While Japanese manufacturers set superbike standards with lightweight, high-horsepower production motorcycles showcasing futuristic technology developed on the racetrack, Italian bike builders created a signature niche with handmade, race-inspired motorcycles that fit like exquisitely tailored suits. But German BMW long scoffed at the crotch rocket tradition, declining to engage in such two-wheeled games, until now. BMW has finally entered the high-speed fray with the introduction of its new 2005 BMW K 1200 S (2016 KBB : around $6100 in excellent condition, ed.).Born of a desire to change the 82-year-old company’s public image and to release itself from its utilitarian past, the 2005 BMW K 1200 S experienced a prolonged gestation commensurate with its starry-eyed performance goals. The arduous development process showed that the Munich-based manufacturer possessed a stubborn constitution and the resolve to engineer itself out of conundrums ranging from fuel injection problems to camshaft issues.
The K 1200 S’s soul—its 167 horsepower inline-4—provides the first clue to the bike’s intentions. The engine’s low-end torque provides strong pull, and peaks, with 96 ft/lbs of torque, at a relatively high 8250 rpm. Contrary to BMW’s traditional penchant for subdued engine tuning, the 1157cc powerplant, though smooth at lower rpm, proves deliciously rev–happy above 5000 rpm.The engine comes to life at high rpm with some vibration that betrays the vast horsepower that makes this not only the most powerful BMW ever, but also the fastest. Though the bike can actually exceed 170 mph, BMW demurely claims a top speed of “more than 120 mph.” However, with surprising optimism the company claims a 0-60 mph time of “less than 2.8 seconds.” Considering that BMW’s first inline-4 earned it the “flying brick” moniker in the 1980s, these are shockingly quick numbers.Still, being competitive in the superbike arena demands more than straight line acceleration and top speed. BMW engineers aimed for the superlative ride and handling dynamics earned when engine weight and position, chassis tuning, and suspension calibration work in harmony. With its inline-4 mounted across the frame and cylinders tilted at a radical 55 degrees forward, the engine not only dramatically lowers the bike’s center of gravity, its position also produces perfect 50/50 weight distribution.Deft balance alone wouldn’t give the K 1200 S an edge over one of the well-evolved benchmarks from its peers, so BMW incorporated radical new suspension systems. The front end features a Hossack-inspired Duolever suspension, a non-telescopic design with a shock situated between two parallel links. Because the Duolever’s geometry does not effectively change the wheelbase when the suspension is compressed (braking in a turn) or while front load is decreased (accelerating out of a turn), the result is confidence-inspiring directional stability in spite of aggressive input. The Duolever enables the BMW to belie its considerable 61.8-inch wheelbase and feel surprisingly nimble, while also dramatically reducing brake dive.Despite the bike’s claimed 499-pound dry weight, lean angle is impressively sharp and the handling is pleasantly neutral. Tremendously stable, the K 1200 S carves canyons with ease. Spirited handling exercises might eventually become tiring, however, as the laws of physics—and the bike’s heft—invariably catch up, one way or another.In an effort to bend those physical laws, an optional Electronic Suspension Adjustment (ESA) increases the K 1200 S’s flexibility by tightening the suspension for twisty backroads, or softening it for long distance touring. With a total of nine settings available from a single button, ESA allows damping levels to be adjusted without stopping.BMW’s innovations don’t end with its suspension. Servo-assist ABS provides solid stopping power. On the downside, initial lever travel feels a bit wooden and, perhaps, the braking system lacks the feedback of high-quality radial brakes. Nonetheless, the brakes—like several other quirky aspects of the K 1200 S—are acquired tastes that demand the rider to adapt to technology, rather than vice versa.Advances such as anti-squat front suspension and servo assist brakes may appear to be barriers to a pure riding experience, but don’t let the technology fool you. The BMW K 1200 S’s engineering exists to provide a solid, exceptionally comfortable ride that also happens to be fast as hell.Although not so featherweight as a Suzuki GSX-R1000 or Kawasaki Ninja ZX-10R, the BMW K 1200 S offers the power of an uncompromising superbike, but comes packaged with peerless comfort, solidity, and build integrity. Because it trades a bit of absolute performance for luxury and civility, the K 1200 S could be classified as a sport tourer, with emphasis on the former term. Call it a gentleman’s crotch rocket, if you will.By adding power and nimbleness to its carefully cultivated refinement, BMW has extended on foot into the bold new world of speed while keeping one foot in its storied past. In the strictest sense of the term, the 2005 BMW K 1200 S may not qualify as a true superbike, but if it sacrificed comfort and unflappability for lower lap times and boy racer appeal, it wouldn’t distinguish itself from competitors, and it most certainly wouldn’t be a BMW.What rider doesn’t love a look back at the motorcycles that preceded today’s tech-savvy creations? Welcome to the Ultimate MotorCycling retro review archives; we’re revisiting some of our favorite reviews from year’s past, highlighting the machines that laid the rubber for what’s on the today’s showroom floors. Enjoy. – Ron Lieback, ed.
Hello everyone and welcome once again to Motos and Friends, the weekly podcast brought to you by Ultimate Motorcycling. My name is Arthur Coldwells.
Motos and Friends is brought to you by the awesome Yamaha YZF-R7. The R7 is an amazing supersport machine that is comfortable too! Check out the YZF-R7 at your local Yamaha dealer, or of course at YamahaMotorsports.com.
In this week’s first segment, Senior Editor Nic de Sena goes to the Yamaha MT-10 launch. I have to say, the R1-derived MT-10 is one of my all time favorite street bikes. It’s the perfect balance of instant, usable power, crammed into an agile yet stable chassis. All that is built into an incredibly easy-to-ride package. And I’m not even going to mention it’s ability to wheelie… The latest MT-10 has had some upgrades, so I’m very curious to hear what Nic thinks.
For our second segment this week I chat with Paul Jayson—aka The Motorcycle Broker. Paul has been restoring, collecting, and selling investment grade motorcycles and cars for several decades, and his knowledge and passion for the art of motorcycling seems pretty much unrivaled.
Paul’s quest for total authenticity and insistence on a breathtaking level of detail is incredible. Actually, one of his restorations—a classic MV Agusta—won recently at Salon Privé.
Paul’s take on how the motorcycle market developed globally, and where it’s going, I found fascinating. You can visit Paul’s website at TheMotorcycleBroker.co.uk.
From all of here at Ultimate Motorcycling, we hope you enjoy this episode!