Buy bmw k1200gt for sale online

Buy bmw k1200gt for sale online | Past the 7000RPM mark the 2006 K1200GT’s engine spins up with a guttural ferocity and a growling primeval engine note serving notice to whatever the posted limit is that it’s about to be thoroughly trounced.  That sound and the acceleration it represents gives the newest bike in the BMW K series some serious X-factor.  Normally when you think of sport-tourer with all the creature comforts you’re not likely to be running about ranting on about “POWER!!!!” and using a lot of exclamation points.  I can’t help myself from doing it though, and that makes BMW K1200GT a very special sort of wolf in Bavarian clothing.

Just listening to the K1200GT’s marvelous post-7,000 RPM hurricane howl, it blows through you, excites you, and is accompanied by whiplash acceleration making you just a little bit scared.  That fear shouldn’t be too overwhelming though; BMW re-mapped this laterally mounted K-engine for better midrange and torque over the sportier K1200 S and R.  That’s given the plant a baritone wail and electric turbine delivery, with 152hp at 9,500 RPM and a massive 96lb-ft of grunting torque at 7,750 RPM.  While those are BMW’s claimed figures I’ve little reason to doubt them.  As I clunk through the smooth but still mechanical feeling transmission, the output is like a locomotive just bust loose of its cars – entirely suitable for a bike with a wet weight of 282kg (claimed).

The re-mapping also seems to have sorted the fueling issues found at low RPMs in the bike’s ’05 precursors, the K1200S and K1200R, and that makes for smooth linear and exceptionally tractable power delivery.  Below 3000RPM, the low end of the rev range might benefit from a bit more pull just to ease low speed parking lot maneuvers.  This however may be a matter of finesse and acclimatization to the K1200GT’s power delivery, we should have a chance to do a more complete test later in the year.  It would be one thing for the K1200GT to be a road going bullet train, but the GT plays well in corners too.

Switching the ESA to “sport mode” I steam into the sweepers.  The K1200GT’s turn in is relatively light and easy to initiate for a bike of this size, and with a bit of time I’ve no doubt scraped pegs are the order for the day.  The GT does have a tendency to drop into the turns, which can be a bit concerning.  The duo-lever front seems vague but supplies better feedback than BMW’s other suspension setup of choice, the tele-lever.  I may be spoiled though, having split time the last two weeks between the GSX-R 600 and the Ducati Multistrada both of which take giving feedback to a high art form.  Put your faith in the tires and the engineer though, and the K1200GT will likely consume the world’s high-speed curves in huge continent sized gulps, letting you crush the miles rather than tally them up.

There are a lot of people who are going to like this next generation GT, primarily the owners of previous generation K1200GT and K1200RS.  The K1200GT offers all the improvements the K1200RS owners were calling for, and I should know I was one of them.  We wanted an electric screen, better feel, more power, a lighter bike and better handling – with this new K1200GT we got it all.  Undoubtedly this bike is a massive improvement over the previous K generation.  Given that there are so many sport-touring choices in the BMW line, picking a bike has become an exceptionally subtle selection.  The GT is well positioned to woo Sport-touring riders from other brands, many of whom have shunned the R-type engines bikes for their “bag of gravel” motors.