Euro 3 classic: BMW K 1300 S.

Posted on by admin

Menus

Euro 3 classic: BMW K 1300 S.
factstudio.de

Euro 3 classic: BMW K 1300 S.

Euro 3 classic: BMW K 1300 S.

Euro 3 classic: BMW K 1300 S.

Euro 3 classic: BMW K 1300 S.

15th photos

Euro 3 classic: BMW K 1300 S.
factstudio.de

1/15
BMW K 1300 S..

Euro 3 classic: BMW K 1300 S.
factstudio.de

2/15
BMW K 1300 S..

Euro 3 classic: BMW K 1300 S.
factstudio.de

3/15
BMW K 1300 S..

Euro 3 classic: BMW K 1300 S.
factstudio.de

4/15
BMW K 1300 S..

Euro 3 classic: BMW K 1300 S.
factstudio.de

5/15
BMW K 1300 S..

Euro 3 classic: BMW K 1300 S.
factstudio.de

6/15
BMW K 1300 S..

Euro 3 classic: BMW K 1300 S.
factstudio.de

7/15
BMW K 1300 S..

Euro 3 classic: BMW K 1300 S.
factstudio.de

8/15
BMW K 1300 S..

Euro 3 classic: BMW K 1300 S.
factstudio.de

9/15
BMW K 1300 S..

Euro 3 classic: BMW K 1300 S.
factstudio.de

10/15
BMW K 1300 S..

Euro 3 classic: BMW K 1300 S.
factstudio.de

11/15
BMW K 1300 S..

Euro 3 classic: BMW K 1300 S.
factstudio.de

12/15
BMW K 1300 S..

Euro 3 classic: BMW K 1300 S.
factstudio.de

13/15
BMW K 1300 S..

Euro 3 classic: BMW K 1300 S.
factstudio.de

14/15
BMW K 1300 S..

Euro 3 classic: BMW K 1300 S.
factstudio.de

15/15
BMW K 1300 S..

Euro 3 classic: BMW K 1300 S.

K-Dieu

The F 800, the water boxer, the S 1000 model offensive: the K series has slipped further and further back in the BMW model portfolio. Now the K 1300 four-cylinder have secretly, quietly and quietly disappeared from the range.

A.Be different, your name is K-BMW. When Bayern presented the first BMW K 100 in 1983, it was something like the Copernican turn in the white and blue universe. BMW had been an air-cooled boxer engine for decades. Point. The BMW K 100 was the necessary company to catch up with the escaped Japanese competition. But not conventionally, in the competition for more displacement, power, and speed. But just different.

The K 100 had a lengthways, water-cooled inline four-cylinder, cardan shaft, modern electronic ignition and engine control. Brave. Certainly not bad motorcycles, but from today’s point of view, the outstanding feature of the K 100 and its three-cylinder sister K 75, whether naked, as RS, RT or RL, seems to be consistently different. After all, the flying bricks are once again very hip. But the Bavarians only really got the hang of it when in 2004 they finally turned their backs on the longitudinal engine and the self-imposed 100 hp restriction and let go of all inhibitions with the K 1200 S, R and GT. Their 167 hp have finally propelled white-blue into modern times. And they were still lavishly different, as evidenced by the front wheel guidance via Duolever, the low-lying, far forward inclined drive, the rocker arm motor, the electronic ESA chassis and the, well, different design of the K 1200 R..

Goodbye, BMW K 1300

Most recently modernized in 2009, the K four-cylinder 1300s then achieved what the saying goes: “enormous technical maturity”. In other words: in last year’s sports tourer concept comparison, the BMW K 1300 S, at that time already a discontinued model, as a Teutonic-effective speed bolt really ironed the younger competition. Brutal and polished at the same time, that is the lasting impression. The thrust of the thirteen hundred is brilliant (7.8 seconds from zero to 200!), But above all its inimitable pressure.

Its rough run is electrifying, its naughty roaring beguiling. No thousand can do that. Finished the chassis and the ergonomics. Exceptionally stable, taut and yet comfortable. The K 1300 is still the reference when anchoring, because it has an eternal wheelbase and because it stays up at the front when braking. They drive in silk matt metallic, the last generation of the K-BMW. They are cold perfection, worked out down to the last detail. Just different. Goodbye, Duolever. Goodbye, big four-cylinder. Adieu, low-flying carpet. Goodbye, BMW K 1300.

Technical data BMW K 1300 S


factstudio.de

From 2017 onwards: the BMW K 1300 S falls victim to the Euro4 standard.

engine:

  • Water-cooled four-cylinder, four-stroke in-line engine, two balance shafts, two overhead, gear / chain-driven camshafts, four valves per cylinder, rocker arm, dry sump lubrication, injection, 4 x Ø 46 mm, regulated catalytic converter, 580 W alternator, 12 V / 14 Ah battery, Hydraulically operated multi-disc oil bath clutch, six-speed gearbox, cardan shaft, secondary ratio 2.820.
  • Bore x stroke: 80.0 x 64.3 mm
  • Displacement: 1293 cm³
  • Compression ratio: 13.0: 1
  • Rated output 129.0 kW (175 hp) at 9250 rpm
  • Max. Torque: 140 Nm at 8250 rpm

landing gear:

  • Bridge frame made of aluminum, double longitudinal control arm made of aluminum, hydraulic steering damper, electronically adjustable spring base and damping, two-joint single-sided swing arm made of aluminum, central spring strut with lever system, electronically adjustable spring base and 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, ABS.
  • Forged aluminum wheels: 3.50 x 17; 6.00 x 17
  • Tires: 120/70 ZR 17; 190/55 ZR 17

Dimensions + weights:

  • Wheelbase 1585 mm, steering head angle 60.4 degrees, caster 104 mm, spring travel front / rear 115/135 mm, seat height * 830 mm, weight with a full tank * 259 kg, load 201 kg, tank capacity / reserve 19.0 / 4.0 liters.
  • Warranty: two years
  • Service intervals: 10,000 km
  • Price. 20,300 euros 1
  • Additional costs: 390 euros

* MOTORCYCLE measurements; 1 “Motorsport” model (2015)

Leave a Reply

Your email address will not be published. Required fields are marked *