Buying used - BMW K1200 RS

Special K

Back in 1997 (and earlier, it would be fair to say), BMW needed a flagship sportstourer to take its four-cylinder K series to a new level. More sport, but with added tourer.

Enter the K1200 RS. Despite being priced at a wallet-flinching $23,750 plus ORC, the new machine succeeded. In typical BMW manner, the factory threw all the good stuff at it: adjustable handlebars, footrests, screen, seat and gear lever; BMW's second-generation ABS; heated grips and a lengthy list of accessories.

The 1175cc DOHC fuel-injected engine was mated to BMW's first six-speed transmission. While the purists muttered darkly about the need for an extra gear, the box contained a higher top gear ratio, thus improving fuel economy.

Rubber mounting the engine in the strong but heavy alloy frame successfully isolated the rider from vibration, leaving him or her to enjoy the prodigious grunt contained therein.

How much grunt? We're talking 130hp at the rear wheel, along with a monster 11.73kg-m at 6750rpm. Sounds good eh? Well, the best bit is that almost 9.0kg-m is available at just 3000rpm.

Helping the rider make the most of the grunt is BMW's Telelever front and Paralever rear suspension. The Telelever isolates the dive associated with telescopic forks from the steering. This allows the bike to maintain its steering geometry under brakes, while a simple and non-adjustable shock irons out the bumps.

The Paralever features two universal joints, one at each end of the shaft drive, and it negates the climb and rise associated with shafts. Once again the bumps are handled by a single shock, in this instance adjusted by a handy wheel for preload and rebound.

All up the bike weighs in at a claimed 266kg dry, which is damned heavy, especially once you add fuel, oil and maybe some luggage. Being both heavy and powerful, you just know it'll have a thirst, and so the fuel tank will hold 20.8lt - good for around 250 to 300km, depending on your mood.

BMW's wind tunnel-designed fairing and screen work quite well, but you still get a fair bit of noise and more than a little buffeting - especially if you have the screen in either of the two lowest positions. As a result there are numerous aftermarket options available.

Like most BMWs there have been a few recalls, so it's worth talking to your local BMW dealer to see which yours has had. Problems include dodgy fans and issues with the fuel tank, and most recently (in 2000) BMW issued recalls for the cylinder head freeze plugs and oil pump housings. However, let's be very clear about this: if someone spent the asking price chances are they'll have had the work carried out, so by now I'm tipping it's unlikely that any will have escaped attention.

ON THE ROAD
When it comes to handling, despite having a "Sports" label you can forget any notions of agility. First there's the weight, then its physical size and finally its geometry. At 1549mm this baby is fairly long and with a rake and trail of 27.3 degrees and 124mm, stability was clearly one of the engineers' higher priorities.

Yet despite the numbers, it's not that bad. Having handlebars 680mm wide means there's good leverage, so with a decent push and a fair bit of body language, the K1200 RS heels over into bends beautifully. And having settled its weight, it takes an equally determined push to make any changes. You can play racers if you want to, but the K12 prefers considered input. Bearing this in mind, it's still more than happy to grind metal if that makes you happy.

Of course a by-product of this weight is superb ride quality. This really is a grand tourer. The suspension and weight means you just seem to flatten the bumps, instead of ride over them. The result is the rider sits serenely cosseted by the excellent seat, surveying the passing scenery while the K12 speeds along like some sort of Bavarian magic carpet.

The engine is remarkably impressive either solo or with pillion, and there's plenty of big-bore urge for all that overtaking and hill conquering.

The more weight there is the better the brakes need to be, and the four-piston Brembos - backed with BMW's second generation ABS - work beautifully. Servo-assisted brakes were introduced in 2001, and some thought this was taking things too far. Personally I get used to most things, but care is needed when you're pushing the bike around with the engine off.

Continuing with the brakes, once again the sportier part of the equation is assisted by an improved anti-dive rate. This means you get a slight tip forward under brakes, but you can brake harder and deeper should you feel the need without the thing standing up and heading for the scrub.

However, the first generation from 1997 to 2000 are prone to leaks from the rear main seals and the clutch slave cylinder, noticeable by the clutch slipping. Final drive bearings have also been known to give out, noticeable by oil on the back wheel and an odd feel at the brake pedal.

Other issues include fuel tanks, particularly where the plastic flange around the fuel gauge/pump assembly deforms. This can be very expensive, so a chat with BMW might be in order.

With the servo-assisted brake models, the word is that there have also been a few total failures leading to a loss of braking power - you can be looking at a cost of close to $4000 for a replacement unit.

Servicing every 10,000km will cost around $280 to $320, although a major will set you back $700 thanks to the time spent getting bodywork off and the removal of the camshafts in order to adjust valves.

Things to look for? Well of course you'll want a service history, and make sure the ABS fluid has been changed. Check the disc thickness and the consumables. I've seen a lot of 12s with low-speed drop damage too, which makes for a good bargaining point.

MODIFICATIONS
There's a wealth of aftermarket and factory gear available. Panniers are a must, and I think I'd go for the handlebar comfort kit to raise the bars. Apparently there's an improved chip that gives more power and torque, always nice I agree, but apart from that I'd leave it well alone.

Probably the one other thing I'd do is see if I can get some more cornering clearance. The 12 really does drag too easily and so I'd be talking to an expert about lifting the ride height.

SUMMING UP
The K1200 RS is a great touring bike that can turn its hand to a bit of sporty fun. It's heavy and a bit thirsty, but what you get is fabulous build quality and something quite exotic. Would I buy one? Probably not - I like my adventure tourers too much. But if you never venture off-road, it's a lot of bike for not a lot of money.