LNDG ACFT BUMPS WINGS WITH TAXIING ACFT AFTER LEAVING HIGH SPD TXWY.

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FO WAS FLYING THE ILS RWY 35L APCH INTO DENVER INTL ARPT. THE CEILING WAS APPROX 500-700 FT OVCST AND THE VISIBILITY APPROX 1 1/2 MI. ON THE APCH AND LNDG ROLL WE DID NOT OBSERVE ANY TFC ON TXWY M. TWR CLRED US TO EXIT EITHER HIGH SPD TXWY. WE HAD A LONG ROLLOUT AFTER TOUCHDOWN AND ELECTED TO CLR AT THE M6 HIGH SPD TXWY DUE TO OUR LOW SPD. CAPT CALLED 'CLR L.' FO CALLED 'CLR R.' TWR INSTRUCTED US TO CALL GND; WHICH WE DID IMMEDIATELY UPON XING THE HOLD SHORT LINES. UPON INITIAL CALL UP TO GND CTL WE WERE CLRED TO TXWY M THEN TXWY BN TO THE RAMP. THE FO WAS STILL TAXIING AT APPROX 15-20 MPH AS WE APCHED THE M6 TXWY M INTXN. CAPT SAW THE KING AIR C90 AGAINST THE LOW GRAY OVCST CEILING ON THE L MOVING NBOUND ON TXWY M AND TOLD ME TO STOP. AT THE SAME TIME HE APPLIED MAX BRAKES AND FO SAW THE ACFT AND JOINED THE CAPT ON THE BRAKES. IT WAS AT THIS TIME GND CTL ADVISED US TO GIVE WAY TO THE KING AIR; BUT OUR PROX TO THE OTHER ACFT WAS SUCH THAT IT DID NOT ALLOW FOR ADEQUATE STOPPING DISTANCE EVEN AT OUR LOW SPD. WE WERE AT A FULL STOP BEFORE REACHING THE INTXN OF THE CTRLINES OF M6 AND TXWY M. PRIOR TO THIS XMISSION TO GIVE WAY TO THE KING AIR; WE HAD HEARD NO OTHER COM BTWN GND CTL AND THE KING AIR; AND HEARD NO OTHER INSTRUCTIONS TO GIVE WAY TO ANY OTHER ACFT. THE KING AIR CONTINUED N ON TXWY M WITH NO APPARENT REDUCTION IN SPD. GND CTL INQUIRED AS TO WHETHER THERE WAS CONTACT BTWN THE 2 ACFT; AND WE REPLIED THAT OUR MAINT WOULD MEET US AT OUR GATE. NO IMPACT WAS FELT; THERE WAS NO VISIBLE DAMAGE TO THE WING OR WINGLET; AND WE WERE NOT SURE THAT CONTACT WAS MADE. GND CTL THEN ASKED THE KING AIR IF HE THOUGHT OUR ACFT HAD CONTACTED; AND HE REPLIED THAT HE DID NOT KNOW FOR SURE AND WOULD INSPECT HIS ACFT. WE THEN INSPECTED THE ACFT AND CALLED DENVER TWR ON THE TELEPHONE AND OUR COMPANY. I BELIEVE THERE WERE SEVERAL FACTORS THAT CONTRIBUTED TO THIS INCIDENT. THE FIRST WAS THAT THE CAPT CALLED 'CLR L' AND DID NOT LOOK THOROUGHLY TO THE L AND BEHIND. SINCE I WAS SITTING IN THE R SEAT; MY VIEW WAS VERY LIMITED AND I WAS NOT ABLE TO SEE VERY MUCH ON THE L SIDE. ANOTHER CONTRIBUTING FACTOR WAS THAT GND CTL CLRED US ONTO TXWY M WITHOUT TELLING MY ACFT TO GIVE WAY TO THE KING AIR UNTIL IT WAS TOO LATE; AND AS FAR AS I KNOW; DID NOT TELL THE KING AIR TO GIVE WAY TO US. I THINK THE KING AIR ALSO SHOULD BE HELD ACCOUNTABLE BECAUSE IT APPEARED TO BE TAXIING QUICKLY; AND NEVER STOPPED WHEN AND IF THE PLT SAW US. IT IS MY SPECULATION THAT THE KING AIR THOUGHT THAT IF THEY WERE TO SPD UP; THEY WOULD BE ABLE TO JUST SQUEEZE BY IN FRONT OF US. IN THIS CASE; I BELIEVE THAT SINCE WE WERE THE ACFT ON THE R AND WERE COMING OFF A HIGH SPD TXWY; WE HAD THE RIGHT OF WAY OVER THE KING AIR. MY SUSPICIONS THAT THE KING AIR WAS IN A HURRY AND WANTED TO GET IN FRONT OF US WERE ALSO BACKED UP BY THE FACT THAT THEY QUICKLY LEFT DEN WITHOUT EVEN TALKING TO THE FAA. IN SUMMARY; I BELIEVE THE CONTRIBUTING FACTORS OF THIS INCIDENT WERE THE FAILURE OF MY CAPT TO BE VIGILANT IN SEEING AND AVOIDING OTHER ACFT ON HIS SIDE I COULD NOT SEE; FAILURE OF THE GND CTLR TO MAKE BOTH ACFT AWARE OF EACH OTHER AND ASSIGN INSTRUCTIONS AS FOR WHO WOULD GIVE WAY TO WHOM; FAILURE OF THE KING AIR PLTS TO OBSERVE RIGHT OF WAY RULES; AND POSSIBLY A HAZARDOUS ATTITUDE OF GET THEREITIS.