BIKETEST: BMW K-SERIESBMW offers more fun with the new K series, writes Conor Twomey
WHEN YOU think of BMW, you think of the ubiquitous GS, don’t you? When was the last time you saw a BMW without a boxer twin engine, shaft drive and asymmetric headlamps?
But BMW, keen to be seen as more than an adventure bike manufacturer, has introduced the G650 range, the G450X and the mad HP2 supermoto (in addition to the cracking F800 GS) and, before the end of 2009, we’ll have the new F800R streetfighter and the S1000RR superbike lining up on the World Superbike grid.
The bike that kicked off this change was the K1200S, a high-speed beast to take on the Hayabusa, Blackbird and ZX-14, albeit with a distinctly BMW flavour – shaft-driven, curiously civilised and a little odd-looking. When it arrived in 2005, it was regarded as a decent bike, but not proper competition for Japanese monsters. Its naked K1200R sibling suffered the same fate against the Yamaha FZ1 and Suzuki B-King. It was too comfortable, too grown-up and too pricey. Only the K1200GT excelled.
But BMW isn’t giving up. The K-Series engine has been increased in capacity to 1293cc and output has been boosted to 175hp and 140Nm in the S (173hp/140Nm in the R; 160hp/135Nm in the GT). The S and R both benefit from a stiffer chassis and all have the option of the ESA II electronic suspension system, capable of adjusting ride height, pre-load, spring rate and damper settings on the move, depending on the mode (comfort, normal or sport). All three get styling tweaks and new switchgear, while the S and R get new options, including a “gearshift assistant” to facilitate smoother upshifts and a 2D Systems MotoGP-style dashboard.
The effect of these changes is substantial. Styling-wise, the K1300S has received the most attention and the overall shape is more cohesive and the detailing sexier. The R looks as mad as ever, while the GT retains its good looks, with mild changes. Comfort-wise, all three are impressively roomy. New switchgear (finally, a proper indicator switch) is a huge improvement but, sadly, none of the test bikes had the race-spec dials.
In terms of raw performance, you won’t notice much difference, but there is a huge improvement in throttle response and the torque is delivered with more urgency than the old 1200s. They sound better, too, even if the engines get a bit gruff as you reach for the 9,000rpm power peak.
Handling stands out as the biggest improvement made to the K Series. The GT has always been a cracker, but – thanks to ESA II – it rides better on the motorway and is a touch more comfortable on back roads.
But the R and S feel very different. Of the two, the R is edgier – looser around the back end and requiring more concentration under braking. The upshot is that it dives into corners with vigour and is more satisfying to pedal hard. It’s pretty dire on the motorway, of course, but everywhere else, it’s a blast.
The K1300S, in contrast, is unflappable, whether pounding down the motorway or carving along mountain roads. The way it brakes, turns in and puts its power down on the exit is remarkable. In both the S and R, I chose to leave the ESA II in sport mode pretty much all the time (which may explain why the R felt so lively) but ride quality never felt harsh and the wheels remained impressively connected to the road, even on poor surfaces. The standard, non-ESA K1300R I tested didn’t offer quite the same feedback and stiffness as the ESA-equipped model, perhaps, but it was still an enjoyable ride.
Although the revised K range isn’t going to cause a stampede, this is a clear indication of where BMW is going; with every new model there’s more fun and less stodginess. The S, BMW’s most powerful and fastest ever street bike, is the most improved, while GT remains the best – a superb, high-speed tourer with near sportbike handling.
But the R is my choice. It’s raw yet civilised, tactile but comfortable; an oddball that (dare I say it) might be a little bit cool.
Factfile BMW K1300S/R/GT
Engine: 1,293cc, liquid-cooled four-stroke straight-four; 175/173/160hp at 9,250/9,250/9,000rpm; 140/140/135Nm torque at 8,250/8,250/8,000rpm
Top Speed:290/275/265km/h (est)
0-100km/h: 2.7secs (S)
Transmission: six-speed gearbox, wet clutch, shaft drive
Frame: Aluminium Frame Bridge, load-bearing engine
Suspension: "Duolever" with central monoshock; cast aluminium single swing arm with Paralever and monoshock
Wheels: cast aluminium, 17-inch front and rear
Tyres: front: 120/70 ZR 17; rear: 190/55ZR17 (S) 180/55ZR17 (R,GT)
Price: K1300S Non ABS - from €17,234;
K1300R - from €16,109;
K1300GT - from €19,975.