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- Sports tourers in the comparison test
- The right thing for racing travelers
- Transmission is reminiscent of days believed to have passed
- Honda VFR 1200 F does not hide its hip gold
- DCT requires a certain period of familiarization
- Great controllability and brutal delay
- A little more lightness
- Suzuki GSX-S 1000 F with residual comfort suitable for touring
- Consumption of sports tourers
- Detailed comparison
- BMW K 1300 S.
- Honda VFR 1200 F.
- Suzuki GSX-S 1000 F.
- cockpit
- Brakes
- Passenger suitability
- Final drive
- Storage space
- Test result
- 1. BMW K 1300 S.
- 2. Suzuki GSX-S 1000 F
- 3. Honda VFR 1200 F
- Data and measured values
- Technical specifications
30th photos
fact / Joachim Schahl
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Sports Tourer? Do they still exist? But of course! It may be that Multistrada, Adventure and Co. have badly hit the all-purpose class, but there are still many good reasons for a sports tourer. A concept comparison with the Honda VFR 1200 F, Suzuki GSX-S 1000 F and BMW K 1300 S..
fact / Joachim Schahl
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Suzuki: The compact cockpit of the Suzuki brings together all relevant information in a very small space.
fact / Joachim Schahl
3/30
BMW: The delay in the K 1300 already set standards when it was released, and that has not changed to this day. Good ABS.
fact / Joachim Schahl
4/30
Honda: Also excellent: six-piston radial pliers leave nothing to be desired. The ABS regulates somewhat roughly.
fact / Joachim Schahl
5/30
Suzuki: The Brembo radial calipers of the Suzuki also delay more than befitting, the ABS regulates nicely and sensitively.
fact / Joachim Schahl
6/30
BMW: Easy-care cardan in single-sided swing arm for stress-free kilometers. In the picture: light forged wheel, Akrapovic.
fact / Joachim Schahl
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Honda: Also cardan and single-sided swing arm on the Honda. The main stand is practical even without a chain.
fact / Joachim Schahl
8/30
Suzuki: Features of an affordable country road rider: simple swing arm, chain drive. Light, cheap, more care.
fact / Joachim Schahl
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BMW: The compact pockets of the BMW can be expanded and then hold a full-face helmet. The luggage rack is optional.
fact / Joachim Schahl
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Honda: Plenty of space for the big tour: Standard side cases hold 29 liters, the top case (not in the picture) 31 liters.
fact / Joachim Schahl
11/30
Suzuki: Solo athletes: no luggage system on the Suzuki. However, the accessories trade already offers solutions.
fact / Joachim Schahl
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Honda VFR 1200 F, Suzuki GSX-S 1000 F and BMW K 1300 S.
fact / Joachim Schahl
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Ships in the fog? Nice sports tours are also possible in late autumn. Heated grips do it!
fact / Joachim Schahl
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705 points for a very affordable 12,095 euros, makes an excellent 1.4 for price-performance. This makes Suzi the price-performance winner.
fact / Joachim Schahl
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Honda: Easily readable tachometer and class-standard range of functions in the somewhat confusing Honda cockpit.
fact / Joachim Schahl
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BMW: Unfortunately, an analog speedometer is rarely found anymore, the readability is excellent. Good range of functions.
fact / Joachim Schahl
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BMW K 1300 S..
fact / Joachim Schahl
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Length runs: 1585 millimeters of wheelbase define the appearance and handling of the K 1300 S. Excellent stability when accelerating and braking is the order of the day.
fact / Joachim Schahl
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Milled, adjustable footrest system, automatic gearshift and carbon applications on the expensive “Motorsport” edition.
fact / Joachim Schahl
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Honda VFR 1200 F..
fact / Joachim Schahl
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Massive appearance: you can see the pounds of the VFR 1200 while standing. The paintwork and workmanship are of the highest quality.
fact / Joachim Schahl
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The DCT works properly, but costs around 1000 euros extra and adds ten kilos to the vehicle weight.
fact / Joachim Schahl
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Suzuki GSX-S 1000 F..
fact / Joachim Schahl
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Petite appearance: The Suzuki can also be seen at first glance at its origins as a country road athlete. The tight windshield is quite effective.
fact / Joachim Schahl
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Not a matter of course: In contrast to the expensive VFR, the fork of the Suzuki is fully adjustable.
fact / Joachim Schahl
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In the following pictures we want to show the exact differences between the three candidates.
fact / Joachim Schahl
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BMW: Classic sport touring seating position on the BMW, lots of space and a very comfortable knee angle for the pillion passenger.
fact / Joachim Schahl
28/30
Honda: Only slightly more uncomfortable than the BMW because of the acute knee angle and the wide tank. Lots of space, but also angled legs on the back.
fact / Joachim Schahl
29/30
Suzuki: Upright seating position, open knee angle, that’s how it can be toured. The space at the back is very manageable.
fact / Joachim Schahl
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As for the dimensions, the differences are clear. And what about the pure performance? This is shown in the following diagram.
BMW K 1300 S, Honda VFR 1200 F and Suzuki GSX-S 1000 F in the test
Sports tourers in the comparison test
Sports Tourer? Do they still exist? But of course! It may be that Multistrada, Adventure and Co. have badly hit the all-purpose class, but there are still many good reasons for a sports tourer. A comparison of concepts.
W.hat actually happened to the good old sports tourer? Once they were the concept of choice for a large number of motorcyclists when it came to covering the majority of the requirements that arise in two-wheeler life. In the warm season of the year with acceptable comfort to work every day, confidently long motorway stretches to the holiday destination, even with pillion passenger and luggage. Then, once there, put away the suitcases and sweep over country roads and passes with verve. All of this with a single machine? Clearly, a sports tourer was needed. Lighter and more agile than a fat tourer, more comfortable and blessed with more space than a wiry athlete. The manufacturers met this demand with models of different colors, but always the golden mean, the good compromise between travel and lawn, seemed the goal of their developments. But in times of increasing specialization and niche, it seems as if the middle has somehow gone out of fashion.
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BMW K 1300 S, Honda VFR 1200 F and Suzuki GSX-S 1000 F in the test
Sports tourers in the comparison test
K 1300 S runs as an athlete at BMW
Is it all just fashion? Or does the sports tourer really no longer fit in with the times? To answer this question, we have gathered three current representatives of the genus for comparison. Three who occupy different positions in the Sport-Tour continuum. On one side of the spectrum, heavily geared towards tourism, Honda’s high-tech flagship, the large Honda VFR 1200 F. Unicam-V4, dual clutch transmission, cardan. At the other end of the spectrum, Suzuki’s GSX-S 1000 F, a simple, barely disguised Power Naked derivative. And in between, as one of the last representatives of pure teaching, BMW K 1300 S. Which concept is most convincing? Which one is most likely to save the species? Let’s start in the middle.
The K 1300 S runs at BMW as an athlete, it has been around since 2009, but its whereabouts in the Bayern program is uncertain. But the speed bolt, which appeared in the expensive “Motorsport” edition with special paintwork and all sorts of precious chunks (milled footrest system, forged wheels, etc.) raises the simple question of why. In any case, it can’t be due to outdated technology, the K still feels fresh and crisp even in the seventh year of sales. First of all, there is the seating position, which is a good compromise between sport and touring.
The right thing for racing travelers
Front wheel oriented, but the handlebars not too deep, knee angle suitable for stages, plus a narrow, close knee joint, everything wonderfully ergonomic and with space even for taller pilots. It’s not overly comfortable, but it doesn’t pinch anything either. This impression of polished sportiness is continued in the chassis, where BMW has long gone its own way with the K series. Instead of a conventional telescopic fork, the complex Duolever takes over the front wheel guidance. Together with the long wheelbase of 1585 millimeters, the BMW K 1300 S is incredibly stable without appearing unwieldy. It turns easily and precisely, the optional, lightweight forged wheels have a clearly positive effect. In the course of the curve, it then goes neutral down to the deepest slopes.
Like the K 1300, the Metzeler Sportec M3 also has a few years under its belt, but the two oldies harmonize wonderfully with each other. Once warmed up, the tire builds up a lot of grip, even calibrated testers can hardly determine the set-up moment. The BMW K 1300 S smoothly and calmly cushions bumps, even when sloping. The well-known ESA chassis, which is subject to a surcharge (standard on the special model), offers the “Comfort”, “Normal” and “Sport” modes, each with adapted damping settings. So the motorcycle is broadly positioned. The comfort mode should be a bit softer, but in sport mode you can really let the K fly. The preload can also be electronically adjusted to different load conditions. Extremely practical for journeys with a pillion passenger and luggage, which the BMW K 1300 S can easily handle without being impressed. Just the thing for a racing traveler, the best of both worlds.
Transmission is reminiscent of days believed to have passed
The four-cylinder BMW K 1300 S is also unimpressed by the pillion passenger and luggage. With measured 169 hp and 138 Nm maximum torque, you are always well dressed. For example, from 0 to 100 in 2.9 seconds, to 200 in 7.8 seconds. No further questions, that’s how sport works. In addition, there is a linear power output, low-vibration operation and a posh response. A blast engine, not only, but especially in a sports tourer. Can’t the Bajuwarin be blamed for anything? But, with its hard gear shifts and somewhat bony shiftability, the transmission is reminiscent of days that were believed to be bygone, and the shift assistant (no blipper function for downshifting) doesn’t change anything fundamentally. This works better at half throttle than under full load, where it slams into the gears with a brutal rumble.
And then there is the somewhat distant feeling to the front wheel. With all the advantages – especially the sublime braking stability – the Duolever does not convey the feedback of a good, conventional telescopic fork and feels a bit synthetic in the familiarization phase. Still, the bottom line is a brilliant performance. The BMW K 1300 S shows how sports touring in the upper market segment does. It comes very close to the ideal of “one for all”.
Honda VFR 1200 F does not hide its hip gold
Honda is doing a lot with the large VFR to counter this. A complex 76-degree V4 with a 28-degree crank pin offset, space-saving Unicam cylinder heads, dual clutch transmission, integral brake – the Honda VFR 1200 F, also presented in 2009, is by no means a bread-and-butter motorcycle. At most in a figurative sense, because with 293 kilos without a topcase, the Japanese woman unfortunately has a lot of hip gold on the editorial scales.
While the BMW K 1300 S conceals its not exactly consumptive 257 kilos well, the Honda VFR 1200 F does not. It’s a heavy motorcycle and it feels like it. But one after anonther. The seating position is similar to that of the K 1300 S. However, the machine is noticeably wider around the waist, which affects the knee grip a little, and the knee angle falls, considering the self-imposed claim of superior touring suitability, for longer stages. A nicely padded seat cushion and a soft suspension setup help, but in terms of long-distance comfort, the tourist-oriented Honda doesn’t really make up ground compared to the BMW.
DCT requires a certain period of familiarization
The appearance of the drive of the Honda VFR 1200 F is also a bit ambiguous. Without a doubt, the engine offers angry thrust, pleasantly pulsating run and an inimitable, wonderfully growling V4 sound. But its torque curve is only really satisfactory beyond 5000 tours. Below that, the power output is rather restrained, so that the DCT often zaps through the aisles with a bit of effort during tourist torque surfing. After all, the gear changes of the Dual Clutch Transmission have been very smooth since the second generation. Only when starting up and downshifting into first gear does the vehicle jolt annoyingly.
In the third generation that is now available, Honda has adapted the switching points in such a way that when the brakes are applied, the computer automatics automatically switch downwards earlier to generate engine braking torque. Works well, but the DCT still requires a certain period of getting used to, during which the automatic system keeps hitting the line with an unexpected gear change. We often missed the possibility of manual clutch intervention, especially in tight bends and when turning. There is also the sport mode, which keeps the gears longer, as well as a fully manual mode in which the six gear ratios can be sorted independently using the rocker switch on the left handlebar end of the Honda VFR 1200 F..
Great controllability and brutal delay
All in all, the DCT is definitely a significant gain in comfort, especially for those who are lazy to change gear. The 1000 Euro extra price is okay, but the Honda VFR 1200 F can’t really use the ten kilos extra weight of the DCT. In general, at least the question must be allowed as to whether a well-functioning, conventional automatic gearshift would not currently represent the more sensible solution.
Despite the pounds, the Honda VFR 1200 F drives quite neutral and good-natured. In the two-person operation there is a little lack of reserves at the rear, but the VFR never loses its dignified calm when the pace is moderate. Braking in an inclined position, however, acknowledged the test machine, padded with the Michelin Pilot Road GT, with a clear righting moment. It is annoying in this context that the Honda’s composite brake system does not allow actuation of the rear brake on its own. If you like to brake at the rear for tight turns, you can use the combination brake to automatically set up at the front. Otherwise, however, the Nissin six-piston system of the Honda convinces with great controllability and brutal deceleration. Brake hardware and stability are beyond any doubt, unfortunately the defensive tuning of the ABS with long control intervals still leaves room for improvement.
A little more lightness
The traction control does not quite meet the high-end standards either. It actually intervenes roughly and then completely clamps the propulsion for what feels like an eternity if it slips. Once again it is evident that development in the field of electronic assistance systems is advancing in giant steps. Nothing is as old as yesterday’s traction control. Admittedly, no one in their right mind will buy a Honda VFR 1200 F to beat them by the collar through the hustle and bustle of country roads until the tires whimper. But a little more sport, a little more lightness, the Honda VFR 1200 F would look good.
To save the honor of the Honda: The wind protection is the best of the trio, as is the directional stability, handlebar slap is not an issue at all. The case system is well thought out and can be handled stress-free, and the workmanship is really on top level. As with the BMW K 1300 S, heated grips are available as an extra, a really useful feature. Still, we step down from the Honda VFR 1200 F and onto the Suzuki GSX-S 1000 F somewhat disillusioned.
Suzuki GSX-S 1000 F with residual comfort suitable for touring
Suzuki itself makes a point of not understanding the F as a sports tourer and points to its origin as a disguised power naked. The Suzuki GSX-S 1000 F is supposed to be a motorcycle with which one alone can have a blast on the country road, in an upright sitting position, with sufficient wind protection. Nothing for a trip for two, in any case, as the view of the petite rear makes clear, which lacks any luggage storage and just offers the pillion an alibi seat. The advantage of the compact design, which is focused on one-person operation, is obvious. The Suzuki weighs a lean 216 kilograms ready to drive, and that is reflected in the driving behavior. Compared to the BMW K 1300 S, the GSX-S 1000 F steers light-footed, almost like a dance, more with greed for curves than perfect neutrality. As clearly as the Suzuki occupies the sporting end of the Sport-Tour continuum, it can be attested to a residual comfort suitable for touring. It is a very compact motorcycle, but the seating position is upright and the knee angle is open, so you can easily tear off daily stages. The tightly cut windshield is quite effective, keeps most of the wind pressure away from the driver even at higher speeds, otherwise ensures a turbulence-free flow. Not bad, fast freeway speed is feasible. The chassis works without any electronic frills: transparent, taut and honest. As if made for the country road hunt, but not so tough that the seals wobble.
The low weight of the Suzuki GSX-S 1000 F also has a very positive effect on driving performance. In doing so, she equalized the considerable displacement advantage of the other two, staying close to the heels of the powerful BMW and hanging the red lantern around the Honda. Suzuki writes 146 hp in the vehicle registration document, 160 horses attested the test bench run. Not the first GSX-S 1000 that scatters upwards, but a very clear outlier. The manners of the engine, which essentially corresponds to the GSX-R 1000 drive of the K5 generation, are also pleasing. Fine, low-vibration operation, smooth clutch, crisp gearbox with short shift travel – the GSX-S 1000 F represents classic Japanese four-cylinder engine construction at its best. ABS and traction control work contemporary, at and above the level of the BMW. Only one thing that tarnishes the fun on the Suzuki for a long time: the harsh throttle response. Tightening the tap at the apex she always acknowledges with an annoying jerk. If we had one wish: Please lend a hand here, the GSX-S models deserve it.
Consumption of sports tourers
On the other hand, the Suzuki GSX-S 1000 F consumes by far the least (4.6 liters, BMW 5.3 liters, Honda 5.4 liters) and thus has the greatest range despite the smallest tank. The bottom line is that it does more than brave and relegates the Honda VFR 1200 F to last place. The GSX-S 1000 F is an honest, down-to-earth motorcycle – with a clear focus on crisp country road fun, but still with a wide range of uses. At the cheapest course, it can tour more than the Honda Sport can. The VFR, on the other hand, has its strengths on the long haul. It is a dignified motorcycle that doesn’t stress, but doesn’t want to be stressed either. We missed the sport a little. Perhaps it is in the nature of things that such strengths are more important over many, many thousands of kilometers than in test operation. Still, next to the Suzuki, the Honda looks strangely cerebral.
But in the end, things clearly work out in favor of the excellent BMW K 1300 S. Big engine, great chassis, well thought-out down to the last detail, no real weaknesses – maybe apart from the steep purchase price. It combines sportiness, suitability for travel and everyday use in a timeless manner. The K 1300 S also shows that the sports tourer has by no means lost his right to exist.
Detailed comparison
fact / Joachim Schahl
Here you can find out how the BMW K 1300 S, Honda VFR 1200 F and Suzuki GSX-S 1000 F differ in detail.
BMW K 1300 S.
fact / Joachim Schahl
BMW K 1300 S.
Length runs: 1585 millimeters of wheelbase define the appearance and handling of the BMW K 1300 S. Outstanding stability when accelerating and braking is the order of the day.
Honda VFR 1200 F.
fact / Joachim Schahl
Honda VFR 1200 F.
Massive appearance: you can see the pounds of the Honda VFR 1200 even when standing. The paintwork and workmanship are of the highest quality.
Suzuki GSX-S 1000 F.
fact / Joachim Schahl
Suzuki GSX-S 1000 F.
Petite appearance: The Suzuki GSX-S 1000 F can also be seen at first glance at its origins as a country road athlete. The tight windshield is quite effective.
cockpit
fact / Joachim Schahl
The cockpit of the BMW K 1300 S..
An analog speedometer is unfortunately only very rarely found, the readability is excellent. Good range of functions.
fact / Joachim Schahl
The cockpit of the Honda VFR 1200 F.
Easily readable tachometer and class-standard range of functions in the somewhat confusing Honda cockpit.
fact / Joachim Schahl
The cockpit of the Suzuki GSX-S 1000 F.
The compact cockpit of the Suzuki brings together all relevant information in a very small space.
Brakes
fact / Joachim Schahl
The brakes of the BMW K 1300 S..
The delay of the K 1300 already set standards when it was released, and that has not changed to this day. Good ABS.
fact / Joachim Schahl
The brakes of the Honda VFR 1200 F.
Also excellent: six-piston radial pliers leave nothing to be desired. The ABS regulates somewhat roughly.
fact / Joachim Schahl
The brakes of the Suzuki GSX-S 1000 F.
The Brembo radial calipers of the Suzuki also decelerate more than befitting, the ABS regulates nicely and sensitively.
Passenger suitability
fact / Joachim Schahl
BMW K 1300 S in pillion operation.
Classic sport touring seating position on the BMW, lots of space and a very comfortable knee angle for the pillion passenger.
fact / Joachim Schahl
Honda VFR 1200 F in pillion operation.
Only slightly less comfortable than the BMW because of the acute knee angle and the wide tank. Lots of space, but also angled legs on the back.
fact / Joachim Schahl
Suzuki GSX-S 1000 F in pillion operation.
Upright sitting position, open knee angle, that’s how it can be toured. The space at the back is very manageable.
Final drive
fact / Joachim Schahl
BMW
Easy-care cardan in a single-sided swing arm for stress-free mileage with the BMW K 1300 S. In the picture: light forged wheel, Akrapovic.
fact / Joachim Schahl
Honda
Also cardan and single swing arm on the Honda VFR 1200 F. The main stand is also practical without a chain.
fact / Joachim Schahl
Suzuki
Features of a cheap country road athlete: simple swing arm, chain drive. Light, cheap, more care.
Storage space
fact / Joachim Schahl
BMW K 1300 S.
The compact pockets of the BMW K 1300 S can be expanded and then hold a full-face helmet. The luggage rack is optional.
fact / Joachim Schahl
Honda VFR 1200 F.
Plenty of space for the big tour: the standard side cases hold 29 liters, the top case (not shown) 31 liters.
fact / Joachim Schahl
Suzuki GSX-S 1000 F.
Solo athletes: no luggage system on the Suzuki GSX-S 1000 F. However, the accessories trade already offers solutions.
Test result
fact / Joachim Schahl
Ships in the fog? Nice sports tours are also possible in late autumn. Heated grips do it!
1. BMW K 1300 S.
fact / Joachim Schahl
1st place: BMW K 1300 S with 746 points.
No question at all, the BMW K 1300 S clearly wins and deserves in almost all categories. The engine and chassis strike the golden mean between sport and touring. Although expensive, it is versatile, competent and – especially as a “motorsport” edition – desirable.
2. Suzuki GSX-S 1000 F
fact / Joachim Schahl
2nd place: Suzuki GSX-S 1000 F with 705 points.
For a really sporty solo excursion. You don’t want to be a sports tourer, but with the right accessories, it’s not bad at all. The Suzuki GSX-S 1000 F combines furious driving fun with exactly the necessary amount of residual comfort. Excellent price-performance ratio!
3. Honda VFR 1200 F
fact / Joachim Schahl
3rd place: Honda VFR 1200 F with 703 points.
The Honda VFR 1200 F marks the tourist end of the spectrum, but it cannot fully establish itself there. It is made of high quality and offers exceptional technology, but it has simply turned out to be far too difficult.
Data and measured values
fact / Joachim Schahl
Power on the crankshaft. Measurements on the Dynojet roller test stand 250, corrected according to 95/1 / EG, maximum possible deviation ± 5%
The four-cylinder in the BMW K 1300 S is an exciting sports engine that can also tour well. Linear increase in performance, almost always over 110 Nm, fiery peak performance, this is what sovereignty looks like. More than the 12 hp missing peak performance of the Honda VFR 1200 F disturb the torque holes below 5000 tours. Only then does the engine get going, as befits its standing. After all, pleasantly pulsating running and gentle throttle response are pleasing. The Suzuki GSX-S 1000 F delivers a whopping 14 hp over the factory specification and is also by far the lightest in the field. Because of this and the comparatively short gear ratio, the displacement and torque disadvantages are of no consequence. It is already doing well at the bottom, then picks up again at around 7000 rpm and turns most freely.
Technical specifications
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