While the new K1300S may only look slightly different than its 1200cc predecessor, BMW says the makeover was far beyond skin-deep; the magic is under the bodywork. Instead of the typical BNG (bold new graphics), BMW heeded requests and complaints with the 1200S's shortcomings when designing the "13."
The three goals of the overhaul were to boost engine performance, improve the transmission and drivetrain, and enhance handling characteristics with more rider feedback. All lofty goals indeed, but BMW appeared to have everything under control during its press launch in the Santa Barbara mountains.
While outright power impressions are just shy of Hayabusa territory, the dry-sump motor does pull astonishingly hard. Displacement has been punched 136cc for a total of 1293cc, and the head has been thoroughly worked to increase flow and improve fuel atomization in the combustion chambers. On the outlet side, the big BMW now wears an all-new lightweight exhaust system with a three-way catalytic converter that's claimed to cost little in the way of performance-who would've thought going green could result in something so mean?
Horsepower stomps in at 175 strong and torque registers a stout 103 lb-ft. While peak numbers are undoubtedly up, midrange was also increased by a significant margin. Seventy percent of max torque is now available from just 3,000 rpm, and both power peaks come 1,000 rpm earlier than on last year's K1200.
Simply put, those numbers translate into a beast of a motor everywhere on the tach range, and shifting is an option, not a necessity.
BMW has always been known for its reliable (if not notchy) transmissions. To preserve the strength but improve the shift quality, the gearbox was given improved shift forks, different sized dog-shift units and reshaped/repositioned internal parts. In addition to the hardware wizardry inside the cases, the new Bimmer also sports an HP Gearshift Assistant (a quickshifter). Like aftermarket quickshifters, the BMW version effortlessly banged out clutchless shifts without letting off the throttle. We also liked the fact that the quickshifter can be used at all throttle positions, not just while wide open.
In typical BMW tradition the new transmission is linked to the rear wheel via a driveshaft. While this method of propulsion saps a few more ponies than the traditional chain and sprockets, the shaft drive is virtually maintenance free.
BMW also saw to upgrading the suspension. While the Electronic Suspension Adjustment (ESA) was first introduced in '04, the new 1300 wears the second variant of the company's electronic suspenders-ESA II.
The BMW-specific Duo and Paralever suspension setup remains, but it's been optimized with lighter components, stiffer spring rates and increased electronic adjustability. If that all sounds pretty trick-it is. With the touch of a button you can change both spring and damping rates to account for a solo rider, solo rider with luggage, two riders or two riders with luggage. On the fly you can choose between three different suspension settings: Sport, Normal and Comfort. It's not just a gizmo gimmick-the difference between the settings is immediately noticeable.
If all this electronic gadgetry isn't enough to make you smile, the 1300 also sports a sophisticated ABS braking system, ASC (traction control), heated grips, TPC (tire pressure monitoring system), adjustable seat heights and an on-board computer that offers such amenities as ambient temps.
Combine all of this German engineering and you'd think this bad-dog would be outta your price range. But BMW revamped its MSRPs along with the upgrades this year, and the base price for the K1300S is now $15,250. Fully optioned models will see that number increase a couple thousand, but considering even the base model has far more features than its competitors and it's not so bad (a Busa stickers for $13,199).
As for gripes, there was an EFI hiccup that surfaced between closed and open throttle. In the upper portion of the powerband, aggressive throttle openings would result in an initial bog before acceleration set in-a BMW tech explained that the consumer versions would differ from our preproduction units.
In outright performance the K1300S is a step behind a ZX-14 and Hayabusa, but might walk over an FJR1300 or Kawasaki Concours. But, it makes up a lot of room when considering quality and balance. A true two-wheeled jack-of-all-trades, there isn't much the new K1300S can't do. Be it high-speed blasts, commuting, 1000-mile two-up touring, track days, quarter mile drags or just bike nights, this cruise-missile has got the goods.