Taking place at Ponts at the foot of the Pyrenees in the Lleida region, the Enduro Del Segre is organised by the Motoclub Segre and is one of the most important national off-road events in Spain. The club itself is one of the biggest in Spain, and has been responsible for nurturing many talented riders over the years, including the likes of Dakar champions Nani Roma and Marc Coma, and many up-and-coming young riders such as Oriol Mena, who was the winner of the opening day. 

 For new BMW Motorrad Motorsport recruit, Juha Salminen, this season opener was of particular importance, as the famous Finn is competing in every round of this particular championship, alongside his WEC duties. With this first round attracting a top-level entry list, including riders such as Ivan Cervantes and Cristobal Guerrero, competition proved to be close between all riders throughout both days. 

With a similar format to the WEC, the weekend’s enduro took place in perfect weather conditions, with riders tackling two 80-kilometre laps each day, interspersed with three Specials each lap. Unlike the WEC, at the end of both days, all the times were added together to give one final result. With Juha Salminen and Simo Kirssi representing BMW Motorrad Motorsport in the E2 Class, and Marko Tarkkala, David Knight and BMW España-supported rider Aaron Bernardez campaigning the G 450 X in the E3 class, all riders proved that they are now fully up to speed and ready to get their world championship ambitions underway this coming weekend in Portugal.  After the first day of competition, it was BMW Motorrad Motorsport’s David Knight who topped the Enduro 3 class and finished third overall. Local rider Oriol Mena was the winner of the opening day, closely followed by Juha Salminen with David third. Simo Kirssi, who had been sick with food poisoning for several days prior to this event, managed to find the strength to ride to a respectable fourth place in the E2 class on Saturday. After the second day of competition it was Juha Salminen who came out on top, winning the E2 class and giving his Spanish championship title ambitions the best possible start. In the E3 class, BMW Motorrad España’s Aaron Bernardez finished in second place, behind overall and class winner Ivan Cervantes, with Marko Tarkkala claiming the final podium spot. In the important ‘scratch’ category, which combines all the results from the various classes, Juha Salminen finished in second position, behind Ivan Cervantes and in front of Cristobal Guerrero.  

BMW Motorrad Motorsport Team Manager Wolfgang Fischer: “It was a very useful weekend in Spain for all of our riders, in particular Juha, as his great results put him in a strong position for contesting the next round of the Spanish Enduro Championship. In the next round, he’ll be able to start from the front of the pack like all his rivals, which he wasn’t able to do this time, due to not having contested last year’s series.  “For the other riders – who were using it as valuable test and preparation time for the forthcoming Enduro World Championship – they knew it was going to be tough racing against top Spanish riders on their home turf, but they have proved themselves up to the task and also shown that the bike is competitive and ready for any challenge. Overall, it was a great final test and it was rewarding for me to see all the new team members working so well together. All the riders are happy with their bikes and looking forward to getting on with WEC business in Portugal this weekend.” 

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While it may seem superfluous, every gauge or light has a story to tell and in virtually every case failure to listen to that tale can have disastrous and expensive repercussions.

Let’s get the obvious ones out of the way first — speedometer and fuel level. No need for explanation here.

Next up in order of significance — the oil pressure gauge or light. Oil is literally the lifeblood or fluid that keeps an engine alive. Not only does it provide the lubrication that allows metal pieces to rub together without damage, it acts as a coolant, drawing heat away from these high-stress locations.

The oil is circulated and squirted in critical areas under pressure, provided by a pump. If the pressure drops, the oil is no longer able to provide its vital lubrication role and the various components will very quickly heat up to dangerous levels where they may seize.

This quickly becomes engine failure — very expensive engine failure. Not only will the vehicle come to a complete stop, it won’t move again until you have lubricated the repair shop with thousands of dollars.

The temperature gauge, whether a dial marked with a range from “c” for cold to “h” for hot, or a warning light, provides another critical piece of information.

The temperature gauge does not tell you the temperature of the engine — directly. It shows the temperature of the fluid flowing through the engine.

This fluid carries heat away from the engine to the radiator where it is cooled by the air flowing through it. It then continues its circuitous route back into the engine, lubricating pumps and things on the way.

When the engine is first started after sitting for a period of time, the fluid is at ambient or outside temperature. A thermostat prevents the fluid from going through the radiator until it reaches operating temperature. Until that point, it simply circulates through the engine gaining heat as the big block of metal is heated by the combustion of fuel within the cylinders. As this happens, the temperature gauge will gradually move off the cold mark.

Until that fluid is warm, no heat can be drawn off it for the “heater,” which warms up the interior. When the fluid reaches the proper temperature, the thermostat opens, allowing it to flow through the radiator and monitors that process, opening and closing as necessary to keep the fluid within the proper temperature range.

If the thermostat should fail, or the level of fluid gets too low, the temperature will escalate and the gauge or a warning light will warn of pending problems. If you fail to heed that warning and the engine is allowed to overheat, it can cause catastrophic failure.

The voltmeter or battery gauge tells us of the condition of the electrical circuit. As the engine draws power form the battery for everything from the spark plugs to the power windows, that power has to be replaced — the battery has to be recharged.

There is a whole system of doing this we won’t get into here, but the driver should most definitely check this gauge to ensure the recharging is taking place.

If a belt were to fail or other problem occur that slowed or stopped the recharging process, the instrument will provide the necessary warning, allowing enough time to safely locate service.

The tachometer tells us the speed of the engine — as opposed to the speedometer, which provides vehicle speed information.

The tachometer is commonly marked in single digits ranging from 1 to 7-10. That is in multiples of one thousand so if the needle is on “5″ the engine is turning over or operating at 5,000 revolutions per minute or rpm.

The tachometer is useful for telling the driver when to shift gears. If the vehicle has an automatic transmission, it is not as important. The important factor with relation to the tachometer is to avoid overrevving the engine.

RICHARD RUSSELL
From Thursday’s Globe and Mail

X Country is one of three single-cylinders that try to blend street, off-road performance

If my limited high school algebraic skills are intact, X plus Y equals fun. “X” being BMW’s new 650 cc X Country and “Y” being any road (paved or dirt) that’s not a freeway.

BMW has three new 650 cc single-cylinder motorcycles: the X Moto, X Challenge and X Country. The Moto is a pure street, fat-tired Supermotard, the X Challenge is hardcore off-road, while the X Country is a usable mix of both, with a decided lean toward the street.

The heart of all the X models is a reworked version of the venerable four-valve, DOHC fuel-injected Rotax-built single that’s powered the “F” series motorcycles for the past few years.

The motor is very tractable and, with 53 horsepower and 44 lb.-ft. of torque available, is quite peppy in the 148 kg (325 lb.) X Country chassis.

The large muffler doesn’t really look out of place, tucked up out of the way as it is and, combined with the catalytic converter, the X country meets stringent Euro 3 emissions standards.

The X Country is equipped with gorgeous, superstrong Magura handlebars and levers, and a “normal” single button turn signal switch instead of the usual separate BMW left, right and cancel buttons.

Instrumentation is fairly simple with a large digital speedometer front and centre, an LCD display with selectable dual tripmeters, odometer, clock, voltmeter (how often do you really need to know if the battery is charging?) and a bank of warning lights on the right.

On chilly mornings, I really missed BMW’s traditional heated grips, although they are an option.

The single front disc is a 300 mm floater squeezed by a twin-piston caliper while the rear is a 240 mm single pot unit. Because the X Country is so light, the brakes are more than adequate for both street and trail use. And, for those off-road forays, the ABS can be manually disengaged.

On the street, handling is exemplary. It steers very quickly and the wide bars give excellent leverage around town. The stock Metzeler 19-inch front and 17-inch rear tires strike a very good compromise for the X Country’s intended use. They are excellent on pavement, acceptable on gravel and hardpack, but in soft sand or mud, they contributed to white knuckles and some heart-stopping moments.

The suspension is well-damped and very plush. The rear shock has a generous 210 mm (8.2 inches) of travel, is preload adjustable (courtesy of a handy knob just below the seat), while the front boasts 240 mm (9.4 inches) of travel but no adjustment whatsoever.

Grab a fistful of front brake, pitch the X Country into corners around town and it just rails through. Once in the turn, it holds its line and the supple suspension absorbs mid-corner bumps and heaves.

The beauty of the X Country is its versatility. One afternoon, I was exploring the countryside on a concession road northeast of Bowmanville and noticed one of those “Unimproved roads, use at own risk” signs.

I peeled off and headed north on the gravel road, which soon deteriorated to a single-track bush trail.

Offroad, like most dirt bikes, the X Country performs much better with the rider standing on the pegs in softer stuff. Standing up puts more weight down on the pegs, effectively lowering the centre of gravity and making the motorcycle more stable.

The rubber-covered footpegs insulate the rider from the minimal vibration, but when wet or muddy, quickly turn slippery as crocodile snot – a surefire recipe for a slipped foot and cracked shin.

Shorter riders may find the 840 mm (33.1 inch) seat height a bit of a problem, especially if they’re trying to put a foot down on uneven ground while riding off road.

The short-throw transmission shifts very well, although first gear seems overly low (a real stump puller) with quite a gap to second. The net result when riding on trails is that you’re either revving it too much in first or bogging in second.

The X Country is certainly capable of highway cruising speeds but that’s not really its natural habitat. Really, it’s better suited for casual off-road exploring, gravel roads, two-lane roads and in-town commuting where the torquey motor, light weight and agile handling can be put to good use.

Steve Bond
Toronto Star

All winners and runner-ups in the ten different classes can be seen in the July issue of Cycle World, available on newsstands June 25.

Here’s what Cycle World editors had to say about the BMW K 1200 GT:

“It’s hard to figure out what the K1200GT can’t do. Its 150-plus-hp engine is capable of breathtaking acceleration, and its sophisticated shaft-drive chassis (with available adjustable-on-the-fly suspension) is fully at home decimating the backroads, droning the interstates or anything in between. A highly protective full-coverage fairing, an electrically adjustable windshield, a cushy dual seat and spacious, quick-detach saddlebags provide all-day or all-week comfort and convenience. You can complement the basic package by choosing from a mile-long list of options that include heated seat and grips, cruise control, GPS navigation, Xenon headlight and stability control. Sport-touring can be the most challenging segment of the sport, since it tries to combine the best from opposite ends of the streetbike spectrum, but for the K1200GT, it’s a no-brainer.”

Since its introduction, the K 1200 GT has strengthened BMW Motorrad’s worldwide market position in the tourer segment. Following the success of the former model bearing the same name, the new K 1200 GT offers added dimensions in riding dynamics and long-distance performance. Innovative wheel guidance systems – the BMW Duolever at the front and the EVO-Paralever at the rear – make a significant contribution to the K 1200 GT’s riding prowess. Drive power comes from the cutting-edge inline four-cylinder engine in transverse arrangement, developing maximum output of 152 hp and thus currently setting the benchmark in the tourer segment.

Riding comfort is enhanced by excellent protection from wind and weather, the electrically adjustable windshield, excellent ergonomic design of the rider’s seat thanks to flexible height adjustment of the seat itself and the handlebar, as well as standard side cases.

The K 1200 GT also meets stringent requirements for environmental compatibility and safety. Apart from a fully controlled three-way catalytic converter, the high-performance EVO brake system with semi-integral ABS anti-lock brakes and an electronic immobilizer are standard features offered by this sophisticated new tourer. Optional equipment includes Electronic Suspension Adjustment (ESA), an on-board computer, a xenon headlight, cruise control, or the BMW Navigator.

“Given all of these enhancements, features and options, the new K 1200 GT is able to meet the very highest standards of comfort so important to the passionate touring rider, while, at the same time, making the sporting heart of the die-hard motorcycle enthusiast truly skip a beat,” observed Mr. Pineiro.

Source: MWERKS

BMW Motorrad Canada has announced it will host the first annual BMW Motorrad Summerfest at Mosport International Raceway in Ontario this summer. The event, from July 13 to 15, will celebrate BMW motorcycles and coincide with rounds four and five of the Parts Canada Superbike Championship.

The event will include a display of 2007 BMW motorcycles with opportunities for on- and off-road test rides, an apparel boutique, a collection of vintage and custom BMW motorcycles, high-mileage awards for dedicated BMW owners, and a Canadian GS Challenge to test the skills of off-road riders.

The Summerfest is open to motorcycle enthusiasts of all brands. The weekend admission price of $50 includes the Superbike Championship, parking and camping privileges, a welcome package and all Summerfest activities. In conjunction with the event, a March of Dimes charity ride will start from each of the Southern Ontario BMW Motorrad Retailers and finish at the raceway.

For more information and online tickets, visit click here.

A dedicated service advisor and team of technicians work with our Express Service clients to ensure they receive the quickest service in a timely manner. Any client with a vehicle that is in need of eligible maintenance or repair will be welcomed with open arms into Express Service, and the work is started without delay. Your vehicle will be serviced, washed, and back in your hands in under 2 hours so that you can continue with your own commitments.

In addition to making sure your service is quick, Budds’ would like to ensure that you are able to be productive and/or entertained while the service is being completed. For your convenience Budds’ BMW is equipped with wireless internet access throughout, so don’t forget to bring your laptop! In our customer lounge above the MINI department you will find a workspace available for your use, as well as a seating area with leather couches, a plasma screen with satellite television, DVD player and surround sound. If you will be accompanied by any young accomplices, the kids’ stimulation centre is also located in this area.

If you would prefer, we have three individual entertainment zones equipped with leather massage chairs and plasma screens with satellite television. We also have a number of new release DVDs available for your viewing pleasure, at no cost to you. For those craving a little more excitement, our MINI racing simulator is sure to please! Built on the real front end of a MINI Cooper, you can ‘drive’ to your hearts content on a number of tracks from around the world.

You are also welcome to explore our showroom and the exciting new models offered by BMW and MINI. Your sales representative would be happy to make arrangements for a test drive, if you so desire.

If your sights lie outside the boundaries of Budds’ BMW, our concierge service would be delighted to offer you transportation to a shopping mall, golf course, coffee shop or other destination of your choice in the Oakville or Burlington area.

When your time on the town or in our lounge is finished, so will be the service on your BMW – Budds’ Express Service ensures that you have your vehicle serviced and washed and the keys back in your hands in 2 hours, so that you can get back to your own commitments.

2007 Race Schedule

• June 2 – Welland
• June 9 – Welland
• June 10 – Medina
• June 15 – Rochester
• June 16 – Welland & St. Marcel
• June 17 – Ayers Cliff
• June 23 – Welland
• June 24 – Medina
• June 30 – Welland
• July 7 – Welland
• July 14 – Welland
• July 15 – Medina
• July 20 – London
• July 21 – Leamington
• July 22 – Wheatley
• July 28 – Welland
• July 29 – Medina
• August 4 – Welland & Brome
• August 5 – Belleville & Medina
• August 6 – Belleville Raindate
• August 11- Sarnia
• August 18 – Leamington
• August 19 – Wheatley
• August 25 – Barrie
• September 8 – Three Rivers
• September 9 – St. Marcel
• September 15 – Monticello
• September 29 – Petrolia 

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It’s an old logging road and it’s a discovery.  The first switchback reveals a rusting abandoned bulldozer.  By the second, I’m beginning to realize self-imposed off-road riding limits and looking for a place to turn around.  If I stop I’ll need to walk the G650X Challenge around.  Even with my 34-inch inseam the Challenge has me high-centered paddling around parking lots – this is an incline with unsure footing.  I needn’t worry, the bike we’ve jokingly called the “Long Way Down” comes through for me.

With the balance and deportment of Karen Kane in her ballet prime G650X Challenge turns tail.  Part of that poise is due to BMW placing the fuel cell under the seat right-hand side.  Moving the fuel’s mass down into the frame gives the Challenge the stripped down form of a trials bike and lowers the center of gravity making for better balance.  Then there’s the steering lock so wide this thing could check it’s own taillights.

Balance is only part of the control equation; the fuelling to the 652cc engine is immaculate – a hard thing to accomplish on single-cylinder.  Around since the Romans, the Rotax manufactured plant has been used in BMW’s F650 series.  Now updated it’s obvious BMW have had time to get the design right, there’s almost no on-off throttle jerking.  Paired with a precise feather-it-all-day light cable actuated clutch control is complete.

Feet are planted on serrated foot-pegs, and the bike is narrow and nimble beneath me.  No fear of scratching the aluminum skid plate thanks to extra-ordinary clearance, I come round though the ditch.  Once turned, a process that saw momentarily contemplation of lifting the Challenge’s 156kgs should I drop it, my adrenal gland is faced with an all-new assault – the decent.

Suddenly the brakes, which on the road left the Challenge feeling… er… challenged makes sense. A single 300mm petalled rotor up front is gripped by a double-piston floating caliper, meanwhile out back a single-piston floating caliper clenches the 240 mm disc.   Braided lines, both front and back, provide excellent control and let me near-lock the rear tire but skirt a full slide.  Likely I’m relying on too much back brake and not enough front, but this is new territory for me – literally and figuratively.  May dirt biking never an execution of a downhill hairpin this crawling again…

Later in the day I fall back from the plumes of dust left from the other press bikes.  The Challenge and I are getting to know each other.  The bike is calmly ripping along through gravel, washboards, and potholes, with the only concern being over the occasional tight corners slowing our 100kph pace.

The long traveling suspension, with 270mm of action front and back, soaks up the roads chaos.  Keeping the sanity up front is a 45mm upside-down fork, with rebound and compression damping adjustable, holding a proper dirt-bike 21-inch spoked rim.  Meanwhile the Air Damping System, lifted from the HP2 and adjusted to the 650’s lighter 156 kg wet-weight, provides continuously variable damping thanks to the air pressure ensuring that the meaty rear 18-inch Metzler Enduro 3 Sahara is hooking up.  I’ve ridden a few Enduros in passing and this system makes other bikes in the class look like they have leaf-springs by comparison… like a pram, a carriage or a corvette.

Having ridden offerings like the BMW R1200GS and GS Adventure, the Aprilia Caponord and smaller products like the V-Strom 650, would I dare this pace on an adventure bike?  Would I be as calm?  Would it feel as relaxed?  Not on your life…

The Challenge gives me enough off-road poise to keep local red-necks from passing beer though their noses with laughter as they swerve along in their pick-ups. Given all that you might expect the Challenge to be bad on the road… but instead it’s just a hoot.

On the first day of ride testing, we’re descending Apex Mountain’s cool evening Alpine returning to our overnight in Penticton.  Right from the start we’re back “off-road” again.  The Challenge dares me to clip though gravel shouldering of a switchback recalling the Bond quip of, “I’m afraid we’re being out-horse-powered!” as he steers a Citroën 2CV off road in “For Your Eyes Only”.  We’re on the road… technically.

Back on pavement the Challenge shows it’s prowess.  Twists, hair pins, ruts, wallows, bumps and gravel patches fall under the treads – the bike eats it up.  High-speed sweepers see a bit of weave as a result of the long traveling suspension – but that’s to be expected.   Given the winters remains on this road I’d be crawling cautiously on a sport-bike, but not so the Challenge.  Still, a few adjustments in on-road riding style need to be made for BMW’s enduro.

The Challenge is tall, a change of perspective that makes judging corner entry speed harder – I found myself tending to a more conservative pace than the Challenge was capable though the twists.  The brakes are soft for road use, but being a road rider the tendency for the front suspension to dive under a pull of the right-lever can be disconcerting.  The turn in is also a bit slow thanks to the diameter of the front wheel.  Those are small prices for turns British Columbia’s worst roads into helmet splitting fun.

Scandalous but the engine is part of the appeal.  BMW claims the G650X pushes out a claimed 53bhp @ 7,000rpm and peak torque of 60Nm at 5,250rpm – a stifled yawn by sport-bike standards.  With a broad torque spread, good pull off the line and a relatively short first gear this is a good match for dirt riding.  The updates from the F650-series include a lighter fry-wheel for quicker smoother spin-up – engineering speak that translates to “thrash me”.

As expected from a small displacement bike, you’ll be shifting through the 5-speed gearbox constantly to get the most out of the Challenge on the roads.  That would be an onus, but the Challenge’s gearbox is a pleasure – slick, smooth and positive shifting. The only issues were an occasional fourth-to-fifth false neural with hard fast up-shifts, and an infrequent grabby final let out of the clutch causing a lurching pull-away.

Looking for the 650’s upper limit?  Tucked flat to the tank, attempting impossibly to squeeze behind the miniscule flyscreen, with mad vibration though the bars, pegs, and seat, the Challenge carries 200lbs of moto-jouro to an indicated 177kph on digital display – slight downhill grade and tailwind optional.  The press ride got spirited occasionally.

Most riders will stick mild and relaxed low-frequency thrum of the Challenge’s all-day touring range between 90-110kph. The fly-screen over the digital gauges and R1200GS inspired headlight provide relatively good airflow.  Tall, loose, upright ergonomics keep the Challenge is remarkably comfortable. Even the plank-soft seat narrow enough to be classified as a wedgie, provides better comfort that expected between gas stops – so instead of a torture device you’re getting a church pew.

If you feel like making better time between dirt destinations, the Challenge will happily sustain 140kph through the paved sweepers, but the bars feel like gripping an overzealous electric toothbrush in each hand and the wind-blast becomes wearying.

There are details that could make the Challenge a stronger Enduro. Hand guards might help minimize bar vibration and offer protection from impact and elements.  There’s no fuel gauge and riding a logging road labyrinth, with a 9.5L tank and sparse gas stations, I’d want to track every drop despite the gently sipping engine.  The gas-cap annoying, it detaches and every fill up you must find a place to stash it.  The position of the radiator, the widest part of the bike other than the bars, could see it cracked in the event of a drop.  Beyond that though the Challenge features excellent attention to detail, right down to the tidy storage of the air damping system’s pump under seat.

In the hands of a master the Challenge will play an gritty concerto of flying mud, berms, jumps and sprays of gravel, but it’s kind to a complete duffer too.  That’s important, because while most people won’t start with the G650X Challenge as their first Enduro bike they certainly could. With every little off road experience the Challenge eggs you on and builds your confidence – abandoned lots become playgrounds and gravel shoulders an excuse to imagine Dakar.  If you’ve a taste for grit the Challenge might be the only bike you need for weekend fun that doesn’t involve x-rays Monday morning.

Cruising along Old Headly Road I keep looking at gravel off shoots, for my entire sport riding life I’ve blasted by these.  The BMW G650X Challenge lived up to its name; it has challenged me to reconsidering my riding environment.  If BMW’s goal was to create a hard-edged Enduro only serious dirt riders can enjoy, then they’ve failed miserably.  Instead in the G650X Challenge they’ve created a bike that will willingly take expert and novice out into the world… failure has never created so many dust caked grins.

More Information: http://www.buddsmotorrad.com

By Neil Johnston + Photos Kevin Miklossy at OneWheelDrive.Net  �
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Monday, 14 May 2007

But if you can find someone daring (or clueless) enough to ride with you on the back of a 2007 BMW K1200GT, a 152-horsepower sport bike adapted to long-distance duty, you’re not likely to even know they are there anyway.

Indeed, whack open the throttle with a passenger aboard, as I did recently while entering a freeway, and you might wonder if your companion could possibly hang on for the sprint through the gears. The passenger’s inevitable rearward slide can be avoided, though, by ordering an optional top case (available in large or small).

But that is not the way BMW really intended the K1200GT to be equipped. Despite having room for a passenger, the K1200GT is styled and designed to be the ultimate loner’s touring bike. Who besides the operator really wants to tour at triple digits?

The superbike-class horsepower of the K1200GT is a relatively new phenomenon at BMW, a departure from the company’s legacy of workhorse opposed-twin engines, which power its R series bikes. The K designation signifies an in-line 4-cylinder engine, which in this case positions the cylinders transversely across the frame, like most Japanese in-line 4s. The engine of the original K bikes, introduced in the mid-1980s, was aligned front to back, with the cylinders canted over horizontally, parallel to the ground. The K1200LT, a comfort-oriented touring model, still uses this layout.

BMW’s shift in design philosophy is a result of its intent to establish a presence in the high-performance class long dominated by Japanese makers, whose bikes seem to ratchet up the horsepower each model year.

How do the K bikes measure up?

Well, the K1200R was named the 2005 Motorcycle of the Year by Motorcyclist, an enthusiast publication; a K1200S went 173 miles an hour to set a class speed record at the Bonneville Salt Flats in Utah in 2005; and the editors of Cycle World magazine selected the K1200GT as the industry’s top sport-touring bike for 2006.

The temptation is to say the K1200GT is all about its engine. Top speed is somewhere north of 150 miles an hour — a speed at which you can run confidently and comfortably (though illegally, in most places) given the right roads.

All this motive power is courtesy of a slightly reworked version of the 1,157 cc four also used in the K1200S and K1200R models, both of which put more than 160 horsepower at the rider’s disposal. Though in the K1200GT this powerplant makes just 152 horsepower, it is still enough to be the benchmark of the sport-touring class.

As a whole, it seems the K lineup is becoming more like a motorcycling equivalent of BMW’s racing-inspired M cars.

Beyond the high-performance aspects, though, there is also a high-tech factor that enhances the appeal of these bikes.

The K1200GT was introduced in 2006, then quickly updated. The 2007 model was released with compelling new features like electronic traction control — automatic stability control in BMW’s lexicon — that was an industry first (although it is spreading to other BMW models).

The nomenclature is potentially confusing. On automobiles, stability control usually describes a system that can apply the brake at one of the car’s four corners to interrupt a skid and put the vehicle back on the path the driver intended to take. The system on a two-wheel K1200GT obviously cannot do that, but it can help when the rear loses traction. The bike system, a $365 option, reduces engine power through the ignition or fuel injection, enabling the rear wheel to regain traction.

The traction control works in conjunction with BMW’s integral antilock brakes, using the same sensors. The sensors determine when the front and rear wheels are moving at different speeds. The system works best compensating for road hazards like wet pavement, slippery white lines and manhole covers, or gravel on the road.

BMW pioneered antilock brakes for motorcycles; I consider it a must-have safety feature. The newest generation of antilock brakes has a more carlike feel, BMW said, in that it uses valves and hydraulics, instead of comparatively herky-jerky servo motors, to make the system activate more smoothly and predictably.

In this iteration of it, when the front brake lever is engaged, the front and rear brakes deploy in tandem to stop the bike; when the brake pedal is stepped on, only the rear brake is activated. The K1200GT’s braking system includes a brake pad wear indicator, which warns the rider when replacement is needed.

Also available is an electronic suspension adjustment system (an $800 option) that allows the rider to select — on the fly — from among a variety of settings for different riding situations.

This touring-sportbike hybrid handles as well as any two-wheeler of its ilk. Its suspension, whose design BMW calls Duolever at the front and Paralever at the back, comes directly from the sportier K1200S.

BMW pioneered this system nearly 20 years ago. In standard motorcycle construction the steering head and front wheel are connected in one unit that uses springs or shock absorbers to reduce wheel deflection that would affect steering. The Duolever front-wheel suspension separates steering and wheel-damping forces by a complex system of links, roller bearings and joints; the system results in ultraprecise steering unaffected by road jolts.

The Paralever allows the rear wheel to be mounted on a double-pivot swingarm, with an automobile-style driveshaft running through it, rather than a chain or belt as in most motorcycles.

You might be wondering how much all this wizardry weighs down this bike. The answer is not much. These days, BMW’s engineers have become more weight-conscious. They’ve managed to bring this bike’s dry weight in at less than 550 pounds; the engine and six-speed transmission are 6 percent lighter than previous powertrain components. Now the engineers need to turn their attention to lowering the seat height, one of my chronic gripes. Climbing aboard almost any BMW bike seems like mounting a thoroughbred race horse that is 17 hands high. Once in the adjustable saddle, it’s not bad, but its 32-inch-to-33-inch-high seat (an optional thinner seat is an inch lower) makes it difficult for anyone under six feet tall to get both feet flat on the ground at a stop to balance the bike.

Operator protection from the weather is quite good behind a fairing, which is as crisply creased as a paper airplane and seems about as aerodynamic. An electrically operated (by a handlebar-mounted toggle) windscreen allows nearly four inches of adjustment; lower it to set new speed records, raise it for maximum protection from wind, rain, cold and bugs. Optional heated seats ($280) and hand grips ($235) reduce the discomfort of riding on chilly days. Over all, the K1200GT is one of the smartest choices for a four-season bike.

The GT’s attractive twin saddlebags can easily be detached. It is much easier to maneuver in this seminaked condition and takes up less room in the garage. With the bags on, it’s almost as wide as a Scion. Splitting the lanes through stopped freeway traffic is definitely a no-no with this wide load, so be prepared to sit in line with the four-wheelers.

For those occasions when you just want to hop on and ride off into the sunset, gridlock notwithstanding, range has been extended. You can easily go more than 200 miles before needing to replenish the 6.3 gallon tank, which demands premium.

Twenty-dollar fill-ups won’t discourage owners of this bike, who will have already paid dearly for admission to the BMW K-Series club. Riders who can get by with less sport in their touring can find less expensive alternatives, but for the M of two wheelers, the K1200GT would be hard to beat.

By JERRY GARRETT of the New York Times
Published: April 15, 2007

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