Double top test BMW K 1200 S-1300 S

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Double top test BMW K 1200 S-1300 S

Double top test BMW K 1200 S-1300 S

Double top test BMW K 1200 S-1300 S

Double top test BMW K 1200 S-1300 S

Double top test BMW K 1200 S-1300 S

12th photos

Double top test BMW K 1200 S-1300 S
BMW

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BMW-style driving fun.

Double top test BMW K 1200 S-1300 S
BMW

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Eye-catcher: the cladding in lava orange metallic.

Double top test BMW K 1200 S-1300 S
BMW

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With an engine output of 175 hp and a weight of 254 kilograms, it certainly has the potential to do so.

Double top test BMW K 1200 S-1300 S
BMW

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The crisp rear part is impressive.

Double top test BMW K 1200 S-1300 S
BMW

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Silver gives the sports tourer a noble look.

Double top test BMW K 1200 S-1300 S
BMW

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The K 1300 S would like to conquer the world of two-wheelers as a sports machine with all-rounder qualities.

Double top test BMW K 1200 S-1300 S
BMW

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BMW K 1300 S: frame and chassis.

Double top test BMW K 1200 S-1300 S
BMW

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In the wild: the K 1300 S feels at home on the road.

Double top test BMW K 1200 S-1300 S
BMW

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The K 1300 S is said to be the most powerful and fastest BMW of all time.

Double top test BMW K 1200 S-1300 S
BMW

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"come and play with me."

Double top test BMW K 1200 S-1300 S
BMW

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Tank bags and sports cases promote suitability for touring.

Double top test BMW K 1200 S-1300 S
BMW

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Rank and slim: the K 1300 S also cuts a well-trained figure from above.

Double top test BMW K 1200 S / 1300 S

Cubic capacity bolide K 1300 S

Just kidding: BMW boss Norbert Reithofer recently asked whether, in view of the tense situation, synergies could not be used and the K four-cylinder could also be used in the auto sector. Reply from BMW motorcycle boss Hendrik von Kuenheim: Gladly if you could get the high-speed eight-cylinder from the M3 in return. Then you can save yourself the next expansion stage for the K unit.

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Double top test BMW K 1200 S-1300 S

Double top test BMW K 1200 S / 1300 S
Cubic capacity bolide K 1300 S

K 1300 S and the almost unavoidable displacement upgrade for motorcycles. Welcome to the two-wheel performance craze that continues despite the crisis. Or in the land of milk and honey, whatever you want. Because one thing is also clear: Even skeptics can hardly escape the fascination that a cylinder capacity bolide exudes with every little twist of the throttle. And especially in the lower rev range, the new engine has gained a lot. Or better: in all other areas you rarely get to know him in normal life anyway. Only here, deep down in the speed range, do you have the time and leisure to enjoy the additional dynamics, while the middle and especially the upper speed range in view of the adjacent speeds ?? it is worth taking a look at the gear diagram on page 24 ?? demand full concentration.

Would you like some examples? Anyone who wants to turn over 6000 rpm in third gear is traveling at at least 100 km / h. And still has three courses to go. In the usually preferred sixth one is in 6000 tours with around 150 things ?? and still has at least 4000 rpm upward. A speed range in which the K 1300 S continues to move forward, if necessary up to a top speed of 285 km / h. If, for once, there is space. Whatever. The big block sounds a lot more robust, still runs a little rough? and pushes even more powerfully over the entire speed range than the 1200 engine used in a direct comparison (see also power and torque curves and measured values ​​on page 24). So the operation was a success? which in view of the actual increase in displacement of a good 136 cubic centimeters (1293 to 1157) does not appear to be rocket science. Nevertheless, BMW adjusted even on a small scale. The airbox and intake ducts have been redesigned, as has the exhaust side, where the new, significantly faster drawn silencer catches the eye at least as much as the additional flap in the collector impresses the ear canals.

Performance characteristics

The K family is growing strongly with the new 1300 S..

If the latter is on draft, you can literally hear it, the power of the displacement. This has little in common with the reluctance to perform in Bavaria in earlier years. And at least nothing on the country road with low consumption. With 5.5 liters when driving very cautiously on the country road and 5.4 liters at a constant 130 km / h, the K 1300 S is in upscale motorcycle regions. There is no question that displacement has its price in this regard. Another feature that distinguishes the new K 1300 S, however, is completely free. Is it worthwhile to go into the turn signal switch at this point? It has to be, because too often, when routinely switching between K-old and K-new, the loud incorrect operation of the horn is reminiscent of the almost fond BMW fad. Long-term K drivers will have to adapt. In fact, this is mainly true for the Japanese one-hand blinking standard, but far less so for the new K’s sporting orientation, which is even better than its predecessor.

And this although the most obvious difference in this respect cannot be overlooked. A component that we otherwise only know from racing can work between the gear lever and the transmission shaft for an additional charge of 360 euros? and appreciate. The automatic gearshift should allow gear changes with almost no interruption in traction. Simply leave the gas on, tap the shift lever, done. Works under real load and at a higher speed? and that’s what it is built for? flawless, in the partial load range at a slow pace, however, not always completely smoothly because the throttle response is sometimes a little delayed. Nevertheless, part of the acceleration, which is significantly better in comparison, is certainly possible ?? with 7.8 seconds from zero to 200, the K is clearly in the 1000 supersport range ?? to the account of the machine, while the better torque values ​​are due to the increase in displacement and torque (from a measured 130 Nm at 8400 / min to 140 Nm at 8000 / min).

landing gear

So sportier. This also applies without restrictions to the chassis. Or not, because if you order the K 1300 S with the optional and still highly recommended ESA chassis for an extra charge of 740 euros, you have the choice at the push of a button: either comfortably and dignified in the comfort position through the landscape or in normal or even being in a sports position really fast. The fundamentally tighter coordination of the now ESA II baptized, electrically adjustable chassis with setting option for the spring stiffness fits into the picture of increased agility as well as the other chassis modifications. Not only should the new cardan shaft be mentioned, which has previously prevented loud noises from the drive train, but also makes the gearbox easier to shift. Even more important is the new lower trailing arm of the Duolever front suspension, which is now made of aluminum instead of steel. Because of the changed articulation points, it extends the wheelbase (1585 to 1571 millimeters) and caster (104 to 99 millimeters) through a considerably flatter steering axis (60.4 to 65 degrees), but the expected negative effects on handling do not occur. On the contrary: the new K turns in a bit crisper and more direct than its predecessor and is also better in terms of handiness. Presumably, the Bridgestone BT 015 in “E” specification instead of the previous Pirelli Diablo, certainly the changed low profile of the rear tire (55 instead of 50 percent)..

The fact that the new K drives a little more direct is undoubtedly good for it in view of the decoupling properties of the Duolever front suspension. Still: Compared to what the larger engine does, these are small things that score four plus points in the chassis evaluation section, while the new drive alone has eleven points. The fact that in the everyday chapter everything remained largely the same and that the 1300s, like its predecessor, scores a lot, shows two things. On the one hand, that in view of the already existing qualities such as the great ergonomics (also for the pillion passenger) and the good wind protection, there was not much that could be improved anyway. And on the other hand, despite loud statements, the K 1300 S is not quite as serious about the sport as the BMW marketing strategists would like. Circuit ?? the expansive cladding, the lengthy wheelbase or the weight of 258 kilograms with a full tank fit this. Whether it is an advantage that the ABS can now be switched off is also in question in times when Honda is taking exactly the other path with its thoroughbred athletes. The optional anti-slip control ASC (300 euros) is safe on the circuit, despite the rustic way of working, but is much more helpful on slippery ground. And tire pressure control, heated grips and on-board computers ultimately show more than clearly where the new K 1300 S is headed. It remains what it conceptually always has been: a fabulous sports tourer with a powerful engine that first has to be beaten in its segment. However, she will leave the sporting precedence to someone else by autumn at the latest. Then the S 1000 RR made its debut.

Technical data BMW K 1300 S


BMW

engine
Water-cooled four-cylinder four-stroke in-line engine, two balance shafts, two overhead, gear / chain-driven camshafts, four valves, rocker arms, dry sump lubrication, injection Ø 46 mm, regulated catalytic converter, alternator 580 W, battery 12 V / 14 Ah, hydraulically operated multi-disc oil bath clutch , Six-speed gearbox, cardan, secondary ratio 2.82.
Bore x stroke 80.0 (79.0) x 64.3 (59.0) mm
Cubic capacity 1293 (1157) cc
Compression ratio 13: 1
Rated output 129.0 (123) kW / 175 (167) PS at 9250 (10250) / min
Max. Torque 140 (130) Nm at 8250 rpm

landing gear
Bridge frame made of aluminum, double longitudinal control arm made of aluminum, adjustable rebound damping, steering damper, two-joint single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring rate, spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 265 mm , Double-piston floating caliper, partially integral brake system with ABS.
Cast aluminum wheels 3.50 x 17; 6.00 x 17
Tires 120/70 ZR 17; 190/55 (190/50) ZR 17
Tires in the test Bridgestone BT 015 ?? E ?? (Pirelli Diablo ?? E ??)

Dimensions + weights
Wheelbase 1585 (1571) mm, steering head angle 60.4 (65) degrees, caster 104 (99) mm, spring travel f / r 115/135 mm, permissible total weight 460 (450) kg, tank capacity / reserve 19.0 / 4.0 liter.

Service data
Service intervals every 10000 km
Oil and filter change every 10000 km
Idle speed 1050 / min ± 50
Tire pressure solo (with pillion passenger) front / rear 2.5 / 2.9 (2.5 / 2.9) bar
Two year guarantee
One year mobility guarantee
Colors gray / orange metallic
Price 15805 euros
Price test motorcycle * 17 815 euros
Additional costs around 209 euros

MOTORCYCLE measurements

Mileage
Top speed *
285 (280) km / h

acceleration
0 100 km / h 2.9 (3.0) sec
0 ?? 140 km / h 4.3 (4.7) sec
0 200 km / h 7.8 (8.7) sec

Draft
60 ?? 100 km / h 3.3 (3.7) sec
100 ?? 140 km / h 3.2 (3.6) sec
140 – 180 km / h 3.4 (4.0) sec

Speedometer deviation
Effective (display 50/100) 48/97 km / h

Tachometer deviation
Display red area 11,300 rpm
Effective 11000 / min

consumption
at 130 km / h 5.4 (5.3) l / 100 km
Country road 5.5 (5.5) l / 100 km
Theoretical range 345 (358) km
Fuel type Super Plus

Dimensions + weights
L / W / H2230 / 910/1210 mm
Seat height 830 (825) mm
Handlebar height 960 mm
Weight with a full tank 258 (256) kg
Payload 202 (194) kg
Wheel load distribution v / h 50/50%

Comments scoring

engine
The displacement makes the difference: the 1300 can establish itself especially in the pull-through and scores a lot. The response behavior, however, is delayed, which the old engine was able to do slightly better. Apart from the bony but more precise gearbox with shorter gearshift travel, there is a tie at a very high engine level.

landing gear
A bit crisper, with more stability and feedback: the K 1300 S did well with the chassis. The famous ESA II package now also affects the spring stiffness. In return, the comfort suffered a little, but it is still acceptable. The driving behavior with a pillion passenger is beyond any doubt and makes the big K a motorhome.

everyday life
It’s not much that has changed in everyday life. Driver and pillion sit perfectly, the optional on-board computer provides a wealth of data from average consumption (here it is usually too low) to the outside temperature and ice warning (at 2.5 degrees). The light is good.

security
Hey, there’s something going on: With top deceleration values ​​and a fine ABS function, the long K 1300 S opens in the chapter on safety. Plus the good ABS function and stable braking behavior with a pillion passenger ?? more is only possible in the car.

costs
You pay the express train surcharge on a 1300. And it goes without saying that such a bolide lies neatly on the pocket during maintenance.

Price and performance
The ghosts argue about this at BMW. With extras, the K 1300 S is an expensive motorcycle that offers a lot.

Noticed

plus
+ Thanks to Duolever, a surprisingly small turning circle for such a heavy and large motorcycle
+ Tidy handlebar fittings with Japanese standards. Just a turn signal switch, above it a multifunction rocker switch for ESA, ASC and ABS
+ Informative on-board computer with tire pressure control (205 euros extra), outside temperature, average speed, average consumption and current consumption display

minus
– At best, an on-board tool kit can still fail at Ducati
– BMW is even less forgiving of the missing main stand than others

Our conclusion

Crisis no matter what: the model maintenance measures on the large sports tourer could only go in one direction. Up. And there is no question that the displacement expansion of the K 1300 S in particular has given the K 1300 S a little more aplomb. The predecessor was already a house number among the sporty touring cars. And that applies even more to the new one.

High-tech chassis ESA – technology news

BMW wouldn’t be BMW if the Munich-based company didn’t go its own way when it came to chassis technology. Like its predecessor, the K 1300 S has front and rear gas struts that can be adjusted from the handlebars to different road surface conditions or driving styles while driving. One press of the combination switch on the left handlebar fitting ?? and ESA changes the damping rate using stepper motors, while the spring base can only be adapted to the different load conditions using electric motors with gears when the vehicle is stationary.

A total of nine settings can be selected in this way. Comfort, normal and sport each solo, with a passenger or with a passenger and luggage. So far, the spring base, rebound and compression stage have already been adjusted on the rear shock absorber, while only the rebound stage damping has been adjusted at the front. A new feature of the ESA II system is the ability to use a plastic element (Elastogran) to vary the spring rate and automatically adapt it to the changed damping.

The competition

Kawasaki ZZR 1400
Four-cylinder, 190 hp, weight 260 kg, 0-100 km / h: 2.9 seconds, vmax: 298 km / h, consumption 6.3 liters, 14,525 euros *

Suzuki Hayabusa
Four-cylinder, 197 hp, weight 264 kg, 0 100 km / h: 3.0 seconds, vmax: 295 km / h, consumption 5.7 liters, 13,735 euros *

Yamaha FJR 1300 A
Four-cylinder, 144 hp, weight 305 kg, 0 100 km / h: 3.3 seconds, vmax: 245 km / h, consumption 5.3 liters, 15972 euros *

*Additional costs included

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