BMW K1300 R/S

NOT SO MUCH

OVERVIEW
BMW Motorrad celebrated 25 years of K series production in 2008, exactly six decades after the launch of the very first Boxer-engine motorcycle.

The two-valve K100 was BMW's first production model with a four-cylinder engine, and it remained in the model line-up for seven years.

But before the K100 was phased out, the first four-valve K series bike was launched in 1988 - the K1. That model produced a groundbreaking 100hp and was fitted with a three-way catalytic converter.

The K1 was undoubtedly a quantum leap in performance and technology for BMW, and that bike has probably set the tone for the current-generation K series bikes, including the latest to roll out of Germany - the K1300 S, K 1300 R and K1300 GT.

The triumvirate was introduced to the Australian press at Phillip Island just the day after Troy Corser made his debut on the marque's S1000 RR in the superbike world title opener with a rousing eighth place in race one - as well as the fastest lap.

We should be throwing a leg over the production version of the S1000 RR in about a year's time, but in the meantime we've got the latest 1300s to enjoy.

Today's article will concentrate on the R and S, and a separate test will appear on the long-haul GT in the next few weeks.

The new-generation K1300s replace the four-year-old 1200cc line-up, of which there are only a few left in BMW showrooms around Australia.

That's allowed BMW to start afresh with the 1300s, which is a rare treat in an industry where offloading 'excess baggage' can sometimes be a tricky proposition. But there's no walking the tightrope this time.

PRICE AND EQUIPMENT
The R and S share the same engine, electrics, transmission, final drive and chassis platforms, with only a few variations in their respective specs panels.

Of course, the major point of differentiation remains the fairing on the S, and it also claims a power figure of 175hp, 2hp more than the R. Both produce the same whopping torque of 140hp at 8250rpm from their liquid-cooled four-cylinder four-stroke engines, which is a 10Nm increase on the 1200.

The 1300s displace 1293cc, 136cc more than the 1200s via both a bigger bore (up 1mm) and stroke (up 5.3mm).

With its full fairing, the dry weight of the S is 228kg, 11kg more than the R. The S also has a slightly wider Continental Attack rear tyre than the R.

Switchable ABS is also standard on the S, while it's an option ($1775) on the R.

BMW is playing on the "real world performance" card with the R and S, and it's not just an ambiguous slogan with little meaning.

While ABS has been synonymous with BMW for years, automatic stability control (ASC) and electronic suspension adjustment (ESA) are relatively new additions to the BMW electronics suite, and both were on show at Phillip Island.

The ASC was awoken from its slumber a few times during the 20-minute track sessions, but only to 'tidy' things up at the fast Turn Nine, where machines regularly fight traction and start squirming on the change of direction before getting hard on the brakes.

The whole activation is subtle though and, it's on the road, not the race track, where ASC is of most benefit -- for K1300 riders anyway.

The electronically adjustable ESA was also on show, altering both preload and damping. In total, there are nine different adjustment variants on the S. The damping settings can be changed while the bike is in motion, like ASC, but preload can only be altered when the motorcycle is at a standstill.

The spring rate, adjusted by an electric motor, is modified by a plastic element called an Elastogran, which, in concert with a conventional coil spring, is claimed to almost completely eliminate any sag in the rear end and maintain uniform stability.

According to BMW, ESA has been a resounding success, with an uptake rate of about 80 percent on applicable models.

Standard equipment on the S includes integral ABS (switchable), but the press units were also fitted with a number of factory options, including a power shifter ($700), ESA mark II ($1300) and a 'traction pack'  ($675) which includes ASC and a tyre pressure control (TPC).

The additions took the S's retail price out to $28,625 from a base of $25,750.

On the subject of the factory options, BMW will continue to offer the unique service, although there are inherent difficulties with Australia being so far away from the manufacturing hub.

Currently, a special order that cannot be satisfied in Australia creates a lead time of about five months, but if the customer is based in Europe the lag is only a fraction of that.

Because of the massive discrepancy, BMW Australia is trying to streamline the whole system, but just what that means in practical terms is yet to be made public.

The naked is available in two variants: the R ($22,700) and the R SE ($23,400). For the extra $700, the SE gets sports wheels (cast aluminium), and on-board computer and tinted windscreen, which in turn decrease the number of factory options -- which are not to be confused with "special equipment" bits and pieces such as luggage extras, engine and clutch covers, etc.

The 1300 GT also comes in SE mode, at $2975 more than the base machine. Standard equipment on the SE includes a xenon headlight, ESA, TPC, ASC, heated grips, seat heating (including pillion), cruise control and an on-board computer.

All three bikes have a new system of switches and manual controls, and there is no longer a separation of the right and left-hand blinker switches. It's all been consolidated into one "international standard" button, while the ASC, ABS and ESA functions are all controlled from one switch, which makes for less dashboard clutter.

As you'd expect, the special equipment on offer for all three models is voluminous, with a large chunk of the R and S items sourced from the company's HP2 Boxer machine.

The K1300s are no racing thoroughbreds - wet weights of 240kg-plus see to that - but what better way to unleash 180hp of brute force? And besides, it's yet another small way of making BMW 'cooler' - similar to how Triumph has managed to shed some of its old-school image with bikes like the Daytona 675 and Street Triple.

BMW is also heading down that path with the G450 X enduro scalpel and S1000 RR - with factory-backed teams to convey the message in the most professional way.

The 1300s are certainly not radical departures for BMW, but they continue the K series theme with even more refinement - but not at the expense of sanitisation. I reckon they ooze style.

The bigger engine is superb. Pulling power isn't an issue, and it really begins to party from about 6000rpm until it hits peak power at about 9000rpm. Redline is 11,000rpm.

And with the optional Power Shift fitted to all the Rs and Ss, it was a cinch to keep the bikes in their sweet spot at Phillip Island, which translated to some serious speed down the front straight.

All my sessions were completed with ESA on the hardest settings (sport with one rider), and ABS and ASC were both left on.

The only time I felt the ABS in about an hour of track time was through the rear brake heading into Turn Four, and even then the pulses were supple - a great management tool for the track, and an even better one for the road.

In the past, I've felt that BMW brakes lacked a bit of initial grunt with ABS, but the company appears to have found an antidote to that one. I guess it's just another level of refinement, a process that BMW is a master at.

Even on the S, the seating position is quite upright, so I couldn't really separate the S or the R for levels of gratification - both offer great feedback and balance. There is also plenty of ground clearance, and the weight feels like it's carried quite low.

I'm still not a total convert to the Duolever front suspension, but it's maybe a function of more kilometres and familiarity.

There's also plenty of legroom, and the seat is quite firm, although not enough to leave your buttocks squealing for mercy.

The K1300s have won me over. Precision engineering, style, performance and looks combine for a winning recipe. Large capacity sport and nakedbikes do have an X factor about them, and the R and the S are supreme cases-in-point.