BMW K1200R (2005 - 2008): Review & Buying Guide

In the early 2000s BMW threw its hat into the hyperbike market, looking to take on Suzuki’s Hayabusa, Kawasaki’s ZX-12R and Honda’s Super Blackbird with its own Germanic take on the theme. The 167bhp K1200S – a blisteringly fast sports tourer –  was the result. A year later BM expanded the K1200 stable by binning the S’s considerably fairing to create the brutish K1200R.

Indeed removing the S’s aerodynamics was about the only difference between it and the R. Performance was still enormous, peaking at 161bhp and 97.3lb.ft, making the R the best endowed naked of its era. Suzuki’s naked ’Busa, the bonkers B-King, further raised the stakes, but that wasn’t until two years into the K1200R’s run. And by then BMW had complimented the R with the slightly more practical R-Sport, complete with a modestly sized half fairing, much to the relief of neck muscles everywhere…

Compared to contemporary machinery the K1200R is fairly simple in terms of design and tech, but back in 2005 it oozed sophistication, from its ABS brakes, optional electronic suspension (a popular fitment from new), cruise control (again, a popular option), and part digital instrumentation.

And while the model has thrown up issues for owners over the years, from noisy cam chain tensioners and recalls for rear wheel flanges and air-filled braking system to weak side stand brackets and a thirst for oil on some high-mileage examples, both the R and R-Sport remain solid, exciting options for anyone looking for an arm-stretching street naked or a rapid sports tourer.

Pros & Cons

2005-2008 BMW K 1200 R - Prices

2005 BMW K 1200 R
Naked version of K1200S released as the R. 161bhp, 237kg dry weight. A big, bruising roadster in a similar vein to Honda’s late ’90s X11.Colours: black/silver, black/yellow

2006 BMW K 1200 R
Additional blue colour option. Colours: black/silver, black/yellow, blue

2007 BMW K 1200 R
Half-faired R-Sport model added to the range. Slightly heavier at a claimed 241kg dry. Colours: black/silver, blue (R); silver, blue (R-Sport)

2008 BMW K 1200 R
Last year of the 1200R and 1200R-Sport, before the improved and more powerful/torquey 1300 was introduced. Colours: Colours: black/silver, blue (R); silver, blue (R-Sport)

K1200R values:
Rough: £1500 - £2000
Tidy: £2800 - £3500
Mint: £3700 - £3900

2005-2008 BMW K 1200 R - Engine & Performance

BMW’s K 1200 engine first appeared in the fully-faired S. It’s an across-the-frame fuel injected inline four featuring heavily-canted cylinders (55° from vertical to help keep the bike’s CoG low) and a hefty compression ratio of 13:1 – made possible by electronic anti-knock control. In creating the naked R from the fully faired S BMW had to reengineer the air intake snorkel, which accounts for a slight drop in performance. But a claimed 161bhp and 97.3lb.ft from a naked bike is mighty impressive, even two decades on from its release.

Given the R’s lack of aerodynamics and less likelihood to cruise at autobahn type speeds, BMW also lowered the gearing from a final drive ratio on the S of 2.82:1 to 2.91:1. Vibration within the engine is kept to a minimum thanks to a pair of crank-driven balance shafts. There’s an aurally pleasing rasp to the engine note, however, amplified through a 4-1 exhaust system, and enough low to midrange torque to fire out of turns or execute overtakes with purpose.

Overall performance is best described as meaty. Some contemporary tests talk of a slight rough patch in power delivery between 6000-6500rpm (no doubt the result of meeting ever stringent emissions regs), but other than that the 1200’s motor punches hard at any rpm – maybe too hard at speed considering the lack of wind protection.

Unfortunately, the transmission isn’t quite as strong as the engine. All K1200s suffered from weak engagement dogs on the gears, leading to wear and eventually an inability to hold ratios under load. BMW improved the design with the introduction of the 1300 in 2009. Consequently quickshifters are not a recommended add-on for the K1200R models. They simply make the problem worse. That said, a well maintained K1200 can still excel within its role as a blisteringly fast street naked or, in R-Sport form, as a seriously rapid sports tourer.

2005-2008 BMW K 1200 R - Handling & Suspension (inc. Weight)

Before the advent of BMW’s more conventionally designed sports bikes, like the S1000RR, the German marque always favoured a left-field approach to motorcycle chassis design. Conventional forks simply wouldn’t do, as was the case with the K1200R. Indeed the R’s chassis was already a thing, in the K1200S, with the firm’s own Duolever front and Paralever rear ends.

The 1200’s aluminium beam frame followed the trend – a hugely stiff yet light construction, which it had to be keep 160bhp-plus in check – but the Duolever front suspension consisted of a one-piece cast aluminium ‘fork’ that stayed rigid while the rest of the front end pivoted up and down on a pair of arms attached to the front of the frame and a front shock absorber.

The rear Paralever system incorporates the shaft final drive and a single-sided swingarm. Despite its perhaps overcomplicated appearance the system does work, although arguably it’s no better than a conventional set of forks…

While the K1200R will never be a quick-turning razor of a ride, handling is stable, assured and accurate, despite a hefty overall bulk and size, but on the used market a K1200R’s ability to maintain its intended handling prowess depends very much on the condition of both shocks and the Duolever’s ball joints. BMW’s electrically operated ESA suspension was an option on new Rs, but proved so popular that it’s rare to find a used example not equipped with the tech. R model ergonomics are a little more relaxed than those of the S, with slightly higher, flatter bars raising the rider’s body position up and back a touch.

2005-2008 BMW K 1200 R - What to look for

Duolever balls joints:
BMW’s Duolever suspension system works well when properly maintained, but wear in the ball joints can affect handling. To check, put the bike on its mainstand and inspect for movement/clunkiness at the ball joints.

ESA suspension:
BMW’s electronic suspension system was an option from new that actually made its way onto a lot of K1200 models. If the shock is feeling soggy or unsupportive, factor replacement into any purchase offer because replacement of the unit can be costly.

Sidestand lug:
K1200s are heavy machines, and over time the sidestand lug can struggle holding over 250kg (when fuelled). Consequently the stand lug can bend and weaken over time, so check that it’s still straight and all welds for signs of cracks. Best practice is to lift the bike onto its centrestand if it’s going to be parked up overnight of for an extended period of time.

Noisy engine:
K1200 motors were noisy from new, particularly from cold. The camchain tensioner can appear rattly on higher mileage examples; retro fitting a more robust tensioner from a K1300 helps dampen the clatter.

Transmission:
K1200 gearboxes aren’t the strongest. The engagement dogs on the gear cogs can wear, leading to them jumping out of gear under load of struggling to engage the ratio. Quickshifters can cause issues – they’re ok on the later and more robust 1300, but not a good fit for the 12. Take a test ride and check that all gears select, and none jump out under load. Rattles from the clutch can be a sign that the basket is worn.

Radiator:
Known to rot out – there’s very little to protect the rad from all the filth kicked up by the front wheel. Replacements can cost £500-plus

ABS system:
The servo-assisted ABS system requires bleeding every two years, so a FSH through a BMW dealer or a BMW specialist is worth its weight in gold. New ABS pumps can be horribly expensive – around £1500, as a result of the system not being flushed and dirt causing the pump to fail.

Final drive:
The shaft drive needs regular oil changes if it’s to last into high mileage. BMW recommend the shaft oil be refreshed every 12,000 miles or every two years – engine oil is every 6000 miles. Valve clearances should be inspected and adjusted if needed every 18,000 miles, along with the spark plugs.

Recalls:
BMW issued a recall back in 2015 for all R and K models made between 2003 and 2011, of which all K1200s were included, to replace the rear wheel flange, which could crack and potentially fail, so check through a BMW dealer that this has been carried out. In 2012 a recall to address potential brake fluid foaming in the front system was also issued, so again check with a dealer to see if a bike you’re looking to buy has been sorted. A loss of braking power is a tell-tale sign that something’s amiss.

2005-2008 BMW K 1200 R - Rivals

Honda CB1100 X-11 - Honda’s big late ’90s muscle bike is basically an unfaired Super Blackbird. Never that popular, even when new, because due to its origins the X11 is essentially an 1100XX but worse. Grunty motor is still a delight, pumping out a claimed 140bhp and over 90lb.ft of stomp, but protection from the elements is poor and at 222kg dry the CB1100 is still a huge lump of a thing and consequently a bit of a handful on anything more gnarly than fast, flowing A-roads. What the X11 does have in its favour is value, with tidy examples starting at just over £2K. Viewed through that lens, it’s a lot of metal for the money.

Triumph Speed Triple 1050 - Fabulous large capacity triple that blends character, agile handling, and huge stomp in the class’ most stylish package. At 189kg (dry) the Triumph is considerable lighter than all its rivals – a whole 48 kilos less than the BMW – and yet it still produces a very welcome 131bhp and almost 80lb.ft of torque. As a large capacity street bike with sporting potential this Speed Triple is hard to beat and still hugely popular. Prices reflect this, with minter making around the £5000 mark, but tidy Triples can be had for as little as £3000. If you’re considering a K1200R, look at the Triumph too because for most roles it’s the superior machine.

Suzuki GSX1300 B-King - Suzuki’s odd-looking B-King started out as a concept bike, eventually making its way into production in 2007 and holding on to its place in the range until 2012. Powered by a 1300cc Hayabusa motor, and styled by a Manga minded designer, the B-King brings colossal performance to the class – a claimed 181bhp and 108lb.ft puts it head and shoulders above all its rivals by a considerable margin – but the bike’s striking looks never quite caught the publics imagination, making the B-King something of a rarity on the used market. Values remain high; decent examples start at around £6K rising to an eye-watering almost £9K for a minter.

Honda CB1100 X-11, 2000 | Approx Price: £2200 - £3800

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Power/Torque

140bhp/92.9lb-ft

Weight

222kg (dry)

Triumph Speed Triple 1050, 2005 | Approx Price: £3000 - £5000

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Power/Torque

131bhp/78lb-ft

Weight

189kg (dry)

Suzuki GSX1300 B-King, 2007 | Approx Price: £6000 - £8700

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Power/Torque

181bhp / 108lb-ft

Weight

235kg (dry)

2005-2008 BMW K 1200 R - Verdict

If you’re after a blisteringly fast litre-class naked with a load of attitude and a road presence right up there with adventure tackle and big tourers, a K1200R or R-Sport makes perfect sense. The fact that you can pick up a decent example from as little as £2800 makes these BMWs tremendous value for money too. Indeed few big bruisers offer quite as much bang for your buck as these Bavarian behemoths.

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2005-2008 BMW K 1200 R - Technical Specification

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