BMW K1200LT

There's something more than a tad outrageous to heeling something the size of a block of flats into a set of esses, with your biggest problem being whether or not to crank the bass up another notch. Welcome to grand touring, K1200LT style.

No prizes for guessing what the big machine is aimed at: squarely into GoldWing and ElectraGlide territory. The latter two bikes have owned the market internationally for some years, despite onslaughts from the likes of Cavalcade (Suzuki), Voyager (Kawasaki) and Venture (Yamaha) over the years.

We'll come back to the whistles and bells in a sec, but let's go for a walk over the basics first.

Providing the motivation is a mildly-tuned K1200, four-valve four. A claimed peak power of 95ps chimes in at 6750rpm ­ nothing spectacular there. More promising is the torque delivery which, though not huge at 11.7kg-m at 4750, comes in very early with 10.2kg-m claimed to be available from 2800rpm right through to 6800rpm. That translates to useful overtaking ability. BeeEm reckons it equates to a 197kmh top speed.

The burned fossils are filtered through a catalytic converter and, unlike the company's autos, the K will run on standard unleaded if premium is unavailable.

The chassis scores some good gear, with the company's Paralever single-sided rear end and Telelever single-shock front. In this environment, the shaft-driven Paralever's biggest advantage is comparatively easy rear wheel removal. Though feeling somewhat remote, the front end offered a lot of control, with the minimum in the way of diving and wallowing antics when pressing on.

It was much the same story up back, so long as the preload was set to the right level for the load. We ended up cranking our bike up to max at one stage, when there was a combined rider/passenger weight of around 200 kilos on board. The result was surprisingly good.

You'd have to see a drawing of the frame to understand what it's about. Essentially there's a central load bearing section whose shape owes more to function than beauty. It's backed up by a fairly conventional subframe that includes pannier mounts, and engine mounts up front designed to isolate any vibration.

Hauling it all up is standard Bimmer braking fare at the pointy end: four-piston Brembos. The rear has been upgraded to a matching four-piston caliper and the whole lot is controlled by an anti-lock system.

Okay, now for the fruit. As you'd expect there's a monster fairing, panniers and topbox. The latter will swallow the obligatory (for this class) two helmets. Seating is generous, with the pilot's version having two alternatives heights ­ claimed to be 770 and 800mm. Adjustment takes a minute.

From here it all goes a little feral. Like GoldWing, there's a reverse gear running off the starter motor. Then there's an AM/FM radio, six-stacker CD, heated grips, electronic cruise control, a comprehensive trip computer, electrically adjusted windscreen and ­ wait for it ­ heated seats. The latter are individually controlled for two heat levels and provide an effective means of frying the nether regions of an unsuspecting first-time rider. Good for a laugh.

That stacks up as the highest level of standard equipment we've yet to see on a bike locally. So far the only factory accessory is a rider/passenger intercom/headset kit.

A couple of practical touches caught our eye, the first being a good-sized 24 litre fuel tank which may give it the best range in the class. The second was the reinforced winglets poking out either side of the lower fairing. No, it won't take off, but they will protect the bike in case it topples over at a standstill.

So how does it work? A couple of people on the launch were spooked by the biggish braking distances ­ longer than ideal if you forget that the rear brake plays (thanks to the bike's greater than normal rearward weight bias) a more important role than on lighter machinery.

Anyone with previous experience on machines this size will be impressed by the handling and, believe it or not, agility. A firm hand is required to get it steering quickly, but the plot is stable, predictable and, during our Melbourne to Adelaide jaunt, free from frame flex. Cornering clearance is reasonable, with the centrestand being the first thing to kiss the bitumen.

It's 380 kilo heft, fuelled up and ready to go, is substantial but very competitive. You know it's there, so tight roads create some work, while the ride on choppy bitumen is very good.

Performance is adequate, though not stunning, and the level of finish good. Tall people (190cm-plus) might prefer a taller screen to get the best out of the stereo, while the assorted handlebar switches can be a little clumsy.

Overall it's a more than competitive package and we're backing it to be a winner.

Story: Guy Allen