K 1300 S
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BMW Motorrad at the INTERMOT 2008.
Contents.
1. The new BMW K 1300 S.
1.1 Overall Concept and Features. .......................................................................................... 3
1.2 Drivetrain. ................................................................................................................................... 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 Specifi cations. .......................................................................................................................... 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 Specifi cations. ........................................................................................................................... 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 Specifi cations. ........................................................................................................................... 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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4.3 The First-Generation Four-Valve Models. ....................................................................... 80
K1
K 100 RS
K 1100 LT
K 1100 RS
K 1200 RS
K 1200 LT
K 1200 GT
4.4 The Second-Generation of Four-Cylinders. ................................................................... 84
K 1200 S
K 1200 R
K 1200 GT
K 1200 R Sport
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1. The new BMW K 1300 S.
1.1 Overall Concept and Features.
The signifi cantly 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 an d 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 compromise s, 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 conj unction with
perfect ever yday 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 lif e, 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 per formance 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 signifi cant 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 extre me angle
of the cylinder bank tilted 55° to the front and allowing very low arrangement
of the engine. At the same time the new K 1300 S benefi ts from the very
slender engine block allowing a very low angle in bends for a truly spor ting
and dynamic style of riding.
In its suspension and running gear the new K 1300 S – by far th e lightest
1,300-cc model in this segment at 228 kg/503 lb dry weight – ap plies
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 signifi can t
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 fi rmer 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 fur ther development and improvement of
the original ESA suspension introduced for the fi rst time in se ries 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 connect ing
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.
• Fulfi lment of the strictest environmental standards through newly
harmonised Digital Motor Electronics.
• Optimised cylinder charge cycle for even better performance on less fuel.
• Optimised exhaust system with a new rear muffl er and electronically
controlled fl ap management plus a fully controlled three-way catalytic
converter.
• Desmodromic operation improving the dosage of gas and engine power.
• Optimised, maintenance-free shaft drive with a new, two-stage drive shaft.
Even greater riding precision combined with maximum riding stab ility
•
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.
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 rev ved 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 fi cant advantage is that more than 70 per cent of the engine’s
maximum torque is available from just 3,000 rpm, with 10 New ton-metres
or 7.4 lb-ft more torque available all the way from 2,000–8,000 rpm versus the
K 1200 S.
The objective in developing the new model was obviously to enhance the
already high standard of riding dynamics and sporting characteristics
through power and performance easy to handle at all times. And weighing
82.8 kilos/182.6 (K 1200 S: 81.3 kilos/179.3, in each case including the
clutch, gearbox and oil), the upgraded power unit of the K 1300 S remains
one of the lightest engines of its size in the market.
Like the previous model, the K 1300 S benefi ts above all from i ts 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 ver y 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 inte gration 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 gravit y, but also helps to ensure a well-balanced distribution
of weight – an essential factor particularly for the sporting rider crucial
to a precise feeling on the motorcycle and clear feedback.
A further advantage is that the spec fi c angle chosen on the en gine provides
ample space for a free-fl owing intake system directly above the engine and
allows ideal confi guration of the frame profi les according to the fl ow of power.
This upgraded, second generation of four-cylinder power units in the 85-year
history of BMW Motorrad and the 25-year history of the K-Series fully
refl ects the traditional philosophy of BMW Motorrad to offer demanding,
unique and, at the same time, highly superior solutions. As before, therefore,
the engine concept boasted by the K 1300 S is acknowledged as the
currently most advanced and consistent confi guration in worldwide motorcycle construction.
Increase in capacity to 1,293 cc by enlarging the cylinder
bore and extending engine stroke.
The crankshaft of the K 1300 S power unit, as before, is made of forged
heat-treated steel and comes with eight counterweights as well as an offset
angle of 180° traditional at BMW in order to ensure consistent fi ring intervals
Apart from the cylinder bore enlarged by 1.0 millimetres (0.39"), particularly
the increase in cylinder stroke from 59.0 millimetres or 2.32" by 5.3 millimetres (0.21") to 64.3 millimetres (2.53") serves to increase engine capacity
by 136 cc.
As before, the stroke/bore ratio of 64.3/80.0 millimetres (2.53/3.15")
(K 1200 S: 59.0/79.0 mm; 2.32/3.11") ensures adequate bearing journal
overlap in the interest of superior stiffness. Both the main and connecting
rod journals measure 38 millimetres or 1.5" in diameter.
The lubrication system has been carried over from the K 1200 S, with the
balance shaft bearings adapted to the new requirements of the K 1300 S.
The camshafts in the cylinder head are driven by a chain which, in turn,
is driven by a sprocket forced-fi tted on to the right end of the crankshaft.
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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 ridin g qualities.
Hence, the combustion chambers on the four-cylinder, the intake camshaft
angle and the valve timing as well as the stroke of the outlet valves have
been modifi ed accordingly, with the outlet valve springs being re-set from the
ground up.
Running in anti-friction bearings, the connecting rods are extr a-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 j ust 404 grams
(K 1200 S: 413 grams). In usual BMW style, the upper conrod ope ning 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 it s centre level
by hydraulic force applied as an abrupt jolt. The fracture sur face 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, ser ve to
increase cylinder stroke and, accordingly, the capacity of the engine.
The fl at 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 ser ves
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, t he 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
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model, drives t wo 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 crankshaf t, 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 per formance qualities and characteristics, the qu ality 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
fl ow geometry, compact dimensions, optimum thermodynamics and a reliable
thermal balance. The tight valve angle provides an ideal, strai ght intake duct
and keeps the combustion chamber extra-compact for high compres sion and
optimum ef fi ciency.
Seeking to achieve optimum output and superior running stabilit y 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 an d 11° on
the exhaust side – fi gures 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 dr iven 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 fi ed exhaust valve springs and an optimised tightening mech anism
on the timing chain take the new exhaust valve timing of the K 1300 S and the
requirements created in this way fully into account.
The camshafts are positioned directly above the valves, the geometric layout
of the cylinder head ensured in this manner helping to give the drag arms the
ideal transmission ratio of 1:1, meaning that they are subject to only minimum
bending and fl exing loads. As a result, the arms are extremely light and fi ligree
in their design and construction.
The engine speed limit under regular running conditions is now 11,000 rpm
although the engine would be able to run at far higher speeds in terms of
mechanical engine loads as such. The diameter of the valve crowns, as on the
K 1200 S, is 32 millimetres or 1.26" on the intake side and 27.5 or 1.08" on
the exhaust side. In the interest of higher torque, the intake ducts are specially
machined around the valve seat rings.
High compression for maximum effi ciency.
The modifi ed shape of the combustion chambers with their fl at c eiling
guarantees ver y 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, of fering an ideal comb ustion
process and optimum effi ciency.
Dry sump oil supply.
The K 1300 S features dry sump lubrication introduced on the K 1200 S and
proven over many years – the same technology as is largely used on racing
engines. Apart from superior operating qualities and reliability even under
extreme conditions, dry sump technology quite unique in this se gment keeps
the crankcase low and fl at and therefore ensures a low position of the engine
and a low centre of gravity. By leaving out the usual oil sump, the entire engine
may be fi tted 60 millimetres or 2.36" lower down than a conventional power
unit.
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The oil reservoir comes in a tank fi tted in the frame triangle behind the engine.
A dual oil pump operating at the rear of the crankcase and driven by a chain
from the clutch shaft draws in lubricant from the oil reser voir and feeds
the compressed oil fi rst 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 fl ows into the main oil pipe in t he crankcase
and is spread out through internal holes to the lubricating points. The oil
fl owing 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 fl owing back fi rst to the oil cooler
and from there to the oil tank, forming a refl ow system patente d by BMW.
The larger oil cooler is integrated beneath the headlight in th e 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 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 fl ow of coolant is spread out
between the cylinder head and the cylinders by appropriately dimensioned
pipes at a ratio of 73:27.
The coolant fl ows crosswise through the cylinder head, entering the hotter
exhaust side when the it is at its lowest temperature. Precisel y 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 tem perature
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
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into the cylinder head make the usual pipes superfl uous, with a ll remaining
hoses leading to the radiator being kept extremely short. And with the engine
requiring only two litres of coolant, the entire structure agai n helps to save
weight.
The patented radiator carried over from the K 1200 S is trapezo idal in
shape and bent in its contours. Again helping to improve the centre of gravity,
the radiator is fi tted at the front of the motorcycle beneath the fairing. Through
its high standard of effi ciency and aerodynamic optimisation of the fairing
and fl ow conditions, the radiator requires a relatively small s urface of only
920 cm² to reliably dissipate heat under all conditions. A further advantage
is that the integrated thermostat keeps the warm-up periods ver y short. And
last but not least, the dirt protector fi tted in front of the r adiator is likewise
optimised for perfect aerodynamics.
Optimum arrangement of all ancillar y units.
To keep the engine as slender and compact as possible, the electrical
ancillaries and their drive units are fi tted behind the crankshaft in the open
space above the gearbox. The alternator, in turn, is driven by the primary
gear on the clutch, developing maximum output of 580 W and maximum
electric power of 50 Amps. The pre-shaft starter is connected to the
engine by a freewheel drive unit operating on the alternator drive gear.
Power transmission – reinforced multi-disc oil bath clutch,
optimised cassette gearbox and HP Gearshift Assistant.
For the fi rst 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
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and easily and where individual gears with dif ferent 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 u nit, of fering
advantages in the assembly process.
The dog-shift two-shaft gearbox is slender in design and extra-light. The
gears are shifted by a shif t cylinder, shift forks and sliding wheels to create
a positive engagement.
The gearbox has been upgraded and mod fi ed for the new K 1300 S , with
the shift forks, the shape of the dog-shif t 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 confi guration benefi ting not only the degree of effi ciency but
also the overall width of the gearbox.
The K 1300 S features a new shift lever with an ergonomically optimised
pivot point. Together with the likewise new anti-friction bearing for the
shift lever this ensures an even more precise and faster gearshift than before.
At the same time gearshift travel is even shorter and more dynamic.
For the fi rst time in the history of large-scale motorcycle production by
BMW and, indeed, for the fi rst time in series production worldwide, the rider
of the K 1300 S is able to shift up with the help of the optional HP Gearshift
Assistant without operating the clutch and, accordingly, without the slightest
interruption of traction and pulling force. To perform this operation the ignition
and fuel supply are interrupted for fractions of a second in the shift process.
The HP Gearshift Assistant introduced for the fi rst time on the HP2 Sport
comes together with the sports footrests available as special e quipment.
Shaft drive to the rear wheel – optimised and quite unique in the
sports segment.
As on all large-capacity BMW motorcycles, the rear wheel is driven by
a drive shaft also on the K 1300 S. And since the engine is fi t ted crosswise,
the shaft comes on two pivots.
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The fi nal drive comes with gears adapted to the higher torque of the engine
as well as optimised bearings.
The loss of effi ciency resulting from two joints in the drive s haft 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 cer tain amount of dirt on the surface,
chain drive develops sign fi cantly greater friction reducing the effi ciency of the
drive system accordingly, whereas a drive shaft operates free of wear
and maintains its high level of effi ciency throughout its entire lifecycle.
The K 1300 S meets the greater demands in terms of power, per formance
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 Paralever.
Newly set-up engine management with
cylinder-specifi c knock control.
The K 1300 S comes with the most advanced DME Digital Motor Electronics
currently available on a motorcycle. This electronic management system
referred to as BMS-K (BMW engine management with knock control) is an
in-house development by BMW Motorrad specifi cally for the motorcycle
and was already featured on the K 1200 S. The most signifi cant highlights of
this management concept are fully sequential, cylinder-specifi c fuel injection,
integrated knock control, rapid processing of a wide range of sensor signals
through the most advanced micro-electronics, a compact layout, low weight
and self-diagnosis.
Refl ecting the increase in engine capacity and power, BMS-K has been newly
set up on the K 1300 S. This ensures even more spontaneous behaviour
under part load while the engine responds even more homogeneously and
softer to the accelerator lever at all engine speeds and loads.
Use of the latest D4 CVE for the Central Vehicle Electronics as management
and control software makes the system future-proof in ever y res pect.
Torque-based engine management with Alpha-n-control.
The K 1300 S features the same torque-based engine management c oncept
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 t he 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 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 p otentiometer.
Then, taking additional engine and ambient parameters into acco unt
(including the engine temperature, air temperature, ambient air pressure), the
engine management system, interacting with control maps installed in
advance as well as specifi c correctional functions, determines the appropriate
injection volume and ignition timing required.
Fuel injection is fully sequential, with fuel being injected into the intake ducts
exactly in line with the intake stroke of the respective cylinder.
Optimum supply of fuel ensured by variable pressure control.
The fuel supply system does not require a refl ow pipe or any ot her 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 m ixture 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 butterfl ies on the K 1300 S measuring 46 millimetres or 1.81"
in diameter come with a new, desmodromic operating system, each with an
opening and closing cable, again in the interest of even more precise gas
dosage.
As an additional feature, the position of the butterfl ies predetermined by
the gas lever is precisely controlled and maintained by a step motor serving
to optimise engine response and gas dosage to an even higher standard.
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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, fi nally, help to make the
engine management system even more effi cient.
High compression and knock control for enhanced fuel effi ciency.
Fuel consumption of the K 1300 S at 90 km/h or 56 mph is 4.7 litres/100 km,
equal to 60.1 mpg imp, and increases at 120 km/h (75 mph) to 5. 3 litres
(equal to 53.3 mpg imp) of premium plus. Considering the signifi cant increase
in power and performance, this again sets a new record in the sports motorcycle market. To a large extent this improvement is attributable to the
very high geometric compression ratio only possible with anti-knock control.
On the anti-knock control system two body sound sensors positioned
between cylinders 1 and 2 and, respectively, 3 and 4 determine even the
slightest knocking phenomena in the combustion process. The electronic
engine control unit will then respond immediately by taking back the
ignition angle (retarding the ignition), thus protecting the engine from possible
damage.
Conceived under regular conditions for unleaded premium plus (RON 98), the
engine, thanks to knock control, may also run on RON 95 premium without
any risk of damage and without requiring any manual intervention on the part
of the rider. Should the quality of fuel drop to an even lower level, however,
the engine will lose some of its peak power and fuel consumptio n will increase
accordingly.
The intake system – optimised air supply for
an optimum cylinder charge.
With the engine being tilted to a low angle, an airbox fi ts perfectly directly
above the engine. The four intake manifolds then lead directly and without
the slightest curvature into the airbox which, with its capacity of 10 litres,
makes yet a further contribution to the muscular power and high torque of
the K 1300 S.
The two funnels extending out straight to the front with perfect aerodynamics
thanks to the appropriate position of the airbox have been optimised for
even better and smoother fl ow conditions. They draw in air from right and left
beneath the headlight in the ram pressure section of the fairin g 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.
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In the process the intake air fl ows past two separate paper air fi lters 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 fi na lly also ser ves
to hold the battery in position.
New exhaust system – three-way catalyst for optimum emission
control, exhaust butterfl y for extra torque and a sporting sound.
On the revised exhaust system of the K 1300 S the four individu al 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 muf fl er (4-in-2-in-1 principle).
The muffl er sign fi cantly shorter than on the former model and now fi nished
in sporting hexagonal design of fers 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 muffl er now much
lighter than before are made of top-quality stainless steel.
The metal-based catalytic conver ter with 200 cells/square inch is integrated
exactly at the point where the manifold merges into the rear muffl er
and comes with a coating of rhodium and palladium combining superior
temperature resistance with a long service life.
Full maintenance of the strictest noise and emission limits, de spite the
increase in engine power and performance, is ensured on the K 1300 S for
the fi rst time at BMW by a butter fl 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 mu scular
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
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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 spor ting st yle of riding pleasure.
The entire muffl er 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 therefo re 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 muffl ers.
The K 1300 S is also available with a very light and sporting slip-on muffl er
made of titanium and featuring a carbon cover as special equipment from
®
Akrapović
.
ASC for even greater safety when accelerating.
The K 1300 S comes as an option with ASC Anti-Spin Control fi tted at
the factory and taking the signifi cantly greater power and torque of the new
four-cylinder into account.
Particularly on a high-torque motorcycle and on road surfaces v arying
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 he lp 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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1.3 Suspension and Running Gear.
Innovative suspension technology with optimised suspension
geometry, springs and dampers.
The suspension geometry of the new K 1300 S has been upgraded i n 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 lowe r longitudinal
arm.
With the K 1200 S entering the market in 2004 as the world’s fi rst production
motorcycle to feature ESA Electronic Suspension Adjustment, the new
K 1300 S now goes a step fur ther 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 app roximately
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 fi rmer set-up of the rear spring strut
taking the spor ting 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 confi guration. In this case the frame is a welded combination
of internal high-pressure moulded elements (IHM profi les) for t he bent
profi le units at the side and extrusion-pressed profi les together with die-cast
components for the frame head and the lower section of the swing arm
bearings.
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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 profi le bars of the main frame run abo ve the cylinder
head, unaffected by its width. This allows ideal confi guration of the frame,
which can be kept slim and slender as a result.
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
o
(measured geometrically) thanks to the overall confi guration of
than 50
the suspension and power unit.
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 lb.
The power unit is bolted fi rmly to the frame at six points and acts as a
stiffening unit without performing any load-bearing functions. The light rear
frame is made of square aluminium profi les welded to one another and is
bolted on to the main frame at four points.
Refl ecting the true style of a genuine sports machine, the K 1300 S comes
in regular trim with only one side-stand. A main stand is however available
as special equipment and may be retrofi tted within a matter of minutes.
The BMW Duolever – perfect front-wheel suspension.
The Duolever ensures superior riding precision and directional stability,
together with superior suspension comfort and clear feedback. It offers even
the spor ting 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 inno vations on the
front-wheel suspension throughout the 85-year history of the Company.
The fi rst hydraulically dampened telescopic fork on a productio n 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 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 confi guration 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 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 steering
function.
The steering axis is the straight line between the t wo 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,
fi nally, rests in conventional confi guration 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 fi rmer
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 of f the impact of bumps on the road surface.
In combination with the low-friction rotational movement of the longitudinal
arms, spring action thus always remains smooth and supple even under high
lateral forces or impacts. This allowed the engineers at BMW Motorrad to
choose a fi rm set-up without making any noticeable concessions in terms
of riding comfort, thus achieving the optimum result for a sports motorcycle.
And with wheel forces resting on the longitudinal arm positione d 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 load s acting on
the frame structure.
The front-wheel suspension combines supreme stif fness 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
spec fi cally 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 ne vertheless
extremely stif f confi guration, this new arm guarantees an even more sensible
and transparent response, at the same time reducing unsprung ma sses
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"
o
rebound). At 32
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-per formance machine.
Through its kinematic behaviour, the Duolever also serves to set of f brake
dive, which remains virtually unchanged throughout the motorcycle’s
complete range of spring travel. Longitudinal forces acting on the front wheel
when applying the brakes cause hardly any inbound spring action, only the
dynamic distribution of wheel loads leading to a certain dive effect giving
the rider through the telescopic fork the usual feedback on how hard he is
applying the brakes. Hence, the Duolever combines the feedback from
the front wheel so important to the sports rider with the comfort and safety
benefi ts of an anti-dive set-up.
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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
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. Fo rces acting on the
fi nal drive housing are guided above the swing arm, providing space for fi tting
the brake calliper below. The advantages, again, are a better thermal balance
and easier removal of the wheel whenever necessary.
The pivot point for the fi nal drive housing in the swing arm is beneath the
drive shaft axis, the overall system made up of six pivot point s 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,
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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 suffi cient reserves for riding with a passenger.
The fi nal drive housing is tailored to the inner contour of the angle drive,
avoiding even the slightest waste of space. And being calculate d 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 130 0 S comes
with a newly developed two-stage drive shaft also of fering adva ntages in
the use and operation of the gearshift, as well as a fi nal driv e 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 fl ow 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 spring
and damper action, but also in its spring rate.
Suspension is provided front and rear by extra-fi rm gas-pressure spring
struts on the K 1300 S. Spring travel is 115 millimetres or 4.52" up front and
135 millimetres or 5.31" at the rear.
In standard trim the rear spring strut allows infi nite adjustment of damping
forces in the rebound mode. And to adjust to various loads and forces,
the spring base may be varied by a hand wheel 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 sprin g 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 suspension most conveniently and more precisely than ever before to t he 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: Th e 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,
Comfor t) 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.
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