My first motorcycle. Choice. First impressions.

BMW K1200R

Model class : road (naked)
Years of production/sales : 2005-2008

BMW K1200R model was first presented on September 15, 2004 at the Intermot exhibition in Munich, and went into mass production on June 4, 2005. The model has much in common with the BMW K1200S in technical terms and differs mainly in appearance and ergonomics - the landing is more upright and closer to the tank.

From the very beginning of its production, the BMW K1200R received a new, at that time, 4-cylinder transverse engine with a volume of 1157 cc. cm, which produces 163 hp. power and 127 Nm of torque. To reduce the center of gravity, the engine cylinders were strongly tilted forward. Another important feature of the BMW K1200R is the use of a multi-plate clutch in an oil bath, instead of the traditional BMW single-plate dry clutch.

Main modifications of the BMW K1200R:

• BMW K1200R – regular version.
• BMW K1200R Sport – version with front fairing.

Otherwise, the BMW K1200R model has traditional equipment for BMW K-series motorcycles: in-line 4-cylinder liquid cooling, proprietary Duolever (modern version of Telelever) and Paralever suspensions, cardan drive and a number of technological features - semi-integral switchable ABS with electric power steering (until 2007 g.), electronically adjustable suspension (ESA), steering damper, reinforced brake and clutch hoses, heated grips, immobilizer, standard security system, 12V socket and ASR traction control (optional since 2007).

The BMW K1200R model was produced until 2008, after which it was discontinued, giving way to the BMW K1300R. Before the Suzuki B-King, the BMW K1200R was the most powerful naked bike in the world.

Test drive BMWK 1200 R

The dragonfly is the ultimate weapon among insects. Everything that her gaze falls on, she catches up and eats. And in terms of aerodynamics, the flight of a dragonfly is recognized by scientists as the most perfect.

The BMW K1200R looks a lot like a flying insect. And if not a dragonfly, then a praying mantis, for sure.

The exterior of the BMW K1200R personally seems to me, to put it mildly, not artistic. The tail part of the motorcycle, which is based on a truss welded from steel rods, is shocking in its ugliness. Notice how shamelessly and unsightly the silver brackets of the passenger footrests cut through the black square bars. The headlamp unit itself is worthy of its own podium at an exhibition of design achievements.

However, the avant-garde oval of the dual head optics does not at all save the BMW K1200R from comparison with arthropods. Stretched wheelbase (1580 mm), angular sides, front fork a la legs of a praying mantis - the motorcycle, like a giant insect weighing 237 kg (with a full tank), froze before attacking its next victim. My knees weren’t shaking, my throat wasn’t dry. However, I saddled the bike with extreme caution: they say monsters don’t like sudden movements.

When you first find yourself behind the wheel of a K1200R, you immediately understand that this, gentlemen, is not Japan. An adult unit for adult boys taller than 190 cm and weighing over 100 kg. Seat height – 820 mm. The landing is classic with a straight back. Feet stand on the steps without any reservations from the “okay, let’s be patient” series. For an additional fee, the Bavarian is equipped with an electronic suspension performance control system (ESA). The suspension (front - Duolever, on trailing arms and rear - console type Paralever) is adjusted at the touch of a button according to the modes: “norm”, “comf”, “sport”, and even with the choice of the option “with a passenger” or “alone”.

To begin with, I set the position to “norm”. But later preference was given exclusively to “sport”. And by the way, not at all because of personal mega-sportsmanship. With the suspension clamped all the way, the carcass of the “Bavarian”, to my taste, “tucks” into turns more obediently, and at a speed of under 200 km/h, it’s as if you’re not riding a motorcycle, but scurrying along the rails on a heavy armored train. On sections of the Moscow Ring Road with cut asphalt, if I slowed down to a shameful 20–30 km/h, it was purely out of habit. Even on poor surfaces, the K1200R stands like a pile firmly driven into dense soil - unshakable.

The German “insect” feeds only on 98-octane gasoline. There are rumors that the Boomer drives well even on the 95th. You just need to prepare for the rapid death of spark plugs. During our test, the average fuel consumption was about 8 liters per 100 km. I can’t say more precisely. The fuel level sensor on the motorcycle has malfunctioned. The "tidy" happily reported that the tank was still half full (volume 19 liters, reserve 4 liters), and I was already pushing the motorcycle up the hill to the nearest gas station - equipment for 22,000 euros could have been more reliable... Although it is somewhat reassuring that New BMW motorcycles come with a branded two-year warranty. In addition, during the test, other components and assemblies of the K1200R did not cause any complaints. Well, the 6-speed gearbox is a little noisy, but all gears shift clearly, and the search for “neutral” does not turn into medieval torture. At 6000–7000 rpm, vibration appears, but it is not critical and does not destroy the stable image in the side mirrors. The accuracy of fuel dosage when turning the throttle should be considered close to the standard.

Despite all the attributes of a city roadster, the K1200R is still a “ranged weapon”. Not absolute, of course, but a weapon. It is on long straights and high-speed stretches that the full technical potential of the bike in terms of comfort, stability and efficiency is most fully revealed. And for wind protection you just need to install a more developed front fairing.

Cardan rules

The four-cylinder engine with a displacement of 1157 cm3 is mounted transversely, tilted forward by 55 degrees, which lowers the center of gravity of the motorcycle and at the same time helps to achieve an optimal static distribution of load on the wheels - 50:50. Engine power – 163 hp. at 10,250 rpm, maximum torque – 127 Nm at 8250 rpm. Acceleration to “hundreds” – 3 s. The cardan drive is part of the Paralever system. This system integrates rear wheel steering and power transfer functions, significantly reducing the forces caused by the driveshaft, which could lead to stiffer suspension during acceleration. If a regular pendulum arm were used for the same purpose, its length would have to be 1.4 m.

Text: Automobiles Magazine

Specifications

Technical characteristics of BMW K1200R:

Mini review of the roadster from BMW

So! "Bumblebee" R1150R (BMW R1150R Review) was sold to Tesk. The choice of a new bike arose. The choice was limited: only BMW

Let me make a reservation right away: this is not a sect issue. The fact is that only BMW and partly Ducati (with reservations) provide such a set of features and safety systems at a “raising” price (we are talking about used vehicles). In 2006, such equipment for non-tourist bikes was provided only by BMW (IMHO). And even today the set of features is impressive.

What we have on board: Branded BMW Duolever+ console suspension with cardan. ESA-adjustment of the suspension for preload and release from the button (total 9 variations in 3 modes (comfort/norm/sport). Integral ABS with electric power steering (the Achilles heel of all BMWs from 2003 to 2006). In principle, the amplifier unit is a control board + 2 servo drive with bypass valves. Repaired in Moscow or searched for on ebay. Price for a new one is 80 thousand. Used from 10 thousand. The unit runs out due to untimely change of brake fluid. Or, if we are talking about the 1150 series, due to overheating of the board (it is installed there under the tank and the temperature regime is extremely unfavorable - it gets hot).Next: A dashboard with a light sensor and a full PC with readings of the mileage of the selected temperature transmission (all) and ESA modes. It also has self-diagnosis of all components of the bike - if something goes wrong - will tell you when to change the oil too :) Naturally there is a steering damper from the factory. Reinforced lines everywhere, including a hydraulic clutch, also in stock.

Heated handles are dual-mode (in the second mode it bakes like a child and dries gloves at once) 12v socket in BMW format (becomes standard through an adapter) Immobilizer + security standard. Very convenient! No collective farm. There should be enough children and gopniks from gatherings. Yells like that normally.

BMW in this series abandoned the clutch - now it is a regular multi-plate clutch in oil.

Appearance: Definitely not for everyone! But I really like it. Nicknamed “Cyclops” because of the asymmetrical headlight :) The base is long! The bike itself is quite large, of course. As always, everything from BMW is very precise and of high quality. There is a note on the mirrors. Guys who have been on KR for a long time recommend installing mirrors from the F800 series - they are larger and more convenient to move.

Ride: EVO brakes are the same as on all BMWs from 03 to today (except S series). The brakes are recognized by journalists and users as amazing and standard in principle. Due to the electric booster, feedback is lost, but from experience with the R1150R I will say that this is a matter of habit.

Forward leaning seat. It’s not sporty at all, but it’s also different from the relaxed and completely straight feel of the R1150R. I haven’t ridden far yet, so I can only say after a 1-2 hour drive - it’s normal! You don't get tired.

The seat is narrow and slippery. Despite the good padding, you always slide down and hit your personal belongings on the tank :)

The sound with the stock muffler is not impressive, either at idle or in motion. Some kind of pig squeal :) At speed, it’s like an airplane turbine howling. I'll post a video a little later. There are plans to install a can from the 1300 model - it is smaller and the sound is more consistent with the appearance of the roadster.

This is the second (after the K1200RS) bike of the company that can be perceived as a semi-sports motorcycle. “Boxers” do not deserve these titles from any angle (but they are beautiful). I believe that this is a motorcycle for people over 30 years old who have a family and children and who understand the risks of driving a motorcycle but at the same time do not agree to low-power devices. I don’t argue that you can kill yourself on a bicycle, but you must admit that the risk is higher on a sportbike. This is a series of powerful motorcycles that are designed for those who are “already striving” but still want to have a blast :) 163 hp on the cardan is perceived as 140-150 on the chain. I can honestly say that I perceived the FZ1 and Multistrada 1200 as more evil devices. But don’t think that the bike is calm. There is no need to joke with him - it will hurt. Buying should only be for people with experience and preferably 30+ years of age.

What's very impressive is the torque! He's everywhere! In 4th you can go 30 km/h and then just open up and go under 200.

1st gear is not the same as in sports - the cut-off is approximately 100 km.h. The rest are very long passes.

The engine is in the throttle! All at once! Here I give a standing ovation to the German engineers - excellent performance from 1500 rpm to the red zone.

If you handle the gas carelessly, the rear wheel can easily slip into a skid (from 07 it is possible to retrofit with ASR). It has already happened :) Perhaps it’s a dirty road and low temperature outside - the tires still “do not work”.

The center of gravity is high compared to the brand’s boxer models, but due to the large base, this weight is leveled out when starting to move.

The battery is very conveniently located! in the bottom of the tank next to the traverse. On the 1150 series, changing the battery was still a pleasure (10 bolts + bending the oil radiators + removing the tank and not scratching anything). Now it’s just 3 Torx bolts (BMW loves them) and voila - battery

Cruising range in the city is 300-370 km (depending on driving style). Average consumption for a computer is 6.7

In general, I updated myself and briefly talked about my impressions. I'll be glad to answer your questions. Happy spring! Happy season friends!

My first motorcycle. Choice. First impressions.

Well, I finally became the owner of a motorcycle. I won’t describe the joys and snot here, I’m not mega-emotional. Rather, this will be the post of a pragmatic analyst.

— Why such a wild cubic capacity for the first motorcycle? Why BMW? I'll be honest. I thought about it for a long time before buying it, I was confused, I even wanted to strangle it a little after the purchase. But after sitting at a motorcycle exhibition on different motorcycles, I realized that on a motorcycle with a small cubic capacity, with my height of 185 and a vigorous weight of 90 kg, I look like a giraffe on a pony. And when I sat down on the BMW K1300R, I simply fell in love with it. And I decided to buy it even despite the wild cubic capacity.

But for comparison, a Yamaha of average cubic capacity

Of course, I was looking for similar Japanese ones to buy something cheaper, but in the end my choice fell on BMW, only the k1200r, it is cheaper and has less power. The only difference is that there is no quickshifter or traction control. But there is ABS! And I’ll tell you this for a motorcycle, especially for the first one and such a heavy and powerful one, a very necessary thing. I think she has saved me from falling more than once, although I drive carefully. As for power, I see only advantages in this. You can quickly drive around stressful cars, with a very high-torque engine on which you can easily start from second and even third gear. Very large power range, pulls from 1500 rpm. but it opens up at 4000. You can argue and discuss whether it was right to take such a powerful motorbike like the first one as much as you like, but I made this choice for myself and I don’t regret it.

— How I started driving. Of course, a sport-tour motorcycle weighing 240 kg is a bit much for a beginner, even for someone as thin as me. I spent a lot of money on motorcycle courses so I could start riding without fear. Patiently completed an advanced motorcycle mastery course. I learned how to sit correctly, relax, turn around, maneuver in traffic jams at minimum speed with and without tilting the chassis, lay the motorcycle up to 45 degrees at low and high speeds, control the motorcycle in a fast turn, work with gears and brakes. All this was very useful and after a couple of months from the beginning of the season I feel quite confident and can perform many elements that some experienced people are afraid to do. In general, when buying such a motorcycle, I consider attending advanced courses to be strictly mandatory. Driving into the city without preparation is truly life-threatening.

— Equipment I take equipment quite seriously, fortunately I have the opportunity to buy what I need and what I like, and I don’t spend six months collecting money for it. I bought some of the equipment three years ago, when I was planning to buy a chopper, but it didn’t work out then. I had a cool Spidi h2out touring jacket. Very cool. It is comfortable to ride in almost any temperature thanks to removable 2m pads and ventilation pockets. Plus it is waterproof. The TCX X-tour bots with Gore-tex are also cool. but in traffic jams it’s above 25 degrees. It's a bit hot. The ride is comfortable though. In addition, they are not waterproof. I'm planning to buy something ventilated for the heat. although there are not so many of them in St. Petersburg) I bought the helmet with a Schuberth C3 Pro intergral. Cool, but expensive. I have nothing to compare it to, but I’m happy with it. It's not hot. A pair of warm and ordinary leather protective gloves and jeans. Separately, I bought myself a bunch of different D3O inserts for jeans and a jacket. Therefore, the protection is in complete order and does not look like a collective farm.

Tags

• bmw
• k1200r
• First season

Carbon Accessories for BMW K1300R

BMW K 1200 R. Inspires respect

This is a brutal “naked” motorcycle with an amazing sporting temperament. This device literally shoots from 0 to 100 km/h in 2.9 seconds. 163 hp and 127 Nm of torque with 1200 cubic meters of volume make it one of the most powerful modern motorcycles with four-cylinder engines. The six-speed gearbox is distinguished by an ideal selection of gear ratios; its operation is accompanied by “pickup” of traction at low speeds and a piercing soundtrack at 10,000 rpm. This inline-four engine bursts forward with plenty of power. Unprecedented power, daring character and muscles of steel - this is what a real street motorcycle should be. At the same time, the K 1200 R guarantees maximum controllability. Thanks to the BMW Motorrad Duolever front suspension and BMW Motorrad Paralever rear suspension, it turns and holds the road like a real race car. This motorcycle is an eye-catcher.

It will be enough to pay attention to the behavior of other road users during the test drive, you will immediately understand what we mean by the concept of “Respect”...

Engine

Construction type	Water-cooled 4-stroke in-line four-cylinder engine, two camshafts, four valves per cylinder
Bore/Stroke	79 mm x 59 mm
Working volume	1.157 cc
Rated power	120 kW (163 hp) at 10,250 rpm
Max. torque	127 Nm at 8,250 rpm
Compression ratio	13.0 : 1
Type of mixture formation / engine control system	Electronic intake pipe injection/digital engine management including knock sensor (BMS-K)
Exhaust gas cleaning	Closed-loop 3-way catalytic converter, emission standard EU-3

Power reserve/consumption

Maximum speed	Over 200 km/h
Consumption per 100 kilometers at a constant pace of 90 km/h	4.7 l
Consumption per 100 kilometers at a constant pace of 120 km/h	5.5 l
Fuel type	Unleaded premium, octane number 98 (RON), automatic knock control permits operation with minimum octane number 95 (RON).

Electrics

Generator	three-phase alternator 580 W
battery	12 V / 14 Ah, maintenance-free

Traction transmission

Clutch	Multiple-disc clutch in oil bath, hydraulically operated
Transmission	Constant mesh 6-speed gearbox
Drive unit	Shaft drive

Chassis/brakes
Frame	Bridge-type, cast aluminum, load bearing engine
Front wheel suspension	BMW Motorrad Duolever; central spring strut
Rear wheel suspension	Cast aluminum single-sided swing arm with BMW Motorrad Paralever; central spring strut with lever system, spring pre-load adjustable (continuously variable) at hydraulic handwheel, adjustable rebound damping
Suspension travel front/rear	115 mm / 135 mm
Base	1,580 mm
Front fork offset	108 mm
Fork angle	61°
Wheels	Cast aluminum
Front Disc Size	3.50 x 17″
Rear Disc Size	5.50 x 17″
Front tire	120/70 ZR 17
Rear tire	180/55 ZR 17
Front brake	Twin disc, floating brake discs, diameter 320 mm, 4-piston fixed calipers
Rear brake	Single disc brake, diameter 265 mm, double-piston floating caliper
ABS	Optional extra: BMW Motorrad Integral ABS (part-integral)

Dimensions/weight

Length	2.228 mm
Width (by mirrors)	856 mm
Height (without mirrors)	1.095 mm
Seat height when unladen	820 mm (low seat: 790 mm)
Length along the inner seam of the trousers when empty	1,810 mm (low seat: 1,750 mm)
Curb weight with full tank 1)	237 kg
Dry weight 2)	211 kg
Maximum permissible weight	450 kg
Additional load (standard)	213 kg
Useful fuel tank volume	19 l
From this reserve volume	approx. 4.0 l

1) All measurements made in accordance with Directive 93/93/EWG with all operating fluids and materials, with the fuel tank filled to 90 percent of the usable volume 2) Empty weight without operating fluids and materials

PHOTO, VIDEO, CHARACTERISTICS OF
THE BMW K 1200R

K 1200R	2005
K 1200R	2006
K1200R Resident Evil 3	2007
K 1200R Power Cup	2005
K 1200R	2008

Honeymoon

text from Motorreview No. 7, 2006:

Vladimir Zdorov,
photo:
Dmitry Ivaikin

BMW K 1200 R: 1157 cm3, 163 hp, 2006, 280 km/h, € 22,200

This is a motorcycle! Not only is the K 1200 R the most congenial device out of the entire BMW production line, the one I dreamed of getting for endurance testing all winter, but the copy I received turned out to be black! But there are no limits to journalistic impudence - what would a BMW be without side cases? Thus, the test included branded trunks that have a clever sliding design that allows you to increase their volume as needed. The cost of a set of original cases for this model is € 620, here you should also add € 140 for the installation kit, plus € 80 for the lock cylinders (that is, the ignition key will also be the key for the cases) and € 60 for work at an authorized service. In total, we get € 900. It’s hard to say that it turned out on a budget; on the other hand, the very first trip with the panniers installed amazed me with the degree of... my own “stupidity”! As it turns out, I need a lot of motorcycle-related garbage with me. I don’t understand how I used to travel without luggage containers. It is important to note this feature here: when the panniers are in the maximum shifted position, they almost do not interfere with moving in traffic jams. And inside them live waterproof bags sewn strictly to size, which you can take with you upon arrival at your destination. However, no one bothers you to take with you the trunks themselves, which can be unfastened with one movement of the hand and have retractable handles for carrying. In a word, the “construction” is as thoughtful as possible and evokes extremely positive emotions, if it weren’t for such a serious price list. I hope that subsequent operation will not bring any unpleasant features that I have not noticed at the moment.

In the meantime, the BMW K1200 R and I have a kind of period of easy courtship and romantically tender relationships, not poisoned by the gray ordinariness of everyday family routine - that is, a break-in period lasting up to 1600 km. It is almost over, so with poorly hidden impatience I am waiting for the moment when I will be able to fully fulfill my marital ... no, not that expert duties. Although even at this time, as befits a lady from high society, R-ka has already forced herself to spend money on herself. The first 1000 km require mandatory maintenance, which, together with consumables and work, cost exactly € 109. Now a little about first driving impressions. In fact, we already knew each other, since last season I tested the BMW K 1200 R (“Motoreview” No. 8, 2005). Now I just refreshed my old impressions, adjusted for the limitations of the run-in period.

Mostly the operation took place on country roads with preferential driving modes of up to 160 km/h. The tachometer at this speed shows exactly 6000 rpm, still almost 1200 cm3... Somewhere in the region of 5000–5500 a slight vibration “lives” on the mirrors, slightly smearing in them the picture of “street racers” trying to race with me, nothing can be done - break-in! Well, that’s okay, there’s just a little left... Now some numbers. Fuel consumption ranged from seven liters per 100 km in highway modes to 10.6 liters in city traffic. I suspect that as soon as I finish running-in, these figures will increase... In stock, like last year’s model, the motorcycle comes with Metzeler Sportec M tires, to which I would have almost no complaints if it weren’t for testing the newest Sportec M3 this winter in Sicily . Truly, the best is the enemy of the good! However, with such torque, her life will be beautiful, but short. Therefore, I hope that the next set will be Metzeler Sportec M3. Oddly enough, during this time a small breakdown appeared. If you signal more than five or six times in a row, then the signal refuses to work, coming to its senses after about five minutes. A trifle, of course, but unpleasant. In the near future I plan to “surrender” to the servicemen. But I can only write about where exactly the “joint” was hidden in the next report.

It’s a good thing the motorcycle can’t read my thoughts, otherwise it would probably run away from me at the first opportunity. After all, my plans include many trips around the Moscow region and, quite possibly, several long-distance voyages. And, most likely, together and with passengers stuffed to the very top (here it is, the eternal problem of women - there is nothing to put on and nowhere to put them) trunks. And who promised that it would be easy?..

Finally, in a calm environment, when I don’t have to give the motorcycle back immediately after the test, I figured out the electronically adjustable suspension. Let me remind you that you will not find such an option on any other motorcycle except the BMW K 1200 S. In total, there are nine fixed positions for adjusting the shock absorbers. Naturally, further operation will give me many valuable observations about the nuances of the operation of this system. But I can already note that, together with a passenger and fully loaded panniers, the Sport mode with two images of helmets on the display seemed most acceptable to me. Logically, in broken Simferopol, the Comfort option would be more acceptable, or, in extreme cases, Normal. However, in practice, with such settings, the motorcycle begins to sway and stray from the trajectory, even managing to bounce a little on some bumps. What the hell is Comfort? But in Sport mode, although the suspension handles bumps a little more harshly, handling almost does not suffer. However, German engineers never dreamed of the quality of Russian “autobahns”. I’m sure if I were on European highways, I would probably opt for Comfort mode. On the other hand, if you do not “hang” at the maximum possible break-in speed of 160 km/h, but reduce the speed to 110–120 km/h, which is reasonable for our roads, then the Comfort mode will still be the most suitable.

Of course, the R will also have to spend a lot of time with me on the track, where I will try to understand and find its limits. But this is a topic for the next issue.

Previous photo	Next photo

Sadist

text from Motorreview No. 9, 2006:

Vladimir Zdorov,
photo:
Dmitry Ivaikin

BMW K1200R: 1157 cm3, 163 hp, 2006, 280 km/h, € 22,200

Do you know how a private motorcycle differs from one provided for endurance testing? Now you will probably assume that the “private owner” gets much less workload and the careful attitude of the owner. And you will be completely wrong... in my specific case.

Even my own Suzuki TL1000R always drove almost to the limit of what was possible, apparently bitterly cursing more than once the day it fell into my hands. Now just try to imagine what kind of sophisticated violence an unfortunate “German” is subjected to in my hands, which know no pity and compassion... July in our relations with the BMW K1200R turned out to be not so much an indicator of high mileage (although 2500 km, accumulated exclusively in Moscow traffic, was also is by no means the smallest value), but rather inevitable costs, largely due to the specifics of barbaric exploitation.

As before, despite all my efforts, oil consumption is practically non-existent. But the gearbox, frankly speaking, from the very beginning was not particularly pleasing with its precise operation, further indicated dissatisfaction. In addition to the appearance of false neutrals between fourth and fifth gears, the effort when shifting down from third to second has increased. And catching neutral from second gear has also become more difficult than before. There is no crime, everything that is needed is switched and caught, but at least up to 5000 km, gears were changed with much less effort. I was pleasantly surprised by the brake pads, which on any sportbike I “sent” for a maximum of 4000 km. Here, the braking efficiency decreased slightly only at 7,000 km, while there was still a small margin left to the control marks. If the motorcycle were mine, then, having listened to the croaking of the huge toad living inside me, I would have waited up to 8000 km to replace it. And so he gave up the front ones, and along with them the rear ones, the wear of which was about 60%. Honestly, I’m not going to come to the authorized service twice because of such a trifle?..

As I expected, the rear tire (let me remind you that this is already the second) lived, although a beautiful, but very short life, not even lasting 3000 km. I expected something like this, so her early death did not come as an unpleasant surprise to me. But the absence of a 190-mm rear roller from stock at one of the largest BMW dealers greatly surprised me.

I decided to experiment and installed the same Metzeler Sportes M1 (gentlemen, when will you finally bring the “Third Metzeler”?!), only in size 180. The contact patch in strong leans has become a little smaller, and the motorcycle now “dives” into turns much more willingly. In general, I did not feel any terrible negativity from such a disregard for the plant’s recommendations. Moreover, for those who spend most of their time on the track (I suspect, however, that among Russian Kashka owners there are very few of them, to say the least...), such a “change” is even better in some ways, noticeably “sharpening” » motorcycle handling. Judging by the slightly “floating” idle speed, our pseudo-98 gasoline has finished off the spark plugs. But this did not affect any other performance indicators, including maximum speed and fuel consumption. By the way, about fuel consumption, it is still a little more than 10 liters per 100 km - everything is logical, why would it suddenly decrease?

In a previous report, I wrote about the mysterious behavior of the sound signal, which refused to work after six to eight presses and “came to life” after some time. I confess, while preoccupied with replacing the “consumables”, I completely forgot to “complain” to the servicemen about this circumstance, so I’ll probably be able to tell you about the “nature” of this “jamb” next time. I have my own assumption about this. This behavior is very similar to the operation of a thermal fuse, which prevents the death of an electric sound signal that is not designed for constant operation. In any case, not calculated in civilized Europe. Time will tell if I was right.

The constant operation of the engine at close to the maximum speed did not go in vain for the internal “guts” of the obscenely huge muffler. The latter began to make disgustingly hoarse sounds while working, complaining to the whole world around him about his difficult fate. In the evening, if you look into its insides, you can see a blazing bright ring, apparently burned out by the deadly breath of the Sahara all the noise barriers and other catalysts... Also for me, a standard muffler! On the other hand, his death rattles helped me a lot when talking with the importer about the much-needed direct flow that should arrive in the near future. I am simply torn by curiosity: how much can a standard “muffler” weigh, the size of which is more suitable for a heavy truck... I hope that in the next report I will be able to share the details and observations obtained from installing the “rectum”.

In my plans, the idea of ​​going to warmer climes is still beating like a naive moth. I hope that I will be able to gain experience with the K1200R not only by driving on city streets, but also by the incomparable romance of travel.