Morning Reads: K 13000 S,R, GT Press Kit

[mika]

BMW Motorrad at the INTERMOT 2008.
Contents.
1. The new BMW K 1300 S.
1.1 Overall Concept and Features
1.2 Drive train
1.3 Suspension and Running Gear
1.4 Electrics and Electronics
1.5 Body and Design
1.6 Range of Equipment
1.7 Engine Output and Torque
1.8 Specifications
1.9 The K 1300 S Color Range

2. The new BMW K 1300 R.
2.1 Features and Technical Highlights
2.2 Range of Equipment.
2.3 Engine Output and Torque
2.4 Specifications
2.5 The K 1300 R Color Range

3. The new BMW K 1300 GT. [/b]
3.1 Features and Technical Highlights
3.2 Range of Equipment
3.3 Engine Output and Torque
3.4 Specifications
3.5 The K 1300 GT Color Range

4. 25 Years of BMW K-Series. [/b]
4.1 The Inline-Engine BMW
4.2 The Inline-Engine Two-Valve Models as of 1983
K 100
K 100 RS
K 100 RT
K 100 LT
K 75 C/K 75
K 75 S
K 75 RT
4.3 The First-Generation Four-Valve Models
K1
K 100 RS
K 1100 LT
K 1100 RS
K 1200 RS
K 1200 LT
K 1200 GT
4.4 The Second-Generation of Four-Cylinders
K 1200 S
K 1200 R
K 1200 GT
K 1200 R Sport

K 1300 S, K1300 R, K 1300 GT GALLERY

1. The new BMW K 1300 S.

1.1 Overall Concept and Features.
The significantly updated and upgraded successor to the BMW K 1200 S is
proudly celebrating its world debut at the 2008 INTERMOT motorcycle show:
the new K 1300 S, the most powerful and fastest BMW the world has ever
seen. As a milestone in the BMW Sports Encounter World and with engine
output of 129 kW (175 hp) combined with overall weight of 254 kg (560 lb)
including fuel, this truly supreme motorcycle offers the utmost in dynamic
performance and sporting riding features.

Launching this new model, EuropeÔÇÖs largest and most successful motorcycle
manufacturer is once again increasing its leadership in the topmost class of
sporting high-performance machines.

Even more sporting and dynamic.

Conceived consistently as a sports machine, the K 1300 S has not only
maintained, but in many areas even enhanced the qualities of its predecessor.
As a result, this new high-performer combines fascinating and innovative
technology of the highest caliber with outstanding all-round qualities and
safety. On the road this means even greater riding precision and agility,
even more dynamic power and performance, and, at the same time,
the superior safety and ease of control in all situations so typical of a BMW.
Like its predecessor, the K 1300 S does not make any compromises, but
rather brings together even more consistently than before all the virtues of the
most dynamic motorcycle in the K-Series: sporting and dynamic performance
combined with superior comfort, playful and easy handling in combination
with absolute riding stability, supreme top performance in conjunction with
perfect everyday riding qualities, an even more slender and sporting look with
optimized protection from wind and weather, plus sophisticated ergonomics.
Taking up a great tradition of BMW Motorrad, the new K 1300 S stands
out through qualities typical of BMW such as a long service life, ease of
maintenance, optimum emission management by means of a fully controlled
three-way catalytic converter as well as maximum active safety when applying
the brakes ensured through the most progressive brake system currently
available in the market: BMW Motorrad Integral ABS featured as standard.
As in the past, BMW, through the K 1300 S, offers the only sports motorcycle
in this segment with a maintenance-free drive shaft. Featuring innovative
top-end technology, optimum riding qualities, an even more dynamic look
and performance enhanced to an unprecedented standard, the K 1300 S
impressively renders the BMW Sports Encounter World, clearly maintaining
BMWÔÇÖs strong leadership in the upper sports segment.

Concept optimized in riding dynamics and technical features.
The main objective in developing the new K 1300 S was to create an even
more supreme motorcycle with enhanced riding qualities ensured by an even
more powerful and harmonious torque curve and a higher standard of riding
comfort. Increasing engine capacity to 1,293 cc while maintaining maximum
engine speed of 11,000 rpm ultimately led to a significant improvement of
performance, power and torque.

In its fundamental qualities, the K 1300 S is based on the proven drive train
configuration and engine arrangement of its predecessor, using the existing
advantage of a low centre of gravity made possible by the extreme angle
of the cylinder bank tilted 55?? to the front and allowing very low arrangement
of the engine. At the same time the new K 1300 S benefits from the very
slender engine block allowing a very low angle in bends for a truly sporting
and dynamic style of riding.

In its suspension and running gear the new K 1300 S ÔÇô by far the lightest
1,300-cc model in this segment at 228 kg/503 lb dry weight ÔÇô applies
a successful concept combined with proven modules and components. One
example in this context is the extra-low V-shaped radiator interacting with
the wheel supports to provide an ideal configuration of the frame above the
cylinder head and, as a result, reducing the overall width of the machine.
And with the frame profiles merging smoothly at the rear, the K 1300 S
enables the driver to hold his knees tightly together, ensuring optimum
contact with the motorcycle under all conditions.
The active, dynamic and forward-looking seating position is tailored fully
to the rider, but nevertheless allows a relaxed and comfortable style
of motorcycling at all times. So while being unusually dynamic and sporting,
the K 1300 S is almost playful and certainly very safe in its behaviour,
guaranteeing stress-free riding pleasure even in sporting style.

Innovations on the running gear and electronics.
The upgraded front-wheel Duolever suspension makes a significant
contribution to the outstanding riding qualities of the K 1300 S. The newly
developed, lower longitudinal arm now made of a forged aluminum alloy
ensures an even more sensitive and transparent response, further enhancing
the leadership of BMW Motorrad in the area of suspension technology.

The spring/damper set-up is firmer than before also in the interest
of even better feedback.

The K 1300 S is available with second-generation Electronic Suspension
Adjustment (ESA II) as an option, a further development and improvement of
the original ESA suspension introduced for the first time in series production
on the K 1200 S.

Applying the most advanced CAN-bus technology, the progressive
on-board network allows a wide range of functions and facilitates the
diagnostic procedures usually required by intelligently connecting
the machineÔÇÖs electrical and electronic systems.

An overview of technical highlights:
ÔÇó Even more dynamic performance, particularly at lower and medium
engine speeds, thanks to the increase in engine capacity.
ÔÇó Engine output 129 kW (175 hp) at 9,250 rpm, maximum torque
140 Newton-meters (103 lb-ft) at 8,250 rpm.
ÔÇó Increase in torque by more than 10 Newton-meters (7.4 lb-ft) all the way
from 2,000ÔÇô8,000 rpm.
ÔÇó Fulfillment of the strictest environmental standards through newly
harmonized Digital Motor Electronics.
ÔÇó Optimized cylinder charge cycle for even better performance on less fuel.
ÔÇó Optimized exhaust system with a new rear muffler and electronically
controlled flap management plus a fully controlled three-way catalytic
converter.
ÔÇó Desmodromic operation improving the dosage of gas and engine power.
ÔÇó Optimized, maintenance-free shaft drive with a new, two-stage drive shaft.
ÔÇó Even greater riding precision combined with maximum riding stability
ensured by optimized Duolever front wheel suspension with new set-up
of the lower longitudinal arm.
ÔÇó Firmer spring/damper set-up for even better feedback.
ÔÇó Supreme handling provided by optimized suspension geometry,
optimum mass distribution and a fully harmonized all-round concept.
ÔÇó Perfect balance thanks to the low centre of gravity.
ÔÇó Ergonomically balanced seating position for a relaxed but active style
of riding.
ÔÇó Electronically adjustable second-generation ESA II suspension and
ASC Anti-Spin Control as an option.
ÔÇó New, innovative generation of switches with optimized ergonomics.
ÔÇó High standard of active safety provided by integral ABS (semi-integral)
featured as standard.
ÔÇó On-board network; CAN-bus technology for superior function with
a smaller number of cables and low weight.
ÔÇó Electronic immobiliser featured as standard.
ÔÇó Optimized aerodynamics.
ÔÇó HP Gearshift Assistance for shifting up without the slightest interruption
of power as special equipment.
ÔÇó Wide range of standard features and special equipment tailored
to the K 1300 S with the usual high standard offered by BMW.


The second generation of BMW MotorradÔÇÖs four-cylinder power
units has been upgraded and updated in the interest of even more
power and performance, extra torque, and supreme riding dynamics.
Displacement of the four-cylinder inline power unit in the K 1300 S is up
by 136 cc from 1,157 cc to 1,293 cc. Maximum output is 129 kW (175 hp) at
9,250 rpm, maximum torque of 140 Newton-meters or 103 lb-ft comes
at 8,250 rpm. In absolute figures, this is an increase in engine output by 6 kW
(8 hp) and an increase in peak torque by 10 Newton-meters (7.4 lb-ft).
While the former K 1200 S had to be revved up to 10,250 rpm to develop its
maximum output, the power unit of the new K 1300 S develops its maximum
power at a relatively low 9,250 rpm.

A further sign fi cant advantage is that more than 70 per cent of the engineÔÇÖs
maximum torque is available from just 3,000 rpm, with 10 Newton-meters
or 7.4 lb-ft more torque available all the way from 2,000ÔÇô8,000 rpm versus the
K 1200 S.

The objective in developing the new model was obviously to enhance the
already high standard of riding dynamics and sporting characteristics
through power and performance easy to handle at all times. And weighing
82.8 kilos/182.6 (K 1200 S: 81.3 kilos/179.3, in each case including the
clutch, gearbox and oil), the upgraded power unit of the K 1300 S remains
one of the lightest engines of its size in the market.

Like the previous model, the K 1300 S benefits above all from its carefully
conceived overall configuration as well as the space-saving arrangement
of ancillary units and the integrated gearbox. In all, this makes the entire
drive train very compact, with ideal concentration of all masses in the middle
of the machine. And as on the K 1200 S, the overall width of the power
unit, measured on the level of the crankshaft, is 430 millimeters or 16.9".
The perfect interaction of technical solutions and optimum integration of
the engine and running gear already featured on the K 1200 S is fully retained
on the K 1300 S.

 

[mika]

1.2 Drive train.
The engineers at BMW Motorrad have skillfully eliminated the disadvantage of
a relatively high centre of gravity on the engine inevitable with a conventional
four-cylinder concept in typical BMW style. Precisely for this purpose,
therefore, the cylinder axis of the K 1300 S power unit, as on the former
model, is inclined to the front at an angle of 55??. This not only lowers
the centre of gravity, but also helps to ensure a well-balanced distribution
of weight ÔÇô an essential factor particularly for the sporting rider crucial
to a precise feeling on the motorcycle.

A further advantage is that the spec fi c angle chosen on the engine provides
ample space for a free-fl owing intake system directly above the engine and
allows ideal configuration of the frame profiles according to the flow of power.
This upgraded, second generation of four-cylinder power units in the 85-year
history of BMW Motorrad and the 25-year history of the K-Series fully
reflects the traditional philosophy of BMW Motorrad to offer demanding,
unique and, at the same time, highly superior solutions. As before, therefore,
the engine concept boasted by the K 1300 S is acknowledged as the
currently most advanced and consistent configuration in worldwide motorcycle
construction.

Increase in capacity to 1,293 cc by enlarging the cylinder
bore and extending engine stroke.

The crankshaft of the K 1300 S power unit, as before, is made of forged
heat-treated steel and comes with eight counterweights as well as an offset
angle of 180?? traditional at BMW in order to ensure consistent fi ring intervals
Apart from the cylinder bore enlarged by 1.0 millimeters (0.39"), particularly
the increase in cylinder stroke from 59.0 millimeters or 2.32" by 5.3 millimeters
(0.21") to 64.3 millimeters (2.53") serves to increase engine capacity
by 136 cc.

As before, the stroke/bore ratio of 64.3/80.0 millimeters (2.53/3.15")
(K 1200 S: 59.0/79.0 mm; 2.32/3.11") ensures adequate bearing journal
overlap in the interest of superior stiffness. Both the main and connecting
rod journals measure 38 millimeters or 1.5" in diameter.

The lubrication system has been carried over from the K 1200 S, with the
balance shaft bearings adapted to the new requirements of the K 1300 S.
The camshafts in the cylinder head are driven by a chain which, in turn,
is driven by a sprocket forced-fitted on to the right end of the crankshaft.

In the process of upgrading the power unit of the K 1300 S, the engineers
at BMW Motorrad have given particular emphasis to supreme riding qualities.
Hence, the combustion chambers on the four-cylinder, the intake camshaft
angle and the valve timing as well as the stroke of the outlet valves have
been modified accordingly, with the outlet valve springs being re-set from the
ground up.

Running in anti-friction bearings, the connecting rods are extra-light forged
components made of heat-treated steel. Measuring 119 millimeters or 4.68"
in length (K 1200 S: 120 mm/4.72"), they keep lateral forces acting on the
pistons to a minimum and guarantee superior engine refinement despite the
longer stroke.

Together with their anti-friction bearings, the conrods weigh just 404 grams
(K 1200 S: 413 grams). In usual BMW style, the upper conrod opening comes
with a bearing bush conceived for a service life of more than 100,000 kilometers
or 61,000 miles.

The connecting rods are split horizontally in proven crack technology, with
the large opening in the connecting rod being ÔÇ£brokenÔÇØ along its centre level
by hydraulic force applied as an abrupt jolt. The fracture surface created in
this way allows extremely precise subsequent assembly without requiring any
further centering.
Newly developed lightweight box-type pistons measuring 80 millimeters or
3.15" in diameter, with a short piston apron and two slender piston rings
optimized for minimum friction as well as a slender oil scraper ring, serve to
increase cylinder stroke and, accordingly, the capacity of the engine.
The fl at upper surface of the combustion chambers, the new contour along
the bottom and the valve pockets all help to provide a stable thermodynamic
combustion process. Through its new contour, the floor of the pistons serves
additionally to optimize the weight of the entire unit: Together with the bolts
and rings, piston weight is a mere 287 grams (K 1200 S: 299 grams).
To remove heat from the piston floor under high thermal load, the pistons
are cooled at the bottom also on the K 1300 S by modified oil spray jets in the
crankcase, helping to extend their service life.

The degree of crankshaft balance is adjusted to the different mass distribution
through the use of new pistons. To eliminate free second-order mass forces
inevitable on a straight-four power unit, the crankshaft, as on the former
model, drives two balance shafts positioned symmetrically in front of and
behind the crankshaft via a gear drive, achieving a balance of no less than
86 per cent.

The balance shafts turn twice as fast as the crankshaft. To minimize any noise
or sound waves generated in the process, the balance weights are connected
to the balance shafts by means of elastomer units.

Extra-stiff cylinder/crankcase unit.
Split horizontally along the middle of the crankshaft, the cylinder crankcase
is made of a high-strength aluminum alloy. Made of a die-casting, the
compact upper section forms an extra-stiff composite unit comprising the
four cylinders and the upper bearing support for the crankshaft. The cylinder
block together with the coolant sleeve is an open-deck construction and the
cylinder liners come with a wear-proof, low-friction nickel-silicon dispersion
coating. Made as a pressure casting, the lower section forms the counterpart
to the main bearing on the crankshaft and takes up the gearbox, holding it in
position.

Cylinder head and valve drive upgraded to an even higher standard.
The power and performance qualities and characteristics, the quality of the
combustion process and, accordingly, the fuel consumption of a power
unit depend to a large extent on the cylinder head and valve drive. Hence, the
four-valve cylinder head of the K 1300 S is designed for optimum duct and
flowgeometry, compact dimensions, optimum thermodynamics and a reliable
thermal balance. The tight valve angle provides an ideal, straight intake duct
and keeps the combustion chamber extra-compact for high compression and
optimum efficiency.

Seeking to achieve optimum output and superior running stability also at high
speeds, and at the same time ensuring superior stiffness, keeping all moving
masses to a minimum and optimizing the timing overlap on the valves, the
K 1300 S, like its predecessor, the K 1200 S, comes with drag lever control
on two overhead camshafts. This offers the perfect combination of maximum
stiffness and minimum weight of all moving parts in the valve drive, at the
same time keeping the cylinder head as compact as possible.

As on the former model, the valve angle is 10?? on the intake and 11?? on
the exhaust side ÔÇô figures unparalleled to this day by any other engine in this
market segment.

Out of the two overhead camshafts, only the exhaust shaft is driven by
a tooth chain from the crankshaft. The intake camshaft, in turn, is driven by
a gear drive coming from the outlet shaft.

As a result, only one sprocket is required in the cylinder head, helping to
ensure even more precise valve timing and keeping the cylinder head slender
and compact.

Mod fi ed exhaust valve springs and an optimized tightening mechanism
on the timing chain take the new exhaust valve timing of the K 1300 S and the
requirements created in this way fully into account.

The camshafts are positioned directly above the valves, the geometric layout
of the cylinder head ensured in this manner helping to give the drag arms the
ideal transmission ratio of 1:1, meaning that they are subject to only minimum
bending and flexing loads. As a result, the arms are extremely light and filigree
in their design and construction.

The engine speed limit under regular running conditions is now 11,000 rpm
although the engine would be able to run at far higher speeds in terms of
mechanical engine loads as such. The diameter of the valve crowns, as on the
K 1200 S, is 32 millimeters or 1.26" on the intake side and 27.5 or 1.08" on
the exhaust side. In the interest of higher torque, the intake ducts are specially
machined around the valve seat rings.

High compression for maximum efficiency.
The modified shape of the combustion chambers with their fl at ceiling
guarantees very high geometric compression with a thermodynamically
favorable, largely fl at piston floor on the K 1300 S. With its compression
ratio of 13:1, the power unit of the K 1300 S again comes right at the top in
the series production motorcycle market, offering an ideal combustion
process and optimum efficiency.

Dry sump oil supply.
The K 1300 S features dry sump lubrication introduced on the K 1200 S and
proven over many years ÔÇô the same technology as is largely used on racing
engines. Apart from superior operating qualities and reliability even under
extreme conditions, dry sump technology quite unique in this segment keeps
the crankcase low and fl at and therefore ensures a low position of the engine
and a low centre of gravity. By leaving out the usual oil sump, the entire engine
may be fitted 60 millimeters or 2.36" lower down than a conventional power
unit.

The oil reservoir comes in a tank fitted in the frame triangle behind the engine.
A dual oil pump operating at the rear of the crankcase and driven by a chain
from the clutch shaft draws in lubricant from the oil reservoir and feeds
the compressed oil first to the oil filter (main flow filter). Easily and conveniently
accessible from outside, the oil fi lter is positioned on the lower left side of
the crankcase.

From there the compressed oil flows into the main oil pipe in the crankcase
and is spread out through internal holes to the lubricating points. The oil
fl owing back, in turn, gathers at the lowest point in the crankcase formed by
a bulge in the lower lid.

The second pump then delivers the oil fl owing back first to the oil cooler
and from there to the oil tank, forming a reflow system patented by BMW.
The larger oil cooler is integrated beneath the headlight in the aerodynamically
optimized front fairing for superior aerodynamics. In the interest of consistent
lightweight technology, finally, the oil cooler pipes are made of aluminum.
The oil level is checked conveniently and easily by means of a transparent
plastic pipe at the outside of the oil reservoir. This patented hose-like pipe also
serves to drain oil from the tank during maintenance. Capacity of the oil tank
is 4.2 liters or 0.92 imp gals.

An oil level warner is available as an option in conjunction with the likewise
optional on-board computer.

Perfect cooling concept for a good thermal balance.
The innovative but already proven cooling concept helps to give the power
unit of a K 1300 S optimum thermal balance. The flowof coolant is spread out
between the cylinder head and the cylinders by appropriately dimensioned
pipes at a ratio of 73:27.

The coolant flows crosswise through the cylinder head, entering the hotter
exhaust side when the it is at its lowest temperature. Precisely where the
thermal load is most sign fi cant, therefore, thorough cooling of the cylinder
head helps to quickly dissipate heat and ensures an optimum temperature
balance. The reduced flow of coolant through the cylinders helps to warm
up the engine even more quickly and thus reduces cold running wear as well
as friction, an advantage also in the interest of enhanced fuel economy.
The water pump fastened on the left side of the cylinder head is driven by the
intake camshaft. This specific arrangement and the direct injection of coolant
into the cylinder head make the usual pipes superfluous, with all remaining
hoses leading to the radiator being kept extremely short. And with the engine
requiring only two liters of coolant, the entire structure again helps to save
weight.

The patented radiator carried over from the K 1200 S is trapezoidal in
shape and bent in its contours. Again helping to improve the centre of gravity,
the radiator is fitted at the front of the motorcycle beneath the fairing. Through
its high standard of efficiency and aerodynamic optimization of the fairing
and flow conditions, the radiator requires a relatively small surface of only
920 cm?? to reliably dissipate heat under all conditions. A further advantage
is that the integrated thermostat keeps the warm-up periods very short. And
last but not least, the dirt protector fitted in front of the radiator is likewise
optimized for perfect aerodynamics.

Optimum arrangement of all ancillary units.
To keep the engine as slender and compact as possible, the electrical
ancillaries and their drive units are fitted behind the crankshaft in the open
space above the gearbox. The alternator, in turn, is driven by the primary
gear on the clutch, developing maximum output of 580 W and maximum
electric power of 50 Amps. The pre-shaft starter is connected to the
engine by a freewheel drive unit operating on the alternator drive gear.

Power transmission ÔÇô reinforced multi-disc oil bath clutch,
optimized cassette gearbox and HP Gearshift Assistant.
For the first time in the history of shaft-drive BMW motorcycles the
predecessor to the K 1300 S, the K 1200 S, came with a multi-plate oil bath
clutch with friction plates measuring 151 mm/5.94" in diameter as well as
a gearbox integrated in the engine housing by angular drive.

Given the compact dimensions and the concentration of masses ensured
in this way, this configuration continues to offer sign fi cant benefits and is
therefore also featured in the new K 1300 S. The clutch has however been
upgraded through optimized linings and mod fi ed plate operating springs
to the higher power and torque of the engine. At the same time dosage of the
clutch, the operating force required and the engagement travel of the clutch
have also been optimized by increasing the size of the slave cylinder from
32 to 34 millimeters (1.26 to 1.34").

In designing and laying out the gearbox at the time, BMW did not take
the usual approach. Instead, the gearbox was conceived as a separate unit
for subsequent installation, a so-called cassette gearbox. This concept
comes straight from motorsport, where it allows parts to be exchanged quickly
and easily and where individual gears with different ratios may also be
interchanged as required. In series production, on the other hand, this concept
provides the option to pre-assemble the entire gearbox as one unit, offering
advantages in the assembly process.

The dog-shift two-shaft gearbox is slender in design and extra-light. The
gears are shifted by a shift cylinder, shift forks and sliding wheels to create
a positive engagement.

The gearbox has been upgraded and modified for the new K 1300 S, with
the shift forks, the shape of the dog-shift units and the geometry of the gears
themselves being optimized in the process. The gears are now contoured
differently at the rear and the shift forks come with a three-point rest replacing
the former two-point base.
To reduce weight the hollow shift cylinder is made of high-strength aluminum
alloy and runs in anti-friction bearings. The shift forks are made of steel and
are lubricated by compressed oil. To reduce the length of the gearbox, the two
gearbox shafts are positioned above one another. The gears themselves are
in straight-tooth configuration benefiting not only the degree of efficiency but
also the overall width of the gearbox.

The K 1300 S features a new shift lever with an ergonomically optimized
pivot point. Together with the likewise new anti-friction bearing for the
shift lever this ensures an even more precise and faster gearshift than before.
At the same time gearshift travel is even shorter and more dynamic.
For the first time in the history of large-scale motorcycle production by
BMW and, indeed, for the first time in series production worldwide, the rider
of the K 1300 S is able to shift up with the help of the optional HP Gearshift
Assistant without operating the clutch and, accordingly, without the slightest
interruption of traction and pulling force. To perform this operation the ignition
and fuel supply are interrupted for fractions of a second in the shift process.
The HP Gearshift Assistant introduced for the first time on the HP2 Sport
comes together with the sports footrests available as special equipment.

 

[mika]

Shaft drive to the rear wheel ÔÇô optimized and quite unique in the
sports segment.
As on all large-capacity BMW motorcycles, the rear wheel is driven by
a drive shaft also on the K 1300 S. And since the engine is fitted crosswise,
the shaft comes on two pivots.

The final drive comes with gears adapted to the higher torque of the engine
as well as optimized bearings.

The loss of efficiency resulting from two joints in the drive shaft is often
overestimated and in reality amounts to only a few per cent. Studies show that
as of a certain degree of wear and a certain amount of dirt on the surface,
chain drive develops significantly greater friction reducing the efficiency of the
drive system accordingly, whereas a drive shaft operates free of wear
and maintains its high level of efficiency throughout its entire lifecycle.
The K 1300 S meets the greater demands in terms of power, performance
and torque through a new two-stage shaft configuration which also has
a positive effect on the shift qualities of the gearbox.
The entire rear-wheel drive system is described in detail in the section
on the suspension and the Paralever.


Newly set-up engine management with
cylinder-specific knock control.
The K 1300 S comes with the most advanced DME Digital Motor Electronics
currently available on a motorcycle. This electronic management system
referred to as BMS-K (BMW engine management with knock control) is an
in-house development by BMW Motorrad specifically for the motorcycle
and was already featured on the K 1200 S. The most significant highlights of
this management concept are fully sequential, cylinder-specific fuel injection,
integrated knock control, rapid processing of a wide range of sensor signals
through the most advanced micro-electronics, a compact layout, low weight
and self-diagnosis.

Reflecting the increase in engine capacity and power, BMS-K has been newly
set up on the K 1300 S. This ensures even more spontaneous behavior
under part load while the engine responds even more homogeneously and
softer to the accelerator lever at all engine speeds and loads.
Use of the latest D4 CVE for the Central Vehicle Electronics as management
and control software makes the system future-proof in every respect.

Torque-based engine management with Alpha-n-control.
The K 1300 S features the same torque-based engine management concept
taking a wide range of parameters into account as already used on the
K 1200 S. As an example, the engine management system ensures a smooth
and balanced transition of torque and a sensitive response of the engine to
all kinds of running conditions.

The principle of Alpha-n management with indirect control and monitoring of
the air drawn in via the throttle butterflies at a specific angle and engine speed
has been upgraded to provide the new concept of torque-based engine
management. The engine operating point is based in all cases on engine
speed and the angle of the throttle butterfly determined by a potentiometer.
Then, taking additional engine and ambient parameters into account
(including the engine temperature, air temperature, ambient air pressure), the
engine management system, interacting with control maps installed in
advance as well as specific correctional functions, determines the appropriate
injection volume and ignition timing required.

Fuel injection is fully sequential, with fuel being injected into the intake ducts
exactly in line with the intake stroke of the respective cylinder.

Optimum supply of fuel ensured by variable pressure control.
The fuel supply system does not require a reflow pipe or any other kind of
similar facility, but rather, thanks to variable pressure control, delivers exactly
as much fuel as the engine genuinely requires. Thanks to this fuel volume
control, fuel supply pressure may be varied almost at random in the interest
of optimum fuel/mixture formation. The fuel fed to the engine is controlled
by appropriate operation of the fuel pump, while the fuel/air mixture is
masterminded by an oxygen sensor located where the four exhaust manifolds
come together and precisely determining the composition of exhaust
emissions.

Supreme environmental compatibility, optimized response and even
more precise dosage of the gas lever.
The BMS-K control unit integrates the automatic idle speed control and the
cold start enrichment functions also on the K 1300 S. Idle speed is automatically
raised to a higher level when required in the engine warm-up phase
and is controlled by a so-called ÔÇ£idle stepperÔÇØ (fully controlled bypass ducts
for additional air) integrated in the airbox and the appropriate injection of fuel.
The entire idle system has been set up anew on the K 1300 S.
The throttle butterflies on the K 1300 S measuring 46 millimeters or 1.81"
in diameter come with a new, desmodromic operating system, each with an
opening and closing cable, again in the interest of even more precise gas
dosage.

As an additional feature, the position of the butterflies predetermined by
the gas lever is precisely controlled and maintained by a step motor serving
to optimize engine response and gas dosage to an even higher standard.
With various functions being integrated and combined with one another,
the entire fuel supply system is extremely light. The three-piece injection rail
is made of plastic and comprises the fuel pressure sensor. The rod-shaped
high-energy ignition coils housed in the cylinder head, finally, help to make the
engine management system even more efficient.

High compression and knock control for enhanced fuel efficiency.
Fuel consumption of the K 1300 S at 90 km/h or 56 mph is 4.7 liters/100 km,
equal to 60.1 mpg imp, and increases at 120 km/h (75 mph) to 5.3 liters
(equal to 53.3 mpg imp) of premium plus. Considering the significant increase
in power and performance, this again sets a new record in the sports motorcycle
market. To a large extent this improvement is attributable to the
very high geometric compression ratio only possible with anti-knock control.
On the anti-knock control system two body sound sensors positioned
between cylinders 1 and 2 and, respectively, 3 and 4 determine even the
slightest knocking phenomena in the combustion process. The electronic
engine control unit will then respond immediately by taking back the
ignition angle (retarding the ignition), thus protecting the engine from possible
damage.

Conceived under regular conditions for unleaded premium plus (RON 98), the
engine, thanks to knock control, may also run on RON 95 premium without
any risk of damage and without requiring any manual intervention on the part
of the rider. Should the quality of fuel drop to an even lower level, however,
the engine will lose some of its peak power and fuel consumption will increase
accordingly.

The intake system ÔÇô optimized air supply for
an optimum cylinder charge.

With the engine being tilted to a low angle, an airbox fits perfectly directly
above the engine. The four intake manifolds then lead directly and without
the slightest curvature into the airbox which, with its capacity of 10 liters,
makes yet a further contribution to the muscular power and high torque of
the K 1300 S.

The two funnels extending out straight to the front with perfect aerodynamics
thanks to the appropriate position of the airbox have been optimized for
even better and smoother flow conditions. They draw in air from right and left
beneath the headlight in the ram pressure section of the fairing even more
efficiently than before, the ram air effect generated in this process enhancing
the degree of cylinder charge at high speeds on the road.

In the process the intake air flows past two separate paper air filters newly
developed for the K 1300 S and merging at the end of the funnels just where
they lead into the airbox. To ensure simple and straightforward service, the
paper air filters are easy to reach after removing the side panels on the fairing.
Apart from the modern cyclone oil separator serving to purge the engine, the
airbox also contains the newly configured idle system. In order to save weight
and space through the integration of functions, the airbox finally also serves
to hold the battery in position.

New exhaust system ÔÇô three-way catalyst for optimum emission
control, exhaust butterfly for extra torque and a sporting sound.
On the revised exhaust system of the K 1300 S the four individual manifolds
of exactly the same length merge initially into two pipes beneath the gearbox
and then into one single pipe leading on into an extra-large, newly developed
rear muffler (4-in-2-in-1 principle).

The muffler significantly shorter than on the former model and now finished
in sporting hexagonal design offers a capacity of 9.1 liters (K 1200 S: 9.5 liters)
despite its short length and works according to the reflection principle.
Both the outer skin and the all-new interior of the rear muffler now much
lighter than before are made of top-quality stainless steel.

The metal-based catalytic converter with 200 cells/square inch is integrated
exactly at the point where the manifold merges into the rear muffler
and comes with a coating of rhodium and palladium combining superior
temperature resistance with a long service life.

Full maintenance of the strictest noise and emission limits, despite the
increase in engine power and performance, is ensured on the K 1300 S for
the first time at BMW by a butterfly in the collector pipe electronically
controlled and opening up the full cross-section of the exhaust manifold as
a function of increasing engine speed. At low to medium engine speeds the
variable cross-section remains relatively small to build up greater ram pressure
in the interest of extra torque and pulling force, while the full cross-section
opened up at higher engine speeds serves to develop maximum power and
a sporting sound.

Apart from making an important contribution to the even more muscular
torque curve and improving the motorcycleÔÇÖs riding characteristics in the
process, the new muffler offers a powerful sound pattern full of character but
nevertheless in full conformity with legal standards. And last but certainly
not least, the hexagonal shape of the muffler allows the rider to lean over to
a low angle in bends for a sporting style of riding pleasure.

The entire muffler system made of stainless steel weighs a mere
9.4 kilos/20.7 lb (K 1200 S: 10.4 kilos/22.9 lb) and is therefore the lightest and
most compact exhaust system with a fully controlled catalytic converter in
this segment of the market. All other manufacturers require an exhaust system
with two mufflers.

The K 1300 S is also available with a very light and sporting slip-on muffler
made of titanium and featuring a carbon cover as special equipment from
Akrapović?«.

ASC for even greater safety when accelerating.
The K 1300 S comes as an option with ASC Anti-Spin Control fitted at
the factory and taking the significantly greater power and torque of the new
four-cylinder into account.

Particularly on a high-torque motorcycle and on road surfaces varying
frequently, ASC is a very sensible addition to ABS, preventing the rear wheel
from spinning when accelerating and thus losing lateral stability, which
otherwise might make the rear end swerve out of control.

By comparing the speed of the front and rear wheels with the help of the
ABS sensors, the electronic control unit determines when the rear wheel is
spinning, engine management taking back the ignition angle and intervening
in the fuel injection process to reduce engine power accordingly.

The particularly sporting rider also has the option to deactivate ASC
while riding and is also able to switch off ABS as long as the motorcycle
is at a standstill before setting out.

Innovative suspension technology with optimized suspension
geometry, springs and dampers.
The suspension geometry of the new K 1300 S has been upgraded in the
interest of even more neutral behaviorin bends and an even higher standard
of agility. This is achieved by modifying the wheel carrier in its production
process and by the use of a Duolever with a newly designed lower longitudinal
arm.

With the K 1200 S entering the market in 2004 as the worldÔÇÖs first production
motorcycle to feature ESA Electronic Suspension Adjustment, the new
K 1300 S now goes a step further four years later: As before the springs and
dampers may be adjusted electronically at the touch of a button ÔÇô but now the
spring rate may also be modified by the rider.

The front wheel suspension again features the Duolever launched in 2004
as another world-first achievement, the lower longitudinal arm formerly made
of forged steel being replaced on the K 1300 S by a new longitudinal arm
made of forged light alloy. This reduces unsprung masses by approximately
1 kg in the interest of an even more sensitive and transparent response and
steering behavior of the Duolever kinematics.

The rear wheel suspension uses BMW MotorradÔÇÖs proven lightweight
Paralever, the modified and now even firmer set-up of the rear spring strut
taking the sporting and dynamic character of the K 1300 S into account.
Together with the riderÔÇÖs seating position, appropriate interaction of
the suspension and the position of the engine ensures not only a low overall
centre of gravity with ideal mass concentration on the new K 1300 S, but
also perfectly balanced, ideal wheel load distribution of 50:50.

As on the former model, the central load-bearing component is the main
frame in bridge configuration. In this case the frame is a welded combination
of internal high-pressure moulded elements (IHM profiles) for the bent
profile units at the side and extrusion-pressed profiles together with die-cast
components for the frame head and the lower section of the swing arm
bearings.

 

[mika]

1.3 Suspension and Running Gear.
A high-precision welding robot subsequently assembles the components in
the in-house Aluminum Competence Centre at the BMWÔÇÖs Berlin Motorcycle
Plant to form an extra-stiff overall frame. And with the engine being tilted
to an extreme angle, the profile bars of the main frame run above the cylinder
head, unaffected by its width. This allows ideal configuration of the frame,
which can be kept slim and slender as a result.

This superior configuration is also supported around the swing bearing by
the Paralever allowing the footrests to be positioned low down while
nevertheless enabling the rider to lean the motorcycle over in a bend by more
than 50o (measured geometrically) thanks to the overall configuration of
the suspension and power unit.

Together with the Duolever front-wheel suspension, the low configuration of
the frame ensures a very good flow of power and, accordingly, keeps the
forces acting on the frame structure to a minimum. Overall weight of the main
frame is a mere 11.5 kg or 25.4 lb.

The power unit is bolted firmly to the frame at six points and acts as a
stiffening unit without performing any load-bearing functions. The light rear
frame is made of square aluminum profiles welded to one another and is
bolted on to the main frame at four points.

Reflecting the true style of a genuine sports machine, the K 1300 S comes
in regular trim with only one side-stand. A main stand is however available
as special equipment and may be retrofitted within a matter of minutes.

The BMW Duolever ÔÇô perfect front-wheel suspension.
The Duolever ensures superior riding precision and directional stability,
together with superior suspension comfort and clear feedback. It offers even
the sporting and ambitious rider an unparalleled feeling of safety in every
situation.

The front-wheel suspension is indeed the elementary component of a motorcycle
in terms of riding precision and comfort. Realising this fact at a very
early point in time, BMW has indeed introduced a series of innovations on the
front-wheel suspension throughout the 85-year history of the Company.
The first hydraulically dampened telescopic fork on a production motorcycle
(1937), the longitudinal swing arm (ÔÇÖ50s and ÔÇÖ60s), long-stroke comfort
telescopic forks (ÔÇÖ70s) and the Telelever (1993) were and still are milestones
in motorcycle technology invented or at least enhanced by BMW Motorrad
and introduced by BMW for the first time in series production.

Prior to the launch of the K 1200 S in 2004 the Telelever was the only
front-wheel suspension system able to achieve genuine success in the market
next to the telescopic fork still playing a dominating role at the time. And this
is no surprise, considering that the Telelever offers superior functions and
comfort features and is the optimum solution for BMWÔÇÖs range of Boxer
motorcycles.

The K 1300 S, like its predecessor, now offers an even better solution for
a sports motorcycle with perfect kinematics ÔÇô the Duolever. In this case
a square configuration of arms made up of two almost parallel longitudinal
struts able to swivel within the frame support the wheel bearing and allow the
wheel to move up and down in a steady stroke wherever required.
The wheel bearing newly finished for the K 1300 S as an extra-light and
high-strength aluminum alloy casting is connected to the longitudinal arms
by two ball joints and is therefore able to perform an appropriate steering
function.

The steering axis is the straight line between the two ball joints, steering
movements being transmitted and the entire system being separated from the
wheel moving up and down by a scissor-like bar assembly. The handlebar,
finally, rests in conventional configuration in the frame head turning as desired
in the appropriate direction.

A central spring strut pivoting on the lower longitudinal arm provides the
spring and damping action required to give the K 1300 S an even firmer
set-up for enhanced feedback to the rider. The geometry of the two
longitudinal arms allows the wheels to perform virtually ideal movements,
as required in a given situation. The wheel is able to move up and down
on account of the kinematic configuration of the overall system in an almost
straight trajectory minimising any change in castor and wheelbase as a
function of spring travel.

The wheel movement curve is slightly inclined to the rear allowing the wheel
to follow bumps on the road in a natural motion in the inbound and rebound
process, avoiding and setting off the impact of bumps on the road surface.
In combination with the low-friction rotational movement of the longitudinal
arms, spring action thus always remains smooth and supple even under high
lateral forces or impacts. This allowed the engineers at BMW Motorrad to
choose a firm set-up without making any noticeable concessions in terms
of riding comfort, thus achieving the optimum result for a sports motorcycle.
And with wheel forces resting on the longitudinal arm positioned far down
(with short leverage to the wheel/road contact point), forces and momenta are
fed into the frame in a smooth process, again reducing any loads acting on
the frame structure.

The front-wheel suspension combines supreme stiffness with minimum
weight, since the design and configuration of the wheel carrier may be freely
chosen also in its contours due to the cast structure and may therefore be
adapted precisely to the force curves. Appropriate wall thickness determined
spec fi cally according to local load conditions reduces the weight of the frame
without forfeiting any strength or stiffness. And taking the main direction of
forces into account, the longitudinal arms are set up mainly to absorb forces in
their longitudinal direction, that is inbound and rebound forces, a structure
which again makes them particularly stiff.

The lower longitudinal arm previously made of forged steel is replaced by
a light-alloy forging on the K 1300 S. Through its light but nevertheless
extremely stiff configuration, this new arm guarantees an even more sensible
and transparent response, at the same time reducing unsprung masses
by approximately 1 kg. Hence, the overall structure weighs a mere
12.7 kg/28.0 lb, as opposed to 13.7 kg or 30.2 lb on the K 1200 S.
The geometry of the spring strut pivot point follows a slight progression,
with 115 mm or 4.52" of spring travel (60 mm/2.36" inbound, 55 mm/2.16"
rebound). At 32o right and left, steering lock complies with the usual standard
in this class.

A new feature is the upper fork bridge on the new K 1300 S which, through its
open design, helps to save weight and gives even greater emphasis to the
sporting and dynamic character of BMWÔÇÖs new high-performance machine.
Through its kinematic behavior, the Duolever also serves to set off brake
dive, which remains virtually unchanged throughout the motorcycleÔÇÖs
complete range of spring travel. Longitudinal forces acting on the front wheel
when applying the brakes cause hardly any inbound spring action, only the
dynamic distribution of wheel loads leading to a certain dive effect giving
the rider through the telescopic fork the usual feedback on how hard he is
applying the brakes. Hence, the Duolever combines the feedback from
the front wheel so important to the sports rider with the comfort and safety
benefits of an anti-dive set-up.

Paralever swing arm and optimized lightweight drive shaft.
Shaft drive is indispensable for a BMW motorcycle with its large engine ÔÇô not
just for reasons of tradition, but primarily because of the well-known functional
benefits of a drive shaft.

The challenge in developing the drive shaft this time was to minimize the
greater unsprung masses versus chain drive to such an extent that the rider
would not even feel the difference.

An advantage was that the light and stiff drive shaft unit with its Paralever
swing arm featured for the time in the R 1200 GS in early 2004 and then
again in the K 1200 S, is ideally suited as a lightweight construction for the
K 1300 S.

The Paralever swing arm made of a high-strength cast aluminum alloy was
redesigned for the K 1300 S in order to make allowance for the change in
dimensions resulting from the upgraded ESA II electronic suspension around
the rear spring strut.

As before, the swing arm is particularly light since, in its design and
dimensions, it follows precisely the defined loads also on the K 1300 S.
Despite its low weight, the swing arm is stiffer than most conventional swing
arm constructions. Geometrically, it is set up for 90 per cent anti-dive,
the swing arm pivot point beneath the front universal joint on the drive shaft
helping to make the swing arm mount appropriately slender and allowing
installation of the footrests at a lower point.

The swing arm mount itself is positioned on the stiff main frame made up
at this point of a highly stable cast light-alloy structure. Forces acting on the
final drive housing are guided above the swing arm, providing space for fitting
the brake caliper below. The advantages, again, are a better thermal balance
and easier removal of the wheel whenever necessary.

The pivot point for the final drive housing in the swing arm is beneath the
drive shaft axis, the overall system made up of six pivot points being set
up kinematically to avoid any effective changes in length on the drive train
throughout the entire range of spring travel. Hence, there is no need for
additional length and tolerance compensation.

On the K 1300 S the spring strut comes with even firmer suspension and
damping to provide even better feedback. Accordingly, the strut pivots via
a lever building up approximately 30 per cent progression near the pivot point,
and resting via a boom arm on the main frame. This progression ensures
a sensitive response of the suspension together with improved traction while
nevertheless offering sufficient reserves for riding with a passenger.

The final drive housing is tailored to the inner contour of the angle drive,
avoiding even the slightest waste of space. And being calculated with utmost
precision, the crown wheel, finally, is very light in order to save additional
weight.

To meet the greater demands for power and torque, the new K 1300 S comes
with a newly developed two-stage drive shaft also offering advantages in
the use and operation of the gearshift, as well as a final drive unit with a larger
module.

For reasons of weight, the wheel flange is made of aluminum. Through its
larger diameter, the flange gives the wheel perfect support, again allowing
weight to be saved around the hub of the rear wheel. The optical highlight of
this compact and elegant lightweight structure is of course the 50-millimetre
hole drilled into the axle shaft and axle drive housing which, through its large
surface and floweffects, enhances the removal and dissipation of heat from
the final drive.

 

[mika]

Electronically adjustable ESA II suspension ÔÇô
now adjustable at the touch of a button not only for spring
and damper action, but also in its spring rate.
Suspension is provided front and rear by extra-firm gas-pressure spring
struts on the K 1300 S. Spring travel is 115 millimeters or 4.52" up front and
135 millimeters or 5.31" at the rear.

In standard trim the rear spring strut allows infinite adjustment of damping
forces in the rebound mode. And to adjust to various loads and forces,
the spring base may be varied by a hand wheel infinitely over a range of
10 millimeters or 0.39".

As an option at extra cost the rider of the new K 1300 S may adjust not only
damping on the front and rear spring strut as well as the spring base (spring
pre-tension) of the rear spring strut, but now also the spring rate at the rear
and, accordingly, the ÔÇ£hardnessÔÇØ of the spring ÔÇô and all this conveniently at the
touch of a button.

This is done by ESA II Electronic Suspension Adjustment setting the suspension
most conveniently and more precisely than ever before to the riderÔÇÖs
particular preferences and the load the motorcycle is carrying. The result is a
new dimension of riding stability and excellent response under all riding and
load conditions.

ESA II is the worldÔÇÖs first system for electronic suspension adjustment on a
motorcycle offering such a wide range of adjustment options: The rider is able
to adjust both the spring base and the spring rate as well as the damper
inbound and rebound motion on the rear wheel. On the front wheel, in turn,
adjustment is limited to rebound damping.

To make this control function as simple and straightforward as possible and to
avoid false settings, the rider only has to enter the current load condition
(ÔÇ£soloÔÇØ, ÔÇ£solo with luggageÔÇØ and ÔÇ£with passenger and luggageÔÇØ.) Adjustment of
the appropriate spring base and spring rate is then automatic, with the system
adjusting the individual values to one another.

Depending on his style of riding, the rider may also choose the Comfort,
Normal or Sports mode, electronic management then applying this data to
determine the appropriate damping rates in accordance with the optimum
parameters saved in the Central Vehicle Electronics (CVE) and applying these
parameters accordingly.

In all, this allows no less than nine different adjustment variants on the new
K 1300 S.

Thanks to this additional adjustment of the spring rate, the ride height of the
motorcycle may be adjusted perfectly to various load conditions, ensuring an
even higher standard of riding stability, handling and comfort at all times. Even
under high load, therefore, this maintains the riderÔÇÖs full freedom in leaning
over to a low angle in bends and thus allows a sporting style of riding. And last
but not least, adjustment of the spring rate dramatically reduces the risk of the
springs sagging and giving way.

The rider is even able to change the current damper setting (Normal, Sports,
Comfort) while on the road, again at the simple touch of a button. For
reasons of function and safety, on the other hand, the spring base may only
be changed when the motorcycle is at a standstill. While the damper
rate is modified by small step motors on the damper itself, the spring base is
adjusted by an electric motor together with a special transmission.
The spring rate and its control map are modified by a plastic element
(Elastogran) which, in combination with a conventional coil spring, takes up
forces in the inbound stroke. During the inbound stroke motion the deflection
of this element to the side is limited, depending on the setting chosen,
by a sleeve pushed into position with the help of a step motor acting like
a stronger and firmer spring.

This almost completely eliminates any sagging motion of the rear end in the
inbound stroke and any change in suspension geometry otherwise caused
in this way. So with the rider adopting the same style and riding in the same
style, the K 1300 S is just as stable on the road when carrying its full load as it
is when the rider is riding solo.

Should the rider change the damper rate by pressing the button while riding,
ESA II will adjust the spring rate accordingly, again maintaining the normal
dynamic set-up of the suspension in virtually every situation. This is made
possible by a particularly powerful step motor in a position to vary spring rate
also under load. Accordingly, the appropriate spring rate is maintained under
all conditions with every damper setting chosen.

In the Sports setting the normal set-up of the machine is modified for even
better handling and the rear end of the motorcycle is raised up. This shortens
wheel castor, which remains at the same consistently higher standard
regardless of the load the motorcycle is carrying.

Wheel load at the front, in turn, remains consistent, depending on the
spring rate chosen in advance. This ensures the same level of riding and
brake stability as well as superior steering precision at all times.

Additional adjustment of the spring rate provided by ESA II makes it possible
to increase the spread of settings in the Sports, Normal and Comfort
programs versus ESA I, the rider thus benefiting from an ever wider range of
adjustment options on the road. In other words, the Sports mode offers even
greater dynamics and precision, the Comfort mode ensures an even higher
standard of comfort together with excellent stability.

Wheels and tires ÔÇô extra stable lightweight wheels,
rear tire in new dimensions.
The light-alloy cast wheels on the K 1300 S are already well-known from
the K 1200 S. The particular shape and design of the wheel spokes were
determined by means of an innovative, bionic calculation model, a type
of calculation based on the building principles and structure we see in nature.
In this process, proceeding from load data and tightening conditions on the
fastening points, the optimum design and shape of the components is
calculated step-by-step. Indeed, even the looks of the motorcycle benefit from
this method, with both the front and rear wheel looking light, filigree and
dynamic.

While similar in their looks, the wheels differ in their construction and method
of production: On the front wheel the brake discs are connected directly to
a stable wheel star without any carrier elements. These five radial arms
extending out of the hub split up and support the wheel rim equally and
consistently by ten cast spokes. The fork arrangement is tangential, with
radial spokes giving the front wheel excellent radial stability and taking
up a high wheel load. At the same time the front wheel takes up the main
load exerted by high circumferential forces (when applying the brakes).
This special wheel design and configuration ideal for taking up even heavy
loads helps to keep the spoke structure particularly stylish and even filigree in
its finish, serving not only to minimize weight, but also to create a particularly
light and even transparent look.

On the rear wheel the rim is likewise supported by ten spoke arms with similar
orientation. These spokes are not split up into individual sections, but rather
extend all the way to the wheel hub itself. The brake disc, in turn, is bolted on
to the wheel flange.

Dirty fingers and tedious groping around in checking tire pressure is now a
thing of the past, since the tire valve is integrated in one of the spokes at the
side, allowing convenient access in virtually all positions of the wheel.
Wheel dimensions are 3.5" x 17 at the front and 6.0" x 17 at the rear. While
on the new K 1300 S the front tire, as on the former model, measures
120/70-ZR17, the rear tire formerly measuring 190/50-ZR17 is now being
replaced by a 190/55-ZR17 tire in the interest of even more harmonious
riding behavior.

 

[mika]

EVO brake system and BMW Motorrad Integral ABS both
featured as standard.
The K 1300 S features the EVO brake system already well-known from the
previous model and proven in the market everywhere, that is the same
superior system also featured in BMW MotorradÔÇÖs other Boxer and K-Series
models.

The brake lines on the EVO brake system are clad in steel for extra protection,
brake discs measuring 320 millimeters or 12.6" up front and 265 millimeters
or 10.4" at the rear ensuring maximum stopping power also from very high
speeds and under high loads.

The EVO brake system has proven its additional qualities such as the
extremely fast build-up of brake pressure and minimum operating forces
even when applying the brakes all-out in many tests.

Given all these qualities, the EVO brake system from BMW ÔÇô EVO stands
for evolution ÔÇô is already acknowledged in the market as one of the safest and
most effective brake systems available.

The EVO brake system is featured as standard also on the new K 1300 S
together with BMW Integral ABS likewise well-known from BMWÔÇÖs other
models, in this case in the particularly sporting and dynamic semi-integral
variant. ÔÇ£Semi-integralÔÇØ means that when pulling the handbrake lever
both brakes (on the front and rear wheel) are activated while the footbrake
lever acts only on the rear-wheel brake.

Integral ABS was already adapted to the sporting configuration and style
of the K 1200 S and has now been enhanced further in its control features.
Since the sports rider wants to be able to dose the brakes smoothly and
consistently with precise feeling, specifically this requirement has been taken
into account, ensuring that even when applying the brakes all-out on the
K 1300 S there is virtually no risk of the motorcycle toppling over ÔÇô also thanks
to the low centre of gravity and the particular geometry of the suspension
interacting with the kinematic configuration of the Duolever.

In other words, the rider is able to make full use of maximum tire grip also
in the ABS brake mode, enjoying maximum safety even in an extreme braking
manoeuvre.

New generation of switches, modified instruments,
LED rear lights and HP instrument cluster as special equipment.
New electrical switch units.
The K 1300 S boasts a brand-new generation of switches and manual
controls also to be introduced on all upcoming BMW motorcycles. Using
MID (Moulded Interconnect Devices) technology, the new switch units are far
smaller and more compact and stand out through an even higher level of
functional convenience, clear design and optimum accessibility.
The formerly separated functions for the direction indicator lights left and right
are now grouped in one and the same function on the left-hand side of the
handlebar to avoid any confusion of the direction indicators and the horn. And
as a further change, the hazard warning fl ashers are now operated by a
separate switch within easy and convenient reach on the left-hand handlebar
control. The functions for the low and high beam as well as the lights fl asher
are all combined in one switch easy to reach with your left index fi nger.
To ensure even easier and more convenient operation, the knob for the
handlebar heating has been moved up. And in accordance with practical
requirements, the functions for the starter and kill switch are combined in one
toggle switch unit, ensuring that even with inadvertent operation of the kill
switch the starter with the ignition interrupted cannot be operated by mistake
and subsequently empty the battery.

Operation of the ESA II and ASC systems formerly controlled by two separate
switches is now also combined in one toggle switch.

Given this new technical configuration, the rider is able to operate twice as
many functions as before with the same number of switches. This is an
important factor in handling future equipment not yet known today, let alone
fitted on the machine.

To begin with, the switch operating the heated handles on the K 1300 S
has been integrated in compact dimensions and within easy reach on the
right-hand side of the handlebar. The indicator showing the current position
of the handlebar heating switch, in turn, is now integrated in the instrument
cluster display.

 

[mika]

1.4 Electrics and Electronics.
LED rear lights in clear glass look.
Matching the sporting, dynamic appearance of the new K 1300 S, this is the
first model in BMWÔÇÖs four-cylinder series to be fitted as standard with a LED
rear light in clear glass look. The use of light-emitting diodes taking the place
of conventional bulbs guarantees unimpaired and maintenance-free operation,
and extends the service life of the lights several times over.

Digital instrument cluster in new design.
The extra-light instrument cluster on the K 1300 S based throughout on
digital technology comes with a newly designed speedometer and rev counter
as well as the typical BMW Info-Flatscreen. This Information Display offers
the rider permanent information on the temperature of the coolant, the
remaining level of fuel in the tank, the time of day, and the gear currently in
mesh.

Wherever ESA II Electronic Suspension Adjustment is fitted as an optional
extra, the system also provides information on the current set-up of the
running gear. Further information available on demand in this case is the
current mileage of the motorcycle, trip mileage and ÔÇô once the level of fuel
has dropped to reserve, the range still remaining.

Any defects or interruptions in operation are presented in the Display together
with a text message on what has gone wrong. The entire instrument
cluster, incidentally, is controlled by a photoelectric cell and is automatically
illuminated once it gets dark.

HP Instrument Cluster as special equipment for sports riding.
For very sporting purposes and competitive events, for example on the race
track, the new K 1300 S may be equipped with the HP Instrument Cluster
already well-known from the HP2 Sport as a special feature.

Developed in close cooperation with the German data recording specialists
2D Systems, this system comes with a large digital display. In the Road
Mode it informs the rider on typical points such as road speed, engine speed,
mileage, the remaining range on the fuel in the tank and the time spent
travelling so far. During the warm-up phase, in turn, the system offers other
helpful information for extra convenience.

In the Racing Mode, on the other hand, the HP Instrument Cluster provides
additional data such as lap times, maximum engine speed, top speed, or
the number of gearshifts. In addition, the HP Instrument Cluster comes with
eight freely programmable LED lights which the rider may use, for example,
to indicate specific engine speed levels or as external shift indicators.

Large range of functions thanks to the Single-Wire System.
In 2004 BMW Motorrad introduced a brand-new, highly advanced system
serving to network electrical and electronic components in the motorcycle
referred to as the Single-Wire System first in the R 1200 GS and subsequently
in the K 1200 S.

This innovative on-board networking concept is now also featured in the new
K 1300 S and, using electronic and CAN-bus technology (CAN = Controller
Area Network), offers a much wider range of functions than conventional
on-board networks, together with much simpler and more straightforward
wiring requirements.

In this network information is transmitted only through one signal path
(the single wire). And to keep any interference to an absolute minimum, the
path itself is set up as a double-wire system.

The big advantages of this intelligent combination of electrics and electronics
are the weight saved on the wiring harness and various components, the
high standard of robustness and far-reaching diagnostic capacities. Special
electronic equipment may be easily integrated into the network, and in
many cases a simple update is all that is required to expand the system.
The basic principle is that all control units interact with one another via one
single, joint signal path forming one complete network followed by all signals
regardless of their subsequent allocation. This network then provides all
information for all affiliated components.

The signals are allocated to their specific purposes at junction points and
then go specifically to the appropriate electronic consumers in the various
control units. There the information received is processed and subsequently
the functions required are activated in the consuming unit.

With this system there is no need to elaborately wire up each function with its
own wire. This clearly reduces the number of potential deficiencies inevitably
occurring in a conventional on-board network due to the many wires and plug
connections ÔÇô clearly an important factor in the interest of superior reliability.

Communication network and central diagnosis.
All control units form one joint communication network and are able to
exchange data among themselves. This allows simple and comprehensive
diagnosis of the overall system from one central point. The electronic ÔÇ£brainÔÇØ
filters out insignificant data and interference signals within a defined
tolerance, making the system largely immune to interference such as
electromagnetic infiltration.

As on the K 1200 S, a total of five control units including the anti-theft warning
system and ABS communicate with one another on the new K 1300 S, the
instrument cluster also serving as a control unit.

The BMS-K Digital Motor Electronics control unit is responsible not only
for the engine management described above, but also transfers all data
to the diagnostic control unit. The Central Vehicle Electrics (CVE), in turn, is
responsible for all non-engine-specific electrical features and components.

On-board network without melt-down fuses.
The entire on-board network makes do without conventional melt-down
fuses. In the event of a short circuit or malfunction, DVE reliably switches off
the function involved, saving information on the cause of the problem
for central diagnosis. This allows quick, spec fi c and to-the-point allocation
of the defect. The big advantage of such electronic management is that
CVE automatically re-connects the function involved every time the motorcycle
is re-started, checking independently whether the defect still prevails.
Since the other functions are not affected by a possible failure along one
of the paths, the entire system as such remains reliable and trouble-free.
The control units also serve as relays, only the starter still being activated
by a conventional relay. A compact alternator generating 580 W at 42 Amps
supplies the electrical system on the K 1300 S, and the maintenance-free
battery has a capacity of 14 Amp-hours.

Electronic immobiliser ÔÇô
anti-theft security of the highest standard.
Like its predecessor, the K 1300 S is equipped as standard with an electronic
immobiliser. Controlled by a transponder integrated in the key, the mobiliser
activates an anti-theft system of the highest standard comparable in every
respect to the anti-theft warning on a BMW car.

Once the ignition key has been inserted into the ignition lock and the ignition
switched on, a chip within the key communicates via the annular aerial in
the ignition lock with the Digital Motor Electronics comprising the anti-theft
warning algorithms.

Via the Challenge Response Process, as it is called, with the engineÔÇÖs
control unit generating a random challenge and the aerial and key responding
appropriately in order identify themselves, a communication process is
initiated between the coded chip data and the immobiliser data, changing
consistently from one start to the next.

As long as the responses from the annular aerial comply with the challenge
set, the engine control unit will release the ignition and fuel injection and the
motorcycle may be started.

This technology is currently the best and safest immobiliser strategy available
in the global market.

Even more dynamic from every angle.
The K 1300 S stands out clearly also in its looks from all other models in the
market, making an even more sporting and dynamic appearance through
its leaner fairing. The overall design of the new K 1300 S combines power
with elegance and sportiness with perfection even more than on the previous
model. Apart from clearly contoured surfaces merging into one another
with their fl owing lines, the upper section of the fairing 18 millimeters or 0.71"
slimmer and therefore even more sporting than before highlights the
dynamic look of the new model.

The different design and contours of the upper fairing section refl ect
the muscular, athletic character and the agility of this sports motorcycle even
more than before. Around the headlight the upper fairing section forms a
black, almost grained surface referred to as the ÔÇ£Split FaceÔÇØ offering an even
more sporting appearance by dividing the large painted surfaces and the
upper fairing on the K 1300 S.

The black intake funnel standing out clearly also disconnects the upper
section of the fairing in its looks, emphasising the sporting appearance of the
machine. And matching this visual highlight, the hydraulic reservoirs fitted on
the two halves of the handlebar for the brakes and clutch now come in smoky
glass look.

A gill-shaped air intake and modified color sections between the black,
satinated fairing wedge and the side surfaces on the fairing make the
lower section of the fairing look even lighter and more sporting. The optical
emphasis on transparency and lightness on all visible technical com -
ponents on the frame, suspension and the wheels underlines the claim of
BMW Motorrad to absolute leadership in technology.

Around the cockpit and leading to the fairing on the main frame, black trim
panels again provide an additional optical touch. And last but not least,
the new, disconnected fork bridge looks even lighter and more dynamic than
before.

In its design the K 1300 S is truly unmistakable, following the successful
design of the former K 1200 S. The new model clearly stands out as an
absolutely unique machine also within the BMW model range. But still the

 

[mika]

1.5 Body and Design.
K 1300 S, in the harmony of its lines and in its expression, is obviously a
BMW and a member of the K-family at very first sight.

Almost every visible part on the motorcycle is also part of the machineÔÇÖs
overall design. First and foremost, however, the design of the new K 1300 S is
determined and shaped by the new fairing, the inner area of the upper fairing
section always in the riderÔÇÖs direct line of vision having been modified for
an even more sophisticated and classy look. And the instruments also come
in new, unprecedented design.

Even more slender, modular fairing.
The slender power unit featured by the new K 1300 S allows the use of a
slender fairing at the top, giving the entire motorcycle a truly slim silhouette
from the front.

The slender front end gives even greater emphasis to the dynamic look of the
entire motorcycle through the V-shaped transition from the upper section
of the fairing into the windshield. This striking V-shape then continues with
a clear subdivision of the individual surfaces into the headlight glass and along
the front mudguard, giving the unique ÔÇ£faceÔÇØ of the K 1300 S an even
more distinctive look than on its predecessor. The direction indicators, finally,
are integrated in the rear-view mirrors in typical BMW style, offering an
exceptionally good line of vision.

On the road the optimized fairing of the new K 1300 S bears out its superior
aerodynamic qualities resulting from a wide range of comprehensive tests
in the wind tunnel. The objective was to maintain best-in-class protection from
wind and weather despite the slender and sporting silhouette of the machine.
Once again, therefore, the emphasis was on riding in relaxed style, and not on
breaking theoretical records such as minimum air resistance.

As before, the flow of air along the fairing is guided by the contours of the
new machine and the convex ÔÇ£spadeÔÇØ design at the sides of the windshield,
keeping wind pressure on the riderÔÇÖs body to a minimum and guiding rainwater
around the riderÔÇÖs shoulders.

Gill-like openings at the top of the side fairing use differences in air pressure
to guide rainwater around the riderÔÇÖs feet to the inside and beneath the motorcycle.
A carefully designed additional splashguard likewise serves to minimize
any contamination at the side and rear.

At the front the shape of the mudguard supports the flowof air to the radiator.
The flowof air to the oil cooler and the coolant radiator is indeed so efficient
that the K 1300 S, despite its high output and supreme performance, requires
only a relatively small radiator surface.

Thanks to the proven modular structure of the fairing, partial disassembly of
fairing components for servicing does not involve a major effort. The front
end made up of two plastic shells is a monocoque structure and offers
a wide range of supports and fastening options for cables and other fairing
components. The headlight, in turn, is a load-bearing element at the front
end, helping to keep the overall structure light and easy to remove and re-fi t.

Headlights with a clear glass cover and reflectors in free-form
surface technology add another striking touch.

Like the K 1200 S, the new K 1300 S comes with a strikingly designed
headlight made up of no less than three light units, one low beam and two
high beams with fully integrated H7 bulbs. The clear glass cover on the
headlight is made of impact- and scratch-proof extra-light polycarbonate. The
reflectors come in free-form surface technology to exactly maintain light
requirements and provide excellent light intensity and illumination of the road
ahead. To change the bulbs, finally, the headlight is easily accessible from
both behind and beneath.

Fuel tank and seat in perfect ergonomic design.
As on the former model, the fuel tank on the K 1300 S is made of light
but strong plastic and offers a capacity of 19 liters or 4.2 imp gals (including
4 liters/0.9 imp gals reserve). To lower the centre of gravity, the fuel tank is
almost in the middle of the motorcycle behind the airbox.

Thanks to the overall package of the K 1300 S, the tank is particularly slender
beneath the rider for optimum knee support and grip. The ongoing shape
and design of the tank follows functional criteria and the space available:
Despite its compact design, the tank offers maximum capacity on minimum
use of material.

Production of the tank in the rotation process provides maximum freedom
in design. This freedom has been used to give the tank fairing even more
distinctive contours creating a very attractive interplay of light and shade,
the individual surfaces taking on a new look from every perspective.
The seat also follows this timeless and highly appealing design language
continuing into the trim panels at the rear. The essential criterion for the
double seat bench designed along the same lines as on the former K 1200 S
is the riderÔÇÖs step arch length, as it is called, measuring 1,810 mm or 71.3".
This is the distance measured along the inside of the riderÔÇÖs legs between his
two feet resting on the ground, considering not only the absolute, geometric
height of the seat, but also the shape and width of the riderÔÇÖs seat at the front,
where he actually sits.

While the seat is not adjustable, its waist-like shape tapering down towards
the fuel tank allows the rider to easily place his feet on the ground and gives
him extremely comfortable knee support at the sides, together with the usual
freedom of movement offered by BMW also for the sporting rider.
The geometric seat height of the regular seat is 820 millimeters or 32.3".
Shorter riders are able, as on the former model, to order a lower seat with
step arch length of 1,750 millimeters or 68.9" and a geometric seat height of
790 millimeters/31.1" as an option at no extra cost, or to have such a lower
seat fitted subsequently at an extra price.

Despite the sporting and slender lines of the machine, the engineers at
BMW Motorrad have given particular attention to an adequately wide seat
area and ample support offered by the seat for both the rider and passenger.
In all, this ensures a standard of seating comfort quite supreme in the sports
motorcycle segment, particularly for the pillion rider.

Despite all its sporting character, the new K 1300 S is therefore just as
suitable for grand touring and riding with a passenger as every other
BMW motorcycle. And last but not least, lashing straps for luggage beneath
the seat again enhance the touring qualities of the K 1300 S.

Optional extras and special equipment offering a wide range
of customisation.
Thanks to its sophisticated ergonomic qualities, the sporting K 1300 S is fully
suitable for long distances and grand tours. A new feature available for the
K 1300 S is a luggage rack upgrading the all-round and touring qualities of the
machine. Indeed, the new luggage rack supplements the existing baggage
features already offered by BMW Motorrad in carrying all kinds of luggage on
the motorcycle.

Further customisation is ensured by the usual wide range of options and
special equipment from BMW Motorrad. Particularly the sports-minded rider
will therefore enjoy the new K 1300 S even more with the HP Gearshift
Assistant, the HP Infodisplay as well as HP trim components made of carbon.
Optional extras are delivered straight from the factory and are fitted during the
production process. Special equipment is fitted by the BMW Motorcycle
Dealer also providing a wide range of retrofitting options.

Optional extras:
ÔÇó Heated handles.
ÔÇó Luggage rack (new).
ÔÇó Low riderÔÇÖs seat (approx 790 mm/31.1", step arch length 1,750 mm/68.9").
ÔÇó Anti-theft warning system.
ÔÇó ESA II (Electronic Suspension Adjustment II; new).
ÔÇó HP Gearshift Assistant (new).
ÔÇó Multi-color paintwork.
ÔÇó ASC Anti-Slip Control.
ÔÇó TPC Tire Pressure Control.
ÔÇó On-board computer including oil level warning.

1.6 Range of Equipment.

Special equipment:
Luggage and storage options:
ÔÇó L uggage rack with installation kit.
ÔÇó Watertight tank rucksack (new).
ÔÇó Watertight tank bag including fastening elements.
ÔÇó Set of sports cases including case supports.
ÔÇó Sports softbag, small, 19 liters/large, 51 liters.
ÔÇó Watertight luggage roll, 53 liters, including fastening belt with tightening
lock.
ÔÇó Multi-strap fastening rope.
Service and technical features:
ÔÇó HP Gearshift Assistant (new).
ÔÇó HP Instrument Cluster (new).
ÔÇó Main stand.
ÔÇó On-board toolkit ÔÇô service kit.
ÔÇó Paddock stand including adapter.
ÔÇó 230 V/110 V battery charger including adapter.
ÔÇó Repair kit for tubeless tires.
ÔÇó Repair instructions for K-models, DVD.
ÔÇó Motorcycle cleaner.
Ergonomics and comfort.
ÔÇó Heated handles with switch unit.
ÔÇó Low riderÔÇÖs seat (approx 790 mm/31.1", step arch length 1,750 mm/68.9").
ÔÇó Windshield, tinted.
ÔÇó HP rider footrests (new).
ÔÇó HP passenger footrests (new).
ÔÇó HP forged wheels, front (3.50 x 17") and rear (6.00 x 17").
Design and sound:
ÔÇó HP carbon seat cover.
ÔÇó HP carbon clutch cover.
ÔÇó HP carbon heat protector for standard muffler (new).
ÔÇó Akrapović?« sports muffler (new).
ÔÇó HP carbon tank cover (new).
ÔÇó HP carbon wheel cover, front.
ÔÇó HP carbon airbox cover.
Safety:
ÔÇó Electronic immobiliser with remote control.
ÔÇó Splashguard at the rear.
ÔÇó First-aid kit, large/small.
ÔÇó Motorcycle cover.
Navigation and communication:
ÔÇó BMW Motorrad ZUMO navigation and communication unit incl support
(new).


1.7 Engine Output and Torque. BMW K 1300 S.
129 kW (9,250 rpm)
140 Nm (8,250 rpm)

Power Unit
Configuration Water-cooled four-stroke straight-four power unit,
two camshafts,
four valves per cylinder
Bore x stroke 80 mm x 64.3 mm (3.15 x 2.53")
Capacity 1,293 cc
Max output 127 KW (175 hp) at 9,250 rpm
Max torque 140 Nm/103 lb-ft at 8,250 rpm
Compression ratio 13.0 : 1
Fuel supply/
engine management
Electronic fuel injection, Digital Motor Electronics
with integrated knock control (BMS-K)
Valve/gas control DOHC (double overhead camshaft)
Diameter inlet 32
Diameter outlet 27,5
Throttle valve diameter 46
Exhaust management Fully controlled three-way catalyst,
EU3 emission standard

Performance/Fuel
Consumption
Top speed 200 km/h (124 mph) +
Fuel consumption
at a steady 90 km/h (56 mph)
4.7 ltr/100 km (60.1 mpg imp)
Fuel consumption
at a steady 120 km/h (75 mph)
5.3 ltr/100 km (53.3 mpg imp)
Fuel grade Premium Plus, unleaded, 98 RON;
automatic knock control also allowing the use of
premium down to 95 RON

Electrical System
Alternator 580 W three-phase alternator
Battery 12 V/14 Ah, maintenance-free

Power Transmission
Clutch Multiple-plate clutch in oil bath, hydraulically operated
Gearbox Dog-shift six-speed gearbox
Primary Transmission 1,559
Transmission, gear stages
I 2,398
II 1,871
III 1,525
IV 1,296
V 1,143
VI 1,015
Secondary drive Drive shaft



1.8 Specifications.
BMW K 1300 S.
Suspension/Brakes
Frame Bridge frame, aluminum,
engine load-bearing
Front wheel guidance/
spring elements
BMW Motorrad Duolever;
central spring strut
Rear wheel guidance/
spring elements
Cast aluminum single swing arm with BMW Motorrad
Paralever; central spring strut with lever system,
spring pre-tension adjustable infinitely by hand wheel
in a hydraulic process, rebound damping adjustable
Spring travel, front/rear 115 mm/135 mm (4.52"/5.31")
Wheelbase 1,585 mm (62.4")
Suspension/Brakes
Castor 104.4 mm (4.11")
Steering head angle 60.4??
Wheels Cast aluminum wheels
Rim dimensions, front 3.50 x 17"
Rim dimensions, rear 6.00 x 17"
Tire, front 120/70 ZR 17
Tire, rear 190/55 ZR 17
Brake, front Double-disc brake, floating brake discs,
diameter 320 mm (12.6"), four-piston fixed caliper
Brake, rear Single-disc brake, diameter 265 mm (10.4"),
double-piston floating caliper
ABS Standard: BMW Motorrad Integral ABS (semi-Integral)
Dimensions/Weight]/b]
Seat height 820 mm/32.3"
(low seat: 790 mm/31.1")
Step arch length 1,810 mm/79.3"
(low seat: 1,750 mm/68.9")
Weight, unladen,
in road trim and with full tank
254 kg (560 lb)
Dry weight 228 kg (503 lb)
Max permissible 460 kg (1,014 lb)
Max load (in standard trim) 206 kg (454 lb)
Useful tank capacity 19 ltr (4.2 imp gals)
Thereof reserve approx 4.0 ltr (0.9 imp gals)
Length 2,182 mm (85.9")
Height (without mirrors) 1,221 mm (48.1")
Width (on mirrors) 905 mm (35.6")

The color concept of the new BMW K 1300 S accentuates the unmistakable
character of this new machine. The non-metallic colors form a strong and
powerful contrast to the black surfaces at the front, giving the K 1300 S an
even more compact and agile look from the side.
The colors available are Light Grey Metallic and Lava Orange Metallic.
The unique multi-color finish in Granite Grey Metallic/Light Grey Metallic
with Magma Red highlights, in combination with wheels finished in
Glossy Black, creates the sophisticated and striking look so typical of
BMW and appealing above all to the sporting, performance-minded rider.
The frame and suspension components on all color variants are finished
in Asphalt Metallic.

1.9 The K 1300 S Color Range.
Making a significant departure from traditional sports motorcycle concepts,
BMW proudly presented the ÔÇ£most powerful naked bike of all timesÔÇØ at the
2004 INTERMOT Motorcycle Show: the BMW K 1200 R. Ever since it
has been a well-known fact that BMW is by all means willing and able to
openly demonstrate extreme power and extroverted design in genuine style.
Now the significantly uprated successor to the BMW K 1200 R is making
its world debut at the 2008 INTERMOT Motorcycle Show in the
BMW Urban Encounter World ÔÇô the new K 1300 R, the most powerful
naked bike BMW has ever built.

Developing maximum output of 127 kW (173 hp) and weighing exactly 243 kg
(536 lb) with a full tank, this extravagant Power Roadster, one of the most
powerful and dynamic machines in its segment, fulfi ls the greatest demands
in terms of riding dynamics without in any way neglecting the particular
wishes and preferences of the BMW customer in terms of safety, equipment
and riding comfort. Hence, BMW remains at the top also in the special
category of Power Naked Bikes.

Even more sporting, superior and dynamic.
The K 1300 R Power Roadster is a high-performance riding machine offering
a perfect blend of performance, riding safety and technical features carried
over from the K 1300 S. So while the drive train and running gear are carried
over from the K 1300 S, they have been modified in this case to meet the
particular requirements of a large-capacity naked bike. The most significant
and outstanding considerations in developing the K 1300 R were indeed
to offer the rider supreme riding pleasure combined with equally outstanding
safety on the road as well as the most sophisticated design features and an
extroverted, masculine look.

Suspension geometry upgraded to an even higher standard than on the
previous K 1200 R gives the K 1300 R even greater agility combined with the
same high standard of riding stability as before. The basic technical data on
the suspension are now the same as on the K 1300 S. In comparison with the
previous K 1200 R, the BMW Duolever front-wheel suspension is now slightly
lower, with the wheelbase of the new model being correspondingly longer.

 

[mika]

2.3 Engine Output and Torque.
BMW K 1300 R.

Power Unit
Configuration Water-cooled four-stroke straight-four,
two camshafts, four valves per cylinder
Bore x stroke 80 mm x 64.3 mm (3.15 x 2.53")
Capacity 1,293 cc
Max output 127 KW (173 hp) at 9,250 rpm
Max torque 140 Nm/103 lb-ft at 8,250 rpm
Compression ratio 13.0 : 1
Fuel supply/
engine management
Electronic fuel injection, Digital Motor Electronics
with integrated knock control (BMS-K)
Valve/gas control DOHC (double overhead camshaft)
Diameter inlet 32
Diameter outlet 27,5
Throttle valve diameter 46
Exhaust management Fully controlled three-way catalyst,
EU3 emission standard

Performance/
fuel consumption
Top speed 200 km/h (124 mph) +
Fuel consumption at
a steady 90 km/h (56 mph)
5.0 ltr/100 km
Fuel consumption at
a steady 120 km/h (75 mph)
5.8 ltr/100 km
Fuel grade Premium Plus, unleaded, 98 RON; automatic knock
control also enabling the engine to run on premium
fuel down to 95 RON

Electrical System
Alternator 580 W three-phase alternator
Battery 12 V/14 Ah, maintenance-free

Power Transmission
Clutch Multiple-plate clutch in oil bath, hydraulically operated
Gearbox Dog-shift six-speed gearbox
Primary Transmission 1,559
Transmission, gear stages
I 2,398
II 1,871
III 1,525
IV 1,296
V 1,143
VI 1,015
Secondary drive Drive shaft

2.4 Specifications.
BMW K 1300 R.
Suspension/Brakes
Frame Bridge frame, aluminum, load-bearing engine
Front wheel guidance/
spring elements
BMW Motorrad Duolever; central spring strut
Rear wheel guidance/
spring elements
Cast aluminum single swing arm with BMW Motorrad
Paralever; central spring strut with lever system,
spring pre-tension with infinite hydraulic adjustment
by hand wheel, adjustable inbound damping
Spring travel, front/rear 115 mm/135 mm (4.52/5.31")
Wheelbase 1,585 mm (62.4")
Castor 104.4 mm (4.11")

Suspension/Brakes
Steering head angle 60.4??
Wheels Cast aluminum wheels
Rim, front 3.50 x 17"
Rim, rear 5.50 x 17"
Tire, front 120/70 ZR 17
Tire, rear 180/55 ZR 17
Brake, front Double-disc brake, floating brake discs, diameter
320 mm (12.6"), four-piston fixed caliper
Brake, rear Single-disc brake, diameter 265 mm (10.4"),
double-piston swing caliper
ABS Optional: BMW Motorrad Integral ABS (semi-integral)

Dimensions/Weight
Seat height 820 mm (32.3") (low seat 790 mm/31.1")
Step arch length 1,810 mm (71.3") (low seat 1,750 mm/68.9")
Weight, unladen,
in road trim and with full tank
243 kg (536 lb)
Dry weight 217 kg (478 lb)
Max permissible 460 kg (1,014 lb)
Max load (with motorcycle
in standard trim)
217 kg (478 lb)
Useful tank capacity 19 ltr
Thereof reserve approx 4.0 ltr
Length 2,228 mm (87.7")
Height (without mirrors) 1,095 mm (43.1")
Width (on mirrors) 856 mm (33.7")
Contrary to the former model, the frame, wheel carriers and drive train come in
the same color on all three color variants of the K 1300 R. This is because
the black engine and suspension components such as the frame and wheel
carriers in Asphalt Metallic symbolise the technical character and sporting
style of the new K 1300 R.

The body colors highlight the newly designed features and the strong
character of the new K 1300 R, in particular the muscular front end
and the slender rear. While Silk Metallic stands for masculine strength
and determination, Lava Orange Metallic creates a sporting, almost
provocative touch.

Reflecting the current Zeitgeist, white is now back in the market, nevertheless
re-interpreted in this case as Light Grey Metallic with a larger share of metallic
components emphasising the three-dimensional presence of a motorcycle
from BMW.

The graphically much more aggressive model designation stands out clearly
but in full harmony on all color variants.

2.5 The K 1300 R Colors Range.
Introducing the new K 1300 GT, BMW Motorrad is opening up new
dimensions in the BMW Touring Encounter World in terms of both riding
dynamics and grand touring qualities, enhancing the CompanyÔÇÖs worldwide
leadership in the Dynamic Tourer segment.

Offering even greater supremacy all along the drive train, an even higher
standard of quality, an aerodynamic fairing enhanced to a new level of
perfection, and a wide range of special equipment, the new K 1300 GT stands
for Gran Turismo of the highest caliber. It combines maximum agility and
sporting riding dynamics with the ideal package for long tours. And with its
engine output 118 kW (160 hp), together with maximum torque of 135 Newtonmeters
(99 lb-ft), the new K 1300 GT also benefits from the increase in engine
size and stands out as one of the most powerful motorcycles in its segment. In
typical BMW style, therefore, the new K 1300 GT meets the greatest demands
in terms of riding dynamics, comfort, safety, and equipment.

Even greater supremacy and dynamic performance.
The new K 1300 GT is a High Performance Tourer featuring the innovative
and proven highlights of the new K 1300 S in terms of performance, riding
safety and technology. The drive train and suspension come largely from the
K 1300 S, but have been adapted in their specific features and details to
all the requirements of a dynamic tourer. The highlights in developing the new
K 1300 GT were enhanced riding dynamics and even greater supremacy
combined with outstanding comfort and optimum qualities for all kinds of
motorcycle tours.

Identical in its basic features with the power unit of the K 1300 S, the engine
has been modified in terms of air flow and guidance. This increases maximum
output over the K 1200 GT by 6 kW (8 hp) to a new record level of 118 kW
(160 hp), with even greater emphasis given to superior torque for even better
traction and pulling force at low and medium engine speeds.

The K 1300 GT also sets the standard in terms of comfort, riding safety
and equipment, not only through its excellent suspension and running gear,
but also through optionally available, electronically adjustable ESA II
(Electronic Suspension Adjustment II) as well as features such as electronic
cruise control, an electrically adjustable windshield, or seat heating controlled
individually for the rider and passenger.

 

[mika]

3. The BMW K 1300 GT.
3.1 Features and Technical Highlights.
An overview of technical highlights:
ÔÇó E ven more traction and pulling force, particularly at low and medium engine
speeds, through the increase in engine capacity.
ÔÇó Engine output 118 kW (160 hp) at 9,000 rpm, peak torque of 135 Newton meters
(99 lb-ft) at 8,000 rpm.
ÔÇó Significant increase in torque from 3,500 rpm.
ÔÇó Fulfillment of the strictest environmental standards through newly set-up
Digital Motor Electronics.
ÔÇó Optimisation of the emission system through rear mufflers modified inside
and a fully-controlled three-way catalytic converter.
ÔÇó Desmodromic operation of the gas lever function for even better and more
precise gas dosage.
ÔÇó Optimized, maintenance-free shaft drive with a new, two-stage drive shaft.
ÔÇó Even greater driving precision and optimized response combined with
maximum riding stability ensured by the optimized Duolever front-wheel
suspension complete with a newly designed lower longitudinal arm.
ÔÇó Second-generation ESA II Electronically Adjustable Suspension and ASC
Anti-Spin-Control as an option.
ÔÇó New, innovative generation of switches and controls with optimized
ergonomics.
ÔÇó Integral ABS (semi-integral) featured as standard for a high level of active
safety.
ÔÇó Wide range of equipment and accessories tailored to the new machine
at BMWÔÇÖs usual high level of perfection.
ÔÇó Seat and handlebar adjustable.
ÔÇó Optimized full fairing.
ÔÇó Electrically adjustable windshield.

Increase for engine capacity for even greater traction and
enhanced performance.
Like the K 1300 S, the new K 1300 GT also benefits from the significantly
upgraded straight-four power unit increased in capacity from 1,157 to
1,293 cc. Maximum output is now 118 kW (160 hp) at 9,000 rpm, with peak
torque of 135 Newton-meters (99 lb-ft) at 8,000 rpm. This equals an increase
in power by 6 kW (8 hp) and an increase in torque by 5 Newton-meters or
3.7 lb-ft.

While the former K 1200 GT did not develop its maximum output until
9,500 rpm, the power unit of the new K1300 GT offers its maximum power
at 9,000 rpm, with more than 80 per cent of the engineÔÇÖs maximum torque
available from just 3,500 rpm. Again versus the K 1200 GT, the torque curve
is significantly better over a wide range from 3,500 ÔÇô 10,000 rpm, following
the objective to offer significantly more traction and pulling force particularly
at low and medium engine speeds.

The torque curve remaining at a high ceiling over a wide range of engine
speed is indeed virtually ideal for the K 1300 GT as a genuine Gran Turismo,
offering even more practical performance and supreme power than its
predecessor, which already set the standard in this segment.

While all features optimized on the engine and drive train of the new K-Series
also benefit the new K 1300 GT, the airbox has been specifically adjusted
to the different air requirements and flowconditions within the engine,
featuring an optimized air fi lter and newly set-up intake funnels versus the
former model.

Rear muffler with new features and new interior design.
The rear muffler newly designed and set-up inside also contributes to the
even ÔÇ£beefierÔÇØ torque curve and enhanced riding qualities of the K 1300 GT,
standing out clearly through its supreme and powerful rumble. Contrary
to the very sports-minded K 1300 S and K 1300 R, the exhaust system on
the K 1300 GT with its substantial damper volume and consistent use
of stainless steel throughout does not require an electronically controlled
exhaust butterfly.

Shift lever running in anti-friction bearings
for an even more precise gearshift.
The optimized anti-friction bearing on the gearshift lever with a corresponding
reduction in tolerance in the transmission of power ensures an even more
precise and faster gearshift than ever before.

Optimized BMW Duolever for minimum unsprung masses.
While the new K 1300 GT is based on the particularly stable suspension
geometry of its predecessor, the unsprung masses of the BMW Duolever
have been reduced even further through the introduction of a newly designed
lower longitudinal arm. Now made of forged aluminum, the new Duolever
gives the motorcycle an even smoother and fi ner response.

Electronically adjustable ESA II suspension.
BMWÔÇÖs new ESA II (Electronic Suspension Adjustment II) suspension is also
available on the K 1300 GT as an option at extra cost.

This allows the rider, apart from the damping on the two spring struts, to also
adjust the spring base (spring pre-tension) on the rear spring strut as well as
its spring rate and spring hardness smoothly and conveniently at the touch
of a button. Hence, he is able to set the suspension most conveniently and
more precisely than ever before to his personal wishes, taking particularly the
load the motorcycle is carrying into account (which is of particular sign fi cance
with the K 1300 GT) and offering a new dimension of riding stability combined
with optimum response under all riding and load conditions.

ESA II is the worldÔÇÖs first electronic suspension control on the motorcycle
offering such a wide range of adjustment options.

EVO brake system complete with BMW Integral ABS.
The new K 1300 GT is equipped with BMWÔÇÖs proven EVO brake system also
featured on the other models in the K- and R-Series. Brake discs measuring
320 millimeters/12.6" in diameter up front and 294 millimeters/11.6" in
the rear guarantee optimum deceleration also from high speeds and under
maximum load.

Featured as standard, BMW Motorrad Integral ABS (semi-integral) not only
fu fi ls the highest demands in terms of safety, but also caters for the wishes
and preferences of the sports-minded rider through its special set-up and
configuration: BMW Motorrad Integral ABS controls the front- and rear-wheels
brakes through the handbrake lever, while the footbrake lever acts only on the
rear-wheel brake.

Even more dynamic in design.
The unusually slender full-fairing with its dynamic contours and excellent
aerodynamic qualities has been carried over from the former model and
upgraded in its looks for the new K 1300 GT.

The new fairing differs from the former unit at the side through an opening
in the side panel and the logo support, giving the K 1300 GT a far more
dynamic appearance.

The inner surfaces of the fairing now fully painted and no longer in the
conventional grain touch convey an even higher standard of quality
and style. And at the same time the inner surfaces are further upgraded
by the instrument panel now finished in a matt, dark metallic color.
Protectors integrated in the side sections reduce the risk of damage in a fall
or accident. Hence, the machine is now well protected should it fall over in an
accident or when not properly parked.

New switch and control units.
The new K 1300 GT boasts a brand-new generation of switches and manual
controls. Using MID (Moulded Interconnect Devices) technology, the new
switch and control units are far smaller and more compact, while at the same
time offering a higher standard of functionality, clear design and optimum
accessibility. The switches for the electrical adjustable windshield, the handle
and seat heating as well as cruise control are all integrated in the control units
on the K 1300 GT.

Newly designed instruments.
Like the K 1300 S, the new K 1300 GT comes with a newly designed
speedometer and rev counter with an even more dynamic layout on its scale.
These two units are supplemented in the digital instrument cluster by
the Info-Flatscreen, an information display consistently providing all the
information the rider requires on data such as coolant temperature, tank
capacity, the time of day, or the gear currently in mesh.

When fitted with ESA II (Electronic Suspension Adjustment II) as an option,
the flatscreen provides additional information on the current suspension
setting. Other data available on request are the current mileage of the motorcycle,
trip mileage and ÔÇô once the fuel level has dropped to reserve ÔÇô the
remaining range. Any deficiencies or defects, finally, are shown in the display
by appropriate signs and symbols.

Electrically adjustable windshield.
The new K 1300 GT comes with the electrically adjustable windshield already
featured and proven on the former model, combining optimum protection
from wind and weather with minimum dimensions. Through its aerodynamic
design and configuration, the windshield guides the wind rushing by round the
rider, relieving his head and upper body of wind pressure also at high speeds.
A further important point is that the windshield may be adjusted electrically
over a range of 100 millimeters or almost 4 inches from the left handlebar
controls, thus consistently meeting the riderÔÇÖs requirements. A higher
windshield (+ 60 mm, almost 2.4") is available as an optional extra, offering
virtually every rider perfect protection, regardless of his size and riding
position, simply by choosing the right windshield and adjusting it accordingly.

Ergonomically designed seat.
To ensure maximum comfort and freedom of movement, the seat, as on the
former K 1200 GT, is designed around the so-called step arch length of the
rider as the decisive criterion for seating quality. This particular measurement
is the distance between the riderÔÇÖs two feet on the ground ÔÇô measured across
the inside of his legs ÔÇô also taking the shape and the width of the seat into
account.

The seat is tapered signficantly around the rider, enabling him to comfortably
place both feet on the ground and bend his knees just as comfortably.
A further point is that seat height may be adjusted as required to 820 or
840 millimeters (equal to 32.3 or 33.1"). And for the somewhat shorter rider
BMW Motorrad offers a lower seat as an optional extra measuring 800 millimeters
or 31.5" in height (adjustable to 820 mm or 32.3ÔÇØ).

Both with a sporting style of riding and when touring, the ÔÇ£ergonomic triangleÔÇØ
made up of the footrests, the seat and the handlebar guarantees maximum
freedom of movement as well as a relaxed style of riding without the slightest
fatigue. And last but certainly not least, the passenger will also enjoy the high
standard of seat comfort so typical of a BMW.

Handlebar adjustable for height.
As on the K 1200 GT, the handlebar is adjustable for height in four levels,
covering a total range of adjustment towards the riderÔÇÖs body of 40 millimeters
or almost 1.6", thus adapting to all kinds of riders of different size and
allowing the rider to choose his ideal seating position at all times.
The height of the handlebar is adjusted very conveniently and easily through
a mechanical thread-and-bolt setting.

Optional extras and special equipment ÔÇô
perfect customisation BMW-style.
The new K 1300 GT stands out as a genuine Gran Turismo through its ideal
combination of sporting performance and touring comfort provided right
from the start even in standard trim. And to raise this standard to an even
higher level, BMW Motorrad offers a wide range of optional extras and special
equipment optimizing this Dynamic Tourer in every respect.

These features will thrill both the demanding Grand Touring rider looking for
maximum comfort on long distances and the technology enthusiast in search
of innovative technical features. The wide range of functional options extends
from an on-board computer through a xenon headlight all the way to the
ESA II (Electronic Suspension Adjustment II) suspension allowing the rider
though simple and optimum adjustment of the spring and dampers to set
the running gear to the riderÔÇÖs current requirements.

Optional extras come straight from the factory and are fitted during
production. Special equipment is fitted by the BMW Motorcycle Dealer
also subsequently after the motorcycle has been delivered.

Optional extras:
ÔÇó Heated handles.
ÔÇó Heated seat.
ÔÇó Cruise Control.
ÔÇó ESA II (Electronic Suspension Adjustment II; new).
ÔÇó Low riderÔÇÖs seat (approx 800 mm/31.5" adjustable to 820 mm or 32.3",
step arch length 1,760 mm/68.9").
ÔÇó High windshield.
ÔÇó Immobiliser.
ÔÇó Xenon headlight.

3.2 Range of Equipment.
ÔÇó On-board computer including oil level warning unit.
ÔÇó ASC Anti-Slip Control.
ÔÇó TPC Tire Pressure Control.

Special equipment:
Luggage and storage options:
ÔÇó Watertight tank rucksack.
ÔÇó Watertight tank bag including fastening elements.
ÔÇó Sports softbag, small 19 liters/large 51 liters.
ÔÇó Watertight luggage roll, 53 liters, including lashing belt with tightening lock.
ÔÇó Luggage spider.
ÔÇó Impact protector for system cases, left or right.
ÔÇó Inner bag for system cases, left or right.
ÔÇó Topcase, large, in white aluminum, 49 liters including attachments and
locking cylinder.
ÔÇó Topcase, small, 28 liters including attachments and locking cylinder.
ÔÇó Inner bag for topcase, large/small.
ÔÇó Back padding for topcase, small.

Maintenance and technical features:
ÔÇó On-board toolkit/service kit.
ÔÇó Paddock stand including adapter.
ÔÇó 230 V/110 V battery charger including adapter.
ÔÇó Repair kit for tubeless tires.
ÔÇó Repair instructions for K-models, DVD.
ÔÇó Motorcycle cleaner.
ÔÇó Additional power socket.
ÔÇó LED light for on-board socket.

Ergonomics and comfort:
ÔÇó Heated handles with control unit.
ÔÇó Low riderÔÇÖs seat (approx 800 mm/31.5" adjustable to 820 mm or 32.3",
step arch length 1,760 mm/68.9").
ÔÇó Windshield, large.
ÔÇó Windshield, tinted.

Safety and security:
ÔÇó Immobiliser with remote control.
ÔÇó First-aid kit, large/small.
ÔÇó Motorcycle cover.

Navigation and communication:
ÔÇó BMW Motorrad ZUMO navigation and communication unit incl holder
(new).

 

[mika]

3.3 Engine Output and Torque.
BMW K 1300 GT.[/b]
118 kW (9,000 rpm)
135 Nm (8,000 rpm)

Power Unit
Configuration Water-cooled four-stroke straight-four,
two camshafts, four valves per cylinder
Bore x stroke 80 mm x 64.3 mm (3.15" x 2.53")
Capacity 1,293 cc
Max output 118 KW (160 hp) at 9,000 rpm
Max torque 135 Nm (99 lb-ft) at 8,000 rpm
Compression ratio 13.0 : 1
Fuel supply/
engine management
Electronic fuel injection, Digital Motor Electronics
with integrated knock control (BMS-K)
Valve/gas control DOHC (double overhead camshaft)
Diameter inlet 32
Diameter outlet 27,5
Throttle valve diameter 46
Exhaust management Fully controlled three-way catalytic converter,
EU3 emission standard

Performance/
Fuel Consumption
Top speed 200 km/h (124 mph) plus
Fuel consumption/100 km at
a steady 90 km/h (56 mph)
5.0 ltr (56.5 mpg imp)
Fuel consumption/100 km at a
steady 120 km/h (75 mph)
5.9 ltr (47.9 mpg imp)
Fuel grade Premium plus, unleaded, 98 RON; use of premium
down to 95 RON possible thanks to automatic knock
control

Electrical System
Alternator 945 W three-phase alternator
Battery 12 V/19 Ah, maintenance-free

Power Transmission
Clutch Multiple-plate clutch in oil bath, hydraulically operated
Gearbox Dog-shift six-speed gearbox
Primary Transmission 1,559
Transmission, gear stages
I 2,398
II 1,87
III 1,525
IV 1,296
V 1,143
VI 1,015
Secondary drive Drive shaft

3.4 Specifications.
BMW K 1300 GT.

Suspension/Brakes
Frame Bridge frame made of aluminum, engine load-bearing
Front wheel guidance/
spring elements
BMW Motorrad Duolever; central spring strut
Rear wheel guidance/
spring elements
Cast aluminum single swing arm
with BMW Motorrad Paralever; central spring strut
with levelling system, spring pre-tension with
infinite hydraulic adjustment by hand wheel,
rebound damping adjustable

Suspension/Brakes
Spring travel, front/rear 115 mm/135 mm (4.52/5.31")
Wheelbase 1,572 mm (61.9")
Castor 112 mm (44.1")
Steering head angle 60.6??
Wheels Cast aluminum
Rim, front 3.50 x 17"
Rim, rear 5.50 x 17"
Tire, front 120/70 ZR 17
Tire, rear 180/55 ZR 17
Brake, front Double-disc brake, brake discs in floating
arrangement, diameter 320 mm (12.6"),
four-piston fixed caliper
Brake, rear Single-disc brake, diameter
294 mm (11.6"), double-piston floating calipers
ABS Standard: BMW Motorrad Integral ABS (semi-integral)

Weight/Dimension
Seat height 820/840 mm (32.3/33.1")
(low seat: 800/820 mm (31.5"/32.3"))
Step arch length 1,800/1,840 mm (70.9/72.4")
(low seat: 1,760/
1,800 mm (68.9"/70.9"))
Unladen weight in road trim
and with full tank
288 kg (635 lb)
Dry weight 255 kg (562 lb)
Max permissible 520 kg (1,147 lb)
Max load (in standard trim) 232 kg (512 lb)
Useful tank capacity 24 ltr (5.3 imp gals)
Thereof reserve approx 4.0 ltr (0.9 imp gals)
Length 2,318 mm (91.3")
Height (without mirrors) 1,438 mm (56.6")
Width (on mirrors) 965 mm (38.0")
(measured with cases: 990 mm/38.9")

The new K 1300 GT offers perfect harmony of touring qualities and sporting
riding dynamics ÔÇô features also reflected by the design of the K 1300 GT with
its fl owing lines and clear, striking shapes and surfaces. The lines tapering out
towards the front symbolize even more power and dynamics than before,
combined with sporting and slender all-round proportions.

The three main colors available for the body are Red Apple Metallic,
Royal Blue Metallic, and Magnesium Beige Metallic, contrasting perfectly
with the drive train finished in Black and the suspension components in
Asphalt Metallic.

While Red Apple Metallic in conjunction with dark contrasting components on
the spoiler and at the rear appeals particularly to the sporting and ambitious
rider, the experienced touring rider will definitely enjoy Royal Blue Metallic with
White Aluminum contrasting components as a puristic alternative.
A third variant offers an even higher level of elegance and modern style:
Magnesium Beige Metallic contrasting with Dark Slate Metallic, matt.

3.5 The K 1300 GT Color Range.
Back in 1983, when many motorcycle manufacturers still placed their bets on
inline engines with air cooling, liquid-cooled four-cylinder power units marked
the highest level of technology in motorcycle construction. But instead of
resorting to the usual engine layouts, BMW engineers Josef Fritzenwenger
and Stefan Pachernegg succeeded in developing a brand-new future-oriented
technical concept subsequently enhanced all the way to regular production
quality.

In the process they maintained the longitudinal position of the crankshaft
typical up to that time of BMW motorcycles with a direct flow of power from
the gearbox through the drive shaft to the rear wheel, referred to under
the official term as the BMW Compact Drive System. A brand-new approach,
on the other hand, was the introduction of liquid cooling.

Displacing 987 cc, the straight-four power unit is fitted in longitudinal, fl at
configuration. The crankshaft is on the right-hand side seen in the direction
of travel, while the cylinder head with the two overhead camshaft is on the left.
Liquid cooling comes for the first time on this new BMW, ensuring not only
supreme thermal stability, but also, through efficient soundproofing, a very low
level of mechanical noise.

Two other innovations likewise characterised the new engine: First, electronic
fuel injection supplying fuel to the combustion chambers. Second, the
layout of the engine as a load-bearing element fully integrated in the light and
torsionally stiff tubular steel spaceframe.

This principle sets the foundation for the BMW K-Series motorcycles. So
regardless of whether they are Sports Machines, Tourers or Naked Bikes ÔÇô
the K-Series proves to be extremely innovative and versatile in technical terms
and virtually every other respect. To this day, the concept of the straight-four
fitted lengthwise remains within the BMW Motorrad model range in the guise
of the K 1200 LT Luxury Tourer.

Ongoing development of the K-Series also provides important momentum
for a brand-new technical approach. In 2004, for example, the first
BMW K Series with its four-cylinder engine fitted crosswise sees the light
of day ÔÇô the K 1200 S as the most powerful and fastest BMW of all times.

 

[mika]

4. 25 Years of BMW K-Series.
4.1 The Inline-Engine BMW.
Just how much development margin and what a great potential this new
concept offers in the K-Series is subsequently borne out not only by the
new K 1200 R High-Performance Roadster based on the new sports model,
but also by the K 1200 GT High Performance Tourer.

Increasing engine size on these models and introducing new, innovative
solutions, BMW Motorrad is now opening up another, defi nitely equally
successful chapter in the history of the CompanyÔÇÖs K models.

K 100 (1983ÔÇô1990).
The K 100 launched in 1983 ÔÇô exactly six decades after the launch of the very
first BMW motorcycle with its Boxer engine ÔÇô is BMWÔÇÖs first production model
with a four-cylinder power unit. But instead of following the usual Japanese
concept with the straight-four engine fitted crosswise, BMW once again takes
a new and unusual approach: Featuring liquid-cooling and not air-cooling
like most other production motorcycles, the four-cylinder power unit is fitted
fl at in longitudinal direction as a load-bearing element in the tubular steel
spaceframe, with the transmission of power from the gearbox to the rear
wheel remaining in a technology so typical and well-proven at BMW: through
a drive shaft.

The K 100 is one of the first production motorcycles in the world to feature
fuel injection (Bosch LE-Jetronic) supplying the fuel/air mixture to the 987-cc
four-cylinder with two valve-operated cup tappets per cylinder.

Two other innovations in the production of BMW series machines are the
two overhead camshafts as well as the Monolever single-swing arm on these
dynamic 1000-cc models.

BMWÔÇÖs first-ever four-cylinder is upgraded in 1987, a free-standing headlight
taking the place of the former headlight/instrument unit, a black-painted
engine and painted rims as well as a dynamically style fuel tank/seat
combination marking the most important differences.
As before, engine output is 90 hp at 8,000 rpm.

K 100 RS (1983ÔÇô1989).
Introducing the K 100 RS, BMW adds a sports model to the existing range
with the same engine and suspension technology, but now featuring a
carefully designed aerodynamic fairing. The handlebar fitted lower down
provides a more sporting seat position, the fairing carefully developed in the
wind tunnel, together with its adjustable wind deflector and the direction
indicators integrated in the rear mirrors, combining a sporting look for high
speeds with all the grand touring comfort so typical of a BMW.

4.2 The Two-Valve Models as of 1983.
For a long time the K 100 RS remains the ideal synthesis of sportiness
and touring comfort and, with a production run of more than 34,000 units,
becomes the best-selling model in the first generation of the K-Series.
BMW offers the K 100 RS as well as the other four-cylinder models in the
K-Series as of 1988 with ABS as a special feature, thus taking on the leading
role in introducing this technology in the motorcycle world.

K 100 RT (1984ÔÇô1989).
In 1984 BMW Motorrad launches the ultimate Grand Touring Machine, the
K 100 RT based on the K 100 RS. Featuring the same engine and suspension
technology as the RS, this new model combines a sporting and dynamic
style of riding with perfect protection from wind and weather on long
distances provided by the higher and wider full fairing. The comfortable
seating position enjoyed by both the rider and pillion as well as a wide range
of BMW options and special equipment comprising, for example, baggage
cases, a tank rucksack or heated handles, quickly make the K 100 RT the
benchmark in its segment.

K 100 LT (1986ÔÇô1991).
In 1986 BMW launches a luxury version of the successful K 100 RT, the new
K 100 LT. The response to this Grand Touring machine also featuring a
generously upholstered comfort seat, a radio, topcase and special paintwork
is so overwhelming that the K 100 LT soon outsells the K 100 RT ÔÇ£basicÔÇØ
model in the market.

The new machine leaves virtually nothing to be desired in terms of comfort
and features, making this Luxury Tourer the role model for a whole new
generation of extravagant touring machines.

K 75 C/K 75 (1985 ÔÇô 1996).
Two years after the launch of the K-Series with its four-cylinder power unit,
BMW broadens the new product line through the introduction of the K 75 C
with a straight-three engine. While the suspension and running gear is based
almost entirely on the innovative technology of the large four-cylinder,
the 740-cc power unit is a brand-new construction nevertheless following the
basic layout of the four-cylinder very closely indeed.

Again fitted lengthwise and in fl at arrangement as a load-bearing element
in the spaceframe, this liquid-cooled three-cylinder with 67 millimeters/2.63ÔÇ£
cylinder bore and 70 millimeters/2.76ÔÇ£ stroke comes with the same basic
specifications as the larger K 100.

The drive shaft positioned beneath the crankshaft gives the three-cylinder
particular smoothness and refinement also thanks to the balance weights
used on the shaft. Developing maximum output of 75 hp on total weight with
a full tank of 227 kg/501 lb, the K 75 C stands out above all as a particularly
agile motorcycle for country roads, without requiring the rider to give up the
grand touring comfort so typical of a BMW.

Just one year after the launch of the K 75, the customer is given the choice
of a new alternative, the K 75 C with its cockpit fairing fitted firmly to the
handlebar. Now the headlight and instruments are now longer integrated in
the cockpit fairing, but rather stand out freely on the machine, with the rear
drum brake in combination with the 18-inch rear wheel being replaced as of
1990 by a disc brake and a 17-inch rear wheel.

The engine finished in black and the dynamically designed fuel tank/seat
combination serve to further upgrade the K 75. Accounting for approximately
28,000 units, the two ÔÇ£basicÔÇØ versions of the K 75 become the most
successful representatives of their model series.

K 75 S (1985ÔÇô1995).
Introducing the K 75 S, BMW adds a sporting sister model to the K 75 C.
While the suspension and drive train are based on the innovative technology
of the K 75 C, the slender semi-shell bearing fitted firmly to the frame clearly
reveals the sporting character of the motorcycle right from the beginning.
The K 75 S therefore also comes with a firmer spring/damper set-up featuring
shorter spring travel and a 17-inch rear wheel with a disc brake instead of
the full-hub drum brake on the basic model.

The K 75 S Special launched in 1986 boasts an engine spoiler introduced
as a standard feature in 1988.

As of 1990 the K 75 S, like all other three-cylinders, is likewise available
with ABS. And starting in the 1991 model year, three-spoke light-alloy wheels
take the place of the eight-spoke cast wheels used so far.

K 75 RT (1989ÔÇô1996).
In 1989 BMW carries over the successful concept of the K 100 RT to the
three-cylinder model series, thus creating the K 75 RT. On this new model the
sophisticated aerodynamic full fairing offers outstanding protection from wind
and weather on long distances, while the wide range of optional extras and
special equipment so typical of BMW leaves nothing to be desired also on the
Tourer with its three-cylinder power unit.

On 18 March 1991 a K 75 RT comes off the production lines at BMW as
the one-millionth model built by BMW Motorrad.
Introducing two special models, the K 75 RT Ultima and the K 75 Ultima,
each in special paintwork, with ABS, a catalytic converter and case holders,
BMW finally ceases production of the three-cylinder model series in summer
1996 after a total production volume of the K 75 amounting to 68, 011 units.

K1 (1988ÔÇô1993).
In 1988 the K1 sets another milestone in the history of the BMW K-Series.
Apart from its brand-new design and aerodynamics concept remaining unique
in the motorcycle world to this day, the K1 is BMWÔÇÖs first production motorcycle
with four-valve technology, small valve angles, and extremely advanced
design of the combustion chambers.

The greater cylinder charge achieved in this way is refl ected by the extra
power of the engine, the K1 developing maximum output of 100 hp at
8, 000 rpm ÔÇô more than any other BMW before.

Featuring new Bosch Motronic fuel injection, 17-inch wheels and ABS, the
K1 also sets new highlights in technology, one example being the Paralever
double-joint rear wheel swing arm introduced a year before on the R 100 GS
and effectively preventing drive forces from the drive shaft and any undesired
effects of this kind on the rear-wheel suspension.

The K1 is also the worldÔÇÖs first production machine to feature a fully-controlled
three-way catalytic converter, making a significant contribution to
environmental protection and subsequently introduced step-by-step on
all BMW motorcycles as of 1991.

Production of the K1 ends in 1993 with the special Ultima model.

K 100 RS (1989ÔÇô1992).
The innovative four-valve technology introduced on the K1 with its engine
output of 100 hp makes its way back into the market in 1989 in the highly
successful K 100 RS. While the combination of the fuel tank and seat as well
as the fairing with direction indicators integrated in the rear-view mirrors
corresponds to the former model, the new K 100 RS, like the K1, benefits
form new 17-inch wheels, larger brakes, and the Paralever single-swing arm
at the rear.

K 1100 LT (1991ÔÇô1999).
In 1991 BMW presents yet another milestone in the history of the K-Series
through the introduction of the K 1100 LT, the first BMW to displace
more than 1,000 cc: an increase in cylinder bore from 67 to 70.5 millimeters
(2.63 to 2.78ÔÇØ) gives the engine 105 cc more capacity, the upgraded K

 

[JK]

Hi Mika -

"The final drive comes with gears adapted to the higher torque of the engine
as well as optimized bearings."

With all that extra HP and Torque at the rear wheel, hope the new design FD makes it to the the far side of 100k

J.K.

P.S. Any thought of using the new design as a retro-replacement?

 

[mika]

4.3 The First-Generation Four-Valve Models.
four-cylinder developing maximum output of 100 hp from 1,092 cc at an
engine speed of only 7,500 rpm.

A factor far more important on the road than the increase in maximum output
by 10 hp over the former model is the sign fi cant increase in torque. Offering
a lot more traction and pulling power, the K 1100 LT is even more superior
on the road and for a long time represents the topmost level in the Luxury
Tourer market. This is also borne out clearly by the fundamentally upgraded
suspension with its Paralever single-swing arm effectively keeping out
any undesired disturbance from the drive train and thus ensuring even greater
comfort and riding smoothness.

Another important feature offered by the K 1100 LT for the first time is the
electrically adjustable windshield. Newly developed cases and a special
topcase, finally, round off the well-conceived range of touring features again
so typical of BMW.
Launching the K 1100 LT Highline in 1997, BMW Motorrad introduces
a special model highlighting the luxurious claim of this supreme Tourer by
sophisticated chrome components and equally outstanding special paintwork.

K 1100 RS (1992ÔÇô1996).
Just one year after introduction of the large four-cylinder in the K 1100 LT,
the same 100-hp power unit is featured in the LTÔÇÖs sporting sister model, the
K 1100 RS. The newly designed fairing with its lower section encompassing
the engine ensures even better aerodynamic qualities and once
again optimizes the protection of wind and weather so typical of BMW.
A new Marzocchi telescopic fork as well as the firmer suspension set-up
gives this sporting all-rounder even greater dynamic qualities.

A particularly sophisticated special model, the K 1100 RS with its polished
immersion tube, black-painted tank and upper fairing, as well as distinctive
elements finished in silver such as the cooling air intake, the lower section of
the fairing and the rear fairing, give this special model a very particular touch.

K 1200 RS (1996ÔÇô2005).
The K 1200 RS launched in autumn 1996 takes yet another step in terms of
engine size and driving dynamics. A new crankshaft now offering 75 instead
of 70 millimeters (2.95 instead of 2.75ÔÇØ) stroke increases engine capacity
by exactly 79 cc to 1,171 cc, with power up from 100 to 130 hp at 8,750 rpm.
The new six-speed gearbox ensures even more dynamic performance and the
brand-new suspension clearly refl ects the sporting style of this new top-end
model.

For the first time the K 1200 RS features a light-alloy bridge frame integrating
the four-cylinder power unit no longer as a load-bearing element, but rather as
a detached unit not conveying any vibration to the machine.
The K 1200 RS is the first model in the K-Series to feature the unique frontwheel
Telelever originally introduced on the R 1100 RS in 1993. Individual
ergonomic preferences, finally, are taken into account by the option to adjust
the handlebar, the windshield, the footrests and the seat (for height).

K 1200 LT (1998ÔÇô2008).
Two years after the introduction of the K 1200 RS, BMW presents a particularly
luxurious Tourer in the guise of the K 1200 LT, leaving all conventional
standards and models far behind. Based on the suspension and engine technology
of the K 1200 RS, the K 1200 LT also features a new light-alloy bridge
frame as well as an increase in capacity to 1,171 cc.

Offering maximum output of 98 hp at just 6,750 rpm and peak torque of
115 Newton-meters (85 lb-ft) at a low 4,750 rpm, the K 1200 LT is designed
less for peak performance than rather for supreme torque and pulling power.
Hence, it only needs a five-speed gearbox for superior touring in genuine
style.

Apart from the full fairing offering perfect protection from wind and weather,
as well as cases integrated in the overall design and layout of the machine and
a topcase offering a total capacity of 120 liters, the K 1200 LT, with its HiFi
player, on-board computer, cruise control, heated handles and optionally
heated seat offers touring comfort of a standard never seen before.
This wide range of equipment explains the sign fi cant overall weight of 378 kg
or 833 lb, which BMW also takes into account by adding a reverse gear for
practical manoeuvring activated electrically by the starter motor.
The K 1200 LT is further upgraded in the 2004 model year, now benefiting
from an even more powerful engine with 116 hp and 120 Newton-meters
(88 lb-ft) maximum torque, an electrohydraulically activated main stand and
a rear spring element with travel-dependent damping.

To this day, the K 1200 Lt comes right at the top of this market segment.

K 1200 GT (2002ÔÇô2005).
The K 1200 GT makes its debut in 2002 as an enhanced variant of the
K 1200 RS giving even greater emphasis to touring comfort. Boasting 130 hp
maximum output, featuring a higher windshield and handlebar, optimized
seating comfort and a case system fitted as standard, the K 1200 GT is even
more of a genuine Gran Turismo, redefining the synthesis of sporting riding
dynamics and supreme touring comfort in BMWÔÇÖs usual style and quality. The
outstanding aerodynamic benefits offered by the full fairing ensure not only
optimum protection from wind and weather, but also, in conjunction with a
powerful engine, guarantee high average speeds on long distances.

K 1200 S (2004ÔÇô2008).
The K 1200 S makes its entry into the market in 2004 as a radically new and
highly innovative Sports Machine standing out as a unique model within the
K-family. With its brand-new straight-four now fitted crosswise and displacing
1,157 cc, the K 1200 S has no predecessor and no role model in the history of
BMW Motorrad, but is rather brand-new in every respect.

The technical highlights of this 167-hp Sports Machine are the very sloped
angle of the cylinder bank tilted 55o to the front to provide a low centre of
gravity as well as innovative suspension technology with the BMW EVO Paralever
and the BMW Duolever at the front. On the BMW Duolever, the square
set-up of arms consisting of two longitudinal arms pivoting within the frame
guides the wheel bearings and thus allows appropriate wheel travel.

The K 1200 S combines supreme riding precision and agility with a standard
of engine power and riding performance that leaves nothing to be desired.
As an option BMW even offers ESA (Electronic Suspension Adjustment) on
the K 1200 S for the first time in series production, electronically controlled
suspension operated at the touch of a button. This allows the rider to adjust
the suspension and damping individually to his personal style and the load
the machine is carrying.

K 1200 R (2004ÔÇô2008).
Launching the high-performance K 1200 R Roadster, BMW enters the
segment of high-power Naked Bikes for the first time in 2004. Based on the
K 1200 S, the new K 1200 R benefits from the straight-four engine with
dry sump lubrication as well as innovative suspension technology with the
BMW Duolever at the front and the BMW EVO Paralever at the rear.
Developing 163 hp at 10, 250 rpm, the K 1200 R is almost as powerful as the
sports model with its special fairing, immediately moving to the top in the
Naked Bikes segment.

The new Roadster also bears out its superior performance through the special
look of this new machine. Special body elements around the tank and rear end
as well as the striking dual headlight with its surface finished in matt chrome

4.4 The Second-Generation of
Four-Cylinders.
stand out particularly. Only a small windshield covers the front area above the
headlight, but still offers efficient protection from the wind rushing by despite
its small size.

Fitted with racing tires, carbon trim and other motorsport components,
the K 1200 R hits the headlines in the BMW Motorrad Power Cup held on
the occasion of the MotoGP races in 2005.

K 1200 GT (2006ÔÇô2008).
Following the success of its predecessor of the same name, the K 1200 GT
opens up new dimension in riding dynamics and long-distance touring in
2006, combining maximum agility and dynamics in an overall package equally
well suited for superior touring. To reach this objective the development
engineers at BMW Motorrad carry over the trendsetting suspension and
engine technology of the K 1200 S into this new Sports Tourer, the innovative
wheel guidance components ÔÇô the Duolever and the EVO Paralever at the
rear ÔÇô making a significant contribution to the very dynamic riding qualities of
the K 1200 GT.

The new machine is powered by BMW MotorradÔÇÖs ultra-modern straight-four
power unit fitted crosswise in the machine and developing 152 hp in the
GT version, setting the benchmark in the Tourer segment at the time. Indeed,
no other manufacturer in the market emphasises dynamic performance
more than BMW with the new K 1200 GT.

A comparison with the former model also reveals the most significant
improvements offered by the new machine: the new K 1200 GT is more
powerful (output + 17%), develops more torque (+ 11%), offers a longer
theoretical range (+ 17%) and, at the same time, is lighter (ÔÇô 6%), but is
nevertheless able to carry a higher load (+ 19%).

K 1200 R Sport (2007ÔÇô2008).
With its semi-fairing bolted firmly on to the frame, the headlight unit carried
over from the R 1200 S and its handlebar detached to prevent the transmission
of vibrations, the K 1200 R Sport from BMW Motorrad is positioned
between the naked K 1200 R and the fully-fairing K 1200 S.

In the style of a genuine Naked Bike, the K 1200 R Sport offers a free view of
the impressive suspension and engine components. And at the same time the
range of practical use provided by the new machine is much larger than
before, significantly better wind protection allowing the rider to cover longer
distances at a high speed, while the upright seating position and the wide
handlebar guarantee maximum agility on sporting country roads and tours.

 

[knary]

So do their airboxes keep that K12 fancy morphing ability that makes the bike buck and jive?

 

[easy]

Did not see anything new and exciting about the final drive.

Easy

 

[BUBBAZANETTI]

that's a lot of reading


thanks as usual John

 

[MCMXCIVRS]

Gee even more HP and probably even lower fuel economy. I really like the look and feel of the GT, but just can't find any reason to have that much power in a sport touring bike. Particularly not at the fuel consumption penalty it pays compared to other models. The F800ST is looking better and better all the time. Or perhaps I'll just keep my R1100RS for another 12 years.

I can appreciate the motivation though to keep up with market forces. Perhaps I'm just descending into geezerdom

 

[mika]

MAJOR SNIP... I'm just descending into geezerdom

Thats alright you can still look and dream, just make certain you move the walker in the process.


I keep tripping over mine.

 

[xp8103]

Who drew this? A 9 year old hopped up on too many viewings of Transformers??