CHARISMA, COMFORT, OUTSTANDING PERFORMANCE AND SAFETY ARE ALL SIGNS OF EXCELLENT SPORTS MOTORCYCLES FROM BMW.
The BMW K 1300 S sportbike has long gained a reputation as an impeccably handled vehicle. The model is simply created for a dynamic start and sharp acceleration - the maximum speed of the motorcycle exceeds 200 km/h. The bike holds the road perfectly, strictly following the instructions of its owner. A well-tuned suspension and an arsenal of electronic systems guarantee driving safety. In the coming season, BMW Motorrad will once again delight fans of speed and drive with a special version of the K 1300 S Motorsport, which is available at all BMW Motorrad dealerships from August 2014. The dynamic character of the model is highlighted by the new color scheme in BMW Motorsport colours, black metallic, white and blue metallic combined with red decorative stripes. Adding to the impressive look is a black engine spoiler and tinted windshield. The solid bass of the Akrapovic exhaust system instantly generates huge doses of adrenaline for fans of good-sounding motorcycles, and the in-line four-cylinder engine works in such a way that the power is felt even when the motorcycle is standing still.
The special version, like other BMW motorcycles, is equipped with ABS as standard equipment. In addition, the K 1300 S Motorsport is equipped with HP wheels for better handling and HP footrests for the driver and passenger. The highest safety and comfort of the motorcycle, in addition to ABS, is provided by the ESA II electronic suspension adjustment system, as well as the “Safety” option package, which includes the ASC stabilization system.
Tourist or sport?
The choice of clothing is a manifestation of a person’s inner qualities and character. Changing your wardrobe entails changes in behavior, way of thinking, communication style, etc. The same applies to technology. It is clear that by repainting the T-34 in bright orange or red, you cannot get a Ducati, and no amount of tuning will turn a Harley-Davidson into a sports bike. By the way, Erik Buell tried to transform the legend by installing a Harley engine on a sports motorcycle. In the end, he gave up his idea, settling on experiments with Rotax engines.
However, a change in wardrobe can also affect internal characteristics. BMW Motorrad has mastered the possibilities of miraculous transformation and done it to absolute perfection. Bavarian designers were able to create three diverse motorcycle models using just one chassis design: K1300R (urban brutal), K1300GT (absolute tourist) and BMW K1300S. The debate about the latest model continues even now - no one can determine its class affiliation. Indeed, the BMW K1300S motorcycle has all the signs of a touring and sports bike at the same time, which, most likely, predetermined its character.
BMW K1200GT vs Honda ST1300 ABS vs Yamaha FJR1300AE – SPORT TOUR COMPARISON
I once wrote that if I were the Sultan, I would have five motorcycles, one of which I needed for traveling to the west, that is, for long distances on good roads. Then I designated the BMW K1600GTL as the object of desire. It’s not surprising to dream like that. However, in real life, few can afford a new device for one and a half million or a used one for a million. Fortunately, both BMW and other manufacturers have options similar in purpose with a much more forgiving price tag. They will be discussed in the translation of an article taken from the excellent website Motorcyclistonline.
Speed. Luxury. Advancement.
Text by Tim Carrithers, photo by Kevin Wing
So why do you need one of these things? Any motorcycle can get you to work, and if you like to hit the winding roads on the weekends, well, buy yourself a sportbike. Golda and her counterparts transport two people and all their belongings (including a plush Alpha) across the country in the comfort of a family sedan.
The thing about any of these big-volume sports tourers is that it can easily burn up 400 miles before lunch, and then the same amount before dinner. They are tools, just tools. But let's assume that at the moment you do not have a sports touring addiction, and you do not at all want to rush through cities and villages, watching in the mirrors as the buildings behind are sucked into the funnel of speed. Well, then we warn you - better not try it. Spend a weekend in the saddle of these three, and the idea of rushing to San Francisco from Los Angeles to eat ice cream there no longer seems crazy to you. And from there it's just a stone's throw from Pennsylvania, why not go to Blobfest? (Pennsylvania is on the other side of the country, Blobfest is dedicated to an alien amoeba, Tim is trying to create an analogue of our proverb “you can eat jelly seven miles away” - Frank).
At first glance, the motorcycles themselves are built according to the same template. Four cylinders, more than a liter of capacity and a tank that can do at least 250 fast miles. Add customizable ergonomics and wind protection and you're almost there, but only almost. Despite the basic similarities, motorcycles are located at different coordinates between sport and touring. And since nowadays the expression “sport tourer without bells and whistles” is considered an oxymoron, they are all stuffed with various bells and whistles, from useful to hopeless.
All three devices aim at the same target, but each hits it in its own way. Which is better? Well, we spent two days and drove 750 miles on roads with a variety of surfaces, and now we will tell our story.
Yamaha FJR1300AE
A very good motorcycle with a bad transmission. If we had a standard 2007 model - with such a lever on the left handle, connected to an old-fashioned clutch - it would change the final layout. For anyone who knows how to smoothly release the clutch, this automatic miracle of technology will seem like too much of a step forward. Now the traffic light changes to green, you add gas, and the bike starts moving with a jerk. Here you go through a hairpin, the tachometer needle drops below 2000 rpm and you are left without traction in the tilt - it won’t take long to fall. An experienced driver can handle the situation, but why would anyone pay an extra $1,800 for a “convenience feature” that isn’t one? By the way, the electronic gearshift system worked much better and smoother in press tests than on this test unit. Precise throttle operation could help here, but a too-tight return spring makes that difficult too.
What else? The FJR is smaller than its rivals and feels lighter, although at 312kg it is 6kg heavier than the BMW. Compact dimensions and almost sporty steering geometry allow the bike to outperform competitors in handling and be obedient at any speed and in any situation. Thanks to carefully designed aerodynamics, engine heat is transferred away from the driver more efficiently than before. The Yamaha's suspension is composed, but quite comfortable, although not as soft as that of a Honda or BMW.
In open space, the fudger looks pretty good. At 120 km/h it is a little noisy, due to the final drive being longer than on the 2006 model. The two balancer shafts in the engine do a good job of their tasks, but still the big 1298 cc four seems to hint that life would be more fun with six gears. The new model has larger glass and a wider range of settings, so it's warm and dry while driving. However, a tall driver, sitting on a hard but quite comfortable saddle set in the upper position, will feel the turbulent flows with the crown of his helmet. Particularly sensitive fifth points will ask for mercy after a couple of hours behind the wheel. Around this time, you begin to dream of cruise control or at least a light throttle grip. And while a discreet driver can squeeze up to 480km of range out of the 25-litre tank, we were happy to stop for a rest after 400km before hitting the winding roads.
When there are more turns than straights, the bike becomes nimble and athletic. Three years ago, the first version of the FJR hindered the driver with an overly soft suspension and low-lying parts that clung to the asphalt in corners. It's not like that anymore. The suspension has become stiffer, it is not as flexible as the Honda, but, nevertheless, allows the motorcycle to feel great even on roads with poor surfaces. The footpegs begin to scrape the ground a couple of degrees earlier than in the BMW, this is the price for the fact that there is more room for the legs. If you really care, buy yourself an R1.
Yamaha's fan-favorite blend of power and precision makes the Fijer's combined braking system the best in this test. I would especially like to note the excellent ABS tuning, which never interferes without good reason. In short, everything is going great until it's time to change gears. Whether you use your left hand or left foot, the computer-controlled clutch will try to make things as difficult as possible for you. Upshifts will be slow and awkward. And forget about fast, race-style downshifts. In this case, YCCS will also not rush, it will be good if it manages to the next apex. If you can learn to anticipate lag, you can eventually get closer to motorcycles with regular clutches. We decided to just switch less.
Typically, new technology solves more problems than it creates, but Yamaha's digital clutch - at least in this version - does exactly the opposite. As Tuna Everitt has said many times, “It sucks the life out of the bike, just burying it alive at every turn.” It's a shame, because the motorcycle itself is very, very good.
BMW K1200GT
With the exception of the propeller and the name, this motorcycle has nothing in common with its predecessor (meaning the first generation GT, produced in 2003-2006, technically similar to the K1200LT. More about the family. - Frank). Essentially, this is a long-range version of the sporty K1200S, equipped with an intricate Duolever at the front (creatively borrowed from Norman Hossack's suspension) and the signature Paralever at the rear. To match the name of the bike, the engine settings have been shifted towards the Gran Turismo side, that is, to the left if you look at the graph external speed characteristics.The rest was shifted on the sports-tourism scale towards tourism.
Once you climb into the saddle, the BMW will seem huge. Of the tested group, it will seem the heaviest in city traffic. It has the most extensive fairing, although the glass, even in its extreme position, does not reach the height of the Honda glass. The height of the saddle is also the highest, but, fortunately for short drivers, it tapers in the front, which gives them the opportunity to easily reach the asphalt with their feet at stops.
Much has passed on to the GT from its parent with the letter S. For example, a terrifying “clack” when switching between first and second gear and a too abrupt transition from idle to operating mode. All this makes driving in the city a difficult task; the motorcycle feels much better on the track.
If you cut along a two-lane road laid through the desert, having previously set the cruise control to a comfortable 130 km per hour, then everything begins to make sense. Welcome to the first class cabin! The motorcycle turns into a nirvana-generating gadget. With the glass in the high position, wind protection is exemplary, although tall riders may be advised to set the saddle in the low position, sacrificing space for aerodynamic comfort. There are no vibrations anywhere, except that on the passenger footrests you can feel something if you want. If you set the Electronically Adjustable Suspension (ESA) to the “Comfort” position, that’s exactly what you’ll get.
The on-board computer shows that it is 37 degrees Celsius outside (the road icing warning system is silent), that at the current consumption we will travel 47 miles per gallon, against the average forty, and that there is still 250 km of gasoline left (there is a fair amount of optimism here). Engine oil: normal. No news from the pad wear sensors, which in itself is good news. Average speed is 108 km per hour. On a full tank (24 liters), the motorcycle will travel 418 km, although a tall driver will begin to fidget on the saddle that is narrowed at the front a little earlier.
The bike needs a big argument to make it change direction quickly, although the highest ground clearance in the test and excellent Metzeler radials help it handle corners well. The long and tall chassis feels better on long stretches on smooth asphalt than on twisted and broken serpentines. The Duolever doesn't provide as much information to the driver as a good telescope, but that doesn't mean it can't be trusted. Set the ESA to Normal and the suspension will handle every bump. Honda and Yamaha handle better at speeds up to 130 km/h, everything above belongs to BMW. We'd like the engine to be livelier up to 6,000 rpm, but rev it past that mark and it'll easily outpace the Japanese.
The only major crack in BMW's shining armor is called EVO. This is an electric brake booster that works on an all-or-nothing principle. (Now they don’t install it anymore, and there’s no need to be afraid of it - in fact, it’s not so scary, you get used to it quickly. - Frank) The brake systems of Honda and Yamaha are no weaker, but they give the driver much more information. Otherwise, everything is fine - the assembly and painting are perfect, the panniers are removed without problems and do not leak at all. We got a bike with heated handles and seats, and the passenger heating is turned on with a special button. Like most things on a motorcycle, you're more likely to appreciate this detail on a 500-mile ride to Wyoming than on a Saturday night outing to Starbucks. But there is also a trap: unusual engineering solutions and rich equipment make BMW more expensive than its competitors. If you have a tight wallet, the price won't make you wince, but if you have to spend every penny on a new motorcycle, there is a cheaper alternative for you.
Honda ST1300 ABS
It so happened that the best sports tourer turned out to be the simplest. The ST1300 is not the most powerful bike, its design does not have any extraordinary solutions or mechatronic gadgets, and its appearance is not at all sexy (in Europe the model is called Pan-European, we wrote about it in detail. - Frank). So how did Honda come to the top? It's very simple - it allows you to cover a greater distance in less time, without discomfort, inconvenience or special effort. Unlike the other two bikes, the Honda is so friendly that you get used to it just by cruising around the block. The roomy forward seat makes the 332kg bike feel lighter than it actually is, and Honda's famously smooth transmission makes cruising in traffic as easy as cruising on the highway. The star of the show is the big V-four, which has been produced without much change since 2003. It produces very, very vigorous traction, starting from 1300 rpm and right up to the red line, conservatively marked at 8500 rpm.
The bottomless torque the Honda produces up to 6000 rpm makes it the queen of twisty roads. Just turn on third and use the gas as a 1261cc rheostat. Of course, you can’t throw such a mass into a bend easily and naturally, nevertheless, on serpentines the Honda does not lag behind other bikes, and the turn takes place along those proverbial rails. True, a little overkill with compression damping can make the asphalt seem worse than it actually is, and at criminal speeds the BMW seems more stable (BMW owners can afford better lawyers). The not-so-biting brakes put the Honda half a step behind the Yamaha in absolute efficiency, but the combined system and ABS make it more stable when braking on any surface and in any weather.
Flaws? The engine fries the right leg when driving in traffic jams. On a hot day, there is not enough airflow for the driver. If the mutual adjustment of the height of the saddle and the glass is incorrect, it can be noisy, and at the highest position of the glass, a vacuum zone is created in front of the driver, which pulls him forward. From the list of accessories, Honda has special deflectors that improve aerodynamic comfort. By the way, heated grips, like on the other two bikes, are also on the list of extras. equipment. Otherwise, Honda is not inferior to them. The computer shows everything you need to know, although its readings can be difficult to see behind the glare of the glass. The glass and seat are adjustable, and the 29-liter tank allows you to drive 515 km without stopping, which already raises the question of the driver’s bladder capacity. The wide and flat seat allows you to burn two tanks in a row without the slightest discomfort. If it doesn’t suit you, then only a double bed will suit you.
The panniers are not as comfortable as those of a Beemer, but they do not greatly interfere with aerodynamics. The ST is not as willing to jump onto the center stand, but a special folding handle will help you here. The rubber bumpers at the bottom of the fairing detract from the bike's sexiness, but save you a ton of money if you end up crashing it in a hotel parking lot. By the end of the driving day, all testers, without exception, wanted to ride a Honda. Nobody gives so much sport and touring without tormenting the driver. No excuses. No concessions. No problem.
At the same time, the Honda costs several hundred dollars less than the Yamaha and several thousand less than the BMW. Sometimes “the best” does not mean “the brightest” or “the most expensive.” Sometimes it means “the simplest.”
About passengers
When the passenger is happy, the journey becomes simply wonderful. The opposite is also true, so if you often travel together, choose your motorcycle carefully. Our passenger testers also rated the Honda's roomy car first, but the only thing they didn't like was the placement of the handles—you have to lean back too far to grip them. In the BMW, these handles are placed better, and the small passenger seat seems a little hard in the morning, but after 500 miles it starts to like it. As for Yamaha, it all depends on the size of the second number. The new FJR has more comfortable footrests, but tall passengers still want more space. Especially after lunch.
Electronics on sports tourers – a necessity or a show-off?
“It's a fine line between smart and stupid,” Nigel Tufnel of Spinal Tap once sang. The moment electronic ignition replaced the distributor and bobbin, everyone realized that computers were advancing. Following CDI came EFI, ABS and GPS, and new electronic acronyms have appeared every year since then. Like it or not, modern sports tourers are packed with electronics. If this worries you, buy yourself an Enfield Bullet and calm down. The rest of us can think about which on-board gadgets are really useful and which ones just waste electricity.
Ergonomics
The FJR offers the most natural and neutral fit. BMW paradoxically combines the highest saddle and the smallest legroom, and the high handlebar offers a high and quite comfortable seating position, which, however, will take some getting used to. The ST1300 forces you to lean forward, but there is room for your legs and this is the most humane position for devouring space quickly and for a long time.
Off the record
Brent Avis (freelancer)
Age: 30 Height: 188 cm Weight: 91 kg Inseam: 35 in (inseam, left the size in inches because it is the second number in the size of the jeans you wear. – Frank)
Nobody likes to sit still, especially under the scorching sun and without the opportunity to eat or drink something. But that's exactly what we did for most of the test. The bikes became the worst part of traveling across the country, and only the awakening of forgotten feelings made the trip bearable. And sometimes pleasant. Two of the bikes had heated grips in case the weather got colder. Honda didn't have such handles, but I would still buy it. Bells and whistles aside, the Honda is the best bike in the test. It suits my lanky frame perfectly, and there's no GPS, electronic suspension or computerized gearbox, leaving more control in the driver's hands. Journey. And a sporty one at that. And I will spend the money saved on gadgets on hotels and drinks when I get there.
Charles Everitt (Senior Editor)
Age: 52 Height: 178 cm Weight: 76 kg Inseam: 32 in
I must admit that I am a fairly average person, especially when it comes to height and weight. And this becomes a major inconvenience when it comes to piloting these large, tricky sports tourers, especially during low-speed maneuvers like 180-degree turns. The weight and size of the bikes work against me, which is why I don't even consider buying them. I recognize their impressive passenger and luggage hauling capabilities, but personally I'd be happier driving something like a Honda Interceprot (VFR800 - Frank), especially considering the price difference.
Model description
The K1300S is a harmonious combination of stylish and dynamic design, impressive dimensions, obvious power and maneuverability. One glance will be enough to create an irresistible desire to become the owner of this motorcycle and test it in action. In addition, the BMW Motorrad K1300S is ideal for those who like to ride alone and for those who want to share their emotions with their best friend. The place for the second number is very convenient and does not in any way affect the dynamics of the motorcycle.
Chassis
In terms of its technical characteristics, the BMW K1300S motorcycle is very similar to its relative, the K1300R. A powerful frame, engine, rigid suspension and internal filling are common features. Main differences:
- A more athletic pilot position, although the angle of inclination is small.
- Plastic as stylish clothing.
The BMW K1300S engine was nevertheless equipped with additional horses, which could not but affect the maximum torque, reaching 100 N/m. 173 horsepower is what you need to quickly tear through endless trails. However, the heavy weight of the motorcycle makes itself felt - especially on sharp turns, you have to return to reality with the understanding that the BMW K1300S is not a sports motorcycle after all.
BMW K1300S motorcycle design
The characteristics and internal features, of course, deserve special attention. But the appearance of the Bavarian bike is worthy of a whole novel, since the designers, together with the constructors, were able to create a true masterpiece. Irresistible power and charisma, dynamism and confidence, as well as filigree precision of all details and perfectly selected components - all this is embodied in one model of the BMW K1300S motorcycle. This appearance causes admiration not only among everyone around him - even hardcore Harley-Davidson fans will be able to appreciate the design and power of the German bike.
The color scheme (black and blue) does not seem boring and monotonous. Quite the contrary - such colors only emphasize the seriousness of the equipment and its belonging to the corresponding class. Of course, strong and confident men prefer the BMW K1300S. Reviews eloquently indicate that this motorcycle behaves excellently on the road, confidently overcoming city traffic and off-road conditions.
Motorcycle BMW K 1300S 2014 review
The description of the BMW K 1300S 2014 motorcycle is in the queue for publication of the article. Announcement: Today, for almost every new motorcycle that comes into being, marketers strive to carve out their own niche. This one is a road sport, this one is a recreational enduro. But what class should we include a motorcycle that has a little bit of everything? A good bike should have a reliable engine, comfortable ergonomics and simple controls...
The BMW K 1300S is a motorcycle of low popularity in Russia, equipped with a very powerful 173 hp engine. Despite the fact that good models of motorcycles have a very respectable price, and the season for their use is relatively short, the motorcycle market is developing rapidly. And if you believe the words of dealers, then some models of recently released motorcycles are selling like hot cakes at the beginning of the season, and the models brought to Russia are clearly not enough to fully satisfy consumer demand.
A motorcycle has long ceased to be an alternative to a car, and the times when this equipment was bought only because there was not enough money for a full-fledged car are forgotten. Nowadays, two-wheelers can be called technological marvels in many cases, and their cost can be compared with that of prestigious cars.
Many people have started buying motorcycles for hobby purposes as riding or even collecting them has become a good pastime for many people. Many motorcycles, for example the BMW K 1300S, whose technical characteristics make it possible to call the model a prestigious brand, are in demand among both beginners and experienced motorcyclists.
Motorcycles with an engine capacity of 1298 cc. see, appeared as a result of long work of inventors who sought to create a model that was not inferior in characteristics to other versions of the motorcycle. In some cases, these models are not only not inferior, but also ahead of other motorcycles, as they have minimal fuel consumption and other excellent parameters.
Motorcycles with an engine capacity of more than 400 kb. cm, which includes the BMW K 1300S - this category of motorcycles simply cannot claim the title of “motorcycle for a beginner.” On the contrary, this is already a serious technique that requires certain control of motorcycle equipment with a smaller engine capacity. Yes, she attracts more attention, she is the most beautiful, fast, interesting and there is a huge selection of models. But as power increases, the weight of the motorcycle inevitably increases. In this class you are unlikely to find motorcycles lighter than 180 kg, unless they are the latest motorcycle models.
Go to the entire range of BMW motorcycles, on this page you can find BMW K 1300S motorcycles from other years of production and information about them
Internal filling
Drivers note that all models of the BMW K1300S line are distinguished by an excellent safety system. The on-board computer and electronic suspension instantly react to changing road surfaces and adapt the operation of the motorcycle based on the existing conditions. Such qualities allow you to feel confident on the city highway and in country off-road conditions.
The heating system will create comfortable driving conditions on a cloudy day, the protective glass will reliably protect from the oncoming wind, and LED indicators provide additional safety on the road, and also effectively emphasize the stylish design of the confident Bavarian.
Obvious advantages
Even the manufacturer himself, without false modesty, notes that the BMW K1300S is a kind of technological perfection, the embodiment of strength and sporty restraint, which can be used both for quiet trips in city traffic and on the race track.
The BMW K1300 has won many awards throughout its history - first place in the "Universal Motorcycle" category and "Best Motorcycle of 2010". In the latter category, the BMW K1300 speedbike has been unrivaled for several years now.
Bikers pay attention to the fact that the motorcycle is distinguished by discreet colors, a sporty fit and a narrowed fairing, which provides high aerodynamic performance. A distinctive feature of this model is its extended wheelbase, the size of which exceeds 1.5 meters.
BMW K1300R: test drive from the author moto.swissblog.ru
As I already said, I didn’t particularly like BMW motorcycles, because their general ideology is boring - they are more designed for touring than for good dynamic riding. Although in long-distance tourist destinations within territories already disfigured by civilization, they have no equal. But all BMW motorcycles that included the word “sport” in their classification only brought a smile - “those born to crawl cannot fly.” Here I need to explain that I am interested in testing motorcycles on roads with a lot of turns, because on a straight line they are all the same, there is nothing special to test here - you can just compare the numbers that show the maximum power and look at the torque graph. The predecessor BMW K1200R has an excellent powerful engine that produces most of the torque starting from 3000 rpm, but handling, namely cornering, braking in slopes, and so on, left much to be desired. In general, there was power, but driving fast on a winding road was more difficult than, say, the same Suzuki B-King, which was also made from a sports tourer (Suzuki Hayabusa, if anyone doesn’t know).
The new BMW K1300R ABS differs from its predecessor in that it handles better, brakes more controlled, and the engine is still the same - powerful, with brutal traction throughout the entire rev range. How do you feel about 100 Nm already at 3000 rpm, with a maximum at just over 8000 rpm (140 Nm!!!) and still the same 100 Nm torque at 11000 rpm? When you unscrew the throttle, the engine does not experience any hysterics - a smooth increase in thrust with increasing speed, which smoothly increases and then just as smoothly decreases. However, this is the time to show its technical characteristics to make it more clear what we are talking about.
I don’t even know why I liked the handling this time. Most likely it's the new front wheel suspension and more controlled brakes. I didn’t like the previous model because when braking on a lean, there was a strange feeling that the motorcycle was stalling and leaning into a turn. It leaned sometimes, but not as quickly as motorcycles with a normal fork. This is all understandable - with a telelever (BMW front suspension), the reduction in wheelbase when the suspension sag is significantly less compared to a conventional fork. But nevertheless, strong brakes provided a dive, which was expected to improve cornering, but this did not happen. At times I wished that the initial “bite point”, when the pads approach the brake discs, was a little weaker - on a straight but dirty road ABS will help us out, but what to do in such a situation in a corner when you need to slow down?
The new BMW K1300R has become better at cornering, both on the brakes and even with the throttle slightly open. Perhaps the new “duolever” front wheel suspension is to blame for this, the principle of its operation I have not yet understood - there are too many German letters in the document from BMW, which describes the principle of its operation. Along with the steering, we were also pleased with the brakes. The front brake is well measured, but you need to apply it with one or two fingers. On wet, cold asphalt, braking in corners did not cause problems, and on straight lines the ABS system never worked, so it had to be tested specifically. Interestingly, I did not notice a strong dive when braking, even when the suspension was set to “comfort” mode. By the way, the new ESA II electronic suspension mode change system changes not only damping, but also spring stiffness. The suspension modes remain the old “comfort”, “normal” and “sport”. In comfortable mode, I had to jump over bumps on an uneven road, although to do this I had to stand up slightly on the pegs. Yes, it shakes, but the steering wheel doesn’t wobble too much, the motorcycle rides straight and stable. I’ll check the “sport” mode properly when it gets a little warmer, but overall the impressions from the suspension are only positive.
The character of the engine remains the same - when resetting, and then when opening the gas, a jerk is observed. In principle, this is understandable - you need to be more gentle with the throttle, the motor has a lot of torque, and all sorts of European emissions standards force manufacturers to do weird things so that the engine without load is as less harmful to the environment as possible. So we get a noticeable difference between the state of “going” and “not going.” To be honest, this jerk does not affect the stability of the motorcycle, even on wet cold asphalt, and then you can install Power Commander and slightly adjust the factory fuel map for the better. In addition, the ASC system monitors the grip state of the rear wheel and will immediately release the gas as soon as it turns out that there was a lot of it.
It should also be noted that a quick shifter is installed as standard on the BMW K1300R. This is a thing that allows you to change gears up without using the clutch or releasing the gas. The old method of shifting up without using the clutch also works, but to be fair, it should be said that from time to time during such shifts the bike jerks or makes a noticeable pause in acceleration if you release more gas than required. The quick shifter always shifts smoothly, you don’t even need to train for it. ? Well, it shifts up at any speed - you just need to pull the gear lever up.
A few words about comfort. The classic straight landing is quite suitable for city trips and short distance travel at a speed of no more than 150 km/h. The heated steering grips are also a very useful feature, which I was able to appreciate only after being very cold. It is interesting that in summer ventilated gloves the LO mode for heating the handles was rather weak, and HI was already too much. Although I was really cold, I only used it - my hands were hot, but on average it was tolerable.
The instrument panel with analog readings of engine speed and speed also contains an electronic display with readings of fuel consumption and remaining fuel, air temperature, current gear and even tire pressure. Display modes are switched by a button on the steering wheel.
Before completing the trip, the ABS system was tested. Interestingly, the braking system not only has a function to prevent wheel locking, but is also semi-integral. This means that when you press the front brake, the rear brake is partially applied, but when you press the rear brake pedal, only the rear wheel brakes. The valve system regulates the pressure in the brake system, distributing the braking force in an optimal way (at least, this is what the BMW advertising brochure claims). First, the rear brake was checked - indeed, the rear wheel resists locking with all its might. To get the ABS to engage when braking with the front brake, I had to press the front brake lever progressively and firmly, just like when trying to do a stoppie on dry pavement. I got the impression that the activation of ABS does not even cause the front suspension to expand, i.e. braking efficiency is not affected. Also, the motorcycle continues to move in a straight line without any hint of instability. The second option to force the ABS to work - press the front brake quickly and sharply - showed the same results. In both cases, smooth braking is observed; it is even difficult to notice the operation of the ABS system. It is for this purpose that BMW has made feedback - when ABS is activated, the front brake handle or rear brake pedal vibrates to inform that the tire's adhesion limit to the asphalt has been reached.
It is also worth paying attention to the fact that in the 2009 models, BMW changed the turn signal buttons. Now they have one button that turns them on, right and left, and also turns them off. Those. The turn indicators are now included as standard on all normal motorcycles. Apparently, the designers finally realized that with dynamic driving, which their motorcycles are already capable of, many simply stop using turn indicators. And not because they don’t want to, but because it’s inconvenient. Another visible detail: the engine shutdown button is combined with the starter button. The nipple on the front wheel looks to the side and not up - convenient. For this model, a large selection of factory tuning and accessories is offered, in particular, a full carbon body kit, an Akrapović carbon muffler, which is shaped like a stock one, saddlebags for long trips, etc. are available.
At the end of the review, I thought, is it possible to say some nasty things about the K1300R? It's still a BMW...? It seems impossible to find fault with the price - the K1300R is slightly more expensive than the B-King, but slightly cheaper than the new R1. It also drives very well, although once it gets warmer we’ll see how it behaves at decent lean angles... That is. It seems like it’s too early to criticize here - what if he goes no worse than his “overgrown naked” classmates. ? Here, I came up with it!!! The compression ratio of 13:1 places increased demands on the quality of gasoline. Therefore, in normal mode, the BMW K1300R wants to use high-quality 98th gasoline, but in extreme cases, high-quality 95th gasoline will do. This means that operating such a motorcycle may not bring joy in those regions where it is still customary to dilute gasoline with donkey urine. That's all I wanted to say. If I forgot anything, I will mention in the next report about the test drive of the BMW K1300S, which, in terms of technical characteristics, is simply the twin brother of the BMW K1300R.
Source: moto.swissblog.ru
Go to the BMW K1300R
Check out the test drives:
- BMW K1300R: test drive from Auto.Mail.ru
- BMW K1300R: test drive from Avtotechnik magazine
- BMW K1300R: test drive from CarClub
Electronics and motor
The BMW K1300S is well-packed with electronics. Manufacturers have provided a serious set of optional equipment, which also includes the ESA II system, which allows you to change the chassis mode even while driving. BMW also has an anti-lock braking system, a tire pressure monitoring system, an automatic stability control system, as well as an innovative engine management system with anti-knock adjustment.
Of course, when talking about this Bavarian beauty, one cannot help but touch on the most important thing - his heart. Manufacturers have seriously worked on the engine - the model is equipped with a powerful four-cylinder engine with 175 horses. The six-speed gearbox provides transmission with constant gear engagement.
So, let's get acquainted!
BMW k1300s
I’ve been meaning to write this post for a long time and finally chose a free weekend morning to talk about my two-wheeled friend. When in 2012 I decided that I was already bored with riding the 600, a firm decision was made - to look for a new motorcycle. I went to motorcycle dealerships, surfed the Internet, was tormented by the choice between completely different types of motorcycles, in short, I wanted a lot of everything at once! Of course, the financial side does not allow me to have 4-5 motorcycles in the garage at once)), so the choice became more and more complicated with each motorcycle model crossed off from the preliminary wish list. The claims that I made to the motorcycle were the large volume of the engine and the motorcycle itself, so that it could carry my not very thin body (105 kg), impeccable appearance, high level of comfort and the presence of modern electronic systems. (Well, I briefly described my BMW). When the torment of choice reached its highest point, I decided last winter to once again go through the showrooms and sit on everything in order to decide for myself exactly what I was going for. Having stopped at a well-known motorcycle shop in Yekaterinburg, which is also an official dealer of BMW motorcycles, I immediately glanced at the BMW k 1300s recently displayed in the showroom. It was like something switched in me, and when I got on it, I was already 99% sure what kind of bike I would have next season. Of course, I had previously collected and absorbed everything that I had dug up on the global web about this motorcycle, but there weren’t many reviews from owners, so of course there was a shortage of information. But the seller offered me a good discount and a number of additional goodies, and therefore the decision was made, and the bike was left in the showroom until the start of the season. In March he moved into my garage and so began our new motorcycle life! I'll start with the filling of Zadira (that's what I call it):
Specifications:
Engine: Engine type in-line, 4-cylinder, 4-stroke, 16-valve, liquid cooling Volume 1293 cc. cm Bore and stroke 80 x 64.3 mm Compression ratio 13:1 Maximum power 129 kW (175 hp) at 9250 rpm Maximum torque 140 Nm at 8250 rpm Lubrication system dry sump lubrication system Carburetor Electronic manifold injection Clutch type Hydraulically operated multi-plate wet clutch Ignition system Electronic ignition Fuel control DOHC Transmission system Constant mesh Gearbox 6-speed Drive type Drive shaft Exhaust system Catalyst. Euro 3 Fuel consumption 4.70-5.30 l/100 km Maximum speed 299 km/h
Frame:
Aluminum alloy frame with monocoque motor, open type Front suspension Central suspension strut (BMW Motorrad Duolever) Front suspension travel: 115 mm Rear suspension Cast aluminum swingarm with BMW Motorrad Paralever; center shock absorber with linkage system, adjustable spring tension (infinitely variable) via hydraulic system with wheel, adjustable rebound stroke. Rear suspension travel 135 mm Fork angle 60.4° Front brake Double disc, floating brake discs Ø 320 mm, 4-piston calipers Rear brake Single disc, Ø 265 mm with double piston floating caliper Front tire size 120/70 ZR17M/C Rear size tires 190/55 ZR17M/C
Dimensions:
Length 2182 mm Width 905 mm Height 1221 mm Seat height 820 (790) mm Wheelbase 1585 mm Dry weight 228.00 kg Curb weight 254.00 kg Power/weight ratio 0.6890 Fuel tank capacity 19.0 l Reserve tank volume 4.0 l
Now, as for his “brain part”. Traditionally, BMW stands out among other manufacturers by introducing the latest electronic systems designed to provide you with comfort and safety. Of course, this costs the consumer a pretty penny, but I, for example, have not once regretted that I paid money for this and not my health. Of course, the electronic systems of a motorcycle do not add brains to its pilot, so don’t think that you are allowed to do EVERYTHING! However, in wet weather or on a cold spring-autumn evening, you will understand where the advantages of this motorcycle lie. So, in order. The following systems are installed on my motorcycle: EWS (Electronic Immobilizer) and DWA (Security Alarm); ABS Anti-lock braking system; ASC Automatic stability control system; ESA Electronic suspension control system RDC; Tire pressure monitoring system; Heated handles; Gear shifting Shift assistant (sports gear shift system).
In order not to fill your head with unnecessary details, which you can glean on your own, I will describe my impressions of using these systems. — the presence of an immobilizer and a factory alarm solves the problem of motorcycle safety during short-term stops, they are very simple and easy to use — the alarm is disarmed automatically by turning the key in the ignition. — ABS is integrated and actually allows you not to use the rear brake, since it automatically distributes braking forces between the front and rear in set proportions depending on the intensity of braking. The system can be turned off with the handle, but in fact the electronics will not turn off so easily because the integrated nature of the brakes will remain, which will not allow you, for example, to burn the rear wheel at a traffic light. Well, okay, I somehow get the drive without it, but the brakes on this bike are really excellent, which I have noted more than once when braking in various road situations. At first, there were even times when I pressed the lever excessively, which, combined with the sudden stop of the motorcycle, gave rise to some unpleasant moments for me. But we soon adapted to each other and are effectively friends to this day (ugh 3 times over the left shoulder). - ASC (Automatic Stability Control) compares the rotation speed of the motorcycle's front and rear wheels. The difference in wheel speed is used to calculate the grip margin at the contact patch of the rear wheel with the road. If the grip reserve becomes insufficient, the electronic engine control system reduces the torque transmitted to the rear wheel, which ensures driving stability on any surface within the framework of the physics of movement. Yes, this system will not allow you to lift the motorcycle onto the rear wheel, but you can turn it off with one finger)), but I can’t even list how many times it saved me from the wheel falling off in turns and when accelerating on cold or wet asphalt. Recently I caught myself thinking that I even began to trust this gadget too much, unscrewing the gas handle where it was not at all recommended to do so. - ESA (Electronic Suspension Adjustment RDC) allows you to select suspension settings based on your riding style and motorcycle load. The system is switched from the left handle and has the following modes: - COMF: Comfort mode - NORM: Normal mode - SPORT: Sports mode And also loading modes: driver, driver + luggage, driver + passenger, driver + passenger + luggage. There’s nothing special to describe here, everything is clear, understandable and wildly convenient to use, both in terms of choosing settings for the driving mode, and whether you decided to give someone a ride or just threw a heavy bag on your tail. I would like to note that in COMFORT it is very good to travel or ride on less than smooth roads, but in SPORT mode the motorcycle turns very well and generally becomes very “elastic”. — Shift assistant is a very useful thing that allows you to shift up gears under almost any load and at any engine speed without squeezing the clutch or releasing the gas. The throttle valve remains open, which allows the engine not to lose torque and gear shift times are significantly reduced. To change gear, you simply push the gear lever up (as with normal shifts). A sensor installed on the gearbox rod transmits a signal about the start of the gear shift process to the engine control unit, which activates the system. From myself: I'm obsessed with this lotion! And what a sound it makes in combination with the exhaust from Akrapović! There is one drawback - the sensor is located directly on the gearbox rod (see in the picture).
Well, I once put the motorcycle on the left side on the kart track and when I fell, my foot in the boots automatically ended up between the asphalt and the gearbox linkage, which broke right at the junction with the sensor.
Repairs cost a pretty penny((. Despite this, without this feature you will not be able to fully enjoy the drive of acceleration of this projectile. The remaining systems speak for themselves and, in my opinion, are not superfluous.
The ergonomics of the motorcycle deserve special attention . The seating position is comfortable enough for everyday driving. Not straight, of course, because this is not a road worker, but not in a shrimp pose either. You don’t get tired in the city, you have the opportunity to effectively hang down in turns, and comfortably squeeze your legs together. The benefits are obvious on the track.
The instrument panel is convenient and easy to read. All the necessary information is displayed on the electronic part. True, I didn’t immediately get used to the analog speedometer; at first it seemed somehow archaic, but now, on the contrary, I like how the needle crawls around the circle without slowing down at the moment of acceleration, and I’ve long since gotten used to the scale.
A separate song - mirrors . The overview is quite impressive. Although you habitually watch your elbows, you can see the road on the sides without any problems. I compare it with Yamaha and this difference is significantly in favor of the review from BMW.
Summary : when I rode this motorcycle into the city for the first time, I was full of doubts and thought - how can I ride it in traffic jams and between rows, because it is so big and heavy. But a month later I was already stitching the row spacing no worse than on my previous “six hundred” (taking into account the dimensions, of course). The dynamics of this motorcycle are just FIRE! In a straight line it will not yield to any sport (which has been repeatedly proven in friendly rides). The motorcycle is stable and reliable in corners, but we must remember that it does not weigh 160 kg. and if you decide to shuffle the slider on your knee, carefully choose the place for this. By the way, its standard footpegs are located quite low, so it won’t be too difficult to look for a corner, unless, of course, you have the courage to do so. The motorcycle was created exclusively for asphalt and on it it really handles perfectly, but as soon as you move onto the dirt, the heavy weight and relatively high center of gravity will make themselves felt. Personally, I always experience extreme stress when driving along country country roads, and if there are also ruts, then it’s not a good thing at all, because the position of the motorcycle does not make it possible to attack deep imperfections in the road surface. On asphalt, the ruts do not create any special problems and can be overcome at any speed without problems. Answering the regular question about this motorcycle ( what class is it? ), I can say that the manufacturer called it a sports tourer. After 2 years of using it, I didn’t really understand what its true tourist purpose was, but even if it doesn’t look like a classic tourer, it can easily be classified as a “medium-range” tourist: there are panniers and a bag, but they are not big enough to take there is a lot of luggage, the seating position is not sporty, but not touristic either; when driving long distances, you periodically have to squeeze your legs together, or hang on your hands, otherwise you will become numb. Although, of course, I think that it can travel about 700 - 900 km. You can do it in a day without much strain, but driving comfort is closer to 600 km. will start to end. There is one more point - the gas handle is quite “heavy”, so on the highway the right hand gets tired very quickly. This can be treated with mechanical cruise control on the throttle. The engine makes it possible to quickly and easily overtake any other vehicle moving in the same direction as you. The SPORT in this motorcycle is primarily traction and a top speed of 299 km/h. In fact, after a period of adaptation, the weight and size of the motorcycle do not prevent me from being “naughty” in the city in the evenings and moving freely during the day in traffic jams.
Evaluating my experience with the “Zadira”, I can note that the choice was made 150% correctly and I got exactly what I expected from this motorcycle. Maybe later, when the need for speed subsides, I’ll move to another motorcycle, like a sofa with wheels, but for now I’m happy with everything.
Pros: — appearance (design) and ergonomics; — excellent head light; — excellent dynamics and elasticity of the engine at any speed; — many security systems; — controllability; — versatility of possible use of the motorcycle
Cons: — cost of spare parts and consumables; - weight; — lack of a central stand in the basic configuration;
There are also fears that if something breaks down along the way, it will be difficult to find qualified servicemen outside your hometown, and electronics are beyond the control of local specialists.
OVERALL RATING: 4.8 out of 5.
I would like to finish my story with relevant poems that I dug up on the Internet:
Two wheels and a black stripe The road goes into the horizon And the sounds of the engine echo You feel the rapid flight.
Believe me, my friend, the season will still begin The snow will melt, you will sit in the saddle And the gas handle will turn smoothly The road has been waiting for you for a long time. And the kilometers will wind again All the years lived and suffered But may the winds always breathe in our faces And your silhouette flashes on the road.
Smooth and safe roads to everyone!
Price
Prices for the BMW K1300S motorcycle start at 970,000 rubles. Of course, not every fan of fast driving can afford this. However, such a price tag has a completely logical justification. The obvious advantages of the speedbike include not only a stylish design with a futuristic character, but also a high level of technical characteristics, typically German build quality, which does not raise the slightest doubt, as well as being equipped with a large number of electronic components.
In addition, the motorcycle is distinguished by its flexible but strong character, which is felt literally from the first seconds. The characteristic sound of the exhaust pipe cannot be confused with anything - powerful and calm, ready at any moment to explode the air with its booming roar.
BMW K1300S for little bikers
Bavarians love to surprise. So, they developed a children's motorcycle BMW K1300S. It will allow the little champion to feel like a real biker. The BMW K1300S for children is designed in such a way that the child feels confident and comfortable. Every detail is designed in such a way as not to distract the baby from his entertainment. In addition, parents can be absolutely calm about their child. The accelerator allows you to reach a speed of 4 km/h, and the instant brake (as soon as the child’s foot is removed from the pedal) allows you to quickly react even in emergency situations, such as a fence looming ahead.
The body of the children's motorcycle is reliably protected. It is durable and practically invulnerable, in addition, it has sufficient tightness. The design of the small speedbike deserves special attention - bright colors allow you to choose a children's BMW K1300S motorcycle for both a gentleman and a little lady. The power is enough for 60 minutes of continuous riding. The motorcycle is charged from a regular outlet - this can be done even with the battery installed.
In addition to all of the above, it is worth talking about one more feature of the bike for the youngest riders. Children's motorcycles are equipped with sound, which only enhances the impression of such equipment.
Brief test drive BMW K1300S 2009
Among the new products of 2009 from the Bavarian company BMW, many especially liked the naked K1300R. But, I must say, the nature of the K1300S 2009, even if it is hidden under plastic, is also not simple, and perhaps it will suit someone even more. Moreover, if this “someone” loves to travel, and at the same time enjoy the trip and not worry about the “technical component”. The Italian motorcycle magazine InfoMotori recently received the 2009 K1300S for a test drive, and is already in a hurry to talk about its impressions of the motorcycle. The test drive specialists especially liked the engine in the K1300S, which had grown by about 150 cc. It has become as much as 8 horses more powerful, and the torque has increased by 10 Nm, compared to its predecessor K1200S. Other changes include an updated transmission, a lighter Duolever suspension, a redesigned gearshift mechanism and a new instrument panel for better visibility.
BMW has also equipped the K1300S with an all-new electronically controlled ESA2 suspension, which is extremely easy to adjust but does not remember the settings when the bike is turned off. What really surprised the InfoMotori specialists was how quietly the motorcycle engine runs. According to them, much quieter than the base 1200 cc model. It seems as if all mechanical noise has been removed from the big 4-cylinder engine. Compared to the K1200S, the K1300S has a more harmonious and smooth power delivery. The braking system is effective enough to simply forget and not think about it. It is impossible not to mention the anti-lock braking system ABS in the basic configuration, which works like a charm. However, InfoMotori magazine did not really like the ASC friction control system that comes “included” with ABS - the K1300S should have the ability to disable the above-mentioned system. But I was pleased with the gear shift system without pressing the clutch. Quickshifter makes it possible to switch speeds faster, although only in an ascending manner.
As we expected, the K1300S is superior to its predecessor on many points - it couldn’t have been any other way, because the Bavarian company wouldn’t start making a mess just like that. But at the same time, the motorcycle is not perfect. But maybe this is for the better - is there still something to strive for? Read the full report from the test drive of the BMW K1300S by InfoMotori magazine here »
Motorcycle BMW K1300S 2009 in the motorcycle catalog »
BMW: 2009 model line - K1300R, K1300S and K1300GT »
BMW K1300S in action:
Summing up
Of course, the Bavarians know a lot about technology. Especially the ones they make themselves. The BMW K1300S motorcycle is not just a sport-tourer with a dynamic design. This is a kind of embodiment of true brutality and self-confidence. Anyone who strives for freedom and the search for new experiences, but at the same time will not give up a measured journey at sunset, wants to have such a bike.
The BMW K1300S is a style, a way of life and a certain character trait that speaks volumes about its owner.
