Comparo: Honda VFR1200F v BMW K1300S

BMW K 1300 S

NOT SO MUCH

Honda VFR1200F

BMW K 1300 S

With the release in March 2009 of the BMW K 1300 S and the release in February 2010 of the Honda VFR1200F, the landscape of the Aussie sportstouring category has changed forever.

The Beemer can trace its heritage back to 2005 and the release of the K 1200F S - a model that in turn built upon a tradition of grunt-meister sportstourers begun in 1997, with the K1200FRS.

Despite the 25-year history of the VFR name, the new Honda is unlike any other machine ever produced by Big Red, sharing little with the VFR800Fi apart from the 'V-four' engine configuration tag.

A quick specs comparison hints that these two are a fairly even match, although the Beemer has a moderate power, torque and weight advantage. However, hitting a bullseye within the tricky sportstourer niche involves more than getting the numbers right. An inherent compromise by nature, these all-rounders perhaps tread the most precarious of paths - sportstouring folk want the best of both worlds.

One thing is certain, with the Honda knocking on $25,000, and the base-model Beemer only $1100 beyond that, these are top-shelf bikes for customers who demand the best. So, do they deliver? Well, before we throw a leg over, let's take a look at what all that cash will be putting in your shed…

PRICE AND EQUIPMENT
The K 1300 S represents BMW's second generation of modern in-line fours since the release of the K 1200F S. The liquid-cooled, DOHC, 16-valve engine's capacity is up from 1157cc to 1293cc, while power and torque has been upped by 8hp and 10Nm respectively - to 175hp at 9250rpm and 140Nm at 8250rpm.

The engine is fed by Bosch EFI, with a six-speed gearbox relaying the grunt to the road via shaft drive. The powerplant is canted forward 55 degrees - to lower the centre of gravity and achieve an optimal weight distribution - and it achieves a heady 13.0:1 compression ratio.

An aluminium bridge frame uses the engine as a stressed member, while the entire plot rolls on BMW's innovative Duolever front end and Paralever rear single-sided swingarm. The Duolever sees the front wheel guided by a square configuration of arms. First introduced on the K 1200F S, in K13 form it features a forged alloy lower longitudinal arm (previously forged steel), saving 1kg, along with a new upper fork bridge.

Also gracing the K 1300 S is BMW's ESA II - the second generation of Electronic Suspension Adjustment. A $1300 option, the system allows you to choose between 'Comfort', 'Normal' or 'Sport' damping modes, as well as choosing between spring preload options of solo, solo with luggage or two-up - all at the touch of a button.

The frame is a welded combination of internal high-pressure moulded elements, extrusions and die-cast components, and BMW says it weighs a mere 11.5kg. Slowing the show are two 320mm discs with four-piston calipers up front, complemented by a single 265mm disc, twin-piston unit at the rear. The K13 comes with switchable ABS as standard, and - as fitted to our test bike - optional Automatic Stability Control (ASC) and Tyre Pressure Control (TPC). The latter two features add another $675 to the bike's price tag.

Heated grips comes as standard but a centrestand is only available as an optional accessory. Comprehensive instrumentation provides the rider with all the usual information, plus average speed and fuel consumption, range to empty, and more.

BMW's K 1300 S is available in three different colour schemes (see specs panel) and retails for $26,100 (plus ORC).

The all-new Honda VFR1200F is powered by a 1237cc, liquid-cooled, SOHC, 16-valve, 76-degree V-four. Honda Australia doesn't quote power or torque figures, but Honda Europe does - and it says the engine is good for 172.7hp at 10,000rpm and 129Nm at 8750rpm.

Although it's a V-four, it has a unique layout in that the two front cylinders are outboard of the two inboard rear cylinders - Honda says this produces a compact powerplant, allowing the new model to maintain a slim waistline. It also boasts a 28-degree offset crankpin, which works with the 76-degree Vee angle to achieve perfect engine balance, dispensing with the need for a balance shaft.

Honda's says its UNICAM single overhead cam set-up is lighter and more compact than a comparable DOHC system, and the whole shebang is fed by a Throttle-By-Wire (TBW) system and EFI.

The VFR1200F will also be available in a Dual Clutch Transmission format from June. This will give riders three modes of operation - two auto modes (D-mode for regular riding, S-mode for sports riding), plus a six-speed manual mode that utilises paddle-shifter-style controls.

Around the engine lies a four-piece, twin-spar aluminium frame, complemented by an innovative single-sided swingarm. The latter has an offset pivot above the shaft drive, that shaft drive in turn featuring a Constant Velocity (CV) joint to compensate for any variations in length as the wheel moves through its arc of travel. Honda's engineers say this enhances both the bike's handling and level of traction.

Up front the Viffer features an upside-down 43mm fork adjustable for preload and rebound. At the rear you'll find a monoshock, also adjustable for preload and rebound.

The VFR comes with Combined-ABS as standard. The front lever actuates all six pistons in the front right caliper plus four in the left, while the remaining two front left pistons are employed with the rear brake pedal. To maintain an even braking force when the front brakes are used, differing piston diameters have been utilised.

The Honda's digital instrumentation (with analogue tacho) gives you two trip meters, an odometer, a clock, and an ambient temperature gauge. A centrestand is provided as standard. In Australia the VFR1200F is available in red or silver for $24,990 (plus ORC).

ON THE ROAD
These two machines have created something of their own market niche, of premium sportstourers for buyers unfazed by price tags solely reserved for 'exotica' just a few years ago. The BikePoint crew recently pointed the pair at the Yarra Ranges to Melbourne's east - a landscape now slowly but surely getting back on its feet after the devastation of 2009's Black Saturday bushfires.

Yes, at $24,990 (plus ORC), the VFR is courting top-dollar buyers - and that price looks all the more prominent when you consider you can now pick up a VFR800 for a miniscule $13,990 (plus ORC). Our BMW K 1300 S, meanwhile, came packed with optional electro-trickery that pushed its price to $29,740 (plus ORC). Take off the Gear Shift Assistant ($700), the ESA II suspension adjustment ($1300), the ASC and TPC traction package ($675), the luggage grid ($200) and the three-colour paint ($765) and you're looking at a base price of $26,100 (plus ORC) - just $1100 more than the Viffer. Is the BMW a grand better? Is the VFR1200F $11,000 better than a VFR800? Or, for that matter, $10,000 better than a $14,990 (plus ORC) Triumph Sprint ST (which comes with panniers)? Let's fire 'em up and find out…

The Beemer immediately felt comfy, roomy, and potent - the latter underlined by a muted howl from its muffler. The first switch to the Viffer revealed there really wasn't much of a difference in ride position - both pitch you forward enough to make the most of any bends, while delivering enough comfort for all-day stints in the saddle. However, it does feel as if you sit 'in' the Honda, while you sit more 'on' the BMW, despite the minor 5mm difference between standard seat heights. Also, I'm on the tall side (188cm), and I found that the guard on the Beemer's clutch cover occasionally interfered with the shin guard of my right boot - although in general both bikes will happily accommodate a wide spectrum of rider heights.

At speed the protection offered by both bikes' screens and fairings is excellent. My upper body was still copping the blast on each, but the aerodynamics boffins have done their jobs well - in each case there was very little in the way of turbulence, even when pushing on.

Of course the biggest differentiating factor here concerns the two engines - the Honda's V-four versus the Beemer's in-line four. The BMW's power delivery is simply a delight at low to mid revs, where it's velvety smooth. However, get it above 7000rpm and a little vibration does creep in. It's not a big issue - indeed you'll be more stuck on the fact you feel like Han Solo at the helm of the Millennium Falcon as it hits hyperspace…

In fact, two things the BMW does not lack is speed and raw acceleration - especially when you begin exploring the upper reaches of its rev range. This is the quintessential land-bound ICBM, where a perfectly practical bottom end blends into a midrange capable of powering small cities, enhanced a planetary-orbit-altering top end. Be thankful for any points left on your licence. You'll need them.

That's not to say the Viffer is limp-wristed - far from it. The Honda also has the power to send you 'directly to gaol' in short order, the speed accompanied by a thoroughly pleasing, guttural V-four rasp. The EFI for each is spot-on - no complaints there - but the seat-of-the-pants difference, for me, as that the Honda's power feels more evenly spread over its rev range, while the BMW's stonking top end stands out. A few roll-on straight-line acceleration runs had the BMW clawing it's way ahead from any given point on the tacho, but then that's no real surprise given its power, torque and weight advantage.

Cruising at 100km/h the VFR recorded a low 3500rpm in sixth gear, while the BMW, also a six-speeder, recorded 3900rpm. Both these machine feature rather tall gearing, but cracking the throttle for a highway overtakes shoots either forward with plenty of gusto. You'll often find yourself in fifth gear on the highway - for Aussie conditions sixth gear is often overkill.

These are both excellent open road tourers. The Honda's seat seems firmer than the BMW's, but both are compliant and supportive, and pillions are well looked after with broad perches, decent legroom, excellent grabhandles and fairly low seat heights. It's a cinch to tie down a bag on either pillion pad, but let's face it - if you can splash $25,000 on a new bike, you'll probably buy the factory luggage too. Honda panniers will set you back $1670, while the Beemer's expandable hard bags go for $1365. Don't put that credit card away just yet - you'll probably want the factory topbox, too.

As we pushed on into the hills the fog and drizzle descended. Here I found the Beemer's optional traction control was a big bonus - a constant reassurance in wet, greasy going. Both bikes have ABS as standard, and fine systems they are - still allowing a high degree of rider control, but ever ready to leap into the fray.

A feature I wasn't so sold on was BMW's ESA II - its second-gen Electronic Suspension Adjustment. Yes, it's clever and convenient, especially the preload adjustment, but on the road I found the difference between Normal, Comfort and Sport modes difficult to gauge, even once road conditions had improved. For $1300, you'll need to be pretty well sold on the concept.

In the afternoon the weather cleared and the roads dried, leaving us to enjoy some of the best roads Victoria has to offer. Once again, both mounts acquitted themselves remarkably well. While the Honda impressed with its urge, it's silky-smooth drivetrain and the sheer manner in which you could swoop through the bends, the Beemer felt just that little bit easier to turn, that little bit more willing to change direction. The BMW's Duolever front-end is a marvel. It actually feels a touch more remote than a conventional tele, but it's so planted, so sure-footed - and simply superb under brakes.

Braking on either was top notch, although the Viffer's front stoppers had the edge in initial bite, even if its rear brake was stiff and lacking feel. Both systems offer rock-solid stopping potential.

Both sets of controls are light and precise, and the gearboxes are wonderfully responsive. The Honda comes with a slipper clutch, which comes into its own when you're going for it, while the more sport-oriented folk will love BMW's Gear Shift Assistant (a $700 option), which only adds to the excitement of hard charging.

The BMW comes with a trip computer that offers a wealth of information, including the super-handy 'range to empty' feature. The Honda, on the other hand, has no trip computer - just all the regular info, plus ambient temperature. To be honest, I was expecting a little more of Honda's next-gen sportstourer in this department. The BMW also comes with heated grips - for Viffer owners it's a pricey $732 factory option.

Finally, we come to fuel economy - where the Germans win hands down. The Beemer returned an average of 16.3km/lt, while the Viffer slurped it down at 13.5km/lt. With the K13's 19.0lt tank and the VFR's 18.5lt jobbie, you're looking at 310km and 250km respectively before you start pushing - worth factoring in if you're more 'touring' than 'sports'.

Both these bikes are a credit to their makers. They're thoroughbred machines from the top end of town, and their pricing reflects that. Comparing base models, the Honda thoroughly deserves to be priced as closely to the BMW as it is - its build quality is superb, easily comparable to the BMW's. Which is the better bike? The answer there rests as much with your already-formed brand preference as anything.

For me, the BMW gets the nod in terms of sporting ability, and it comes with an incredible array of factory options - at a price. The Honda, to my mind, is the better companion in terms of all-round ability. I preferred the sense of sitting 'in' the machine, and I just love that V-four engine. Is either worth so much more than a Triumph Sprint ST or a VFR800Fi? No, but that's missing the point. A Commodore will get you from A to B just as well as a Mercedes AMG, but if you can afford the latter, well - why not treat yourself?

SPECS: HONDA VFR1200F

ENGINE
Type: 1237cc, liquid-cooled, SOHC, 16-valve, four-stroke, 76-degree V-four
Bore x stroke: 81mm x 60mm
Compression ratio: 12.0:1
Fuel system: PGM-FI electronic fuel injection

TRANSMISSION
Type: Six-speed
Final drive: Shaft

CHASSIS AND RUNNING GEAR
Frame type: Twin-spar alloy
Front suspension: 43mm inverted fork, adjustable for preload and rebound
Rear suspension: Monoshock, adjustable for preload and rebound
Front brakes: Twin 320mm discs with six-piston Nissin calipers (CBS/ABS)
Rear brakes: Single 276mm disc with twin-piston Nissin caliper (CBS/ABS)

DIMENSIONS AND CAPACITIES
Wet weight: 267kg
Seat height: 815mm
Wheelbase: 1545mm
Fuel capacity: 18.5lt

PERFORMANCE
Max. power: 172.7hp at 10,000rpm (claimed)
Max. torque: 129Nm at 8750rpm (claimed)

OTHER STUFF
Price: $24,990 plus ORC
Colours: Candy Prominence Red or Seal Silver Metallic
Bike supplied by: Honda Australia (www.hondamotorcycles.com.au)
Warranty: 24 months, unlimited kilometres

TRANSMISSION
Type: Six-speed
Final drive: Shaft

CHASSIS AND RUNNING GEAR
Frame type: Aluminium bridge
Front suspension: BMW Duolever monoshock, ESA II (optional)
Rear suspension: BMW Paralever monoshock, ESA II (optional)
Front brakes: Twin 320mm discs with four-piston calipers (ABS, optional ASC)
Rear brakes: Single 265mm disc with twin-piston caliper (ABS, optional ASC)

PERFORMANCE
Max. power: 175hp at 9250rpm (claimed)
Max. torque: 140Nm at 8250rpm (claimed)

OTHER STUFF
Price: $26,100 plus ORC ($29,740 plus ORC, as tested)
Colours: Granite Grey Metallic/Light Grey Metallic/Magma Red, Light Grey Metallic or Lava Orange Metallic
Bike supplied by: BMW Motorrad Australia (www.bmwmotorrad.com.au)
Warranty: 24 months, unlimited kilometres