News – The new BMW K1300R, S and GT land – Used BMW

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The new BMW K1300R, S and GT land

News - The new BMW K1300R, S and GT land - Used BMW

In 2009, BMW’s 4-cylinder engine will go from 1,200 to 1,300 cc: an increase in displacement of 136 cc which is accompanied by a modification of the front axle, aesthetic alterations and the improvement of the ESA option. Complete presentation…

At BMW, the year 2008 was placed under the sign of the Flat-twin: first at the Paris Motor Show, where the Bavarian had announced the arrival of the HP2 Sport pistarde (read and our), then at the EICMA show in Milan, where the manufacturer had unveiled the renewal of its entire "GS" range, before presenting its two new "650" and 800 cc models to the press, on the roads and paths of Corsica (read and our)…

Next year will mark this time the return to the foreground of the K series, initiated in 1983 by the K100 – 25 years ago! -, relayed in 1988 by the legendary K1 then renewed in 2004 by the second generation of 16-valve four-cylinder engine and the K 1200 S, its R, GT and R Sport versions (read).

For 2009, the S, R and GT models – such as Schport, Roadster and Grob Tourism – will be equipped with a new engine, a partially redesigned front axle, a new calibration of the spring / shock absorber combinations, new options called ESA II and Shifter HP, standard ABS and parsimonious aesthetic and practical alterations.

The most striking development is obviously the increase in cylinder capacity, since it induces a new name for Bavarian 4-cylinders. Indeed, via increases in stroke (from 59 to 64.3 mm) and bore (from 79 to 80 mm), the new German cube engine is now 1293 cc against 1,157 cc for the old version: the K 1200 give way to K 1300 !

The result is a necessary increase in power: the K 1300 S reaches 175 horsepower at 9250 rpm, an increase of 8 horsepower, all at a revs lower than 1000 rpm compared to the K 1200 S. The red zone does not move: it is at 11,000 rpm.

Numerous modifications have also contributed to the increase in power: air filters, camshaft timing, exhaust valve lift and springs, combustion chambers, pistons, connecting rods, plain bearings, new exhaust line … . the list of reviewed and corrected parts is long !

But the German engineers insist: the main objective of this "new" engine is "increase sovereignty while making the bike more drivable thanks to an even more robust and harmonious torque curve and an even more pleasant engine".

And to illustrate their point, our neighbors across the Rhine do not hesitate to balance the figures: in addition to the maximum torque value which amounts to 140 Nm at 8,250 rpm, "from 3000 rpm, more than 70% of the maximum torque is available and compared to the K 1200 S, 10 Nm more are available in the speed range between 2000 rpm and 8000 rpm", specify BMW.

News that we – the French – will rejoice more than the increase in nominal power: with the restraint of 100 horses, we pay more attention to the progress made in the first half of the tachometer….

The new exhaust line is reduced by one kilogram (9.4 against 10.4 previously) while integrating in its manifold a novelty unheard of at Behème: a shutter whose progressive opening makes it possible to comply with noise and pollution standards..

"In the lower to mid-range rev range, the variable section, which is narrowly opened, increases dynamic pressure and hence torque and punch, while full section opening in the upper rev range ensures maximum power and a sporty sound", assures the Munich firm.

Finally, the transmission has been reinforced: clutch with optimized linings, modified diaphragm, slave cylinder enlarged to 34 mm (against 32 on the "twelve hundred"), redesigned forks and dogs. At this level, "to save weight, the hollow drum housed on bearings is made of high-strength aluminum alloy", even specifies Behème !

A new selector is introduced: its ergonomically optimized pivot is housed on a bearing that is also new for a "even more precise and faster shifting than ever before". And for the more sporty, the Shifter HP – which equips the HP2 Sport – will be available as an option on the K 1300 S and R !

It should be noted – for our Belgian and Swiss friends in particular – that the GT version of the engine differs from the S version by its air duct and the absence of the new controlled exhaust flap. This results in slightly lower power and torque: 160 hp at 9,000 rpm and 135 Nm 1,000 rpm earlier….

"Engine manufacturers have paid even more attention to increasing torque to further improve pickup in the lower and middle rev range", argues the manufacturer who considers that"from 3,500 rpm, over 80 percent of maximum torque is available".

Likewise, the R version – which benefits from the exhaust shutter – returns a few horsepower to the S: only two horsepower since the K 1300 R develops 173 hp, while the maximum torque value remains unchanged.

However, at 400 m DA, the roadster should be able to get ahead of the sports car: "Like the K 1200 R, the new K 1300 R has a shorter final gear ratio (2.91 instead of 2.82). Acceleration and pickups are further improved", underlines the press kit.

Naturally, at a time when economic and ecological considerations take precedence over pure performance, BMW does not forget to point out that its cars can consume little: "at a steady speed of 90 km / h, the K 1300 S consumes 4.7 liters, at 120 km / h, it requires 5.3 liters of superplus per 100 km".

The "super plus"aforementioned corresponds to the" Super 98 ", but the manufacturer warns that the K 1300 can work"without any problem with premium fuel (RON95)".

"With the power potential on the rise, these are new top values ​​among sportbikes. The very high geometric volumetric ratio, achieved thanks to the anti-rattle regulator, has a lot to do with it", insists the German.

At the same time as the engine upgrades, BMW carried out work on the geometry of the chassis "so that the bike displays an even more neutral behavior in bends and shines with even greater agility". A desire which ultimately led to the revision of the wheel support and the rectification of the famous Duolever…

"The lower longitudinal arm, previously made of forged steel, has given way to a forged light alloy arm", details the Bavarian. The answer of the front wheel would be"even more sensitive and transparent"while, the unsprung masses would suffer a loss"about 1 kg".

In total, however, the weights (unladen in running order with a full tank) of the new BMWs all increase by 6 kg: thus the sports car goes from 248 to 254 kg, the roadster from 237 to 243 kg and the GT from 282 to 288. kg.

And this despite the weight gain of the engine limited to 1.5 kg: 82.8 kg for the 1300 against 81.3 for the 1200 "clutch, gearbox and oil included in both cases", specifies BMW to the attention of the most curious (By the way, the pistons gain 12 g each, the connecting rods and plain bearings lighter by 9 g …).

At the rear axle, the K 1300 receive a new cardan shaft and a conical torque "with a larger module"in order to properly absorb the increases in power and torque. As for the calibration of the combined rear shock absorber / spring, it has been strengthened…

But this setting can be reviewed by the pilot, thanks to the ESA II system, or "Second Generation Electronic Suspension Adjustment", optionally available.

"At the rear, it allows intervention on the preload and the spring stiffness (this is the novelty, Editor’s note)as well as on the rebound and compression stage of the shock absorber. Up front, adjustment is limited to the rebound stage of the shock absorber", explains the Munich brand.

As with the ESA, the pilot is therefore offered three settings depending on the load ""Alone", "alone with luggage" or "two with luggage""as well as three others depending on his conduct""Comfort", "Normal" and "Sport""…

"In all, there are therefore also nine different settings on the new K 1300 S", German statisticians correctly conclude !

The suspension engineers say that "thanks to the additional calibration of the spring stiffness, it is possible to adapt the motorcycle’s trim optimally to different loads and thus ensure even higher stability, handling and comfort".

Compared to ESA I, BMW claims that the additional adaptation of the spring stiffness has made it possible "to open the range between "Sport", "Normal" and "Comfort" modes and thus strengthen the characteristics of each of these modes when driving". Sport" more sporty "and comfort" more comfortable "in short !

In addition to the ESA II and ASC options – "traction control system available as an option ex works", specifies Behème -, the K 1300 welcome – as standard on the S and GT – the ABS Motorrad Integral system."Partially full"to tell the truth, since if the lever activates the front and rear brakes, the pedal it only activates the rear disc.

The rims and the braking system of the K 1300 S, R and GT – the characteristics of which can be found on the corresponding technical sheets, see the end of the article – also remain similar to those which fitted the 1200 respectively. new changes to controls and instruments…

Thus the K 1300 are introducing a new generation of contactors and controls that will gradually be found on all behemians, based on "MID technology (Molded Interconnect Devices = molded printed circuits, instead of separate wiring)"which makes it possible to install more compact controls.

We especially remember the fact that BMW deigns to return to the standard system of turn signal controls: " Hitherto separate, have been grouped together on the left side of the handlebars, so that any confusion between flashing and audible warning is excluded", notes the builder with belated perspicacity.

The right side of the handlebars is not left out since the throttle grip uses a new actuation system "desmodromic", not to be confused with the desmodromic distribution dear to Ducati."With a diameter of 46 millimeters, the throttles of the K 1300 S have a new desmodromic actuation system comprising an opening cable and a closing cable", translates simply BMW, which equipped its roadster and its road of the same system.

The digital instrument cluster is revamped and receives a photosensitive cell which, at nightfall, automatically activates the panel lighting. The rear optic is also revised: the K 1300 are now decked out with a set of light-emitting diodes – yes, LEDs -, sheltered under glass.

Contrary to what BMW announces, the new Ks do not stand out aesthetically so much with their predecessors. While the K 1300 S adopts a remodeled and even more adjusted fairing, the designers have subtly created new, more trendy colors and perforated the new triple clamp … But it will take a discerning eye to differentiate it from a 1200 on the Autobahn…

Same observation on the roadster, whose aspects evolve very smoothly: the wheel support fairing is redesigned, the radiator and tank covers widened, the air intake scoop redesigned but the "K-rapulous roadster" keeps its look apart. As for the GT, its plastic does not move but the new colors are still there to give it a second wind !

Besides the fact of knowing when and at what price these 2009 novelties will land in France, some will wonder "what for the K 1300 S, R and GT, animals of 160 or even 175 horsepower and 237 or even 288 kg can they be used well? ? "… What others will answer tit for tat: but to tax the CB1000R and Speed ​​Triple, the Hayabusa 1340 and ZZR 1400, and the GTR 1400 and FJR 1300 of course !

The new options available in 2009:

For the K 1300 S:

  • ESA II

  • HP shifter

  • Luggage rack

  • Large waterproof tank bag

  • HP instrument cluster

  • HP driver and / or passenger footrest plates

  • HP Series Silencer Cover

  • Akrapovic sport silencer

  • BMW ZUMO navigation system

For the K 1300 R:

  • Same as S, except the unavailable HP handset

  • HP carbon screen

For the K 1300 GT:

  • ESA II

  • BMW ZUMO navigation system

Technical sheets:

  • K 1300 S:

  • K 1300 R:

  • K 1300 GT:

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