Last year’s Intermot show in Germany saw BMW unveiling the 2009 K 1300 S, a bike that carries on the fame of the innovative K series by retaining the Duolever front suspension and single-sided swingarm with integrated shaft.
The new model makes a big impression on the industry’s scene not as much due to its 228 kg and 1293 cc inline-four engine that is capable of 175 hp, but more due to the optional quick shifter and the new ESA 2 (Electronic Suspension Adjustment) system.
Overall, the design hasn’t been changed except the slightly redesigned side fairings and black finished front air scoops. For 2009, the BMW K 1300 S is available in a range of new colors.
The significantly updated and upgraded successor to the BMW K 1200 S: 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, Europe’s 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 calibre 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 BMW’s strong leadership in the upper sports segment.
Concept optimized in riding dynamics and technical features
2009 BMW K 1300 S
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 drivetrain 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 – by far the lightest 1,300-cc model in this segment at 228 kg/503 lb dry weight – 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 behavior, guaranteeing stress-free riding pleasure even in sporting style.
Innovations on the running gear and electronics
2009 BMW K 1300 S
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 machine’s electrical and electronic systems.
An overview of technical highlights:
Even more dynamic performance, particularly at lower and medium engine speeds, thanks to the increase in engine capacity.
Engine output 129 kW (175 hp) at 9,250 rpm, maximum torque 140 Newton-meters (103 lb-ft) at 8,250 rpm.
Increase in torque by more than 10 Newton-meters (7.4 lb-ft) all the way from 2,000–8,000 rpm.
Fulfillment of the strictest environmental standards through newly harmonized Digital Motor Electronics.
Optimized cylinder charge cycle for even better performance on less fuel.
Optimized exhaust system with a new rear muffl er and electronically controlled flap management plus a fully controlled three-way catalytic converter.
Desmodromic operation improving the dosage of gas and engine power.
Optimized, maintenance-free shaft drive with a new, two-stage drive shaft.
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.
Firmer spring/damper set-up for even better feedback.
Supreme handling provided by optimized suspension geometry, optimum mass distribution and a fully harmonized all-round concept.
Perfect balance thanks to the low centre of gravity.
Ergonomically balanced seating position for a relaxed but active style of riding.
Electronically adjustable second-generation ESA II suspension and ASC Anti-Spin Control as an option.
New, innovative generation of switches with optimised ergonomics.
High standard of active safety provided by integral ABS (semi-integral) featured as standard.
On-board network; CAN-bus technology for superior function with a smaller number of cables and low weight.
Electronic immobilizer featured as standard.
HP Gearshift Assistance for shifting up without the slightest interruption of power as special equipment.
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 Motorrad’s 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 significant advantage is that more than 70 per cent of the engine’s 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 2,000–8,000 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 drivetrain 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 mm 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.
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 – an essential factor particularly for the sporting rider crucial to a precise feeling on the motorcycle and clear feedback.
A further advantage is that the specific 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.
2009 BMW K 1300 S
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 firing intervals.
Apart from the cylinder bore enlarged by 1.0 mm (0.39"), particularly the increase in cylinder stroke from 59.0 mm or 2.32" by 5.3 mm (0.21") to 64.3 mm (2.53") serves to increase engine capacity by 136 cc.
As before, the stroke/bore ratio of 64.3/80.0 mm (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 mm 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 mm 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 km or 61,000 miles.
The connecting rods are split horizontally in proven crack technology, with the large opening in the connecting rod being “broken” 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 centring.
Newly developed lightweight box-type pistons measuring 80 mm 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 fl oor 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 flow geometry, 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 – 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.
2009 BMW K 1300 S
Modified 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 mm 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 – 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 mm 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 filter 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 flowing 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 refl ow 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 flow of 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 it is at its lowest temperature. Precisely where the thermal load is most significant, 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 cm² 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 – reinforced multi-disc oil bath clutch, optimised 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 mm (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 mod fi ed 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.
2009 BMW K 1300 S
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 fi rst 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 fi rst time on the HP2 Sport comes together with the sports footrests available as special equipment.
Shaft drive to the rear wheel – 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 “idle stepper” (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 mm 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
2009 BMW K 1300 S
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 – optimised air supply foran 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 – 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 muffl er (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 muffl er 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 muffl er 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 motorcycle’s riding characteristics in the process, the new muffl er 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 muffl er 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.
2009 BMW K 1300 S
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 behavior in 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 world’s fi rst 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 – 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 Motorrad’s 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 rider’s 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 molded 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.
A high-precision welding robot subsequently assembles the components in the in-house Aluminum Competence Centre at the BMW’s 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 aluminium 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 – 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. Realizing 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 (’50s and ’60s), long-stroke comfort telescopic forks (’70s) 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 BMW’s range of Boxer motorcycles.
The K 1300 S, like its predecessor, now offers an even better solution for a sports motorcycle with perfect kinematics – 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 minimizing 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 moment 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 specifically 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 BMW’s new high-performance machine.
Through its kinematic behavior, the Duolever also serves to set off brake dive, which remains virtually unchanged throughout the motorcycle’s 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 – 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.
2009 BMW K 1300 S
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 cinematically to avoid any effective changes in length on the drivetrain 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 fl angle 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 flow effects, enhances the removal and dissipation of heat from the final drive.
Electronically adjustable ESA II suspension – 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 mm or 4.52" up front and 135 mm 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 mm 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 “hardness” of the spring – 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 rider’s 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 world’s 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 (“solo”, “solo with luggage” and “with passenger and luggage”.) 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 rider’s 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 – 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.
2009 BMW K 1300 S
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.
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 Motorrad’s 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 mm or 12.6" up front and 265 mm 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 – EVO stands for evolution – 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 BMW’s other models, in this case in the particularly sporting and dynamic semi-integral variant. “Semi-integral” 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 – 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 maneuver.
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 (Molded 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 flashers 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 flasher are all combined in one switch easy to reach with your left index finger.
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.
LED rear lights in clear glass look
Matching the sporting, dynamic appearance of the new K 1300 S, this is the first model in BMW’s 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 – 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 – 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 “brain” 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 fi ve 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 fic 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 – anti-theft security of the highest standard
Like its predecessor, the K 1300 S is equipped as standard with an electronic immobilizer. Controlled by a transponder integrated in the key, the mobilizer activates an anti-theft system of the highest standard comparable in every respect to the anti-theft warning on a BMW car.
2009 BMW K 1300 S
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 engine’s 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 immobilizer 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 immobilizer strategy available in the global market.
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 millimetres 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 reflect 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 “Split Face” 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, emphasizing 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 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 machine’s 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 rider’s 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
2009 BMW K 1300 S
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 “face” 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 “spade” design at the sides of the windshield, keeping wind pressure on the rider’s body to a minimum and guiding rainwater around the rider’s shoulders.
Gill-like openings at the top of the side fairing use differences in air pressure to guide rainwater around the rider’s 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 fl ow of air to the radiator. The flow of 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-fit.
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 rider’s step arch length, as it is called, measuring 1,810 mm or 71.3". This is the distance measured along the inside of the rider’s 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 rider’s 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 mm or 32.3". Shorter riders are able, as on the former model, to order a lower seat with step arch length of 1,750 mm or 68.9" and a geometric seat height of 790 mm/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 customization
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 customization 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 Info display 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.
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
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
Alternator: 580 W three-phase alternator
Battery: 12 V/14 Ah, maintenance-free
Frame: Bridge frame, aluminum, engine load-bearing
Front wheel guidance/ spring elements: BMW Motorrad Duolever; central spring strut
Rear wheel guidance/ spring elements: Cast aluminium 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")
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"
Tyre, front: 120/70 ZR 17
Tyre, rear: 190/55 ZR 17
Brake, front: Double-disc brake, floating brake discs, diameter 320 mm (12.6"), four-piston fixed calliper
Brake, rear: Single-disc brake, diameter 265 mm (10.4"), double-piston floating calliper
ABS: Standard: BMW Motorrad Integral ABS (semi-Integral)
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.
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.