2009 BMW K1300S

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2009 BMW K1300S
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2009 BMW K1300S

– 2009 BMW K1300S

2009 BMW K1300S

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, 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
optimised 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
BMWfs strong leadership in the upper sports segment.

Concept optimised 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 signifi cant 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 benefi ts 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 profi les 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 signifi cant
contribution to the outstanding riding qualities of the K 1300 S. The newly
developed, lower longitudinal arm now made of a forged aluminium 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 fi rst 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 machinefs 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-metres (103 lb-ft) at 8,250 rpm.
. I ncrease in torque by more than 10 Newton-metres (7.4 lb-ft) all the way
from 2,000.8,000 rpm.
. Fulfilment of the strictest environmental standards through newly
harmonised Digital Motor Electronics.
. Optimised cylinder charge cycle for even better performance on less fuel.
. Optimised exhaust system with a new rear muffl er and electronically
controlled fl ap management plus a fully controlled three-way catalytic
converter.
. Desmodromic operation improving the dosage of gas and engine power.
. Optimised, maintenance-free shaft drive with a new, two-stage drive shaft.
. Even greater riding precision combined with maximum riding stability
ensured by optimised 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 optimised suspension geometry,
optimum mass distribution and a fully harmonised 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 immobiliser featured as standard.
. Optimised aerodynamics.
. 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 Motorradfs 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-metres or 103 lb-ft comes
at 8,250 rpm. In absolute fi gures, this is an increase in engine output by 6 kW
(8 hp) and an increase in peak torque by 10 Newton-metres (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 enginefs
maximum torque is available from just 3,000 rpm, with 10 Newton-metres
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 benefi ts 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 millimetres 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.

FEATURES:

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

Special equipment:
Luggage and storage options:
. Luggage rack with installation kit.
. Watertight tank rucksack (new).
. Watertight tank bag including fastening elements.
. Set of sports cases including case supports.
. Sports softbag, small, 19 litres/large, 51 litres.
. Watertight luggage roll, 53 litres, including fastening belt with tightening lock.
. Multi-strap fastening rope.

Service and technical features:
. HP Gearshift Assistant (new).
. HP Instrument Cluster (new).
. Main stand.
. On-board toolkit. service kit.
. Paddock stand including adapter.
. 230 V/110 V battery charger including adapter.
. Repair kit for tubeless tyres.
. Repair instructions for K-models, DVD.
. Motorcycle cleaner.

Ergonomics and comfort.
. Heated handles with switch unit.
. Low rider’s seat (approx 790 mm/31.1″, step arch length 1,750 mm/68.9″).
. Windshield, tinted.
. HP rider footrests (new).
. HP passenger footrests (new).
. HP forged wheels, front (3.50 x 17″) and rear (6.00 x 17″).

Design and sound:
. HP carbon seat cover.
. HP carbon clutch cover.
. HP carbon heat protector for standard muffl er (new).
. Akrapovi.R sports muffl er (new).
. HP carbon tank cover (new).
. HP carbon wheel cover, front.
. HP carbon airbox cover.

Safety:
. Electronic immobiliser with remote control.
. Splashguard at the rear.
. First-aid kit, large/small.
. Motorcycle cover.

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

2009 BMW K1300S – Specifications
MSRP: $TBA

Engine
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

Suspension/Brakes
Frame Bridge frame, aluminium, 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″)

Suspension/Brakes
Castor 104.4 mm (4.11″)
Steering head angle 60.4‹

Wheels Cast aluminium 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, fl oating brake discs,
diameter 320 mm (12.6″), four-piston fi xed calliper
Brake, rear Single-disc brake, diameter 265 mm (10.4″),
double-piston fl oating calliper
ABS Standard: 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/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 colour concept of the new BMW K 1300 S accentuates the unmistakable
character of this new machine. The non-metallic colours 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 colours available are Light Grey Metallic and Lava Orange Metallic.
The unique multi-colour fi nish 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 colour variants are finished
in Asphalt Metallic.

2009 BMW K1300S – Canada Specifications
MSRP: $16,650

The new K1300S sportbike takes its place as the most powerful and fastest BMW ever
produced with a benchmark output of 175 hp @ 9,250 rpm and torque of 103 ft-lb, up 12 hp
and 7.4 ft-lb over the K1200S.

Media/Press Release

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-metres (103 lb-ft) at 8,250 rpm.
. I ncrease in torque by more than 10 Newton-metres (7.4 lb-ft) all the way
from 2,000.8,000 rpm.
. Fulfilment of the strictest environmental standards through newly
harmonised Digital Motor Electronics.
. Optimised cylinder charge cycle for even better performance on less fuel.
. Optimised exhaust system with a new rear muffl er and electronically
controlled fl ap management plus a fully controlled three-way catalytic
converter.
. Desmodromic operation improving the dosage of gas and engine power.
. Optimised, maintenance-free shaft drive with a new, two-stage drive shaft.
. Even greater riding precision combined with maximum riding stability
ensured by optimised 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 optimised suspension geometry,
optimum mass distribution and a fully harmonised 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 immobiliser featured as standard.
. Optimised aerodynamics.
. 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.

1.2 Drivetrain.

The engineers at BMW Motorrad have skilfully 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 spec fi c angle chosen on the engine provides
ample space for a free-flowing intake system directly above the engine and
allows ideal Configuration of the frame profi les 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
refl ects 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 millimetres (0.39″), particularly
the increase in cylinder stroke from 59.0 millimetres or 2.32″ by 5.3 millimetres
(0.21″) to 64.3 millimetres (2.53″) serves to increase engine capacity
by 136 cc.

As before, the stroke/bore ratio of 64.3/80.0 millimetres (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 millimetres 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-fi tted 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 modifi ed 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 millimetres 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 refi nement 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 kilometres
or 61,000 miles.

The connecting rods are split horizontally in proven crack technology, with
the large opening in the connecting rod being gbrokenh 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 millimetres or
3.15″ in diameter, with a short piston apron and two slender piston rings
optimised for minimum friction as well as a slender oil scraper ring, serve to
increase cylinder stroke and, accordingly, the capacity of the engine.

The flat 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 fl oor of the pistons serves
additionally to optimise 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 modifi ed 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 minimise 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 aluminium 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 effi ciency.

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 optimising 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.

Modified exhaust valve springs and an optimised 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 fl exing loads. As a result, the arms are extremely light and fi ligree
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 millimetres 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 modifi ed shape of the combustion chambers with their fl at ceiling
guarantees very high geometric compression with a thermodynamically
favourable, largely fl at piston fl oor 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 effi ciency.

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 fi tted 60 millimetres or 2.36″ lower down than a conventional power
unit.

The oil reservoir comes in a tank fi tted 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 fi rst to the oil fi lter (main flow fi lter). 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
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 flowing back fi rst 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
optimised front fairing for superior aerodynamics. In the interest of consistent
lightweight technology, finally, the oil cooler pipes are made of aluminium.
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 litres 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 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 specifi c arrangement and the direct injection of coolant

into the cylinder head make the usual pipes superfl uous, with all remaining
hoses leading to the radiator being kept extremely short. And with the engine
requiring only two litres 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 fi tted at the front of the motorcycle beneath the fairing. Through
its high standard of effi ciency and aerodynamic optimisation 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 fi tted in front of the radiator is likewise
optimised 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 fi tted 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 benefi ts and is
therefore also featured in the new K 1300 S. The clutch has however been
upgraded through optimised 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 optimised by increasing the size of the slave cylinder from
32 to 34 millimetres (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 optimised 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 aluminium
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 benefi ting not only the degree of effi ciency but
also the overall width of the gearbox.

The K 1300 S features a new shift lever with an ergonomically optimised
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 fi rst 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 . optimised 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 fi tted crosswise,
the shaft comes on two pivots.

The final drive comes with gears adapted to the higher torque of the engine
as well as optimised 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 sign fi cantly greater friction reducing the effi ciency of the
drive system accordingly, whereas a drive shaft operates free of wear
and maintains its high level of effi ciency 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-specifi c 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 specifi cally for the motorcycle
and was already featured on the K 1200 S. The most signifi cant highlights of
this management concept are fully sequential, cylinder-specifi c 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.

Refl ecting the increase in engine capacity and power, BMS-K has been newly
set up on the K 1300 S. This ensures even more spontaneous behaviour
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 butterfl ies at a specifi c 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 butterfl y 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 specifi c 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, optimised 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 gidle stepperh (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 butterfl ies on the K 1300 S measuring 46 millimetres 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 butterfl ies predetermined by
the gas lever is precisely controlled and maintained by a step motor serving
to optimise 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 effi ciency.
Fuel consumption of the K 1300 S at 90 km/h or 56 mph is 4.7 litres/100 km,
equal to 60.1 mpg imp, and increases at 120 km/h (75 mph) to 5.3 litres
(equal to 53.3 mpg imp) of premium plus. Considering the signifi cant 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 for an optimum cylinder charge.

With the engine being tilted to a low angle, an airbox fi ts 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 litres,
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 optimised 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
effi ciently 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 confi gured 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 butterfl y 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 litres (K 1200 S: 9.5 litres)
despite its short length and works according to the refl ection 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 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 fi rst time at BMW by a butterfl y 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 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 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.

The K 1300 S is also available with a very light and sporting slip-on muffl er
made of titanium and featuring a carbon cover as special equipment from
Akrapovi.R.

ASC for even greater safety when accelerating.

The K 1300 S comes as an option with ASC Anti-Spin Control fi tted 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 optimised suspension
geometry, springs and dampers.

The suspension geometry of the new K 1300 S has been upgraded in the
interest of even more neutral behaviour 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 worldfs 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 modifi ed by the rider.

The front wheel suspension again features the Duolever launched in 2004
as another world-fi rst 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 behaviour of the Duolever kinematics.

The rear wheel suspension uses BMW Motorradfs proven lightweight
Paralever, the modifi ed 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 moulded elements (IHM profi les) for the bent
profi le units at the side and extrusion-pressed profi les together with die-cast
components for the frame head and the lower section of the swing arm
bearings.

1.3 Suspension and Running Gear.

A high-precision welding robot subsequently assembles the components in
the in-house Aluminium Competence Centre at the BMWfs Berlin Motorcycle
Plant to form an extra-stiff overall frame. And with the engine being tilted
to an extreme angle, the profi le 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 fi rmly 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 profi les 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 retrofi tted 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. 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 fi rst hydraulically dampened telescopic fork on a production motorcycle
(1937), the longitudinal swing arm (f50s and f60s), long-stroke comfort
telescopic forks (f70s) 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 fi rst 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 BMWfs 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 aluminium 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 fi rm 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
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 BMWfs new high-performance machine.
Through its kinematic behaviour, 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
benefi ts of an anti-dive set-up.

Paralever swing arm and optimised 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
benefi ts of a drive shaft.

The challenge in developing the drive shaft this time was to minimise 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 aluminium 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 defi ned 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 fi tting
the brake calliper 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 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 suffi cient 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 ange is made of aluminium. Through its
larger diameter, the fl ange 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-fi rm gas-pressure spring
struts on the K 1300 S. Spring travel is 115 millimetres or 4.52″ up front and
135 millimetres or 5.31″ at the rear.

In standard trim the rear spring strut allows infi nite 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 millimetres 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 ghardnessh 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 worldfs fi rst 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
(gsoloh, gsolo with luggageh and gwith passenger and luggageh.) 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 modifi ed 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 modifi ed 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 defl ection
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 modifi ed 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 benefi ting 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 tyres . extra stable lightweight wheels,
rear tyre 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 benefi t from
this method, with both the front and rear wheel looking light, fi ligree 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 fi ve 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 fi ligree in
its fi nish, serving not only to minimise 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 fi ngers and tedious groping around in checking tyre pressure is now a
thing of the past, since the tyre 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 tyre, as on the former model, measures
120/70-ZR17, the rear tyre formerly measuring 190/50-ZR17 is now being
replaced by a 190/55-ZR17 tyre in the interest of even more harmonious
riding behaviour.

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 Motorradfs 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 millimetres or 12.6″ up front and 265 millimetres
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 BMWfs other
models, in this case in the particularly sporting and dynamic semi-integral
variant. gSemi-integralh 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, specifi cally 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 tyre grip also
in the ABS brake mode, enjoying maximum safety even in an extreme braking
manoeuvre.

New generation of switches, modifi ed 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 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
fi tted 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.

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
fi rst model in BMWfs four-cylinder series to be fi tted 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 fi tted 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 specifi c 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 fi rst 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 specifi c purposes at junction points and
then go specifi cally 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 defi ciencies 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 gbrainh

filters out insignificant data and interference signals within a defi ned
tolerance, making the system largely immune to interference such as
electromagnetic infi ltration.

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-specifi c 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 .
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 enginefs
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 flowing 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 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 gSplit Faceh 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 fi tted on
the two halves of the handlebar for the brakes and clutch now come in smoky
glass look.
A gill-shaped air intake and modifi ed colour 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

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 fi rst sight.
Almost every visible part on the motorcycle is also part of the machinefs
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 modifi ed 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 gfaceh 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 optimised 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 gspadeh 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 minimise
any contamination at the side and rear.

At the front the shape of the mudguard supports the flow of air to the radiator.
The flow of air to the oil cooler and the coolant radiator is indeed so effi cient
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 refl ectors 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
refl ectors 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 litres or 4.2 imp gals (including
4 litres/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 millimetres or 32.3″.
Shorter riders are able, as on the former model, to order a lower seat with
step arch length of 1,750 millimetres or 68.9″ and a geometric seat height of
790 millimetres/31.1″ as an option at no extra cost, or to have such a lower
seat fi tted 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 fi tted during the
production process. Special equipment is fi tted by the BMW Motorcycle
Dealer also providing a wide range of retrofi tting options.

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

1.6 Range of Equipment.

Special equipment:
Luggage and storage options:
. Luggage rack with installation kit.
. Watertight tank rucksack (new).
. Watertight tank bag including fastening elements.
. Set of sports cases including case supports.
. Sports softbag, small, 19 litres/large, 51 litres.
. Watertight luggage roll, 53 litres, including fastening belt with tightening lock.
. Multi-strap fastening rope.

Service and technical features:
. HP Gearshift Assistant (new).
. HP Instrument Cluster (new).
. Main stand.
. On-board toolkit. service kit.
. Paddock stand including adapter.
. 230 V/110 V battery charger including adapter.
. Repair kit for tubeless tyres.
. Repair instructions for K-models, DVD.
. Motorcycle cleaner.

Ergonomics and comfort.
. Heated handles with switch unit.
. Low rider’s seat (approx 790 mm/31.1″, step arch length 1,750 mm/68.9″).
. Windshield, tinted.
. HP rider footrests (new).
. HP passenger footrests (new).
. HP forged wheels, front (3.50 x 17″) and rear (6.00 x 17″).

Design and sound:
. HP carbon seat cover.
. HP carbon clutch cover.
. HP carbon heat protector for standard muffl er (new).
. Akrapovi.R sports muffl er (new).
. HP carbon tank cover (new).
. HP carbon wheel cover, front.
. HP carbon airbox cover.

Safety:
. Electronic immobiliser with remote control.
. Splashguard at the rear.
. First-aid kit, large/small.
. Motorcycle cover.

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

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

Suspension/Brakes
Frame Bridge frame, aluminium, 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″)

Suspension/Brakes
Castor 104.4 mm (4.11″)
Steering head angle 60.4‹

Wheels Cast aluminium 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, fl oating brake discs,
diameter 320 mm (12.6″), four-piston fi xed calliper
Brake, rear Single-disc brake, diameter 265 mm (10.4″),
double-piston fl oating calliper
ABS Standard: 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/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″)

2009 BMW K1300S

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