BMW K 1300 R 2014 — Specifications

When Munich decides to stir things up, it doesn't do so halfway. The BMW K 1300 R was born from a simple observation: the K 1200 R had opened a breach in the brand's staid image, and it was necessary to go further. There was no question of resting on the laurels of a roadster that had nonetheless stunned the industry upon its release. The Suzuki B-King 1300 had meanwhile stolen the crown of the most powerful naked bike on the market, and Munich responded in its own way, without haste, with the rigor that characterizes the engineers of the K series.

The Bavarian response is 1293 cm3 machined within the same inline four architecture, with power boosted to 173 horsepower at 9250 rpm and a torque of 140 Nm available at 8250 rpm. These figures place the BMW K 1300 R directly on the second step of the podium of the most muscular roadsters of its generation. The counterweight is reflected on the scale: 243 kg fully fueled, or 6 kilos more than its predecessor. This relative overweight is hardly noticeable in use, the engine carrying the whole ensemble thanks to a final gearing shortened compared to the K 1300 S, designed to prioritize acceleration and aggression out of corners. BMW has also integrated a valve into the exhaust line to modulate gas flow, a system that furiously recalls Yamaha's EXUP and contributes as much to the torque curve as to the machine's sound signature.

The BMW K 1300 R inherits the Duolever front end, this proprietary geometry that disconcerts at first glance but reveals its qualities as soon as you start loading the front under braking. The wheelbase of 1585 mm could have weighed down the changes of support, but a more pronounced inclination of the front arm effectively compensates. The shock absorbers receive a firmer setting as standard, and the ESA II option allows the whole to be adjusted from the handlebars, without getting off the saddle. The driver concerned with performance can also graft the HP shifter for gear changes without ignition cut, or opt for the digital instrument combination from the HP2 Sport. This catalog of options is impressive, even if some will regret that these equipment items are not standard at this price level, displayed at 15,549 euros.

Aesthetically, the retouchings remain surgical. The more massive bash plate, the redesigned fairings, and the translucent turn signals give a slightly more tense silhouette than that of the 1200, without formal revolution. BMW does not reinvent the wheel, it refines it, and the result still convinces those who seek a BMW K 1300 R review: the machine has presence, an undeniable physical presence, and a refined ergonomics with a handlebar decoupled from engine vibrations. The 820 mm saddle remains accessible for an average build, and the 19-liter tank allows generous stages despite a consumption announced at 5 liters per hundred.

Who is this roadster for? Clearly not for beginners or urban dwellers seeking lightness. The BMW K 1300 R is a machine for experienced riders, for grand touring riders who want raw power without sacrificing daily comfort, or for a sportsman who refuses to deprive himself of a reliable shaft drive and advanced electronics. Those looking for a used BMW K 1300 R will find on the market well-equipped examples at reasonable prices, the 2009 and 2010 versions having been produced in sufficient numbers. The mechanics are robust, the problems reported on the first versions being essentially related to engine management electronics, and the shaft transmission remains one of the most reliable in the segment. Not the lightest naked, not the cheapest, but certainly one of the most accomplished for those who know what to do with it.