K1300R

K1300GT

K1300S

It was only four years ago that BMW introduced the new high performance K1200S with its across-the-frame four-cylinder engine. That was soon followed by the roadster R and Gran Turismo K1200GT. Now for 2009 we have an update for the whole K family

First the bad news. Riders who own a K 1200 S, K 1200 R or K 1200 GT might think that they have a very modern motorcycle but they are about to find out that their machines now belong to yesterday. Prestige and trade-in values will suffer. That's why BMW kept the new 2009 K-models secret as long as possible-after all, there are still some ‘old' new motorcycles standing in dealers' showrooms.

Now the good news. At least owners of an ‘old' 1200 can take comfort in the fact that their bikes don't look very different from the new 1300 range. But don't be fooled. Although the chassis and power train of the new Ks look much the same as before there have been significant changes to go with the new 1300 decals. A power output of 175hp will certainly have BMW fans talking-even if it is a hike of ‘only' 8hp over the previous model.     The increase in capacity was achieved by lengthening the stroke by a little over 5mm (64.3 instead of 59mm) while the bores were opened out from 79 to 80mm. This gives exactly 1,293 cubic centimeters, so it was perfectly reasonable for BMW's marketing men to round it up to 1,300 for those decals.

When the technical department was given the task of overhauling the four-cylinder engine, improving torque was top of the must-do list. Squeezing out more power was not a priority-after all, the current KS is capable of speeds of around 270km/h (170mph). The 1300 promises an increase of about 10Nm of torque throughout the entire rev range so riders will notice the extra pulling power on the road much more than those 175 horses which, by the way, are available from a relatively modest 9,250rpm. That means the 1300 needs 1,000 fewer revs to deliver more power than the 1200. As before, slightly less power is available from the roadster version. The K1300R delivers 173hp, up 10hp on the old model. Meanwhile, the Gran Turismo gets a performance hike from 152 to 160hp.

The basic engine design remains unchanged, with double overhead camshafts and dry sump lubrication. However, BMW has responded to criticism of load change behavior and gearchange problems with numerous detail modifications. A ‘desmo dromic' throttle with separate cables for opening and closing has an action made even lighter by a servo motor. The modified clutch gets a larger hydraulic master cylinder, the gearwheels have been ground for sweeter engagement, and the shifter fork now gets an extra support to make three in total. An ergonomically optimized gear lever with a more precise roller bearing and shorter length should improve the gearchange. An ‘HP' shift assist will be an optional extra for the K series. This interrupts the fuel injection and ignition to give super-slick racing changes.

The Kardan shaft of all three models has been altered to give smoother delivery from the powertrain. The new two-part shaft should now harmonize better with the gearbox, and the final drive has been strengthened to handle the increase in torque.

Response and feedback should be improved thanks to firmer spring and damper rates. And the bike can be equipped with the new ‘ESA 2' which not only allows damping rates and spring preload to be adjusted at the touch of a button, but also the hardness of the rear spring. Just a minor modification was done to the geometry of the K 1300's alloy chassis. When BMW promised ‘easy handling' we expected the tech sheet to show a shorter wheelbase, especially as the wheelbase of the K1200 is amongst the longest seen on a road bike. But this has been increased by another 14mm in the R and S versions (1585 instead of 1571mm) as a result of the rake being decreased once again (60.4 instead of 61 de¬grees). We can't wait to find out just how easy the ‘easy handling' will be in practice.

TECH SPEC: BMW K 1300 GT (K 1300 S/ K 1300 R)

Power: 160hp at 9,000rpm (175hp/173hp at 9250 rpm).
Maximum torque 135Nm at 8,000rpm (140Nm at 8,250 rpm)
Engine: Four-stroke four-cylinder inline engine, liquid-cooled. Four valves per cylinder, dohc.
Bore x stroke 80 x 64.3mm, cubic capacity 1293cc, compression 13.0:1. Electronic fuel injection, valve diameter 46mm, catalytic converter, electric starter.
Six-speed gearbox, Kardan drive Chassis: Light alloy frame. Front Duolever with central shock absorber, travel 115mm. Rear single sided alloy swingarm with adjustable central shock absorber, travel 135mm.
Tire front 120/70ZR17, rear 180/55ZR17 (190/55ZR17).
Double discs up front, 320mm diameter, rear disc 294mm diameter.

Integral ABS. Wheelbase 1572mm (1585mm), rake 60.6 degrees (60.4 degrees). Seat height 840/820/800mm (820/790 mm). Fuel 24 liters (19 liters). Weight tank full 288kg (254/243 kg), total weight 520kg (460kg)

This report was generously supplied by our friends and colleagues at BMW Motorcycle Magazine, the new English-language magazine produced four times a year by MO Medien Verlag GmbH in Stuttgart, Germany. For more information on their publications visit http://www.mo-web.de.