New 1300cc K-series BMWs launched in Oz

The new BMW K series BMWs have arrived in Australia, and were introduced to the Australian press at Phillip Island just the day after Troy Corser made his debut on the marque's S1000 RR superbike in the world championship with an excellent third place in race one.

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: the S, R and GT.

A full report on all three bikes will appear on BikePoint in coming weeks, but we'll briefly touch on the main technical highlights of the new models, which replace the four-year-old 1200cc line-up (which have all been sold out in Australia, leaving BMW to start totally afresh with the 1300s).

This time around, the R and S models again share the same engine, electrics, transmission, final drive and chassis platforms, with only a few variations in their respective specs panels.

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 in deference to its slightly more sporting bias.

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 that has no real meaning.

While ABS has been synonymous with BMW for ages, 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 brought to life 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 on the change of direction.

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 in full swing, 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, almost completely eliminates any sag in the rear end and is claimed to 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.

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 windshield and tinted windscreen, which in turn decrease the number of factory options - which are not to be confused with "special equipment" 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 SA includes a xenon headlight, ESA, TPC (tyre pressure control), ASC, heated grips, seat heating (including pillion), cruise control and an on-board computer.

And all three bikes have a new set-up 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 switch like most other motorcycles, while the ASC, ABS and ESA functions are all controlled from one switch, which is far more convenient and makes for less clutter.

Next week, BikePoint wil have a full review on the R and S, followed up by a full road test on the GT.
 
In the meantime,to find your local BMW dealer, click here.