BMW K 1300 S

Most of us don’t need to worry Google when remembering what BMW motorcycles used to be like. Light, agile and sporty. Yup, three words that obviously didn’t survive the technical translation back in the 1980s and 1990s.

When your bikes get labelled “Flying bricks” and the 1990 K1 is as sporty and sexy as you get, you know you’re playing your own game. And don’t get me started on that wonky switchgear…

So it’s a sign of the changes that I get to ride the company’s K 1300 S at a track. And not just any track. Sydney Motorsport Park (or Eastern Creek for those of us who like things not named by a committee), is being bathed in 30-degree sunshine and the tarmac is as grippy as a death row inmate’s grip on the arms of the electric chair. Hopefully, the outcome will be prettier.

>K 1300 S in Bike Showroom

Talking of chairs, the BMW offers the sort of comfort that makes you want to ride far away. It’s a mile away from the pipe and slippers images of Beemers of old, but it’s still one of the best places to plonk your derriere.

To highlight just how far and how modern BMWs are now, I’ve managed to secure a session on the flagship whizz-bang S 1000 RR. Piped-up, juiced-up and now I’m up. It’s my first time on this German superbike and I won’t be the first journo to say how good it is. Way to wipe the old style slate clean just about covers it.

But the 1300 is no superbike, and it gives more of a nod to the past. It’s no skinny-looker either, and the front seems to have shades of styling taken from a mid-1990s Honda CBR1000. Someone say jelly-mould?

Settle in behind the bars and the older-style master cylinders catch the eye, but the Duolever front suspension remains hidden by the large fairing. Basically utilising a single shock absorber instead of conventional forks, it’s another nod to the German brand’s often-unconventional thinking. The single-sided Paralever rear also doubles as the housing for the big bike’s shaftdrive. And it is a big bike. Back in 2008, the old-model 1200 got a capacity boost (it’s now a true 1293cc) and a power output of 175hp. A major change came via that maximum power being available 1000rpm sooner (at 9250rpm) and that 70 per cent of the 140Nm of torque is available from just 3000rpm.

Okay, it’s looking stable and quick. But Eastern Creek’s waiting and I’m wondering just how it’ll handle the curves. Clutch out and I’m off. Snicking through the gearbox with the optional quick-shifter doing its thing, the bike’s size immediately shrinks beneath me. As you wind the throttle on, there’s no driveshaft wind-up that raises the rear of the machine while altering steering angle and bike height. Even as the laps go down and the speeds go up, initial corner turn-in is neutral and confidence inspiring. And it remains rock steady to the point of peg touchdown.

Obviously, this happens earlier than on a pure sportsbike, but not too soon as to wish you hadn’t taken the bike on the track in the first place. With the single shock controlling the action up front, there’s not too much dive to deal with when jumping on the brakes. The front’s a linked system that applies a certain amount of pressure to the rear caliper. This helps the cargo ship stability, even when leant on maximum. Anti-lock braking is a given and noticed often on the rear to riders not used to the front-rear assist. Pirelli’s recently launched Angel GT tyres (here) do more than their fair share to keep this harmonious ride going.

And all the time you have to remind yourself that even though you’re on a track and lapping at decent speeds, this isn’t the tour de force of this bike.
With most of the straight-four’s torque available from barely over tickover, it does relaxed riding just as well as the more exciting stuff. And with an 11,000rpm redline and a linear, peak-free delivery, the 1300 really moves.

But it’s refined power propulsion that doesn’t leave you with that ‘hit over the back of the head’ feeling. Think luxury Bentley over turbo boy racers.

So the K 1300 S is fast and fine handling. And then it’s also relaxed and comfortable. As it’s a BMW, there’s a list of cost options (the quickshifter is part of the $1500 Dynamic Package that also includes electronic suspension adjustment, stability control and tyre pressure monitoring) and there’s also a 30th year anniversary package that, at $3000, gets you the above with red paint, tinted windscreen, Akrapovic silencer, HP footrests, and HP pillion pegs. An anti-theft alarm is also available ex-works for $505, as well as a luggage grid ($200) and low seat (790mm, no cost).

With 10,000km between services, the 254kg 2013 BMW K 1300 S costs $23,900 plus on-road costs.

>K 1300 S comparison test versus VFR1200F

PERFORMANCE
Claimed maximum power: 175hp (127kW) at 9250rpm
Claimed maximum torque: 140Nm at 8250rpm

TRANSMISSION
Type: Six-speed
Final drive: Shaft