame- mounted version of the Telelever system fitted to the R1100RS flat twin, and worked well. Twin- piston Brembo front calipers and large floating discs combined with an ABS system to give powerful and reliable braking. The single-sided Paralever rear swingarm pivoted on the frame and worked a single shock, placed diagonally on the right of the bike. The RS was too soft and heavy to be much fun in tight turns, but it could corner respectably rapidly when requested.

Ironically, arguably the RS's only real weakness, apart perhaps from a high price and its sheer size and weight, was the mediocre fuel range provided by its combination of high-speed thirst and too-small tank. That untypical BMW fault did little to lessen the appeal of a very fast and refined long-distance machine.