BMW Automobile K 1300 GT User Manual

BMW  
BMW Motorrad at the INTERMOT 2008.  
Contents.  
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10/2008  
Page 1  
1.  
The new BMW K 1300 S.  
1.1 Overall Concept and Features. ..........................................................................................  
1.2 Drivetrain. ...................................................................................................................................  
3
7
1.3 Suspension and Running Gear. ........................................................................................... 20  
1.4 Electrics and Electronics. ...................................................................................................... 30  
1.5 Body and Design. ..................................................................................................................... 35  
1.6 Range of Equipment. .............................................................................................................. 39  
1.7 Engine Output and Torque. .................................................................................................. 42  
1.8 Specifications. .......................................................................................................................... 43  
1.9 The K 1300 S Colour Range. ............................................................................................... 45  
2.  
The new BMW K 1300 R.  
2.1 Features and Technical Highlights. .................................................................................... 46  
2.2 Range of Equipment. .............................................................................................................. 53  
2.3 Engine Output and Torque. .................................................................................................. 57  
2.4 Specifications. ........................................................................................................................... 58  
2.5 The K 1300 R Colour Range. ............................................................................................... 60  
3.  
The new BMW K 1300 GT.  
3.1 Features and Technical Highlights. .................................................................................... 61  
3.2 Range of Equipment. .............................................................................................................. 67  
3.3 Engine Output and Torque. .................................................................................................. 70  
3.4 Specifications. ........................................................................................................................... 71  
3.5 The K 1300 GT Colour Range. ............................................................................................ 73  
4.  
25 Years of BMW K-Series.  
4.1 The Inline-Engine BMW. ....................................................................................................... 74  
4.2 The Inline-Engine Two-Valve Models as of 1983. ........................................................ 76  
K 100  
K 100 RS  
K 100 RT  
K 100 LT  
K 75 C/K 75  
K 75 S  
K 75 RT  
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BMW  
1. The new BMW K 1300 S.  
1.1 Overall Concept and Features.  
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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.  
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As in the past, BMW, through the K 1300 S, offers the only sports motorcycle  
in this segment with a maintenance-free drive shaft. Featuring innovative  
top-end technology, optimum riding qualities, an even more dynamic look  
and performance enhanced to an unprecedented standard, the K 1300 S  
impressively renders the BMW Sports Encounter World, clearly maintaining  
BMW’s strong leadership in the upper sports segment.  
Concept 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 significant improvement of  
performance, power and torque.  
In its fundamental qualities, the K 1300 S is based on the proven drivetrain  
configuration and engine arrangement of its predecessor, using the existing  
advantage of a low centre of gravity made possible by the extreme angle  
of the cylinder bank tilted 55° to the front and allowing very low arrangement  
of the engine. At the same time the new K 1300 S benefits from the very  
slender engine block allowing a very low angle in bends for a truly sporting  
and dynamic style of riding.  
In its suspension and running gear the new K 1300 S – by far the lightest  
1,300-cc model in this segment at 228 kg/503 lb dry weight – applies  
a successful concept combined with proven modules and components. One  
example in this context is the extra-low V-shaped radiator interacting with  
the wheel supports to provide an ideal configuration of the frame above the  
cylinder head and, as a result, reducing the overall width of the machine.  
And with the frame profiles merging smoothly at the rear, the K 1300 S  
enables the driver to hold his knees tightly together, ensuring optimum  
contact with the motorcycle under all conditions.  
The active, dynamic and forward-looking seating position is tailored fully  
to the rider, but nevertheless allows a relaxed and comfortable style  
of motorcycling at all times. So while being unusually dynamic and sporting,  
the K 1300 S is almost playful and certainly very safe in its behaviour,  
guaranteeing stress-free riding pleasure even in sporting style.  
Innovations on the running gear and electronics.  
The upgraded front-wheel Duolever suspension makes a significant  
contribution to the outstanding riding qualities of the K 1300 S. The newly  
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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 first time in series production  
on the K 1200 S.  
Applying the most advanced CAN-bus technology, the progressive  
on-board network allows a wide range of functions and facilitates the  
diagnostic procedures usually required by intelligently connecting  
the machine’s electrical and electronic systems.  
An overview of technical highlights:  
Even more dynamic performance, particularly at lower and medium  
engine speeds, thanks to the increase in engine capacity.  
Engine output 129 kW (175 hp) at 9,250 rpm, maximum torque  
140 Newton-metres (103 lb-ft) at 8,250 rpm.  
Increase 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 muffler and electronically  
controlled flap 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.  
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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.  
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1.2 Drivetrain.  
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The second generation of BMW Motorrad’s four-cylinder power  
units has been upgraded and updated in the interest of even more  
power and performance, extra torque, and supreme riding dynamics.  
Displacement of the four-cylinder inline power unit in the K 1300 S is up  
by 136 cc from 1,157 cc to 1,293 cc. Maximum output is 129 kW (175 hp) at  
9,250 rpm, maximum torque of 140 Newton-metres or 103 lb-ft comes  
at 8,250 rpm. In absolute figures, this is an increase in engine output by 6 kW  
(8 hp) and an increase in peak torque by 10 Newton-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 sign ficant advantage is that more than 70 per cent of the engine’s  
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 benefits above all from its carefully  
conceived overall configuration as well as the space-saving arrangement  
of ancillary units and the integrated gearbox. In all, this makes the entire  
drivetrain very compact, with ideal concentration of all masses in the middle  
of the machine. And as on the K 1200 S, the overall width of the power  
unit, measured on the level of the crankshaft, is 430 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.  
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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 fic 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 profiles according to the flow of power.  
This upgraded, second generation of four-cylinder power units in the 85-year  
history of BMW Motorrad and the 25-year history of the K-Series fully  
reflects the traditional philosophy of BMW Motorrad to offer demanding,  
unique and, at the same time, highly superior solutions. As before, therefore,  
the engine concept boasted by the K 1300 S is acknowledged as the  
currently most advanced and consistent configuration in worldwide motor-  
cycle 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 firing 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 milli-  
metres (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-fitted on to the right end of the crankshaft.  
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In the process of upgrading the power unit of the K 1300 S, the engineers  
at BMW Motorrad have given particular emphasis to supreme riding qualities.  
Hence, the combustion chambers on the four-cylinder, the intake camshaft  
angle and the valve timing as well as the stroke of the outlet valves have  
been modified accordingly, with the outlet valve springs being re-set from the  
ground up.  
Running in anti-friction bearings, the connecting rods are extra-light forged  
components made of heat-treated steel. Measuring 119 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 refinement despite the  
longer stroke.  
Together with their anti-friction bearings, the conrods weigh just 404 grams  
(K 1200 S: 413 grams). In usual BMW style, the upper conrod opening comes  
with a bearing bush conceived for a service life of more than 100,000 kilo-  
metres or 61,000 miles.  
The connecting rods are split horizontally in proven crack technology, with  
the large opening in the connecting rod being “broken” along its centre level  
by hydraulic force applied as an abrupt jolt. The fracture surface created in  
this way allows extremely precise subsequent assembly without requiring any  
further centring.  
Newly developed lightweight box-type pistons measuring 80 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 floor 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 floor under high thermal load, the pistons  
are cooled at the bottom also on the K 1300 S by modified oil spray jets in the  
crankcase, helping to extend their service life.  
The degree of crankshaft balance is adjusted to the different mass distribution  
through the use of new pistons. To eliminate free second-order mass forces  
inevitable on a straight-four power unit, the crankshaft, as on the former  
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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 efficiency.  
Seeking to achieve optimum output and superior running stability also at high  
speeds, and at the same time ensuring superior stiffness, keeping all moving  
masses to a minimum and 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.  
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Out of the two overhead camshafts, only the exhaust shaft is driven by  
a tooth chain from the crankshaft. The intake camshaft, in turn, is driven by  
a gear drive coming from the outlet shaft.  
As a result, only one sprocket is required in the cylinder head, helping to  
ensure even more precise valve timing and keeping the cylinder head slender  
and compact.  
Mod fied 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 flexing loads. As a result, the arms are extremely light and filigree  
in their design and construction.  
The engine speed limit under regular running conditions is now 11,000 rpm  
although the engine would be able to run at far higher speeds in terms of  
mechanical engine loads as such. The diameter of the valve crowns, as on the  
K 1200 S, is 32 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 modified shape of the combustion chambers with their flat ceiling  
guarantees very high geometric compression with a thermodynamically  
favourable, largely flat piston floor on the K 1300 S. With its compression  
ratio of 13:1, the power unit of the K 1300 S again comes right at the top in  
the series production motorcycle market, offering an ideal combustion  
process and optimum efficiency.  
Dry sump oil supply.  
The K 1300 S features dry sump lubrication introduced on the K 1200 S and  
proven over many years – the same technology as is largely used on racing  
engines. Apart from superior operating qualities and reliability even under  
extreme conditions, dry sump technology quite unique in this segment keeps  
the crankcase low and flat and therefore ensures a low position of the engine  
and a low centre of gravity. By leaving out the usual oil sump, the entire engine  
may be fitted 60 millimetres or 2.36" lower down than a conventional power  
unit.  
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The oil reservoir comes in a tank fitted in the frame triangle behind the engine.  
A dual oil pump operating at the rear of the crankcase and driven by a chain  
from the clutch shaft draws in lubricant from the oil reservoir and feeds  
the compressed oil first to the oil filter (main flow filter). Easily and conveniently  
accessible from outside, the oil filter is positioned on the lower left side of  
the crankcase.  
From there the compressed oil flows into the main oil pipe in the crankcase  
and is spread out through internal holes to the lubricating points. The oil  
flowing back, in turn, gathers at the lowest point in the crankcase formed by  
a bulge in the lower lid.  
The second pump then delivers the oil flowing back first to the oil cooler  
and from there to the oil tank, forming a reflow system patented by BMW.  
The larger oil cooler is integrated beneath the headlight in the aerodynamically  
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 ficant, therefore, thorough cooling of the cylinder  
head helps to quickly dissipate heat and ensures an optimum temperature  
balance. The reduced flow of coolant through the cylinders helps to warm  
up the engine even more quickly and thus reduces cold running wear as well  
as friction, an advantage also in the interest of enhanced fuel economy.  
The water pump fastened on the left side of the cylinder head is driven by the  
intake camshaft. This specific arrangement and the direct injection of coolant  
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into the cylinder head make the usual pipes superfluous, with all remaining  
hoses leading to the radiator being kept extremely short. And with the engine  
requiring only two 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 fitted at the front of the motorcycle beneath the fairing. Through  
its high standard of efficiency 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 fitted 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 fitted behind the crankshaft in the open  
space above the gearbox. The alternator, in turn, is driven by the primary  
gear on the clutch, developing maximum output of 580 W and maximum  
electric power of 50 Amps. The pre-shaft starter is connected to the  
engine by a freewheel drive unit operating on the alternator drive gear.  
Power transmission – reinforced multi-disc oil bath clutch,  
optimised cassette gearbox and HP Gearshift Assistant.  
For the first time in the history of shaft-drive BMW motorcycles the  
predecessor to the K 1300 S, the K 1200 S, came with a multi-plate oil bath  
clutch with friction plates measuring 151 mm/5.94" in diameter as well as  
a gearbox integrated in the engine housing by angular drive.  
Given the compact dimensions and the concentration of masses ensured  
in this way, this configuration continues to offer sign ficant benefits and is  
therefore also featured in the new K 1300 S. The clutch has however been  
upgraded through optimised linings and mod fied 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  
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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 fied 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 benefiting not only the degree of efficiency but  
also the overall width of the gearbox.  
The K 1300 S features a new shift lever with an ergonomically 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 first time in the history of large-scale motorcycle production by  
BMW and, indeed, for the first time in series production worldwide, the rider  
of the K 1300 S is able to shift up with the help of the optional HP Gearshift  
Assistant without operating the clutch and, accordingly, without the slightest  
interruption of traction and pulling force. To perform this operation the ignition  
and fuel supply are interrupted for fractions of a second in the shift process.  
The HP Gearshift Assistant introduced for the first time on the HP2 Sport  
comes together with the sports footrests available as special equipment.  
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 fitted crosswise,  
the shaft comes on two pivots.  
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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 ficantly greater friction reducing the efficiency of the  
drive system accordingly, whereas a drive shaft operates free of wear  
and maintains its high level of efficiency throughout its entire lifecycle.  
The K 1300 S meets the greater demands in terms of power, performance  
and torque through a new two-stage shaft configuration which also has  
a positive effect on the shift qualities of the gearbox.  
The entire rear-wheel drive system is described in detail in the section  
on the suspension and the Paralever.  
Newly set-up engine management with  
cylinder-specific knock control.  
The K 1300 S comes with the most advanced DME Digital Motor Electronics  
currently available on a motorcycle. This electronic management system  
referred to as BMS-K (BMW engine management with knock control) is an  
in-house development by BMW Motorrad specifically for the motorcycle  
and was already featured on the K 1200 S. The most significant highlights of  
this management concept are fully sequential, cylinder-specific fuel injection,  
integrated knock control, rapid processing of a wide range of sensor signals  
through the most advanced micro-electronics, a compact layout, low weight  
and self-diagnosis.  
Reflecting the increase in engine capacity and power, BMS-K has been newly  
set up on the K 1300 S. This ensures even more spontaneous 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.  
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The principle of Alpha-n management with indirect control and monitoring of  
the air drawn in via the throttle butterflies at a specific angle and engine speed  
has been upgraded to provide the new concept of torque-based engine  
management. The engine operating point is based in all cases on engine  
speed and the angle of the throttle butterfly determined by a potentiometer.  
Then, taking additional engine and ambient parameters into account  
(including the engine temperature, air temperature, ambient air pressure), the  
engine management system, interacting with control maps installed in  
advance as well as specific correctional functions, determines the appropriate  
injection volume and ignition timing required.  
Fuel injection is fully sequential, with fuel being injected into the intake ducts  
exactly in line with the intake stroke of the respective cylinder.  
Optimum supply of fuel ensured by variable pressure control.  
The fuel supply system does not require a reflow pipe or any other kind of  
similar facility, but rather, thanks to variable pressure control, delivers exactly  
as much fuel as the engine genuinely requires. Thanks to this fuel volume  
control, fuel supply pressure may be varied almost at random in the interest  
of optimum fuel/mixture formation. The fuel fed to the engine is controlled  
by appropriate operation of the fuel pump, while the fuel/air mixture is  
masterminded by an oxygen sensor located where the four exhaust manifolds  
come together and precisely determining the composition of exhaust  
emissions.  
Supreme environmental compatibility, 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 auto-  
matically raised to a higher level when required in the engine warm-up phase  
and is controlled by a so-called “idle stepper” (fully controlled bypass ducts  
for additional air) integrated in the airbox and the appropriate injection of fuel.  
The entire idle system has been set up anew on the K 1300 S.  
The throttle butterflies on the K 1300 S measuring 46 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 butterflies 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.  
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With various functions being integrated and combined with one another,  
the entire fuel supply system is extremely light. The three-piece injection rail  
is made of plastic and comprises the fuel pressure sensor. The rod-shaped  
high-energy ignition coils housed in the cylinder head, finally, help to make the  
engine management system even more efficient.  
High compression and knock control for enhanced fuel efficiency.  
Fuel consumption of the K 1300 S at 90 km/h or 56 mph is 4.7 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 significant increase  
in power and performance, this again sets a new record in the sports motor-  
cycle 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 fits perfectly directly  
above the engine. The four intake manifolds then lead directly and without  
the slightest curvature into the airbox which, with its capacity of 10 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  
efficiently than before, the ram air effect generated in this process enhancing  
the degree of cylinder charge at high speeds on the road.  
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In the process the intake air flows past two separate paper air filters newly  
developed for the K 1300 S and merging at the end of the funnels just where  
they lead into the airbox. To ensure simple and straightforward service, the  
paper air filters are easy to reach after removing the side panels on the fairing.  
Apart from the modern cyclone oil separator serving to purge the engine, the  
airbox also contains the newly configured idle system. In order to save weight  
and space through the integration of functions, the airbox finally also serves  
to hold the battery in position.  
New exhaust system – three-way catalyst for optimum emission  
control, exhaust butterfly for extra torque and a sporting sound.  
On the revised exhaust system of the K 1300 S the four individual manifolds  
of exactly the same length merge initially into two pipes beneath the gearbox  
and then into one single pipe leading on into an extra-large, newly developed  
rear muffler (4-in-2-in-1 principle).  
The muffler sign ficantly 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 reflection principle.  
Both the outer skin and the all-new interior of the rear muffler now much  
lighter than before are made of top-quality stainless steel.  
The metal-based catalytic converter with 200 cells/square inch is integrated  
exactly at the point where the manifold merges into the rear muffler  
and comes with a coating of rhodium and palladium combining superior  
temperature resistance with a long service life.  
Full maintenance of the strictest noise and emission limits, despite the  
increase in engine power and performance, is ensured on the K 1300 S for  
the first time at BMW by a butterfly in the collector pipe electronically  
controlled and opening up the full cross-section of the exhaust manifold as  
a function of increasing engine speed. At low to medium engine speeds the  
variable cross-section remains relatively small to build up greater ram pressure  
in the interest of extra torque and pulling force, while the full cross-section  
opened up at higher engine speeds serves to develop maximum power and  
a sporting sound.  
Apart from making an important contribution to the even more muscular  
torque curve and improving the motorcycle’s riding characteristics in the  
process, the new muffler offers a powerful sound pattern full of character but  
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nevertheless in full conformity with legal standards. And last but certainly  
not least, the hexagonal shape of the muffler allows the rider to lean over to  
a low angle in bends for a sporting style of riding pleasure.  
The entire muffler system made of stainless steel weighs a mere  
9.4 kilos/20.7 lb (K 1200 S: 10.4 kilos/22.9 lb) and is therefore the lightest and  
most compact exhaust system with a fully controlled catalytic converter in  
this segment of the market. All other manufacturers require an exhaust system  
with two mufflers.  
The K 1300 S is also available with a very light and sporting slip-on muffler  
made of titanium and featuring a carbon cover as special equipment from  
Akrapović®.  
ASC for even greater safety when accelerating.  
The K 1300 S comes as an option with ASC Anti-Spin Control fitted at  
the factory and taking the significantly greater power and torque of the new  
four-cylinder into account.  
Particularly on a high-torque motorcycle and on road surfaces varying  
frequently, ASC is a very sensible addition to ABS, preventing the rear wheel  
from spinning when accelerating and thus losing lateral stability, which  
otherwise might make the rear end swerve out of control.  
By comparing the speed of the front and rear wheels with the help of the  
ABS sensors, the electronic control unit determines when the rear wheel is  
spinning, engine management taking back the ignition angle and intervening  
in the fuel injection process to reduce engine power accordingly.  
The particularly sporting rider also has the option to deactivate ASC  
while riding and is also able to switch off ABS as long as the motorcycle  
is at a standstill before setting out.  
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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 world’s first production  
motorcycle to feature ESA Electronic Suspension Adjustment, the new  
K 1300 S now goes a step further four years later: As before the springs and  
dampers may be adjusted electronically at the touch of a button – but now the  
spring rate may also be modified by the rider.  
The front wheel suspension again features the Duolever launched in 2004  
as another world-first achievement, the lower longitudinal arm formerly made  
of forged steel being replaced on the K 1300 S by a new longitudinal arm  
made of forged light alloy. This reduces unsprung masses by approximately  
1 kg in the interest of an even more sensitive and transparent response and  
steering behaviour of the Duolever kinematics.  
The rear wheel suspension uses BMW Motorrad’s proven lightweight  
Paralever, the modified and now even firmer set-up of the rear spring strut  
taking the sporting and dynamic character of the K 1300 S into account.  
Together with the rider’s seating position, appropriate interaction of  
the suspension and the position of the engine ensures not only a low overall  
centre of gravity with ideal mass concentration on the new K 1300 S, but  
also perfectly balanced, ideal wheel load distribution of 50:50.  
As on the former model, the central load-bearing component is the main  
frame in bridge configuration. In this case the frame is a welded combination  
of internal high-pressure moulded elements (IHM profiles) for the bent  
profile units at the side and extrusion-pressed profiles together with die-cast  
components for the frame head and the lower section of the swing arm  
bearings.  
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A high-precision welding robot subsequently assembles the components in  
the in-house Aluminium Competence Centre at the BMW’s Berlin Motorcycle  
Plant to form an extra-stiff overall frame. And with the engine being tilted  
to an extreme angle, the profile bars of the main frame run above the cylinder  
head, unaffected by its width. This allows ideal configuration of the frame,  
which can be kept slim and slender as a result.  
This superior configuration is also supported around the swing bearing by  
the Paralever allowing the footrests to be positioned low down while  
nevertheless enabling the rider to lean the motorcycle over in a bend by more  
than 50o (measured geometrically) thanks to the overall configuration of  
the suspension and power unit.  
Together with the Duolever front-wheel suspension, the low configuration of  
the frame ensures a very good flow of power and, accordingly, keeps the  
forces acting on the frame structure to a minimum. Overall weight of the main  
frame is a mere 11.5 kg or 25.4 lb.  
The power unit is bolted firmly to the frame at six points and acts as a  
stiffening unit without performing any load-bearing functions. The light rear  
frame is made of square aluminium profiles welded to one another and is  
bolted on to the main frame at four points.  
Reflecting the true style of a genuine sports machine, the K 1300 S comes  
in regular trim with only one side-stand. A main stand is however available  
as special equipment and may be retrofitted within a matter of minutes.  
The BMW Duolever – perfect front-wheel suspension.  
The Duolever ensures superior riding precision and directional stability,  
together with superior suspension comfort and clear feedback. It offers even  
the sporting and ambitious rider an unparalleled feeling of safety in every  
situation.  
The front-wheel suspension is indeed the elementary component of a motor-  
cycle in terms of riding precision and comfort. Realising this fact at a very  
early point in time, BMW has indeed introduced a series of innovations on the  
front-wheel suspension throughout the 85-year history of the Company.  
The first hydraulically dampened telescopic fork on a production motorcycle  
(1937), the longitudinal swing arm (’50s and ’60s), long-stroke comfort  
telescopic forks (’70s) and the Telelever (1993) were and still are milestones  
in motorcycle technology invented or at least enhanced by BMW Motorrad  
and introduced by BMW for the first time in series production.  
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Prior to the launch of the K 1200 S in 2004 the Telelever was the only  
front-wheel suspension system able to achieve genuine success in the market  
next to the telescopic fork still playing a dominating role at the time. And this  
is no surprise, considering that the Telelever offers superior functions and  
comfort features and is the optimum solution for BMW’s range of Boxer  
motorcycles.  
The K 1300 S, like its predecessor, now offers an even better solution for  
a sports motorcycle with perfect kinematics – the Duolever. In this case  
a square configuration of arms made up of two almost parallel longitudinal  
struts able to swivel within the frame support the wheel bearing and allow the  
wheel to move up and down in a steady stroke wherever required.  
The wheel bearing newly finished for the K 1300 S as an extra-light and  
high-strength 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 firm set-up without making any noticeable concessions in terms  
of riding comfort, thus achieving the optimum result for a sports motorcycle.  
And with wheel forces resting on the longitudinal arm positioned far down  
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(with short leverage to the wheel/road contact point), forces and momenta are  
fed into the frame in a smooth process, again reducing any loads acting on  
the frame structure.  
The front-wheel suspension combines supreme stiffness with minimum  
weight, since the design and configuration of the wheel carrier may be freely  
chosen also in its contours due to the cast structure and may therefore be  
adapted precisely to the force curves. Appropriate wall thickness determined  
spec fically according to local load conditions reduces the weight of the frame  
without forfeiting any strength or stiffness. And taking the main direction of  
forces into account, the longitudinal arms are set up mainly to absorb forces in  
their longitudinal direction, that is inbound and rebound forces, a structure  
which again makes them particularly stiff.  
The lower longitudinal arm previously made of forged steel is replaced by  
a light-alloy forging on the K 1300 S. Through its light but nevertheless  
extremely stiff configuration, this new arm guarantees an even more sensible  
and transparent response, at the same time reducing unsprung masses  
by approximately 1 kg. Hence, the overall structure weighs a mere  
12.7 kg/28.0 lb, as opposed to 13.7 kg or 30.2 lb on the K 1200 S.  
The geometry of the spring strut pivot point follows a slight progression,  
with 115 mm or 4.52" of spring travel (60 mm/2.36" inbound, 55 mm/2.16"  
rebound). At 32o right and left, steering lock complies with the usual standard  
in this class.  
A new feature is the upper fork bridge on the new K 1300 S which, through its  
open design, helps to save weight and gives even greater emphasis to the  
sporting and dynamic character of BMW’s new high-performance machine.  
Through its kinematic 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  
benefits of an anti-dive set-up.  
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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  
benefits 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 defined loads also on the K 1300 S.  
Despite its low weight, the swing arm is stiffer than most conventional swing  
arm constructions. Geometrically, it is set up for 90 per cent anti-dive,  
the swing arm pivot point beneath the front universal joint on the drive shaft  
helping to make the swing arm mount appropriately slender and allowing  
installation of the footrests at a lower point.  
The swing arm mount itself is positioned on the stiff main frame made up  
at this point of a highly stable cast light-alloy structure. Forces acting on the  
final drive housing are guided above the swing arm, providing space for fitting  
the brake 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,  
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and resting via a boom arm on the main frame. This progression ensures  
a sensitive response of the suspension together with improved traction while  
nevertheless offering sufficient reserves for riding with a passenger.  
The final drive housing is tailored to the inner contour of the angle drive,  
avoiding even the slightest waste of space. And being calculated with utmost  
precision, the crown wheel, finally, is very light in order to save additional  
weight.  
To meet the greater demands for power and torque, the new K 1300 S comes  
with a newly developed two-stage drive shaft also offering advantages in  
the use and operation of the gearshift, as well as a final drive unit with a larger  
module.  
For reasons of weight, the wheel flange is made of aluminium. Through its  
larger diameter, the flange gives the wheel perfect support, again allowing  
weight to be saved around the hub of the rear wheel. The optical highlight of  
this compact and elegant lightweight structure is of course the 50-millimetre  
hole drilled into the axle shaft and axle drive housing which, through its large  
surface and flow effects, enhances the removal and dissipation of heat from  
the final drive.  
Electronically adjustable ESA II suspension –  
now adjustable at the touch of a button not only for spring  
and damper action, but also in its spring rate.  
Suspension is provided front and rear by extra-firm gas-pressure spring  
struts on the K 1300 S. Spring travel is 115 millimetres or 4.52" up front and  
135 millimetres or 5.31" at the rear.  
In standard trim the rear spring strut allows infinite adjustment of damping  
forces in the rebound mode. And to adjust to various loads and forces,  
the spring base may be varied by a hand wheel infinitely over a range of  
10 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 “hardness” of the spring – and all this conveniently at the  
touch of a button.  
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This is done by ESA II Electronic Suspension Adjustment setting the suspen-  
sion most conveniently and more precisely than ever before to the rider’s  
particular preferences and the load the motorcycle is carrying. The result is a  
new dimension of riding stability and excellent response under all riding and  
load conditions.  
ESA II is the world’s first system for electronic suspension adjustment on a  
motorcycle offering such a wide range of adjustment options: The rider is able  
to adjust both the spring base and the spring rate as well as the damper  
inbound and rebound motion on the rear wheel. On the front wheel, in turn,  
adjustment is limited to rebound damping.  
To make this control function as simple and straightforward as possible and to  
avoid false settings, the rider only has to enter the current load condition  
(“solo”, “solo with luggage” and “with passenger and luggage”.) Adjustment of  
the appropriate spring base and spring rate is then automatic, with the system  
adjusting the individual values to one another.  
Depending on his style of riding, the rider may also choose the Comfort,  
Normal or Sports mode, electronic management then applying this data to  
determine the appropriate damping rates in accordance with the optimum  
parameters saved in the Central Vehicle Electronics (CVE) and applying these  
parameters accordingly.  
In all, this allows no less than nine different adjustment variants on the new  
K 1300 S.  
Thanks to this additional adjustment of the spring rate, the ride height of the  
motorcycle may be adjusted perfectly to various load conditions, ensuring an  
even higher standard of riding stability, handling and comfort at all times. Even  
under high load, therefore, this maintains the rider’s full freedom in leaning  
over to a low angle in bends and thus allows a sporting style of riding. And last  
but not least, adjustment of the spring rate dramatically reduces the risk of the  
springs sagging and giving way.  
The rider is even able to change the current damper setting (Normal, Sports,  
Comfort) while on the road, again at the simple touch of a button. For  
reasons of function and safety, on the other hand, the spring base may only  
be changed when the motorcycle is at a standstill. While the damper  
rate is modified by small step motors on the damper itself, the spring base is  
adjusted by an electric motor together with a special transmission.  
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The spring rate and its control map are modified by a plastic element  
(Elastogran) which, in combination with a conventional coil spring, takes up  
forces in the inbound stroke. During the inbound stroke motion the deflection  
of this element to the side is limited, depending on the setting chosen,  
by a sleeve pushed into position with the help of a step motor acting like  
a stronger and firmer spring.  
This almost completely eliminates any sagging motion of the rear end in the  
inbound stroke and any change in suspension geometry otherwise caused  
in this way. So with the rider adopting the same style and riding in the same  
style, the K 1300 S is just as stable on the road when carrying its full load as it  
is when the rider is riding solo.  
Should the rider change the damper rate by pressing the button while riding,  
ESA II will adjust the spring rate accordingly, again maintaining the normal  
dynamic set-up of the suspension in virtually every situation. This is made  
possible by a particularly powerful step motor in a position to vary spring rate  
also under load. Accordingly, the appropriate spring rate is maintained under  
all conditions with every damper setting chosen.  
In the Sports setting the normal set-up of the machine is modified for even  
better handling and the rear end of the motorcycle is raised up. This shortens  
wheel castor, which remains at the same consistently higher standard  
regardless of the load the motorcycle is carrying.  
Wheel load at the front, in turn, remains consistent, depending on the  
spring rate chosen in advance. This ensures the same level of riding and  
brake stability as well as superior steering precision at all times.  
Additional adjustment of the spring rate provided by ESA II makes it possible  
to increase the spread of settings in the Sports, Normal and Comfort  
programs versus ESA I, the rider thus benefiting from an ever wider range of  
adjustment options on the road. In other words, the Sports mode offers even  
greater dynamics and precision, the Comfort mode ensures an even higher  
standard of comfort together with excellent stability.  
Wheels and 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  
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fastening points, the optimum design and shape of the components is  
calculated step-by-step. Indeed, even the looks of the motorcycle benefit from  
this method, with both the front and rear wheel looking light, filigree and  
dynamic.  
While similar in their looks, the wheels differ in their construction and method  
of production: On the front wheel the brake discs are connected directly to  
a stable wheel star without any carrier elements. These five radial arms  
extending out of the hub split up and support the wheel rim equally and  
consistently by ten cast spokes. The fork arrangement is tangential, with  
radial spokes giving the front wheel excellent radial stability and taking  
up a high wheel load. At the same time the front wheel takes up the main  
load exerted by high circumferential forces (when applying the brakes).  
This special wheel design and configuration ideal for taking up even heavy  
loads helps to keep the spoke structure particularly stylish and even filigree in  
its finish, serving not only to 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 fingers 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 Motorrad’s other Boxer and K-Series  
models.  
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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 BMW’s other  
models, in this case in the particularly sporting and dynamic semi-integral  
variant. “Semi-integral” means that when pulling the handbrake lever  
both brakes (on the front and rear wheel) are activated while the footbrake  
lever acts only on the rear-wheel brake.  
Integral ABS was already adapted to the sporting configuration and style  
of the K 1200 S and has now been enhanced further in its control features.  
Since the sports rider wants to be able to dose the brakes smoothly and  
consistently with precise feeling, specifically this requirement has been taken  
into account, ensuring that even when applying the brakes all-out on the  
K 1300 S there is virtually no risk of the motorcycle toppling over – also thanks  
to the low centre of gravity and the particular geometry of the suspension  
interacting with the kinematic configuration of the Duolever.  
In other words, the rider is able to make full use of maximum tyre grip also  
in the ABS brake mode, enjoying maximum safety even in an extreme braking  
manoeuvre.  
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1.4 Electrics and Electronics.  
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New generation of switches, modified instruments,  
LED rear lights and HP instrument cluster as special equipment.  
New electrical switch units.  
The K 1300 S boasts a brand-new generation of switches and manual  
controls also to be introduced on all upcoming BMW motorcycles. Using  
MID (Moulded Interconnect Devices) technology, the new switch units are far  
smaller and more compact and stand out through an even higher level of  
functional convenience, clear design and optimum accessibility.  
The formerly separated functions for the direction indicator lights left and right  
are now grouped in one and the same function on the left-hand side of the  
handlebar to avoid any confusion of the direction indicators and the horn. And  
as a further change, the hazard warning flashers are now operated by a  
separate switch within easy and convenient reach on the left-hand handlebar  
control. The functions for the low and high beam as well as the lights flasher  
are all combined in one switch easy to reach with your left index finger.  
To ensure even easier and more convenient operation, the knob for the  
handlebar heating has been moved up. And in accordance with practical  
requirements, the functions for the starter and kill switch are combined in one  
toggle switch unit, ensuring that even with inadvertent operation of the kill  
switch the starter with the ignition interrupted cannot be operated by mistake  
and subsequently empty the battery.  
Operation of the ESA II and ASC systems formerly controlled by two separate  
switches is now also combined in one toggle switch.  
Given this new technical configuration, the rider is able to operate twice as  
many functions as before with the same number of switches. This is an  
important factor in handling future equipment not yet known today, let alone  
fitted on the machine.  
To begin with, the switch operating the heated handles on the K 1300 S  
has been integrated in compact dimensions and within easy reach on the  
right-hand side of the handlebar. The indicator showing the current position  
of the handlebar heating switch, in turn, is now integrated in the instrument  
cluster display.  
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LED rear lights in clear glass look.  
Matching the sporting, dynamic appearance of the new K 1300 S, this is the  
first model in BMW’s four-cylinder series to be fitted as standard with a LED  
rear light in clear glass look. The use of light-emitting diodes taking the place  
of conventional bulbs guarantees unimpaired and maintenance-free operation,  
and extends the service life of the lights several times over.  
Digital instrument cluster in new design.  
The extra-light instrument cluster on the K 1300 S based throughout on  
digital technology comes with a newly designed speedometer and rev counter  
as well as the typical BMW Info-Flatscreen. This Information Display offers  
the rider permanent information on the temperature of the coolant, the  
remaining level of fuel in the tank, the time of day, and the gear currently in  
mesh.  
Wherever ESA II Electronic Suspension Adjustment is fitted as an optional  
extra, the system also provides information on the current set-up of the  
running gear. Further information available on demand in this case is the  
current mileage of the motorcycle, trip mileage and – once the level of fuel  
has dropped to reserve, the range still remaining.  
Any defects or interruptions in operation are presented in the Display together  
with a text message on what has gone wrong. The entire instrument  
cluster, incidentally, is controlled by a photoelectric cell and is automatically  
illuminated once it gets dark.  
HP Instrument Cluster as special equipment for sports riding.  
For very sporting purposes and competitive events, for example on the race  
track, the new K 1300 S may be equipped with the HP Instrument Cluster  
already well-known from the HP2 Sport as a special feature.  
Developed in close cooperation with the German data recording specialists  
2D Systems, this system comes with a large digital display. In the Road  
Mode it informs the rider on typical points such as road speed, engine speed,  
mileage, the remaining range on the fuel in the tank and the time spent  
travelling so far. During the warm-up phase, in turn, the system offers other  
helpful information for extra convenience.  
In the Racing Mode, on the other hand, the HP Instrument Cluster provides  
additional data such as lap times, maximum engine speed, top speed, or  
the number of gearshifts. In addition, the HP Instrument Cluster comes with  
eight freely programmable LED lights which the rider may use, for example,  
to indicate specific engine speed levels or as external shift indicators.  
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Large range of functions thanks to the Single-Wire System.  
In 2004 BMW Motorrad introduced a brand-new, highly advanced system  
serving to network electrical and electronic components in the motorcycle  
referred to as the Single-Wire System first in the R 1200 GS and subsequently  
in the K 1200 S.  
This innovative on-board networking concept is now also featured in the new  
K 1300 S and, using electronic and CAN-bus technology (CAN = Controller  
Area Network), offers a much wider range of functions than conventional  
on-board networks, together with much simpler and more straightforward  
wiring requirements.  
In this network information is transmitted only through one signal path  
(the single wire). And to keep any interference to an absolute minimum, the  
path itself is set up as a double-wire system.  
The big advantages of this intelligent combination of electrics and electronics  
are the weight saved on the wiring harness and various components, the  
high standard of robustness and far-reaching diagnostic capacities. Special  
electronic equipment may be easily integrated into the network, and in  
many cases a simple update is all that is required to expand the system.  
The basic principle is that all control units interact with one another via one  
single, joint signal path forming one complete network followed by all signals  
regardless of their subsequent allocation. This network then provides all  
information for all affiliated components.  
The signals are allocated to their specific purposes at junction points and  
then go specifically to the appropriate electronic consumers in the various  
control units. There the information received is processed and subsequently  
the functions required are activated in the consuming unit.  
With this system there is no need to elaborately wire up each function with its  
own wire. This clearly reduces the number of potential deficiencies inevitably  
occurring in a conventional on-board network due to the many wires and plug  
connections – clearly an important factor in the interest of superior reliability.  
Communication network and central diagnosis.  
All control units form one joint communication network and are able to  
exchange data among themselves. This allows simple and comprehensive  
diagnosis of the overall system from one central point. The electronic “brain”  
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filters out insignificant data and interference signals within a defined  
tolerance, making the system largely immune to interference such as  
electromagnetic infiltration.  
As on the K 1200 S, a total of five control units including the anti-theft warning  
system and ABS communicate with one another on the new K 1300 S, the  
instrument cluster also serving as a control unit.  
The BMS-K Digital Motor Electronics control unit is responsible not only  
for the engine management described above, but also transfers all data  
to the diagnostic control unit. The Central Vehicle Electrics (CVE), in turn, is  
responsible for all non-engine-specific electrical features and components.  
On-board network without melt-down fuses.  
The entire on-board network makes do without conventional melt-down  
fuses. In the event of a short circuit or malfunction, DVE reliably switches off  
the function involved, saving information on the cause of the problem  
for central diagnosis. This allows quick, spec fic and to-the-point allocation  
of the defect. The big advantage of such electronic management is that  
CVE automatically re-connects the function involved every time the motor-  
cycle 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.  
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Via the Challenge Response Process, as it is called, with the engine’s  
control unit generating a random challenge and the aerial and key responding  
appropriately in order identify themselves, a communication process is  
initiated between the coded chip data and the 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.  
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1.5 Body and Design.  
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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 reflect  
the muscular, athletic character and the agility of this sports motorcycle even  
more than before. Around the headlight the upper fairing section forms a  
black, almost grained surface referred to as the “Split Face” offering an even  
more sporting appearance by dividing the large painted surfaces and the  
upper fairing on the K 1300 S.  
The black intake funnel standing out clearly also disconnects the upper  
section of the fairing in its looks, emphasising the sporting appearance of the  
machine. And matching this visual highlight, the hydraulic reservoirs fitted on  
the two halves of the handlebar for the brakes and clutch now come in smoky  
glass look.  
A gill-shaped air intake and modified 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  
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K 1300 S, in the harmony of its lines and in its expression, is obviously a  
BMW and a member of the K-family at very first sight.  
Almost every visible part on the motorcycle is also part of the machine’s  
overall design. First and foremost, however, the design of the new K 1300 S is  
determined and shaped by the new fairing, the inner area of the upper fairing  
section always in the rider’s direct line of vision having been modified for  
an even more sophisticated and classy look. And the instruments also come  
in new, unprecedented design.  
Even more slender, modular fairing.  
The slender power unit featured by the new K 1300 S allows the use of a  
slender fairing at the top, giving the entire motorcycle a truly slim silhouette  
from the front.  
The slender front end gives even greater emphasis to the dynamic look of the  
entire motorcycle through the V-shaped transition from the upper section  
of the fairing into the windshield. This striking V-shape then continues with  
a clear subdivision of the individual surfaces into the headlight glass and along  
the front mudguard, giving the unique “face” of the K 1300 S an even  
more distinctive look than on its predecessor. The direction indicators, finally,  
are integrated in the rear-view mirrors in typical BMW style, offering an  
exceptionally good line of vision.  
On the road the 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 “spade” design at the sides of the windshield,  
keeping wind pressure on the rider’s body to a minimum and guiding rainwater  
around the rider’s shoulders.  
Gill-like openings at the top of the side fairing use differences in air pressure  
to guide rainwater around the rider’s feet to the inside and beneath the motor-  
cycle. A carefully designed additional splashguard likewise serves to minimise  
any contamination at the side and rear.  
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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 efficient  
that the K 1300 S, despite its high output and supreme performance, requires  
only a relatively small radiator surface.  
Thanks to the proven modular structure of the fairing, partial disassembly of  
fairing components for servicing does not involve a major effort. The front  
end made up of two plastic shells is a monocoque structure and offers  
a wide range of supports and fastening options for cables and other fairing  
components. The headlight, in turn, is a load-bearing element at the front  
end, helping to keep the overall structure light and easy to remove and re-fit.  
Headlights with a clear glass cover and reflectors in free-form  
surface technology add another striking touch.  
Like the K 1200 S, the new K 1300 S comes with a strikingly designed  
headlight made up of no less than three light units, one low beam and two  
high beams with fully integrated H7 bulbs. The clear glass cover on the  
headlight is made of impact- and scratch-proof extra-light polycarbonate. The  
reflectors come in free-form surface technology to exactly maintain light  
requirements and provide excellent light intensity and illumination of the road  
ahead. To change the bulbs, finally, the headlight is easily accessible from  
both behind and beneath.  
Fuel tank and seat in perfect ergonomic design.  
As on the former model, the fuel tank on the K 1300 S is made of light  
but strong plastic and offers a capacity of 19 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  
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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 fitted subsequently at an extra price.  
Despite the sporting and slender lines of the machine, the engineers at  
BMW Motorrad have given particular attention to an adequately wide seat  
area and ample support offered by the seat for both the rider and passenger.  
In all, this ensures a standard of seating comfort quite supreme in the sports  
motorcycle segment, particularly for the pillion rider.  
Despite all its sporting character, the new K 1300 S is therefore just as  
suitable for grand touring and riding with a passenger as every other  
BMW motorcycle. And last but not least, lashing straps for luggage beneath  
the seat again enhance the touring qualities of the K 1300 S.  
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1.6 Range of Equipment.  
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Optional extras and special equipment offering a wide range  
of customisation.  
Thanks to its sophisticated ergonomic qualities, the sporting K 1300 S is fully  
suitable for long distances and grand tours. A new feature available for the  
K 1300 S is a luggage rack upgrading the all-round and touring qualities of the  
machine. Indeed, the new luggage rack supplements the existing baggage  
features already offered by BMW Motorrad in carrying all kinds of luggage on  
the motorcycle.  
Further customisation is ensured by the usual wide range of options and  
special equipment from BMW Motorrad. Particularly the sports-minded rider  
will therefore enjoy the new K 1300 S even more with the HP Gearshift  
Assistant, the HP Infodisplay as well as HP trim components made of carbon.  
Optional extras are delivered straight from the factory and are fitted during the  
production process. Special equipment is fitted by the BMW Motorcycle  
Dealer also providing a wide range of retrofitting options.  
Optional extras:  
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.  
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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.  
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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 muffler (new).  
Akrapović® sports muffler (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).  
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1.7 Engine Output and Torque.  
BMW K 1300 S.  
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Page 42  
140  
135  
220  
210  
200  
190  
180  
170  
160  
150  
140  
130  
120  
110  
100  
90  
129 kW (9,250 rpm)  
130  
125  
120  
115  
110  
105  
100  
95  
90  
85  
80  
75  
70  
65  
60  
55  
50  
45  
40  
35  
30  
25  
20  
15  
10  
5
140 Nm (8,250 rpm)  
0
80  
2,000 3,000 4,000 5,000 6,000 7,000 8,000 9,000 10,000 11,000 12,000  
Engine speed [rpm]  
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1.8 Specifications.  
BMW K 1300 S.  
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Power Unit  
Configuration  
Water-cooled four-stroke straight-four power unit,  
two camshafts,  
four valves per cylinder  
80 mm x 64.3 mm (3.15 x 2.53")  
1,293 cc  
Bore x stroke  
Capacity  
Max output  
Max torque  
Compression ratio  
127 KW (175 hp) at 9,250 rpm  
140 Nm/103 lb-ft at 8,250 rpm  
13.0 : 1  
Fuel supply/  
Electronic fuel injection, Digital Motor Electronics  
with integrated knock control (BMS-K)  
DOHC (double overhead camshaft)  
32  
engine management  
Valve/gas control  
Diameter inlet  
Diameter outlet  
Throttle valve diameter  
Exhaust management  
27,5  
46  
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)  
Fuel consumption  
at a steady 120 km/h (75 mph)  
Fuel grade  
4.7 ltr/100 km (60.1 mpg imp)  
5.3 ltr/100 km (53.3 mpg imp)  
Premium Plus, unleaded, 98 RON;  
automatic knock control also allowing the use of  
premium down to 95 RON  
Electrical System  
Alternator  
Battery  
580 W three-phase alternator  
12 V/14 Ah, maintenance-free  
Power Transmission  
Clutch  
Multiple-plate clutch in oil bath, hydraulically operated  
Gearbox  
Primary Transmission  
Dog-shift six-speed gearbox  
1,559  
Transmission, gear stages  
I
II  
2,398  
1,871  
III  
1,525  
IV  
V
1,296  
1,143  
VI  
1,015  
Secondary drive  
Drive shaft  
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Seite 44  
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  
115 mm/135 mm (4.52"/5.31")  
Spring travel, front/rear  
Wheelbase  
1,585 mm (62.4")  
Suspension/Brakes  
Castor  
104.4 mm (4.11")  
Steering head angle  
Wheels  
60.4°  
Cast aluminium wheels  
Rim dimensions, front  
Rim dimensions, rear  
Tyre, front  
3.50 x 17"  
6.00 x 17"  
120/70 ZR 17  
Tyre, rear  
190/55 ZR 17  
Brake, front  
Double-disc brake, floating brake discs,  
diameter 320 mm (12.6"), four-piston fixed calliper  
Single-disc brake, diameter 265 mm (10.4"),  
double-piston floating calliper  
Standard: BMW Motorrad Integral ABS (semi-Integral)  
Brake, rear  
ABS  
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")  
254 kg (560 lb)  
Weight, unladen,  
in road trim and with full tank  
Dry weight  
228 kg (503 lb)  
Max permissible  
460 kg (1,014 lb)  
206 kg (454 lb)  
Max load (in standard trim)  
Useful tank capacity  
Thereof reserve  
Length  
Height (without mirrors)  
Width (on mirrors)  
19 ltr (4.2 imp gals)  
approx 4.0 ltr (0.9 imp gals)  
2,182 mm (85.9")  
1,221 mm (48.1")  
905 mm (35.6")  
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1.9 The K 1300 S Colour Range.  
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Page 45  
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 finish in Granite Grey Metallic/Light Grey Metallic  
with Magma Red highlights, in combination with wheels finished in  
Glossy Black, creates the sophisticated and striking look so typical of  
BMW and appealing above all to the sporting, performance-minded rider.  
The frame and suspension components on all colour variants are fi n is h e d  
in Asphalt Metallic.  
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2. The new BMW K 1300 R.  
2.1 Features and Technical Highlights.  
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Making a significant departure from traditional sports motorcycle concepts,  
BMW proudly presented the “most powerful naked bike of all times” at the  
2004 INTERMOT Motorcycle Show: the BMW K 1200 R. Ever since it  
has been a well-known fact that BMW is by all means willing and able to  
openly demonstrate extreme power and extroverted design in genuine style.  
Now the significantly uprated successor to the BMW K 1200 R is making  
its world debut at the 2008 INTERMOT Motorcycle Show in the  
BMW Urban Encounter World – the new K 1300 R, the most powerful  
naked bike BMW has ever built.  
Developing maximum output of 127 kW (173 hp) and weighing exactly 243 kg  
(536 lb) with a full tank, this extravagant Power Roadster, one of the most  
powerful and dynamic machines in its segment, fulfils the greatest demands  
in terms of riding dynamics without in any way neglecting the particular  
wishes and preferences of the BMW customer in terms of safety, equipment  
and riding comfort. Hence, BMW remains at the top also in the special  
category of Power Naked Bikes.  
Even more sporting, superior and dynamic.  
The K 1300 R Power Roadster is a high-performance riding machine offering  
a perfect blend of performance, riding safety and technical features carried  
over from the K 1300 S. So while the drivetrain and running gear are carried  
over from the K 1300 S, they have been modified in this case to meet the  
particular requirements of a large-capacity naked bike. The most significant  
and outstanding considerations in developing the K 1300 R were indeed  
to offer the rider supreme riding pleasure combined with equally outstanding  
safety on the road as well as the most sophisticated design features and an  
extroverted, masculine look.  
Suspension geometry upgraded to an even higher standard than on the  
previous K 1200 R gives the K 1300 R even greater agility combined with the  
same high standard of riding stability as before. The basic technical data on  
the suspension are now the same as on the K 1300 S. In comparison with the  
previous K 1200 R, the BMW Duolever front-wheel suspension is now slightly  
lower, with the wheelbase of the new model being correspondingly longer.  
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The guide ducts on the engine have likewise been modified for the new  
machine, with maximum output of 127 kW (173 hp) almost the same as on  
the K 1300 S. Quite generally, both engine output and torque have been  
increased significantly over the previous model, while the shorter final drive  
ratio of 2.91 versus 2.82 on the K 1300 S likewise has a positive impact on  
the acceleration and pulling power of the new machine.  
Technical Highlights – an Overview:  
Even more dynamic, particularly at lower and medium engine speeds,  
thanks to the increase in engine capacity.  
Engine output 127 kW (173 hp) at 9,250 rpm, maximum torque  
140 Newton-metres (103 lb-ft) at 8, 250 rpm.  
Increase in torque by more than 10 Newton-metres (7.4 lb-ft) all the way  
from 2,000–8,000 rpm.  
Newly tuned Digital Motor Electronics to fulfil the highest environmental  
standards.  
Optimised charge process for greater performance and lower fuel  
consumption.  
Optimised exhaust system with a new rear-end muffler and electronic flap  
control as well as a fully controlled three-way catalyst.  
Desmodromic operation of the power application function to improve  
dosage of engine power.  
Even greater riding precision combined with maximum riding stability  
ensured by the optimised Duolever front wheel suspension with a newly  
designed longitudinal arm at the bottom.  
Firmer spring/damper set-up for even better feedback to the rider.  
Supreme handling ensured by optimised suspension geometry, optimum  
mass distribution and a perfectly balanced overall concept.  
Second-generation ESA II electronically adjustable suspension and ASC  
anti-spin control as an option.  
New, innovative generation of control switches with optimised ergonomics.  
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Optimised, maintenance-free shaft drive with a new two-stage drive shaft.  
HP Gearshift Assistant for shifting up without the slightest interruption of  
power and traction available as an option.  
Wide range of standard features and accessories tailored to the K 1300 R,  
all offering the usual supreme qualities of a BMW.  
Increase in engine size for significantly better performance.  
Like the K 1300 S, the new K 1300 R also benefits from the significant  
improvement and upgrading of the straight-four power unit now increased in  
size from 1,157 to 1,293 cc. Maximum output is now 127 kW (173 hp) at  
9,250 rpm, maximum torque is 140 Newton-metres (103 lb-ft) at 8,250 rpm,  
an increase in power by 7 kW (10 hp) and an increase in torque by 13 Newton-  
metres (9.6 lb-ft).  
While the former K 1200 R reached its maximum output at 10,250 rpm, the  
power unit in the new K 1300 R develops its maximum power at a significantly  
lower 9,250 rpm. A further advantage is that more than 70 per cent of  
the engine’s maximum torque is available from just 3,000 rpm, just as the  
K 1300 R offers more than 10 per cent more torque than the K 1200 R  
all the way from 2,000 to 8,000 rpm.  
This clearly reflects the objective of the engineers developing the new  
machine, focusing on even greater driving dynamics with significantly more  
traction and much better acceleration than on the former model already  
so successful in the market.  
Like the K 1200 R, the new K 1300 R comes with a shorter final drive  
ratio (2.91 instead of 2.82), improving both acceleration and pulling power  
to an even higher standard.  
All technical modifications serving to optimise the engine and drivetrain are  
the same as on the new K 1300 S. The airbox comes with a modified air filter  
and a newly set-up intake funnel versus the K 1200 R to meet the greater  
demand of the engine for a smooth and efficient supply of air. And last but not  
least, the oil cooler with its larger block again reflects the greater power and  
performance of the engine.  
Sporting rear muffler with exhaust flap.  
Like the K 1300 S, the new K 1300 R comes with a new rear muffler not only  
making an important contribution to the machine’s “beefy” torque curve  
and riding qualities, but also providing an even more powerful sound full  
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Page 49  
of character. This special effect is provided by an electronically controlled  
exhaust flap reducing the damper volume with a higher throughput rate.  
Through its hexagonal design and smaller dimensions, the muffler looks  
particularly compact and sporting to clearly underline the muscular stance  
of the K 1300 R.  
The K 1300 R is available with a very light and sporting slip-on muffler  
made of titanium complete with a carbon trim cover from Akrapović® as  
special equipment.  
New gearshift kinematics and HP Gearshift Assistant.  
Like the K 1300 S, the K 1300 R features a new gearshift lever with an  
ergonomically optimised pivot point. Together with the likewise new  
anti-friction bearing on the gearshift lever, this ensures an even more precise  
and faster gearshift particularly when the rider opts for a more sporting  
and dynamic style of riding.  
For the first time in the history of series production BMW motorcycles and  
indeed for the first time worldwide in series production, the rider of the new  
K 1300 R is able to shift up without operating the clutch or taking back the gas  
handle, that is with hardly the slightest interruption of power and traction, by  
means of the HP Gearshift Assistant available as an optional extra. Introduced  
for the first time on the BMW HP2 Sport, the HP Gearshift Assistant may be  
combined with the sport footrests likewise available as special equipment on  
the new machine.  
Optimised suspension geometry,  
even firmer spring and damper settings.  
The suspension geometry on the new K 1300 R has been mod fied versus  
the former configuration in the interest of even greater agility and is now the  
same as on the K 1300 S. This improvement is ensured by a different process  
in machining the wheel carrier and through the Duolever suspension featuring  
a newly designed longitudinal arm at the bottom with a newly defined pivot  
point. As a result, the front-wheel guidance angle is now slightly lower and the  
wheelbase of the new machine has been increased accordingly.  
The K 1300 R meets the significant demands made of a Naked Power Bike in  
terms of sportiness and riding dynamics through the even firmer set-up of the  
gas-pressure spring strut.  
The new K 1300 R comes as standard on a 180/55 ZR 17  
(K 1300 S: 190/55 ZR 17) rear-wheel tyre. As an option the particularly  
sporting rider may choose BMW sports wheels from BMW Motorrad’s wide  
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range of optional extras and special equipment, allowing the use of a  
190/55 ZR 17 tyre. Again in the interest of even better handling and greater  
performance, this special tyre replaces the usual 190/50 ZR 17 tyre.  
Electronically adjustable ESA II running gear.  
BMW’s new ESA II (Electronic Suspension Adjustment II) running gear is  
available as special equipment at extra cost also on the K 1300 R.  
This allows the rider to vary not only the damping effect on the two spring  
struts and the spring base (spring pre-tension) on the rear spring struts,  
but also the spring rate and, accordingly, spring hardness conveniently at the  
touch of a button. Hence, the rider is able to set the running gear very  
conveniently and more precisely than ever before to his specific wishes  
and the weight the motorcycle is carrying under all riding and load conditions,  
thus enjoying a new dimension of riding stability combined with optimum  
response at all times.  
ESA II is the world’s first system for electronic adjustment of the motorcycle’s  
suspension offering such a wide range of setting options.  
EVO brake system.  
The K 1300 R also comes with BMW Motorrad’s proven EVO brake system  
featured on other models in the Boxer and K-Series. The brake lines are  
protected by steel sleeves, brake discs measuring 320 millimetres/12.6" at the  
front and 265 millimetres/10.4" at the rear ensure maximum stopping power  
even from very high speeds and with the motorcycle carrying a heavy load.  
Further benefits of the EVO brake system are its unparalleled brake pressure  
build-up rate and the reduction of operating forces to a minimum even when  
braking all-out – qualities the system has proven in many tests. Indeed,  
the BMW EVO brake system – EVO stands for evolution – is already renowned  
in the market as one of the safest and most effective brake technologies  
available.  
Handlebar detached for minimum vibration,  
new controls and switches.  
The new K 1300 R features a handlebar detached from the frame of the  
machine in the interest of minimum vibration, a technology carried  
over from the K 1200 R Sport. The big advantage is the higher standard  
of everyday riding quality particularly on longer distances.  
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Another new highlight on the K 1300 R is the brand-new generation of  
switches and controls. Featuring MID (Moulded Interconnect Device)  
technology, the new control units are far smaller and more compact and at  
the same time offer an even higher standard of functionality, clear design  
and optimum access for easy reach.  
HP instrument cluster as special equipment for sports riding.  
The new K 1300 R may be equipped with the HP instrument cluster already  
well-known from the HP2 Sport as special equipment for the most sporting  
and dynamic riding requirements, for example on the race track.  
This superior system developed in cooperation with the German data  
specialist 2D Systems comes with a large digital display informing the rider in  
the Road Mode on typical features and data such as road speed, engine  
speed, mileage covered so far, remaining mileage on the fuel available, and  
the time spent travelling. During the warm-up phase, in turn, the instruments  
offer further helpful data.  
In the Racing Mode the instrument cluster presents data such as lap times,  
maximum engine speed, road speed, or the number of gearshifts.  
The HP instrument cluster comes additionally with eight freely programmable  
LED lights serving, for example to present engine speed or acting as an  
external gearshift indicator.  
Even more dynamic, masculine and aggressive look.  
With its even more muscular design, the new K 1300 R simply oozes a strong  
feeling of power and performance at very first sight, standing out clearly from  
its competitors and leaving behind an impressive visual message through its  
even more dynamic appearance.  
The newly designed fairing on the front wheel mount and the compact front  
wheel mudguard give even greater emphasis to the front end of the K 1300 R,  
making it look even sleeker and more dynamic. The aggressively styled  
radiator trim panels, in turn, demonstrate even more power and performance  
than before. The intake panel is also new in its design and is now fully painted,  
supporting the powerful, dynamic look of the K 1300 R through its almost  
rough and jagged form.  
The side covers are even more striking in design, offering even better  
protection of the rider’s knees from wind and weather through their contoured  
edges. A modified headlight body as well as new paintwork on the headlight  
panel, in turn, give the K 1300 R a new and even more aggressive face at  
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the front. To match this outstanding look, finally, the hydraulic reservoirs fitted  
on the two halves of the handlebar for the brakes and clutch now come in a  
discreet smoky glass look.  
Mod fied instrument graphics in clear, techno-like layout clearly demonstrate  
the design of the new machine to the rider himself. The newly designed rear  
light in LED technology and with a white clear glass look conveys an exciting  
touch of technical excellence and a superior look of harmony together with the  
white direction indicator lights.  
Comfort seat for the passenger as special equipment.  
Apart from unparalleled riding pleasure on country roads, the new K 1300 R  
offers supreme all-round qualities through its outstanding power unit. And  
to enhance riding comfort for the pillion rider to an even higher level,  
BMW Motorrad offers a seat bench much wider and more upholstered at  
the rear.  
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2.2 Range of Equipment.  
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Optional extras and special equipment –  
sporting customisation BMW-style.  
It almost goes without saying that even the very sporting and dynamic  
K 1300 R comes with the very best all-round qualities so typical of  
BMW – also for long distances and tours. The new features boasted by the  
K 1300 R also include a special comfort seat for the pillion rider as well as LED  
direction indicators both front and rear.  
The usual wide range of options and special equipment from BMW Motorrad  
serves to further customise this outstanding machine. The particularly  
sports-minded rider, for example, has the choice of the HP Gearshift  
Assistant, the HP Info Display as well as carbon trim components as special  
features on the new K 1300 R.  
Optional extras are delivered straight from the factory and integrated during  
production. Special equipment is fitted by the BMW Motorcycle Dealer either  
right from the start or at a later point in time, whatever the customer wishes.  
Optional extras.  
Heated handles.  
Lower rider’s seat (approx 790 mm/31.1", step arch length 1,750 mm/68.9").  
Passenger comfort seat (new).  
Luggage rack.  
BMW Motorrad Integral ABS.  
Anti-theft warning system.  
ESA II (Electronic Suspension Adjustment II; new).  
HP Gearshift Assistant (new).  
ASC Anti-Slip Control.  
TPC Tyre Pressure Control.  
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On-board computer including oil level warning.  
BMW 6.0 x 17" sports wheels on 190/55 ZR 17 tyres.  
Sports windshield.  
LED direction indicators front and rear.  
Special equipment.  
Luggage and storage options.  
Luggage rack with installation kit.  
Water-tight tank rucksack (new).  
Water-tight tank bag including fastening elements.  
Set of sports cases including case supports.  
Sports softbag, small, 19 litres/large, 51 litres.  
Water-tight 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.  
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Ergonomics and comfort.  
Heated handles with switch unit.  
Low rider seat (approx 790 mm/31.1", step arch length 1,750 mm/68.9").  
Passenger comfort seat.  
Sports windshield, tinted, including fastening elements.  
HP rider’s footrests (new).  
HP passenger’s footrests (new).  
HP forged wheels, front (3.50 x 17") and rear (6.00 x 17").  
Design and sound.  
LED direction indicators.  
HP carbon windshield (new).  
HP carbon wheel cover, front.  
HP carbon clutch top cover (new).  
HP carbon engine spoiler.  
HP carbon seat cover.  
HP carbon heat protector for standard muffler (new).  
Akrapović® sports muffler (new).  
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Safety.  
Anti-theft warning system with remote control.  
Mudguard, rear.  
First-aid kit, large/small.  
Motorcycle cover.  
Navigation and communication.  
BMW Motorrad ZUMO navigation and communication unit incl support (new).  
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2.3 Engine Output and Torque.  
BMW K 1300 R.  
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Page 57  
140  
135  
220  
210  
200  
190  
180  
170  
160  
150  
140  
130  
120  
110  
100  
90  
127 kW (9,250 rpm)  
130  
125  
120  
115  
110  
105  
100  
95  
90  
85  
80  
75  
70  
65  
60  
55  
50  
45  
40  
35  
30  
25  
20  
15  
10  
5
140 Nm (8,250 rpm)  
0
80  
2,000 3,000 4,000 5,000 6,000 7,000 8,000 9,000 10,000 11,000 12,000  
Engine speed [rpm]  
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2.4 Specifications.  
BMW K 1300 R.  
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Power Unit  
Configuration  
Water-cooled four-stroke straight-four,  
two camshafts, four valves per cylinder  
80 mm x 64.3 mm (3.15 x 2.53")  
1,293 cc  
Bore x stroke  
Capacity  
Max output  
Max torque  
Compression ratio  
127 KW (173 hp) at 9,250 rpm  
140 Nm/103 lb-ft at 8,250 rpm  
13.0 : 1  
Fuel supply/  
Electronic fuel injection, Digital Motor Electronics  
with integrated knock control (BMS-K)  
DOHC (double overhead camshaft)  
32  
engine management  
Valve/gas control  
Diameter inlet  
Diameter outlet  
Throttle valve diameter  
Exhaust management  
27,5  
46  
Fully controlled three-way catalyst,  
EU3 emission standard  
Performance/  
fuel consumption  
Top speed  
200 km/h (124 mph) +  
5.0 ltr/100 km  
Fuel consumption at  
a steady 90 km/h (56 mph)  
Fuel consumption at  
a steady 120 km/h (75 mph)  
Fuel grade  
5.8 ltr/100 km  
Premium Plus, unleaded, 98 RON; automatic knock  
control also enabling the engine to run on premium  
fuel down to 95 RON  
Electrical System  
Alternator  
Battery  
580 W three-phase alternator  
12 V/14 Ah, maintenance-free  
Power Transmission  
Clutch  
Multiple-plate clutch in oil bath, hydraulically operated  
Gearbox  
Primary Transmission  
Dog-shift six-speed gearbox  
1,559  
Transmission, gear stages  
I
II  
2,398  
1,871  
III  
1,525  
IV  
V
1,296  
1,143  
VI  
1,015  
Secondary drive  
Drive shaft  
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Suspension/Brakes  
Frame  
Bridge frame, aluminium, load-bearing engine  
BMW Motorrad Duolever; central spring strut  
Front wheel guidance/  
spring elements  
Rear wheel guidance/  
spring elements  
Cast aluminium single swing arm with BMW Motorrad  
Paralever; central spring strut with lever system,  
spring pre-tension with infinite hydraulic adjustment  
by hand wheel, adjustable inbound damping  
115 mm/135 mm (4.52/5.31")  
Spring travel, front/rear  
Wheelbase  
1,585 mm (62.4")  
Castor  
104.4 mm (4.11")  
Suspension/Brakes  
Steering head angle  
Wheels  
60.4°  
Cast aluminium wheels  
Rim, front  
3.50 x 17"  
Rim, rear  
5.50 x 17"  
Tyre, front  
120/70 ZR 17  
Tyre, rear  
180/55 ZR 17  
Brake, front  
Double-disc brake, floating brake discs, diameter  
320 mm (12.6"), four-piston fixed calliper  
Single-disc brake, diameter 265 mm (10.4"),  
double-piston swing calliper  
Optional: BMW Motorrad Integral ABS (semi-integral)  
Brake, rear  
ABS  
Dimensions/Weight  
Seat height  
Step arch length  
Weight, unladen,  
in road trim and with full tank  
Dry weight  
Max permissible  
Max load (with motorcycle  
in standard trim)  
Useful tank capacity  
Thereof reserve  
Length  
820 mm (32.3") (low seat 790 mm/31.1")  
1,810 mm (71.3") (low seat 1,750 mm/68.9")  
243 kg (536 lb)  
217 kg (478 lb)  
460 kg (1,014 lb)  
217 kg (478 lb)  
19 ltr  
approx 4.0 ltr  
2,228 mm (87.7")  
1,095 mm (43.1")  
856 mm (33.7")  
Height (without mirrors)  
Width (on mirrors)  
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2.5 The K 1300 R Colours Range.  
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Contrary to the former model, the frame, wheel carriers and drivetrain come in  
the same colour on all three colour variants of the K 1300 R. This is because  
the black engine and suspension components such as the frame and wheel  
carriers in Asphalt Metallic symbolise the technical character and sporting  
style of the new K 1300 R.  
The body colours highlight the newly designed features and the strong  
character of the new K 1300 R, in particular the muscular front end  
and the slender rear. While Silk Metallic stands for masculine strength  
and determination, Lava Orange Metallic creates a sporting, almost  
provocative touch.  
Reflecting the current Zeitgeist, white is now back in the market, nevertheless  
re-interpreted in this case as Light Grey Metallic with a larger share of metallic  
components emphasising the three-dimensional presence of a motorcycle  
from BMW.  
The graphically much more aggressive model designation stands out clearly  
but in full harmony on all colour variants.  
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3. The BMW K 1300 GT.  
3.1 Features and Technical Highlights.  
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Introducing the new K 1300 GT, BMW Motorrad is opening up new  
dimensions in the BMW Touring Encounter World in terms of both riding  
dynamics and grand touring qualities, enhancing the Company’s worldwide  
leadership in the Dynamic Tourer segment.  
Offering even greater supremacy all along the drivetrain, an even higher  
standard of quality, an aerodynamic fairing enhanced to a new level of  
perfection, and a wide range of special equipment, the new K 1300 GT stands  
for Gran Turismo of the highest calibre. It combines maximum agility and  
sporting riding dynamics with the ideal package for long tours. And with its  
engine output 118 kW (160 hp), together with maximum torque of 135 Newton-  
metres (99 lb-ft), the new K 1300 GT also benefits from the increase in engine  
size and stands out as one of the most powerful motorcycles in its segment. In  
typical BMW style, therefore, the new K 1300 GT meets the greatest demands  
in terms of riding dynamics, comfort, safety, and equipment.  
Even greater supremacy and dynamic performance.  
The new K 1300 GT is a High Performance Tourer featuring the innovative  
and proven highlights of the new K 1300 S in terms of performance, riding  
safety and technology. The drivetrain and suspension come largely from the  
K 1300 S, but have been adapted in their specific features and details to  
all the requirements of a dynamic tourer. The highlights in developing the new  
K 1300 GT were enhanced riding dynamics and even greater supremacy  
combined with outstanding comfort and optimum qualities for all kinds of  
motorcycle tours.  
Identical in its basic features with the power unit of the K 1300 S, the engine  
has been modified in terms of air flow and guidance. This increases maximum  
output over the K 1200 GT by 6 kW (8 hp) to a new record level of 118 kW  
(160 hp), with even greater emphasis given to superior torque for even better  
traction and pulling force at low and medium engine speeds.  
The K 1300 GT also sets the standard in terms of comfort, riding safety  
and equipment, not only through its excellent suspension and running gear,  
but also through optionally available, electronically adjustable ESA II  
(Electronic Suspension Adjustment II) as well as features such as electronic  
cruise control, an electrically adjustable windshield, or seat heating controlled  
individually for the rider and passenger.  
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An overview of technical highlights:  
Even more traction and pulling force, particularly at low and medium engine  
speeds, through the increase in engine capacity.  
Engine output 118 kW (160 hp) at 9,000 rpm, peak torque of 135 Newton-  
metres (99 lb-ft) at 8,000 rpm.  
Significant increase in torque from 3,500 rpm.  
Fulfilment of the strictest environmental standards through newly set-up  
Digital Motor Electronics.  
Optimisation of the emission system through rear mufflers modified inside  
and a fully-controlled three-way catalytic converter.  
Desmodromic operation of the gas lever function for even better and more  
precise gas dosage.  
Optimised, maintenance-free shaft drive with a new, two-stage drive shaft.  
Even greater driving precision and optimised response combined with  
maximum riding stability ensured by the optimised Duolever front-wheel  
suspension complete with a newly designed lower longitudinal arm.  
Second-generation ESA II Electronically Adjustable Suspension and ASC  
Anti-Spin-Control as an option.  
New, innovative generation of switches and controls with optimised  
ergonomics.  
Integral ABS (semi-integral) featured as standard for a high level of active  
safety.  
Wide range of equipment and accessories tailored to the new machine  
at BMW’s usual high level of perfection.  
Seat and handlebar adjustable.  
Optimised full fairing.  
Electrically adjustable windshield.  
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Increase for engine capacity for even greater traction and  
enhanced performance.  
Like the K 1300 S, the new K 1300 GT also benefits from the significantly  
upgraded straight-four power unit increased in capacity from 1,157 to  
1,293 cc. Maximum output is now 118 kW (160 hp) at 9,000 rpm, with peak  
torque of 135 Newton-metres (99 lb-ft) at 8,000 rpm. This equals an increase  
in power by 6 kW (8 hp) and an increase in torque by 5 Newton-metres or  
3.7 lb-ft.  
While the former K 1200 GT did not develop its maximum output until  
9,500 rpm, the power unit of the new K1300 GT offers its maximum power  
at 9,000 rpm, with more than 80 per cent of the engine’s maximum torque  
available from just 3,500 rpm. Again versus the K 1200 GT, the torque curve  
is sign ficantly better over a wide range from 3,500 – 10,000 rpm, following  
the objective to offer significantly more traction and pulling force particularly  
at low and medium engine speeds.  
The torque curve remaining at a high ceiling over a wide range of engine  
speed is indeed virtually ideal for the K 1300 GT as a genuine Gran Turismo,  
offering even more practical performance and supreme power than its  
predecessor, which already set the standard in this segment.  
While all features optimised on the engine and drivetrain of the new K-Series  
also benefit the new K 1300 GT, the airbox has been specifically adjusted  
to the different air requirements and flow conditions within the engine,  
featuring an optimised air filter and newly set-up intake funnels versus the  
former model.  
Rear muffler with new features and new interior design.  
The rear muffler newly designed and set-up inside also contributes to the  
even “beefier” torque curve and enhanced riding qualities of the K 1300 GT,  
standing out clearly through its supreme and powerful rumble. Contrary  
to the very sports-minded K 1300 S and K 1300 R, the exhaust system on  
the K 1300 GT with its substantial damper volume and consistent use  
of stainless steel throughout does not require an electronically controlled  
exhaust butterfly.  
Shift lever running in anti-friction bearings  
for an even more precise gearshift.  
The optimised anti-friction bearing on the gearshift lever with a corresponding  
reduction in tolerance in the transmission of power ensures an even more  
precise and faster gearshift than ever before.  
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Optimised BMW Duolever for minimum unsprung masses.  
While the new K 1300 GT is based on the particularly stable suspension  
geometry of its predecessor, the unsprung masses of the BMW Duolever  
have been reduced even further through the introduction of a newly designed  
lower longitudinal arm. Now made of forged aluminium, the new Duolever  
gives the motorcycle an even smoother and finer response.  
Electronically adjustable ESA II suspension.  
BMW’s new ESA II (Electronic Suspension Adjustment II) suspension is also  
available on the K 1300 GT as an option at extra cost.  
This allows the rider, apart from the damping on the two spring struts, to also  
adjust the spring base (spring pre-tension) on the rear spring strut as well as  
its spring rate and spring hardness smoothly and conveniently at the touch  
of a button. Hence, he is able to set the suspension most conveniently and  
more precisely than ever before to his personal wishes, taking particularly the  
load the motorcycle is carrying into account (which is of particular sign ficance  
with the K 1300 GT) and offering a new dimension of riding stability combined  
with optimum response under all riding and load conditions.  
ESA II is the world’s first electronic suspension control on the motorcycle  
offering such a wide range of adjustment options.  
EVO brake system complete with BMW Integral ABS.  
The new K 1300 GT is equipped with BMW’s proven EVO brake system also  
featured on the other models in the K- and R-Series. Brake discs measuring  
320 millimetres/12.6" in diameter up front and 294 millimetres/11.6" in  
the rear guarantee optimum deceleration also from high speeds and under  
maximum load.  
Featured as standard, BMW Motorrad Integral ABS (semi-integral) not only  
fu fils the highest demands in terms of safety, but also caters for the wishes  
and preferences of the sports-minded rider through its special set-up and  
configuration: BMW Motorrad Integral ABS controls the front- and rear-wheels  
brakes through the handbrake lever, while the footbrake lever acts only on the  
rear-wheel brake.  
Even more dynamic in design.  
The unusually slender full-fairing with its dynamic contours and excellent  
aerodynamic qualities has been carried over from the former model and  
upgraded in its looks for the new K 1300 GT.  
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The new fairing differs from the former unit at the side through an opening  
in the side panel and the logo support, giving the K 1300 GT a far more  
dynamic appearance.  
The inner surfaces of the fairing now fully painted and no longer in the  
conventional grain touch convey an even higher standard of quality  
and style. And at the same time the inner surfaces are further upgraded  
by the instrument panel now finished in a matt, dark metallic colour.  
Protectors integrated in the side sections reduce the risk of damage in a fall  
or accident. Hence, the machine is now well protected should it fall over in an  
accident or when not properly parked.  
New switch and control units.  
The new K 1300 GT boasts a brand-new generation of switches and manual  
controls. Using MID (Moulded Interconnect Devices) technology, the new  
switch and control units are far smaller and more compact, while at the same  
time offering a higher standard of functionality, clear design and optimum  
accessibility. The switches for the electrical adjustable windshield, the handle  
and seat heating as well as cruise control are all integrated in the control units  
on the K 1300 GT.  
Newly designed instruments.  
Like the K 1300 S, the new K 1300 GT comes with a newly designed  
speedometer and rev counter with an even more dynamic layout on its scale.  
These two units are supplemented in the digital instrument cluster by  
the Info-Flatscreen, an information display consistently providing all the  
information the rider requires on data such as coolant temperature, tank  
capacity, the time of day, or the gear currently in mesh.  
When fitted with ESA II (Electronic Suspension Adjustment II) as an option,  
the flatscreen provides additional information on the current suspension  
setting. Other data available on request are the current mileage of the motor-  
cycle, trip mileage and – once the fuel level has dropped to reserve – the  
remaining range. Any deficiencies or defects, finally, are shown in the display  
by appropriate signs and symbols.  
Electrically adjustable windshield.  
The new K 1300 GT comes with the electrically adjustable windshield already  
featured and proven on the former model, combining optimum protection  
from wind and weather with minimum dimensions. Through its aerodynamic  
design and configuration, the windshield guides the wind rushing by round the  
rider, relieving his head and upper body of wind pressure also at high speeds.  
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A further important point is that the windshield may be adjusted electrically  
over a range of 100 millimetres or almost 4 inches from the left handlebar  
controls, thus consistently meeting the rider’s requirements. A higher  
windshield (+ 60 mm, almost 2.4") is available as an optional extra, offering  
virtually every rider perfect protection, regardless of his size and riding  
position, simply by choosing the right windshield and adjusting it accordingly.  
Ergonomically designed seat.  
To ensure maximum comfort and freedom of movement, the seat, as on the  
former K 1200 GT, is designed around the so-called step arch length of the  
rider as the decisive criterion for seating quality. This particular measurement  
is the distance between the rider’s two feet on the ground – measured across  
the inside of his legs – also taking the shape and the width of the seat into  
account.  
The seat is tapered sign ficantly around the rider, enabling him to comfortably  
place both feet on the ground and bend his knees just as comfortably.  
A further point is that seat height may be adjusted as required to 820 or  
840 millimetres (equal to 32.3 or 33.1"). And for the somewhat shorter rider  
BMW Motorrad offers a lower seat as an optional extra measuring 800 milli-  
metres or 31.5" in height (adjustable to 820 mm or 32.3”).  
Both with a sporting style of riding and when touring, the “ergonomic triangle”  
made up of the footrests, the seat and the handlebar guarantees maximum  
freedom of movement as well as a relaxed style of riding without the slightest  
fatigue. And last but certainly not least, the passenger will also enjoy the high  
standard of seat comfort so typical of a BMW.  
Handlebar adjustable for height.  
As on the K 1200 GT, the handlebar is adjustable for height in four levels,  
covering a total range of adjustment towards the rider’s body of 40 millimetres  
or almost 1.6", thus adapting to all kinds of riders of different size and  
allowing the rider to choose his ideal seating position at all times.  
The height of the handlebar is adjusted very conveniently and easily through  
a mechanical thread-and-bolt setting.  
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3.2 Range of Equipment.  
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Optional extras and special equipment –  
perfect customisation BMW-style.  
The new K 1300 GT stands out as a genuine Gran Turismo through its ideal  
combination of sporting performance and touring comfort provided right  
from the start even in standard trim. And to raise this standard to an even  
higher level, BMW Motorrad offers a wide range of optional extras and special  
equipment optimising this Dynamic Tourer in every respect.  
These features will thrill both the demanding Grand Touring rider looking for  
maximum comfort on long distances and the technology enthusiast in search  
of innovative technical features. The wide range of functional options extends  
from an on-board computer through a xenon headlight all the way to the  
ESA II (Electronic Suspension Adjustment II) suspension allowing the rider  
though simple and optimum adjustment of the spring and dampers to set  
the running gear to the rider’s current requirements.  
Optional extras come straight from the factory and are fitted during  
production. Special equipment is fitted by the BMW Motorcycle Dealer  
also subsequently after the motorcycle has been delivered.  
Optional extras:  
Heated handles.  
Heated seat.  
Cruise Control.  
ESA II (Electronic Suspension Adjustment II; new).  
Low rider’s seat (approx 800 mm/31.5" adjustable to 820 mm or 32.3",  
step arch length 1,760 mm/68.9").  
High windshield.  
Immobiliser.  
Xenon headlight.  
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On-board computer including oil level warning unit.  
ASC Anti-Slip Control.  
TPC Tyre Pressure Control.  
Special equipment:  
Luggage and storage options:  
Watertight tank rucksack.  
Watertight tank bag including fastening elements.  
Sports softbag, small 19 litres/large 51 litres.  
Watertight luggage roll, 53 litres, including lashing belt with tightening lock.  
Luggage spider.  
Impact protector for system cases, left or right.  
Inner bag for system cases, left or right.  
Topcase, large, in white aluminium, 49 litres including attachments and  
locking cylinder.  
Topcase, small, 28 litres including attachments and locking cylinder.  
Inner bag for topcase, large/small.  
Back padding for topcase, small.  
Maintenance and technical features:  
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.  
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Additional power socket.  
LED light for on-board socket.  
Ergonomics and comfort:  
Heated handles with control unit.  
Low rider’s seat (approx 800 mm/31.5" adjustable to 820 mm or 32.3",  
step arch length 1,760 mm/68.9").  
Windshield, large.  
Windshield, tinted.  
Safety and security:  
Immobiliser with remote control.  
First-aid kit, large/small.  
Motorcycle cover.  
Navigation and communication:  
BMW Motorrad ZUMO navigation and communication unit incl holder  
(new).  
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BMW  
3.3 Engine Output and Torque.  
BMW K 1300 GT.  
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Page 70  
140  
135  
130  
125  
220  
210  
200  
190  
180  
170  
160  
150  
140  
130  
120  
110  
100  
90  
118 kW (9,000 rpm)  
120  
115  
110  
105  
100  
95  
90  
85  
80  
75  
70  
65  
60  
135 Nm (8,000 rpm)  
55  
50  
45  
40  
35  
30  
25  
20  
15  
10  
5
0
80  
2,000 3,000 4,000 5,000 6,000 7,000 8,000 9,000 10,000 11,000 12,000  
Engine speed [rpm]  
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3.4 Specifications.  
BMW K 1300 GT.  
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Power Unit  
Configuration  
Water-cooled four-stroke straight-four,  
two camshafts, four valves per cylinder  
80 mm x 64.3 mm (3.15" x 2.53")  
1,293 cc  
Bore x stroke  
Capacity  
Max output  
Max torque  
Compression ratio  
118 KW (160 hp) at 9,000 rpm  
135 Nm (99 lb-ft) at 8,000 rpm  
13.0 : 1  
Fuel supply/  
Electronic fuel injection, Digital Motor Electronics  
with integrated knock control (BMS-K)  
DOHC (double overhead camshaft)  
32  
engine management  
Valve/gas control  
Diameter inlet  
Diameter outlet  
Throttle valve diameter  
Exhaust management  
27,5  
46  
Fully controlled three-way catalytic converter,  
EU3 emission standard  
Performance/  
Fuel Consumption  
Top speed  
Fuel consumption/100 km at  
a steady 90 km/h (56 mph)  
200 km/h (124 mph) plus  
5.0 ltr (56.5 mpg imp)  
Fuel consumption/100 km at a 5.9 ltr (47.9 mpg imp)  
steady 120 km/h (75 mph)  
Fuel grade  
Premium plus, unleaded, 98 RON; use of premium  
down to 95 RON possible thanks to automatic knock  
control  
Electrical System  
Alternator  
Battery  
945 W three-phase alternator  
12 V/19 Ah, maintenance-free  
Power Transmission  
Clutch  
Multiple-plate clutch in oil bath, hydraulically operated  
Gearbox  
Primary Transmission  
Dog-shift six-speed gearbox  
1,559  
Transmission, gear stages  
I
II  
2,398  
1,87  
III  
IV  
V
1,525  
1,296  
1,143  
VI  
1,015  
Secondary drive  
Drive shaft  
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Suspension/Brakes  
Frame  
Front wheel guidance/  
spring elements  
Rear wheel guidance/  
spring elements  
Bridge frame made of aluminium, engine load-bearing  
BMW Motorrad Duolever; central spring strut  
Cast aluminium single swing arm  
with BMW Motorrad Paralever; central spring strut  
with levelling system, spring pre-tension with  
infinite hydraulic adjustment by hand wheel,  
rebound damping adjustable  
Suspension/Brakes  
Spring travel, front/rear  
Wheelbase  
115 mm/135 mm (4.52/5.31")  
1,572 mm (61.9")  
Castor  
112 mm (44.1")  
Steering head angle  
Wheels  
60.6°  
Cast aluminium  
Rim, front  
3.50 x 17"  
Rim, rear  
5.50 x 17"  
Tyre, front  
120/70 ZR 17  
Tyre, rear  
180/55 ZR 17  
Brake, front  
Double-disc brake, brake discs in floating  
arrangement, diameter 320 mm (12.6"),  
four-piston fixed calliper  
Single-disc brake, diameter  
294 mm (11.6"), double-piston floating callipers  
Standard: BMW Motorrad Integral ABS (semi-integral)  
Brake, rear  
ABS  
Weight/Dimension  
Seat height  
820/840 mm (32.3/33.1")  
(low seat: 800/820 mm (31.5"/32.3"))  
1,800/1,840 mm (70.9/72.4")  
(low seat: 1,760/  
Step arch length  
1,800 mm (68.9"/70.9"))  
Unladen weight in road trim  
and with full tank  
Dry weight  
288 kg (635 lb)  
255 kg (562 lb)  
Max permissible  
520 kg (1,147 lb)  
Max load (in standard trim)  
Useful tank capacity  
Thereof reserve  
232 kg (512 lb)  
24 ltr (5.3 imp gals)  
approx 4.0 ltr (0.9 imp gals)  
2,318 mm (91.3")  
Length  
Height (without mirrors)  
Width (on mirrors)  
1,438 mm (56.6")  
965 mm (38.0")  
(measured with cases: 990 mm/38.9")  
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3.5 The K 1300 GT Colour Range.  
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The new K 1300 GT offers perfect harmony of touring qualities and sporting  
riding dynamics – features also reflected by the design of the K 1300 GT with  
its flowing lines and clear, striking shapes and surfaces. The lines tapering out  
towards the front symbolise even more power and dynamics than before,  
combined with sporting and slender all-round proportions.  
The three main colours available for the body are Red Apple Metallic,  
Royal Blue Metallic, and Magnesium Beige Metallic, contrasting perfectly  
with the drivetrain finished in Black and the suspension components in  
Asphalt Metallic.  
While Red Apple Metallic in conjunction with dark contrasting components on  
the spoiler and at the rear appeals particularly to the sporting and ambitious  
rider, the experienced touring rider will definitely enjoy Royal Blue Metallic with  
White Aluminium contrasting components as a puristic alternative.  
A third variant offers an even higher level of elegance and modern style:  
Magnesium Beige Metallic contrasting with Dark Slate Metallic, matt.  
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4. 25 Years of BMW K-Series.  
4.1 The Inline-Engine BMW.  
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Back in 1983, when many motorcycle manufacturers still placed their bets on  
inline engines with air cooling, liquid-cooled four-cylinder power units marked  
the highest level of technology in motorcycle construction. But instead of  
resorting to the usual engine layouts, BMW engineers Josef Fritzenwenger  
and Stefan Pachernegg succeeded in developing a brand-new future-oriented  
technical concept subsequently enhanced all the way to regular production  
quality.  
In the process they maintained the longitudinal position of the crankshaft  
typical up to that time of BMW motorcycles with a direct flow of power from  
the gearbox through the drive shaft to the rear wheel, referred to under  
the official term as the BMW Compact Drive System. A brand-new approach,  
on the other hand, was the introduction of liquid cooling.  
Displacing 987 cc, the straight-four power unit is fitted in longitudinal, flat  
configuration. The crankshaft is on the right-hand side seen in the direction  
of travel, while the cylinder head with the two overhead camshaft is on the left.  
Liquid cooling comes for the first time on this new BMW, ensuring not only  
supreme thermal stability, but also, through efficient soundproofing, a very low  
level of mechanical noise.  
Two other innovations likewise characterised the new engine: First, electronic  
fuel injection supplying fuel to the combustion chambers. Second, the  
layout of the engine as a load-bearing element fully integrated in the light and  
torsionally stiff tubular steel spaceframe.  
This principle sets the foundation for the BMW K-Series motorcycles. So  
regardless of whether they are Sports Machines, Tourers or Naked Bikes –  
the K-Series proves to be extremely innovative and versatile in technical terms  
and virtually every other respect. To this day, the concept of the straight-four  
fitted lengthwise remains within the BMW Motorrad model range in the guise  
of the K 1200 LT Luxury Tourer.  
Ongoing development of the K-Series also provides important momentum  
for a brand-new technical approach. In 2004, for example, the first  
BMW K Series with its four-cylinder engine fitted crosswise sees the light  
of day – the K 1200 S as the most powerful and fastest BMW of all times.  
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Just how much development margin and what a great potential this new  
concept offers in the K-Series is subsequently borne out not only by the  
new K 1200 R High-Performance Roadster based on the new sports model,  
but also by the K 1200 GT High Performance Tourer.  
Increasing engine size on these models and introducing new, innovative  
solutions, BMW Motorrad is now opening up another, definitely equally  
successful chapter in the history of the Company’s K models.  
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4.2 The Two-Valve Models as of 1983.  
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K 100 (1983–1990).  
The K 100 launched in 1983 – exactly six decades after the launch of the very  
first BMW motorcycle with its Boxer engine – is BMW’s first production model  
with a four-cylinder power unit. But instead of following the usual Japanese  
concept with the straight-four engine fitted crosswise, BMW once again takes  
a new and unusual approach: Featuring liquid-cooling and not air-cooling  
like most other production motorcycles, the four-cylinder power unit is fitted  
flat in longitudinal direction as a load-bearing element in the tubular steel  
spaceframe, with the transmission of power from the gearbox to the rear  
wheel remaining in a technology so typical and well-proven at BMW: through  
a drive shaft.  
The K 100 is one of the first production motorcycles in the world to feature  
fuel injection (Bosch LE-Jetronic) supplying the fuel/air mixture to the 987-cc  
four-cylinder with two valve-operated cup tappets per cylinder.  
Two other innovations in the production of BMW series machines are the  
two overhead camshafts as well as the Monolever single-swing arm on these  
dynamic 1000-cc models.  
BMW’s first-ever four-cylinder is upgraded in 1987, a free-standing headlight  
taking the place of the former headlight/instrument unit, a black-painted  
engine and painted rims as well as a dynamically style fuel tank/seat  
combination marking the most important differences.  
As before, engine output is 90 hp at 8,000 rpm.  
K 100 RS (1983–1989).  
Introducing the K 100 RS, BMW adds a sports model to the existing range  
with the same engine and suspension technology, but now featuring a  
carefully designed aerodynamic fairing. The handlebar fitted lower down  
provides a more sporting seat position, the fairing carefully developed in the  
wind tunnel, together with its adjustable wind deflector and the direction  
indicators integrated in the rear mirrors, combining a sporting look for high  
speeds with all the grand touring comfort so typical of a BMW.  
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For a long time the K 100 RS remains the ideal synthesis of sportiness  
and touring comfort and, with a production run of more than 34,000 units,  
becomes the best-selling model in the first generation of the K-Series.  
BMW offers the K 100 RS as well as the other four-cylinder models in the  
K-Series as of 1988 with ABS as a special feature, thus taking on the leading  
role in introducing this technology in the motorcycle world.  
K 100 RT (1984–1989).  
In 1984 BMW Motorrad launches the ultimate Grand Touring Machine, the  
K 100 RT based on the K 100 RS. Featuring the same engine and suspension  
technology as the RS, this new model combines a sporting and dynamic  
style of riding with perfect protection from wind and weather on long  
distances provided by the higher and wider full fairing. The comfortable  
seating position enjoyed by both the rider and pillion as well as a wide range  
of BMW options and special equipment comprising, for example, baggage  
cases, a tank rucksack or heated handles, quickly make the K 100 RT the  
benchmark in its segment.  
K 100 LT (1986–1991).  
In 1986 BMW launches a luxury version of the successful K 100 RT, the new  
K 100 LT. The response to this Grand Touring machine also featuring a  
generously upholstered comfort seat, a radio, topcase and special paintwork  
is so overwhelming that the K 100 LT soon outsells the K 100 RT “basic”  
model in the market.  
The new machine leaves virtually nothing to be desired in terms of comfort  
and features, making this Luxury Tourer the role model for a whole new  
generation of extravagant touring machines.  
K 75 C/K 75 (1985 – 1996).  
Two years after the launch of the K-Series with its four-cylinder power unit,  
BMW broadens the new product line through the introduction of the K 75 C  
with a straight-three engine. While the suspension and running gear is based  
almost entirely on the innovative technology of the large four-cylinder,  
the 740-cc power unit is a brand-new construction nevertheless following the  
basic layout of the four-cylinder very closely indeed.  
Again fitted lengthwise and in flat arrangement as a load-bearing element  
in the spaceframe, this liquid-cooled three-cylinder with 67 millimetres/2.63“  
cylinder bore and 70 millimetres/2.76“ stroke comes with the same basic  
spec fications as the larger K 100.  
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The drive shaft positioned beneath the crankshaft gives the three-cylinder  
particular smoothness and refinement also thanks to the balance weights  
used on the shaft. Developing maximum output of 75 hp on total weight with  
a full tank of 227 kg/501 lb, the K 75 C stands out above all as a particularly  
agile motorcycle for country roads, without requiring the rider to give up the  
grand touring comfort so typical of a BMW.  
Just one year after the launch of the K 75, the customer is given the choice  
of a new alternative, the K 75 C with its cockpit fairing fitted firmly to the  
handlebar. Now the headlight and instruments are now longer integrated in  
the cockpit fairing, but rather stand out freely on the machine, with the rear  
drum brake in combination with the 18-inch rear wheel being replaced as of  
1990 by a disc brake and a 17-inch rear wheel.  
The engine finished in black and the dynamically designed fuel tank/seat  
combination serve to further upgrade the K 75. Accounting for approximately  
28,000 units, the two “basic” versions of the K 75 become the most  
successful representatives of their model series.  
K 75 S (1985–1995).  
Introducing the K 75 S, BMW adds a sporting sister model to the K 75 C.  
While the suspension and drivetrain are based on the innovative technology  
of the K 75 C, the slender semi-shell bearing fitted firmly to the frame clearly  
reveals the sporting character of the motorcycle right from the beginning.  
The K 75 S therefore also comes with a firmer spring/damper set-up featuring  
shorter spring travel and a 17-inch rear wheel with a disc brake instead of  
the full-hub drum brake on the basic model.  
The K 75 S Special launched in 1986 boasts an engine spoiler introduced  
as a standard feature in 1988.  
As of 1990 the K 75 S, like all other three-cylinders, is likewise available  
with ABS. And starting in the 1991 model year, three-spoke light-alloy wheels  
take the place of the eight-spoke cast wheels used so far.  
K 75 RT (1989–1996).  
In 1989 BMW carries over the successful concept of the K 100 RT to the  
three-cylinder model series, thus creating the K 75 RT. On this new model the  
sophisticated aerodynamic full fairing offers outstanding protection from wind  
and weather on long distances, while the wide range of optional extras and  
special equipment so typical of BMW leaves nothing to be desired also on the  
Tourer with its three-cylinder power unit.  
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On 18 March 1991 a K 75 RT comes off the production lines at BMW as  
the one-millionth model built by BMW Motorrad.  
Introducing two special models, the K 75 RT Ultima and the K 75 Ultima,  
each in special paintwork, with ABS, a catalytic converter and case holders,  
BMW finally ceases production of the three-cylinder model series in summer  
1996 after a total production volume of the K 75 amounting to 68, 011 units.  
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4.3 The First-Generation Four-Valve Models.  
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K1 (1988–1993).  
In 1988 the K1 sets another milestone in the history of the BMW K-Series.  
Apart from its brand-new design and aerodynamics concept remaining unique  
in the motorcycle world to this day, the K1 is BMW’s first production motor-  
cycle with four-valve technology, small valve angles, and extremely advanced  
design of the combustion chambers.  
The greater cylinder charge achieved in this way is reflected by the extra  
power of the engine, the K1 developing maximum output of 100 hp at  
8, 000 rpm – more than any other BMW before.  
Featuring new Bosch Motronic fuel injection, 17-inch wheels and ABS, the  
K1 also sets new highlights in technology, one example being the Paralever  
double-joint rear wheel swing arm introduced a year before on the R 100 GS  
and effectively preventing drive forces from the drive shaft and any undesired  
effects of this kind on the rear-wheel suspension.  
The K1 is also the world’s first production machine to feature a fully-controlled  
three-way catalytic converter, making a significant contribution to  
environmental protection and subsequently introduced step-by-step on  
all BMW motorcycles as of 1991.  
Production of the K1 ends in 1993 with the special Ultima model.  
K 100 RS (1989–1992).  
The innovative four-valve technology introduced on the K1 with its engine  
output of 100 hp makes its way back into the market in 1989 in the highly  
successful K 100 RS. While the combination of the fuel tank and seat as well  
as the fairing with direction indicators integrated in the rear-view mirrors  
corresponds to the former model, the new K 100 RS, like the K1, benefits  
form new 17-inch wheels, larger brakes, and the Paralever single-swing arm  
at the rear.  
K 1100 LT (1991–1999).  
In 1991 BMW presents yet another milestone in the history of the K-Series  
through the introduction of the K 1100 LT, the first BMW to displace  
more than 1,000 cc: an increase in cylinder bore from 67 to 70.5 millimetres  
(2.63 to 2.78”) gives the engine 105 cc more capacity, the upgraded K  
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four-cylinder developing maximum output of 100 hp from 1,092 cc at an  
engine speed of only 7,500 rpm.  
A factor far more important on the road than the increase in maximum output  
by 10 hp over the former model is the sign ficant increase in torque. Offering  
a lot more traction and pulling power, the K 1100 LT is even more superior  
on the road and for a long time represents the topmost level in the Luxury  
Tourer market. This is also borne out clearly by the fundamentally upgraded  
suspension with its Paralever single-swing arm effectively keeping out  
any undesired disturbance from the drivetrain and thus ensuring even greater  
comfort and riding smoothness.  
Another important feature offered by the K 1100 LT for the first time is the  
electrically adjustable windshield. Newly developed cases and a special  
topcase, finally, round off the well-conceived range of touring features again  
so typical of BMW.  
Launching the K 1100 LT Highline in 1997, BMW Motorrad introduces  
a special model highlighting the luxurious claim of this supreme Tourer by  
sophisticated chrome components and equally outstanding special paintwork.  
K 1100 RS (1992–1996).  
Just one year after introduction of the large four-cylinder in the K 1100 LT,  
the same 100-hp power unit is featured in the LT’s sporting sister model, the  
K 1100 RS. The newly designed fairing with its lower section encompassing  
the engine ensures even better aerodynamic qualities and once  
again optimises the protection of wind and weather so typical of BMW.  
A new Marzocchi telescopic fork as well as the firmer suspension set-up  
gives this sporting all-rounder even greater dynamic qualities.  
A particularly sophisticated special model, the K 1100 RS with its polished  
immersion tube, black-painted tank and upper fairing, as well as distinctive  
elements finished in silver such as the cooling air intake, the lower section of  
the fairing and the rear fairing, give this special model a very particular touch.  
K 1200 RS (1996–2005).  
The K 1200 RS launched in autumn 1996 takes yet another step in terms of  
engine size and driving dynamics. A new crankshaft now offering 75 instead  
of 70 millimetres (2.95 instead of 2.75”) stroke increases engine capacity  
by exactly 79 cc to 1,171 cc, with power up from 100 to 130 hp at 8,750 rpm.  
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The new six-speed gearbox ensures even more dynamic performance and the  
brand-new suspension clearly reflects the sporting style of this new top-end  
model.  
For the first time the K 1200 RS features a light-alloy bridge frame integrating  
the four-cylinder power unit no longer as a load-bearing element, but rather as  
a detached unit not conveying any vibration to the machine.  
The K 1200 RS is the first model in the K-Series to feature the unique front-  
wheel Telelever originally introduced on the R 1100 RS in 1993. Individual  
ergonomic preferences, finally, are taken into account by the option to adjust  
the handlebar, the windshield, the footrests and the seat (for height).  
K 1200 LT (1998–2008).  
Two years after the introduction of the K 1200 RS, BMW presents a particu-  
larly luxurious Tourer in the guise of the K 1200 LT, leaving all conventional  
standards and models far behind. Based on the suspension and engine tech-  
nology of the K 1200 RS, the K 1200 LT also features a new light-alloy bridge  
frame as well as an increase in capacity to 1,171 cc.  
Offering maximum output of 98 hp at just 6,750 rpm and peak torque of  
115 Newton-metres (85 lb-ft) at a low 4,750 rpm, the K 1200 LT is designed  
less for peak performance than rather for supreme torque and pulling power.  
Hence, it only needs a five-speed gearbox for superior touring in genuine  
style.  
Apart from the full fairing offering perfect protection from wind and weather,  
as well as cases integrated in the overall design and layout of the machine and  
a topcase offering a total capacity of 120 litres, the K 1200 LT, with its HiFi  
player, on-board computer, cruise control, heated handles and optionally  
heated seat offers touring comfort of a standard never seen before.  
This wide range of equipment explains the sign ficant overall weight of 378 kg  
or 833 lb, which BMW also takes into account by adding a reverse gear for  
practical manoeuvring activated electrically by the starter motor.  
The K 1200 LT is further upgraded in the 2004 model year, now benefiting  
from an even more powerful engine with 116 hp and 120 Newton-metres  
(88 lb-ft) maximum torque, an electrohydraulically activated main stand and  
a rear spring element with travel-dependent damping.  
To this day, the K 1200 Lt comes right at the top of this market segment.  
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K 1200 GT (2002–2005).  
The K 1200 GT makes its debut in 2002 as an enhanced variant of the  
K 1200 RS giving even greater emphasis to touring comfort. Boasting 130 hp  
maximum output, featuring a higher windshield and handlebar, optimised  
seating comfort and a case system fitted as standard, the K 1200 GT is even  
more of a genuine Gran Turismo, redefining the synthesis of sporting riding  
dynamics and supreme touring comfort in BMW’s usual style and quality. The  
outstanding aerodynamic benefits offered by the full fairing ensure not only  
optimum protection from wind and weather, but also, in conjunction with a  
powerful engine, guarantee high average speeds on long distances.  
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4.4 The Second-Generation of  
Four-Cylinders.  
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K 1200 S (2004–2008).  
The K 1200 S makes its entry into the market in 2004 as a radically new and  
highly innovative Sports Machine standing out as a unique model within the  
K-family. With its brand-new straight-four now fitted crosswise and displacing  
1,157 cc, the K 1200 S has no predecessor and no role model in the history of  
BMW Motorrad, but is rather brand-new in every respect.  
The technical highlights of this 167-hp Sports Machine are the very sloped  
angle of the cylinder bank tilted 55o to the front to provide a low centre of  
gravity as well as innovative suspension technology with the BMW EVO Para-  
lever and the BMW Duolever at the front. On the BMW Duolever, the square  
set-up of arms consisting of two longitudinal arms pivoting within the frame  
guides the wheel bearings and thus allows appropriate wheel travel.  
The K 1200 S combines supreme riding precision and agility with a standard  
of engine power and riding performance that leaves nothing to be desired.  
As an option BMW even offers ESA (Electronic Suspension Adjustment) on  
the K 1200 S for the first time in series production, electronically controlled  
suspension operated at the touch of a button. This allows the rider to adjust  
the suspension and damping individually to his personal style and the load  
the machine is carrying.  
K 1200 R (2004–2008).  
Launching the high-performance K 1200 R Roadster, BMW enters the  
segment of high-power Naked Bikes for the first time in 2004. Based on the  
K 1200 S, the new K 1200 R benefits from the straight-four engine with  
dry sump lubrication as well as innovative suspension technology with the  
BMW Duolever at the front and the BMW EVO Paralever at the rear.  
Developing 163 hp at 10, 250 rpm, the K 1200 R is almost as powerful as the  
sports model with its special fairing, immediately moving to the top in the  
Naked Bikes segment.  
The new Roadster also bears out its superior performance through the special  
look of this new machine. Special body elements around the tank and rear end  
as well as the striking dual headlight with its surface finished in matt chrome  
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stand out particularly. Only a small windshield covers the front area above the  
headlight, but still offers efficient protection from the wind rushing by despite  
its small size.  
Fitted with racing tyres, carbon trim and other motorsport components,  
the K 1200 R hits the headlines in the BMW Motorrad Power Cup held on  
the occasion of the MotoGP races in 2005.  
K 1200 GT (2006–2008).  
Following the success of its predecessor of the same name, the K 1200 GT  
opens up new dimension in riding dynamics and long-distance touring in  
2006, combining maximum agility and dynamics in an overall package equally  
well suited for superior touring. To reach this objective the development  
engineers at BMW Motorrad carry over the trendsetting suspension and  
engine technology of the K 1200 S into this new Sports Tourer, the innovative  
wheel guidance components – the Duolever and the EVO Paralever at the  
rear – making a significant contribution to the very dynamic riding qualities of  
the K 1200 GT.  
The new machine is powered by BMW Motorrad’s ultra-modern straight-four  
power unit fitted crosswise in the machine and developing 152 hp in the  
GT version, setting the benchmark in the Tourer segment at the time. Indeed,  
no other manufacturer in the market emphasises dynamic performance  
more than BMW with the new K 1200 GT.  
A comparison with the former model also reveals the most significant  
improvements offered by the new machine: the new K 1200 GT is more  
powerful (output + 17%), develops more torque (+ 11%), offers a longer  
theoretical range (+ 17%) and, at the same time, is lighter (– 6%), but is  
nevertheless able to carry a higher load (+ 19%).  
K 1200 R Sport (2007–2008).  
With its semi-fairing bolted firmly on to the frame, the headlight unit carried  
over from the R 1200 S and its handlebar detached to prevent the transmis-  
sion of vibrations, the K 1200 R Sport from BMW Motorrad is positioned  
between the naked K 1200 R and the fully-fairing K 1200 S.  
In the style of a genuine Naked Bike, the K 1200 R Sport offers a free view of  
the impressive suspension and engine components. And at the same time the  
range of practical use provided by the new machine is much larger than  
before, significantly better wind protection allowing the rider to cover longer  
distances at a high speed, while the upright seating position and the wide  
handlebar guarantee maximum agility on sporting country roads and tours.  
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