Bmw K1200gt

BMW K1200GT

RIDES 2K3

Matching machine to mission

STEVE ANDERSON

IF SOMEONE WANTED TO DISMISS BMW’S NEW K1200GT, they could point out that it is nothing more than a very lightly modified K1200RS. The difference, they could complain, is only in a handful of parts.

Ah, but don’t listen to any such naysayers, for how well the Bavarian engineers have chosen those few new parts. Compared to the K-RS, the K-GT has a more comfortable and upright seating position, better wind protection, an electrically adjustable screen and a raft of options made standard, such as cruise-control, hard bags, and heated handgrips and seat, with a price increase less than the cost of those former options. The changes have transformed the RS from a baroquely oversize and overweight supersport into a compelling sport-tourer.

You know it the first time you ride the GT up a chilly mountain road. Subtle extensions to the RS fairing keep wind off hands and legs, while a higher windscreen means only your helmet is out in the breeze. That and the heat pouring to you through seat and handgrips keep you comfortable in a light riding suit and gloves. The new, higher bars prop you just short of upright, and give you plenty of leverage to toss the big machine (635 pounds and a 61.2inch wheelbase) into comers. On the way in, the Telelever front suspension prevents pitch and dive from upsetting the chassis, and relatively light effort on the handlebar rolls the 1200 oyer. Once leaned, the GT tracks through with grace and stability, and isn’t upset by anything as minor as mere

bumps in the road. Smooth power from the laydown-Four and its relatively heavy crank inertia make it easy to roll the power on early, and to charge out.

The GT engine is in the same tune as for the RS, producing 106 horses at the rear wheel. Living within the architecture of the original 1984 K100 design, BMW engineers have had to give the Four a longer stroke (75mm) than any hot-rod 1000 Twin to achieve 1170 cubic centimeters; the tight cylinder spacing only allows for tiny 70.5mm bores. Accordingly, redline is reached early, at 9000 rpm, and the engine is still pulling hard when the rev-limiter kicks in. More important, though, is the breadth of the power delivery, and the stout midrange that encourages short-shifting and helps deliver 4.1-second 40-to-60 mph and 60-to-80 mph top-gear roll-on times. Carried over from the RS, rubber mounts tame engine buzziness; only briefly does buzz escape to tingle you, and only long enough to remind you why the rubber-mounting was essential to keep this design going 20 years after it was introduced.

On the freeway, the reshaped seat and more upright riding position provide long-range comfort. Taller riders may want a taller windscreen than standard; even with the glass fully raised, they ride above the smooth pocket that can be found by placing eyes just above the top of the windscreen. Those same taller riders will love the legroom provided by the higher of two adjustable seat positions, though even they may occasionally feel slightly challenged by that altitude and the weight of the machine in garage maneuvers. Anyone truly short of inseam will want the optional reduced-height seat. (Also heated, it’s relatively expensive at about $350, so negotiate this one with your dealer before you sign the papers.) Only fuel economy places a limit on range; on the relatively high speeds commonly found in the fast lanes of California freeways (80-plus mph), the GT traveled only 33 miles to each gallon of fuel, and the low-fuel warning light sent us scurrying to the nearest gas station by the time 135 miles had passed.

The color-matched luggage, while meeting BMW’s usual high standards of function, is slightly disappointing in volume. The left bag has sacrificed much of its capacity to make room for the sporty upswept muffler carried over from the RS. BMW wanted to change both bag and muffler, but a stronger desire to keep the GT’s cost down snuffed that early on in development.

And at $17,990, the GT is a relative bargain when compared to the $16,990 RS. The luggage alone would almost bring the RS to the GT’s price, not to mention the nowstandard heated grips, heated seat, larger windshield, hand and leg fairings, and the forged-aluminum higher handlebars. In the end, the GT is the machine the RS should have been in the first place: a big, fast, surprisingly comfortable sport-tourer that handles well for its weight and size, rather than a not particularly comfortable pretender to the CBR1000/ZX-11 market. It’s a worthy addition to BMW’s line.

RIDES 2K3: By the Numbers