2010 BMW K 1300 S
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
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
Like its predecessor, the K 1300 S
does not make any compromises, but rather brings together
even more consistently than before all the virtues
of the most dynamic motorcycle in the K-Series: sporting
and dynamic performance combined with superior comfort,
playful and easy handling in combination with absolute
riding stability, supreme top performance in conjunction
with perfect everyday riding qualities, an even more
slender and sporting look with optimised protection
from wind and weather, plus sophisticated ergonomics.
Taking up a great tradition of BMW
Motorrad, the new K 1300 S stands out through qualities
typical of BMW such as a long service life, ease of
maintenance, optimum emission management by means
of a fully controlled three-way catalytic converter
as well as maximum active safety when applying the
brakes ensured through the most progressive brake
system currently available in the market: BMW Motorrad
Integral ABS featured as standard.
As in the past, BMW, through the K
1300 S, offers the only sports motorcycle in this
segment with a maintenance-free drive shaft. Featuring
innovative top-end technology, optimum riding qualities,
an even more dynamic look and performance enhanced
to an unprecedented standard, the K 1300 S impressively
renders the BMW Sports Encounter World, clearly maintaining
BMW’s strong leadership in the upper sports
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 confi guration
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 confi
guration of the frame above the cylinder head and,
as a result, reducing the overall width of the machine.
And with the frame profi les merging
smoothly at the rear, the K 1300 S enables the driver
to hold his knees tightly together, ensuring optimum
contact with the motorcycle under all conditions.
The active, dynamic and forward-looking
seating position is tailored fully to the rider, but
nevertheless allows a relaxed and comfortable style
of motorcycling at all times. So while being unusually
dynamic and sporting,
the K 1300 S is almost playful and certainly very
safe in its behaviour, guaranteeing stress-free riding
pleasure even in sporting style.
Innovations on the running
gear and electronics.
The upgraded front-wheel Duolever suspension
makes a significant contribution to the outstanding
riding qualities of the K 1300 S. The newly developed,
lower longitudinal arm now made of a forged aluminium
alloy ensures an even more sensitive and transparent
response, further enhancing the leadership of BMW
Motorrad in the area of suspension technology.
The spring/damper set-up is firmer
than before also in the interest of even better feedback.
The K 1300 S is available with second-generation
Electronic Suspension Adjustment (ESA II) as an option,
a further development and improvement of the original
ESA suspension introduced for the fi rst time in series
production on the K 1200 S.
Applying the most advanced CAN-bus
technology, the progressive on-board network allows
a wide range of functions and facilitates the diagnostic
procedures usually required by intelligently connecting
the 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 muffl
er and electronically controlled flap management
plus a fully controlled three-way catalytic converter.
- Desmodromic operation improving the dosage of
gas and engine power.
- 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
- 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
- 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
- Electronic immobiliser featured as standard.
- Optimised aerodynamics.
- HP Gearshift Assistance for shifting up without
the slightest interruption of power as special equipment.
- Wide range of standard features and special equipment
tailored to the K 1300 S with the usual high standard
offered by BMW.
The second generation of BMW 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 fi gures, this is an increase
in engine output by 6 kW (8 hp) and an increase in
peak torque by 10 Newton-metres (7.4 lb-ft).
While the former K 1200 S had to be revved up to
10,250 rpm to develop its maximum output, the power
unit of the new K 1300 S develops its maximum power
at a relatively low 9,250 rpm.
A further signficant 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 confi guration
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
The perfect interaction of technical solutions and
optimum integration of the engine and running gear
already featured on the K 1200 S is fully retained
on the K 1300 S.
The engineers at BMW Motorrad have 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 specfic angle chosen
on the engine provides ample space for a free-flowing
intake system directly above the engine and allows
ideal configuration of the frame profi les according
to the flow of power.
This upgraded, second generation of four-cylinder
power units in the 85-year history of BMW Motorrad
and the 25-year history of the K-Series fully 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 confi guration in worldwide
Increase in capacity to 1,293 cc by enlarging
the cylinder bore and extending engine stroke.
The crankshaft of the K 1300 S power unit, as before,
is made of forged heat-treated steel and comes with
eight counterweights as well as an offset angle of
180° traditional at BMW in order to ensure consistent
fi ring intervals Apart from the cylinder bore enlarged
by 1.0 millimetres (0.39"), particularly the
increase in cylinder stroke from 59.0 millimetres
or 2.32" by 5.3 millimetres (0.21") to 64.3
millimetres (2.53") serves to increase engine
capacity by 136 cc.
As before, the stroke/bore ratio of 64.3/80.0 millimetres
(2.53/3.15") (K 1200 S: 59.0/79.0 mm; 2.32/3.11")
ensures adequate bearing journal overlap in the interest
of superior stiffness. Both the main and connecting
rod journals measure 38 millimetres or 1.5" in
The lubrication system has been carried over from
the K 1200 S, with the balance shaft bearings adapted
to the new requirements of the K 1300 S.
The camshafts in the cylinder head are driven by
a chain which, in turn, is driven by a sprocket forced-fi
tted on to the right end of the crankshaft.
In the process of upgrading the power unit of the
K 1300 S, the engineers at BMW Motorrad have given
particular emphasis to supreme riding qualities.
Hence, the combustion chambers on the four-cylinder,
the intake camshaft angle and the valve timing as
well as the stroke of the outlet valves have been
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 refi nement despite the longer stroke.
Together with their anti-friction bearings, the
conrods weigh just 404 grams (K 1200 S: 413 grams).
In usual BMW style, the upper conrod opening comes
with a bearing bush conceived for a service life of
more than 100,000 kilometres or 61,000 miles.
The connecting rods are split horizontally in proven
crack technology, with the large opening in the connecting
rod being “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
Newly developed lightweight box-type pistons measuring
80 millimetres or 3.15" in diameter, with a short
piston apron and two slender piston rings optimised
for minimum friction as well as a slender oil scraper
ring, serve to increase cylinder stroke and, accordingly,
the capacity of the engine.
The flat upper surface of the combustion chambers,
the new contour along the bottom and the valve pockets
all help to provide a stable thermodynamic combustion
process. Through its new contour, the fl oor of the
pistons serves additionally to optimise the weight
of the entire unit: Together with the bolts and rings,
piston weight is a mere 287 grams (K 1200 S: 299 grams).
To remove heat from the piston fl oor under high
thermal load, the pistons are cooled at the bottom
also on the K 1300 S by modifi ed oil spray jets in
the crankcase, helping to extend their service life.
The degree of crankshaft balance is adjusted to
the different mass distribution through the use of
new pistons. To eliminate free second-order mass forces
inevitable on a straight-four power unit, the crankshaft,
as on the former model, drives two balance shafts
positioned symmetrically in front of and behind the
crankshaft via a gear drive, achieving a balance of
no less than 86 per cent.
The balance shafts turn twice as fast as the crankshaft.
To minimise any noise or sound waves generated in
the process, the balance weights are connected to
the balance shafts by means of elastomer units.
Extra-stiff cylinder/crankcase unit.
Split horizontally along the middle of the crankshaft,
the cylinder crankcase is made of a high-strength
aluminium alloy. Made of a die-casting, the compact
upper section forms an extra-stiff composite unit
comprising the four cylinders and the upper bearing
support for the crankshaft. The cylinder block together
with the coolant sleeve is an open-deck construction
and the cylinder liners come with a wear-proof, low-friction
nickel-silicon dispersion coating. Made as a pressure
casting, the lower section forms the counterpart
to the main bearing on the crankshaft and takes up
the gearbox, holding it in position.
Cylinder head and valve drive upgraded to
an even higher standard.
The power and performance qualities and characteristics,
the quality of the combustion process and, accordingly,
the fuel consumption of a power unit depend to a large
extent on the cylinder head and valve drive. Hence,
the four-valve cylinder head of the K 1300 S is designed
for optimum duct and flow geometry, compact dimensions,
optimum thermodynamics and a reliable thermal balance.
The tight valve angle provides an ideal, straight
intake duct and keeps the combustion chamber extra-compact
for high compression and
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 nparalleled to this day by any other engine
in this market segment.
Out of the two overhead camshafts, only the exhaust
shaft is driven by a tooth chain from the crankshaft.
The intake camshaft, in turn, is driven by a gear
drive coming from the outlet shaft.
As a result, only one sprocket is required in the
cylinder head, helping to ensure even more precise
valve timing and keeping the cylinder head slender
Modified exhaust valve springs and an optimised
tightening mechanism on the timing chain take the
new exhaust valve timing of the K 1300 S and the requirements
created in this way fully into account.
The camshafts are positioned directly above the
valves, the geometric layout of the cylinder head
ensured in this manner helping to give the drag arms
the ideal transmission ratio of 1:1, meaning that
they are subject to only minimum bending and 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
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
fl at piston fl oor on the K 1300 S. With its compression
ratio of 13:1, the power unit of the K 1300 S again
comes right at the top in the series production motorcycle
market, offering an ideal combustion process and optimum
Dry sump oil supply.
The K 1300 S features dry sump lubrication introduced
on the K 1200 S and proven over many years –
the same technology as is largely used on racing engines.
Apart from superior operating qualities and reliability
even under extreme conditions, dry sump technology
quite unique in this segment keeps the crankcase low
and fl at and therefore ensures a low position of
the engine and a low centre of gravity. By leaving
out the usual oil sump, the entire engine may be fi
tted 60 millimetres or 2.36" lower down than
a conventional power
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 fi lter (main fl ow
fi lter). Easily and conveniently accessible from
outside, the oil fi lter is positioned on the lower
left side of the crankcase.
From there the compressed oil flows into the main
oil pipe in the crankcase and is spread out through
internal holes to the lubricating points. The oil
flowing back, in turn, gathers at the lowest point
in the crankcase formed by a bulge in the lower lid.
The second pump then delivers the oil flowing back
first to the oil cooler and from there to the oil
tank, forming a refl ow system patented by BMW.
The larger oil cooler is integrated beneath the
headlight in the aerodynamically optimised front fairing
for superior aerodynamics. In the interest of consistent
lightweight technology, fi nally, 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
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
The innovative but already proven cooling concept
helps to give the power unit of a K 1300 S optimum
thermal balance. The flow of coolant is spread out
between the cylinder head and the cylinders by appropriately
dimensioned pipes at a ratio of 73:27.
The coolant flows crosswise through the cylinder
head, entering the hotter exhaust side when the it
is at its lowest temperature. Precisely where the
thermal load is most sign fi cant, therefore, thorough
cooling of the cylinder head helps to quickly dissipate
heat and ensures an optimum temperature balance. The
reduced fl ow of coolant through the cylinders helps
to warm up the engine even more quickly and thus reduces
cold running wear as well as friction, an advantage
also in the interest of enhanced fuel economy.
The water pump fastened on the left side of the
cylinder head is driven by the intake camshaft. This
specifi c arrangement and the direct injection of
coolant into the cylinder head make the usual pipes
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 fi tted 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 fi tted in
front of the radiator is likewise optimised for perfect
Optimum arrangement of all ancillary units.
To keep the engine as slender and compact as possible,
the electrical ancillaries and their drive units are
fi tted behind the crankshaft in the open space above
the gearbox. The alternator, in turn, is driven by
the primary gear on the clutch, developing maximum
output of 580 W and maximum electric power of 50 Amps.
The pre-shaft starter is connected to the engine by
a freewheel drive unit operating on the alternator
Power transmission – reinforced multi-disc
oil bath clutch, optimised cassette gearbox and HP
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 confi guration
continues to offer sign fi cant benefi ts and is therefore
also featured in the new K 1300 S. The clutch has
however been upgraded through optimised linings and
mod fi ed plate operating springs to the higher power
and torque of the engine. At the same time dosage
of the clutch, the operating force required and the
engagement travel of the clutch have also been optimised
by increasing the size of the slave cylinder from
32 to 34 millimetres (1.26 to 1.34").
In designing and laying out the gearbox at the time,
BMW did not take the usual approach. Instead, the
gearbox was conceived as a separate unit for subsequent
installation, a so-called cassette gearbox. This concept
comes straight from motorsport, where it allows parts
to be exchanged quickly and easily and where individual
gears with different ratios may also be interchanged
as required. In series production, on the other hand,
this concept provides the option to pre-assemble the
entire gearbox as one unit, offering advantages in
the assembly process.
The dog-shift two-shaft gearbox is slender in design
and extra-light. The gears are shifted by a shift
cylinder, shift forks and sliding wheels to create
a positive engagement.
The gearbox has been upgraded and modified for the
new K 1300 S, with the shift forks, the shape of the
dog-shift units and the geometry of the gears themselves
being 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
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
confi guration benefi ting 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
fi rst time in series production worldwide, the rider
of the K 1300 S is able to shift up with the help
of the optional HP Gearshift Assistant without operating
the clutch and, accordingly, without the slightest
interruption of traction and pulling force. To perform
this operation the ignition and fuel supply are interrupted
for fractions of a second in the shift process.
The HP Gearshift Assistant introduced for the fi
rst time on the HP2 Sport comes together with the
sports footrests available as special equipment.
Shaft drive to the rear wheel – optimised
and quite unique in the sports segment.
As on all large-capacity BMW motorcycles, the rear
wheel is driven by a drive shaft also on the K 1300
S. And since the engine is fitted crosswise, the shaft
comes on two pivots.
The final drive comes with gears adapted to the
higher torque of the engine as well as 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 significantly
greater friction reducing the effi ciency of the drive
system accordingly, whereas a drive shaft operates
free of wear and maintains its high level of effi
ciency throughout its entire lifecycle.
The K 1300 S meets the greater demands in terms
of power, performance and torque through a new two-stage
shaft confi guration 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
Newly set-up engine management with cylinder-specifi
c knock control.
The K 1300 S comes with the most advanced DME Digital
Motor Electronics currently available on a motorcycle.
This electronic management system referred to as BMS-K
(BMW engine management with knock control) is an in-house
development by BMW Motorrad specifi cally for the
motorcycle and was already featured on the K 1200
S. The most significant highlights of this management
concept are fully sequential, cylinder-specifi c fuel
injection, integrated knock control, rapid processing
of a wide range of sensor signals through the most
advanced micro-electronics, a compact layout, low
weight and self-diagnosis.
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.
The principle of Alpha-n management with indirect
control and monitoring of the air drawn in via the
throttle butterfl ies at a specifi c angle and engine
speed has been upgraded to provide the new concept
of torque-based engine management. The engine operating
point is based in all cases on engine speed and the
angle of the throttle butterfl y determined by a potentiometer.
Then, taking additional engine and ambient parameters
into account (including the engine temperature, air
temperature, ambient air pressure), the engine management
system, interacting with control maps installed in
advance as well as specifi c correctional functions,
determines the appropriate injection volume and ignition
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
The fuel supply system does not require a refl ow
pipe or any other kind of similar facility, but rather,
thanks to variable pressure control, delivers exactly
as much fuel as the engine genuinely requires. Thanks
to this fuel volume control, fuel supply pressure
may be varied almost at random in the interest of
optimum fuel/mixture formation. The fuel fed to the
engine is controlled by appropriate operation of the
fuel pump, while the fuel/air mixture is masterminded
by an oxygen sensor located where the four exhaust
manifolds come together and precisely determining
the composition of exhaust emissions.
Supreme environmental compatibility, optimised response
and even more precise dosage of the gas lever.
The BMS-K control unit integrates the automatic
idle speed control and the cold start enrichment functions
also on the K 1300 S. Idle speed is automatically
raised to a higher level when required in the engine
warm-up phase and is controlled by a so-called “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 butterfl
ies predetermined by the gas lever is precisely controlled
and maintained by a step motor serving to optimise
engine response and gas dosage to an even higher standard.
With various functions being integrated and combined
with one another, the entire fuel supply system is
extremely light. The three-piece injection rail is
made of plastic and comprises the fuel pressure sensor.
The rod-shaped high-energy ignition coils housed in
the cylinder head, fi nally, 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 signifi cant increase in power and
performance, this again sets a new record in the sports
motorcycle market. To a large extent this improvement
is attributable to the very high geometric compression
ratio only possible with anti-knock control.
On the anti-knock control system two body sound
sensors positioned between cylinders 1 and 2 and,
respectively, 3 and 4 determine even the slightest
knocking phenomena in the combustion process. The
electronic engine control unit will then respond immediately
by taking back the ignition angle (retarding the ignition),
thus protecting the engine from possible damage.
Conceived under regular conditions for unleaded
premium plus (RON 98), the engine, thanks to knock
control, may also run on RON 95 premium without any
risk of damage and without requiring any manual intervention
on the part of the rider. Should the quality of fuel
drop to an even lower level, however, the engine will
lose some of its peak power and fuel consumption will
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
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 fl ow conditions. They draw in
air from right and left beneath the headlight in the
ram pressure section of the fairing even more effi
ciently than before, the ram air effect generated
in this process enhancing the degree of cylinder charge
at high speeds on the road.
In the process the intake air flows past two separate
paper air filters newly developed for the K 1300 S
and merging at the end of the funnels just where they
lead into the airbox. To ensure simple and straightforward
service, the paper air fi lters are easy to reach
after removing the side panels on the fairing.
Apart from the modern cyclone oil separator serving
to purge the engine, the airbox also contains the
newly confi gured idle system. In order to save weight
and space through the integration of functions, the
airbox finally also serves to hold the battery in
New exhaust system – three-way catalyst for
optimum emission control, exhaust butterfl y for extra
torque and a sporting sound.
On the revised exhaust system of the K 1300 S the
four individual manifolds of exactly the same length
merge initially into two pipes beneath the gearbox
and then into one single pipe leading on into an extra-large,
newly developed rear muffler (4-in-2-in-1 principle).
The muffler significantly shorter than on the former
model and now finished in sporting hexagonal design
offers a capacity of 9.1 litres (K 1200 S: 9.5 litres)
despite its short length and works according to the
refl ection principle.
Both the outer skin and the all-new interior of
the rear muffler now much lighter than before are
made of top-quality stainless steel.
The metal-based catalytic converter with 200 cells/square
inch is integrated exactly at the point where the
manifold merges into the rear 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 butterfl y in the collector pipe electronically
controlled and opening up the full cross-section of
the exhaust manifold as a function of increasing engine
speed. At low to medium engine speeds the variable
cross-section remains relatively small to build up
greater ram pressure in the interest of extra torque
and pulling force, while the full cross-section
opened up at higher engine speeds serves to develop
maximum power and a sporting sound.
Apart from making an important contribution to the
even more muscular torque curve and improving the
motorcycle’s riding characteristics in the process,
the new muffl er offers a powerful sound pattern full
of character but nevertheless in full conformity with
legal standards. And last but certainly not least,
the hexagonal shape of the muffl er allows the rider
to lean over to a low angle in bends for a sporting
style of riding pleasure.
The entire muffler system made of stainless steel
weighs a mere 9.4 kilos/20.7 lb (K 1200 S: 10.4 kilos/22.9
lb) and is therefore the lightest and most compact
exhaust system with a fully controlled catalytic converter
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
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 signifi
cantly greater power and torque of the new four-cylinder
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
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
The particularly sporting rider also has the option
to deactivate ASC while riding and is also able to
switch off ABS as long as the motorcycle is at a standstill
before setting out.
Innovative suspension technology with optimised
suspension geometry, springs and dampers.
The suspension geometry of the new K 1300 S has
been upgraded in the interest of even more neutral
behaviour in bends and an even higher standard of
agility. This is achieved by modifying the wheel carrier
in its production process and by the use of a Duolever
with a newly designed lower longitudinal arm.
With the K 1200 S entering the market in 2004 as
the 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 modifi ed by the rider.
The front wheel suspension again features the Duolever
launched in 2004 as another world-fi rst achievement,
the lower longitudinal arm formerly made of forged
steel being replaced on the K 1300 S by a new longitudinal
arm made of forged light alloy. This reduces unsprung
masses by approximately 1 kg in the interest of an
even more sensitive and transparent response and steering
behaviour of the Duolever kinematics.
The rear wheel suspension uses BMW Motorrad’s
proven lightweight Paralever, the modifi ed and now
even firmer set-up of the rear spring strut taking
the sporting and dynamic character of the K 1300 S
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 confi guration.
In this case the frame is a welded combination of
internal high-pressure moulded elements (IHM profi
les) for the bent profile units at the side and extrusion-pressed
profi les together with die-cast components for the
frame head and the lower section of the swing arm
Suspension and Running Gear.
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 profi
le bars of the main frame run above the cylinder head,
unaffected by its width. This allows ideal confi guration
of the frame, which can be kept slim and slender as
This superior confi guration 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 confi guration of the suspension and power
Together with the Duolever front-wheel suspension,
the low confi guration of the frame ensures a very
good fl ow 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
The power unit is bolted fi rmly to the frame at
six points and acts as a stiffening unit without performing
any load-bearing functions. The light rear frame is
made of square aluminium profi les welded to one another
and is bolted on to the main frame at four points.
Reflecting the true style of a genuine sports machine,
the K 1300 S comes in regular trim with only one side-stand.
A main stand is however available as special equipment
and may be retrofi tted within a matter of minutes.
The BMW Duolever – perfect front-wheel
The Duolever ensures superior riding precision and
directional stability, together with superior suspension
comfort and clear feedback. It offers even the sporting
and ambitious rider an unparalleled feeling of safety
in every situation.
The front-wheel suspension is indeed the elementary
component of a motorcycle in terms of riding precision
and comfort. Realising this fact at a very early point
in time, BMW has indeed introduced a series of innovations
on the front-wheel suspension throughout the 85-year
history of the Company.
The first hydraulically dampened telescopic fork
on a production motorcycle (1937), the longitudinal
swing arm (’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 fi rst time in series
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
The wheel bearing newly fi nished 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
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 confi
guration in the frame head turning as desired in the
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 confi guration of the overall system
in an almost straight trajectory minimising any change
in castor and wheelbase as a function of spring travel.
The wheel movement curve is slightly inclined to
the rear allowing the wheel to follow bumps on the
road in a natural motion in the inbound and rebound
process, avoiding and setting off the impact of bumps
on the road surface.
In combination with the low-friction rotational
movement of the longitudinal arms, spring action thus
always remains smooth and supple even under high lateral
forces or impacts. This allowed the engineers at BMW
Motorrad to choose a firm set-up without making any
noticeable concessions in terms of riding comfort,
thus achieving the optimum result for a sports motorcycle.
And with wheel forces resting on the longitudinal
arm positioned far down (with short leverage to the
wheel/road contact point), forces and momenta are
fed into the frame in a smooth process, again reducing
any loads acting on the frame structure.
The front-wheel suspension combines supreme stiffness
with minimum weight, since the design and confi guration
of the wheel carrier may be freely chosen also in
its contours due to the cast structure and may therefore
be adapted precisely to the force curves. Appropriate
wall thickness determined specifically according to
local load conditions reduces the weight of the frame
without forfeiting any strength or stiffness. And
taking the main direction of forces into account,
the longitudinal arms are set up mainly to absorb
forces in their longitudinal direction, that is inbound
and rebound forces, a structure which again makes
them particularly stiff.
The lower longitudinal arm previously made of forged
steel is replaced by a light-alloy forging on the
K 1300 S. Through its light but nevertheless extremely
stiff confi guration, 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
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
Through its kinematic behaviour, the Duolever also
serves to set off brake dive, which remains virtually
unchanged throughout the motorcycle’s complete
range of spring travel. Longitudinal forces acting
on the front wheel when applying the brakes cause
hardly any inbound spring action, only the dynamic
distribution of wheel loads leading to a certain dive
effect giving the rider through the telescopic fork
the usual feedback on how hard he is applying the
brakes. Hence, the Duolever combines the feedback
from the front wheel so important to the sports rider
with the comfort and safety benefi ts of an anti-dive
Paralever swing arm and optimised lightweight
Shaft drive is indispensable for a BMW motorcycle
with its large engine – not just for reasons
of tradition, but primarily because of the well-known
functional benefi ts of a drive shaft.
The challenge in developing the drive shaft this
time was to minimise the greater unsprung masses versus
chain drive to such an extent that the rider would
not even feel the difference.
An advantage was that the light and stiff drive
shaft unit with its Paralever swing arm featured for
the time in the R 1200 GS in early 2004 and then again
in the K 1200 S, is ideally suited as a lightweight
construction for the K 1300 S.
The Paralever swing arm made of a high-strength
cast aluminium alloy was redesigned for the K 1300
S in order to make allowance for the change in dimensions
resulting from the upgraded ESA II electronic suspension
around the rear spring strut.
As before, the swing arm is particularly light since,
in its design and dimensions, it follows precisely
the defi ned loads also on the K 1300 S.
Despite its low weight, the swing arm is stiffer
than most conventional swing arm constructions. Geometrically,
it is set up for 90 per cent anti-dive, the swing
arm pivot point beneath the front universal joint
on the drive shaft helping to make the swing arm mount
appropriately slender and allowing installation of
the footrests at a lower point.
The swing arm mount itself is positioned on the
stiff main frame made up at this point of a highly
stable cast light-alloy structure. Forces acting on
the fi nal 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 fi nal 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
fi rmer suspension and damping to provide even better
feedback. Accordingly, the strut pivots via a lever
building up approximately 30 per cent progression
near the pivot point, and resting via a boom arm on
the main frame. This progression ensures a sensitive
response of the suspension together with improved
traction while nevertheless offering suffi cient reserves
for riding with a passenger.
The final drive housing is tailored to the inner
contour of the angle drive, avoiding even the slightest
waste of space. And being calculated with utmost precision,
the crown wheel, fi nally, 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 fi nal drive
unit with a larger module.
For reasons of weight, the wheel fl ange is made
of aluminium. Through its larger diameter, the fl
ange gives the wheel perfect support, again allowing
weight to be saved around the hub of the rear wheel.
The optical highlight of this compact and elegant
lightweight structure is of course the 50-millimetre
hole drilled into the axle shaft and axle drive housing
which, through its large surface and flow effects,
enhances the removal and dissipation of heat from
the fi nal drive.
Electronically adjustable ESA II suspension –
now adjustable at the touch of a button not only for
and damper action, but also in its spring rate.
Suspension is provided front and rear by extra-fi
rm gas-pressure spring struts on the K 1300 S. Spring
travel is 115 millimetres or 4.52" up front and
135 millimetres or 5.31" at the rear.
In standard trim the rear spring strut allows infi
nite adjustment of damping forces in the rebound mode.
And to adjust to various loads and forces, the spring
base may be varied by a hand wheel infi nitely 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.
This is done by ESA II Electronic Suspension Adjustment
setting the suspension most conveniently and more
precisely than ever before to the rider’s particular
preferences and the load the motorcycle is carrying.
The result is a new dimension of riding stability
and excellent response under all riding and load conditions.
ESA II is the world’s fi rst system for electronic
suspension adjustment on a motorcycle offering such
a wide range of adjustment options: The rider is able
to adjust both the spring base and the spring rate
as well as the damper inbound and rebound motion on
the rear wheel. On the front wheel, in turn, adjustment
is limited to rebound damping.
To make this control function as simple and straightforward
as possible and to avoid false settings, the rider
only has to enter the current load condition (“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
Depending on his style of riding, the rider may
also choose the Comfort, Normal or Sports mode, electronic
management then applying this data to determine the
appropriate damping rates in accordance with the optimum
parameters saved in the Central Vehicle Electronics
(CVE) and applying these parameters accordingly.
In all, this allows no less than nine different
adjustment variants on the new K 1300 S.
Thanks to this additional adjustment of the spring
rate, the ride height of the motorcycle may be adjusted
perfectly to various load conditions, ensuring an
even higher standard of riding stability, handling
and comfort at all times. Even under high load, therefore,
this maintains the rider’s full freedom in leaning
over to a low angle in bends and thus allows a sporting
style of riding. And last but not least, adjustment
of the spring rate dramatically reduces the risk of
the springs sagging and giving way.
The rider is even able to change the current damper
setting (Normal, Sports, Comfort) while on the road,
again at the simple touch of a button. For reasons
of function and safety, on the other hand, the spring
base may only be changed when the motorcycle is at
a standstill. While the damper rate is modifi ed by
small step motors on the damper itself, the spring
base is adjusted by an electric motor together with
a special transmission.
The spring rate and its control map are modifi ed
by a plastic element (Elastogran) which, in combination
with a conventional coil spring, takes up forces in
the inbound stroke. During the inbound stroke motion
the defl ection of this element to the side is limited,
depending on the setting chosen, by a sleeve pushed
into position with the help of a step motor acting
like a stronger and fi rmer 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
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
Wheel load at the front, in turn, remains consistent,
depending on the spring rate chosen in advance. This
ensures the same level of riding and brake stability
as well as superior steering precision at all times.
Additional adjustment of the spring rate provided
by ESA II makes it possible to increase the spread
of settings in the Sports, Normal and Comfort programs
versus ESA I, the rider thus benefi ting from an ever
wider range of adjustment options on the road. In
other words, the Sports mode offers even greater dynamics
and precision, the Comfort mode ensures an even higher
standard of comfort together with excellent stability.
Wheels and tyres – extra stable lightweight
wheels, rear tyre in new dimensions.
The light-alloy cast wheels on the K 1300 S are
already well-known from the K 1200 S. The particular
shape and design of the wheel spokes were determined
by means of an innovative, bionic calculation model,
a type of calculation based on the building principles
and structure we see in nature.
In this process, proceeding from load data and tightening
conditions on the fastening points, the optimum design
and shape of the components is calculated step-by-step.
Indeed, even the looks of the motorcycle benefit from
this method, with both the front and rear wheel looking
light, fi ligree and dynamic.
While similar in their looks, the wheels differ
in their construction and method of production: On
the front wheel the brake discs are connected directly
to a stable wheel star without any carrier elements.
These fi ve radial arms extending out of the hub split
up and support the wheel rim equally and consistently
by ten cast spokes. The fork arrangement is tangential,
with radial spokes giving the front wheel excellent
radial stability and taking up a high wheel load.
At the same time the front wheel takes up the main
load exerted by high circumferential forces (when
applying the brakes).
This special wheel design and confi guration 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
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
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.
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
confi guration and style of the K 1200 S and has now
been enhanced further in its control features.
Since the sports rider wants to be able to dose
the brakes smoothly and consistently with precise
feeling, specifi cally this requirement has been taken
into account, ensuring that even when applying the
brakes all-out on the K 1300 S there is virtually
no risk of the motorcycle toppling over – also
thanks to the low centre of gravity and the particular
geometry of the suspension interacting with the kinematic
confi guration of the Duolever.
In other words, the rider is able to make full use
of maximum tyre grip also in the ABS brake mode, enjoying
maximum safety even in an extreme braking manoeuvre.
New generation of switches, modifi ed instruments,
LED rear lights and HP instrument cluster as special
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
The formerly separated functions for the direction
indicator lights left and right are now grouped in
one and the same function on the left-hand side of
the handlebar to avoid any confusion of the direction
indicators and the horn. And as a further change,
the hazard warning fl ashers are now operated by a
separate switch within easy and convenient reach on
the left-hand handlebar control. The functions for
the low and high beam as well as the lights 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.
Electrics and Electronics.
LED rear lights in clear glass look.
Matching the sporting, dynamic appearance of the
new K 1300 S, this is the fi rst model in BMW’s
four-cylinder series to be fi tted as standard with
a LED rear light in clear glass look. The use of light-emitting
diodes taking the place of conventional bulbs guarantees
unimpaired and maintenance-free operation, and extends
the service life of the lights several times over.
Digital instrument cluster in new design.
The extra-light instrument cluster on the K 1300
S based throughout on digital technology comes with
a newly designed speedometer and rev counter as well
as the typical BMW Info-Flatscreen. This Information
Display offers the rider permanent information on
the temperature of the coolant, the remaining level
of fuel in the tank, the time of day, and the gear
currently in mesh.
Wherever ESA II Electronic Suspension Adjustment
is 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 specifi
c engine speed levels or as external shift indicators.
Large range of functions thanks to the Single-Wire
In 2004 BMW Motorrad introduced a brand-new, highly
advanced system serving to network electrical and
electronic components in the motorcycle referred to
as the Single-Wire System fi rst in the R 1200 GS
and subsequently in the K 1200 S.
This innovative on-board networking concept is now
also featured in the new K 1300 S and, using electronic
and CAN-bus technology (CAN = Controller Area Network),
offers a much wider range of functions than conventional
on-board networks, together with much simpler and
more straightforward wiring requirements.
In this network information is transmitted only
through one signal path (the single wire). And to
keep any interference to an absolute minimum, the
path itself is set up as a double-wire system.
The big advantages of this intelligent combination
of electrics and electronics are the weight saved
on the wiring harness and various components, the
high standard of robustness and far-reaching diagnostic
capacities. Special electronic equipment may be easily
integrated into the network, and in many cases a simple
update is all that is required to expand the system.
The basic principle is that all control units interact
with one another via one single, joint signal path
forming one complete network followed by all signals
regardless of their subsequent allocation. This network
then provides all information for all affi liated
The signals are allocated to their specifi c purposes
at junction points and then go specifi cally to the
appropriate electronic consumers in the various control
units. There the information received is processed
and subsequently the functions required are activated
in the consuming unit.
With this system there is no need to elaborately
wire up each function with its own wire. This clearly
reduces the number of potential defi ciencies inevitably
occurring in a conventional on-board network due to
the many wires and plug connections – clearly
an important factor in the interest of superior reliability.
Communication network and central diagnosis.
All control units form one joint communication network
and are able to exchange data among themselves. This
allows simple and comprehensive diagnosis of the overall
system from one central point. The electronic “brain”
filters out insignifi cant 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-specifi
c electrical features and components.
On-board network without melt-down fuses.
The entire on-board network makes do without conventional
melt-down fuses. In the event of a short circuit or
malfunction, DVE reliably switches off the function
involved, saving information on the cause of the problem
for central diagnosis. This allows quick, spec fi
c and to-the-point allocation of the defect. The big
advantage of such electronic management is that CVE
automatically re-connects the function involved every
time the motorcycle is re-started, checking independently
whether the defect still prevails.
Since the other functions are not affected by a
possible failure along one of the paths, the entire
system as such remains reliable and trouble-free.
The control units also serve as relays, only the
starter still being activated by a conventional relay.
A compact alternator generating 580 W at 42 Amps supplies
the electrical system on the K 1300 S, and the aintenance-free
battery has a capacity of 14 Amp-hours.
Electronic immobiliser – anti-theft
security of the highest standard.
Like its predecessor, the K 1300 S is equipped as
standard with an electronic immobiliser. Controlled
by a transponder integrated in the key, the mobiliser
activates an anti-theft system of the highest standard
comparable in every respect to the anti-theft warning
on a BMW car.
Once the ignition key has been inserted into the
ignition lock and the ignition switched on, a chip
within the key communicates via the annular aerial
in the ignition lock with the Digital Motor Electronics
comprising the anti-theft warning algorithms.
Via the Challenge Response Process, as it is called,
with the 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.
Even more dynamic from every angle.
The K 1300 S stands out clearly also in its looks
from all other models in the market, making an even
more sporting and dynamic appearance through its leaner
fairing. The overall design of the new K 1300 S combines
power with elegance and sportiness with perfection
even more than on the previous model. Apart from clearly
contoured surfaces merging into one another with their
fl owing lines, the upper section of the fairing 18
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
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
A gill-shaped air intake and modifi ed colour sections
between the black, satinated fairing wedge and the
side surfaces on the fairing make the lower section
of the fairing look even lighter and more sporting.
emphasis on transparency and lightness on all visible
technical components 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
K 1300 S, in the harmony of its lines and in its expression,
is obviously a BMW and a member of the K-family at
very fi rst sight.
Almost every visible part on the motorcycle is also
part of the 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
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
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
A carefully designed additional splashguard likewise
serves to minimise any contamination at the side and
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 refl ectors
in free-form surface technology add another striking
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, fi nally, the headlight is easily accessible
both behind and beneath.
Fuel tank and seat in perfect ergonomic
As on the former model, the fuel tank on the K 1300
S is made of light but strong plastic and offers a
capacity of 19 litres or 4.2 imp gals (including 4
litres/0.9 imp gals reserve). To lower the centre
of gravity, the fuel tank is almost in the middle
of the motorcycle behind the airbox.
Thanks to the overall package of the K 1300 S, the
tank is particularly slender beneath the rider for
optimum knee support and grip. The ongoing shape and
design of the tank follows functional criteria and
the space available: Despite its compact design, the
tank offers maximum capacity on minimum use of material.
Production of the tank in the rotation process provides
maximum freedom in design. This freedom has been used
to give the tank fairing even more distinctive contours
creating a very attractive interplay of light and
shade, the individual surfaces taking on a new look
from every perspective.
The seat also follows this timeless and highly appealing
design language continuing into the trim panels at
the rear. The essential criterion for the double seat
bench designed along the same lines as on the former
K 1200 S is the rider’s step arch length, as
it is called, measuring 1,810 mm or 71.3".
This is the distance measured along the inside of
the rider’s legs between his two feet resting
on the ground, considering not only the absolute,
geometric height of the seat, but also the shape and
width of the rider’s seat at the front, where
he actually sits.
While the seat is not adjustable, its waist-like
shape tapering down towards the fuel tank allows the
rider to easily place his feet on the ground and gives
him extremely comfortable knee support at the sides,
together with the usual freedom of movement offered
by BMW also for the sporting rider.
The geometric seat height of the regular seat is
820 millimetres or 32.3".
Shorter riders are able, as on the former model,
to order a lower seat with step arch length of 1,750
millimetres or 68.9" and a geometric seat height
of 790 millimetres/31.1" as an option at no extra
cost, or to have such a lower seat fi tted subsequently
at an extra price.
Despite the sporting and slender lines of the machine,
the engineers at BMW Motorrad have given particular
attention to an adequately wide seat area and ample
support offered by the seat for both the rider and
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
the seat again enhance the touring qualities of the
K 1300 S.
Optional extras and special equipment offering a
wide range of customisation.
Thanks to its sophisticated ergonomic qualities,
the sporting K 1300 S is fully suitable for long distances
and grand tours. A new feature available for the K
1300 S is a luggage rack upgrading the all-round and
touring qualities of the machine. Indeed, the new
luggage rack supplements the existing baggage features
already offered by BMW Motorrad in carrying all kinds
of luggage on the motorcycle.
Further customisation is ensured by the usual wide
range of options and special equipment from BMW Motorrad.
Particularly the sports-minded rider will therefore
enjoy the new K 1300 S even more with the HP Gearshift
Assistant, the HP Infodisplay as well as HP trim components
made of carbon.
Optional extras are delivered straight from the
factory and are fi tted during the production process.
Special equipment is fi tted by the BMW Motorcycle
Dealer also providing a wide range of retrofi tting
- 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;
- HP Gearshift Assistant (new).
- Multi-colour paintwork.
- ASC Anti-Slip Control.
- TPC Tyre Pressure Control.
- On-board computer including oil level warning.
Range of Equipment.
Luggage and storage options:
- Luggage rack with installation kit.
- Watertight tank rucksack (new).
- Watertight tank bag including fastening elements.
- Set of sports cases including case supports.
- Sports softbag, small, 19 litres/large, 51 litres.
- Watertight luggage roll, 53 litres, including
fastening belt with tightening lock.
- Multi-strap fastening rope.
Service and technical features:
- HP Gearshift Assistant (new).
- HP Instrument Cluster (new).
- Main stand.
- On-board toolkit – service kit.
- Paddock stand including adapter.
- 230 V/110 V battery charger including adapter.
- Repair kit for tubeless tyres.
- Repair instructions for K-models, DVD.
- Motorcycle cleaner.
Ergonomics and comfort.
- Heated handles with switch unit.
- Low rider’s seat (approx 790 mm/31.1",
step arch length 1,750 mm/68.9").
- Windshield, tinted.
- HP rider footrests (new).
- HP passenger footrests (new).
- HP forged wheels, front (3.50 x 17") and
rear (6.00 x 17").
Design and sound:
- HP carbon seat cover.
- HP carbon clutch cover.
- HP carbon heat protector for standard muffl er
- Akrapovic sports muffler (new).
- HP carbon tank cover (new).
- HP carbon wheel cover, front.
- HP carbon airbox cover.
- 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).
The colour concept of the new BMW K
1300 S accentuates the unmistakable character of this
new machine. The non-metallic colours form a strong
and powerful contrast to the black surfaces at the
front, giving the K 1300 S an even more compact and
agile look from the side.
The colours available are Light Grey
Metallic and Lava Orange Metallic. The unique multi-colour
fi nish in Granite Grey Metallic/Light Grey Metallic
with Magma Red highlights, in combination with wheels
fi nished in
Glossy Black, creates the sophisticated and striking
look so typical of BMW and appealing above all to
the sporting, performance-minded rider. The frame
and suspension components on all colour variants are
finished in Asphalt Metallic.