The 2010 BMW K 1300 S

Touring With Confidence, Comfort and Style

Woodcliff Lake, NJ – December 2, 2009… Europe’s largest and most successful motorcycle manufacturer is once again securing its leadership in the top class of sporting high-performance machines with the 2010 K 1300 S and K 1300 GT. With engine output of 175 hp combined with overall weight of 560 lbs., including fuel, these truly supreme motorcycles offer the utmost in dynamic performance and sport riding features.

Even more sporting and dynamic.

Conceived as a sports machine, the K 1300 S has not only maintained but enhanced every technical feature of its predecessor. As a result, this high-performer combines innovative technology of the highest caliber with outstanding all around qualities and safety. This means greater riding precision and agility on the road, with more dynamic power and performance, and, at the same time, the superior safety and ease of control so typical of a BMW.
 
The K 1300 S does not compromise, but rather brings together more consistently than before all the virtues of the most dynamic motorcycle in the K-Series: sporting and dynamic performance combined with comfort, easy handling with superior riding stability, supreme performance in onjunction with delightful everyday riding qualities.

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 advanced brake system currently available
in the market: BMW Motorrad Integral ABS featured as standard. As in the past, BMW’s K 1300 S offers the only sports motorcycle in this segment with a maintenance-free drive shaft.

Concept optimized in riding dynamics and technical features.

The main objective in the development of the K 1300 S was to produce a supreme motorcycle with enhanced riding qualities ensured by an even more powerful and harmonious torque curve and a higher standard of riding comfort. Engine capacity has been increased to improve performance, power and torque.

The fundamental quality is based on the proven drivetrain configuration and engine arrangement of its predecessor, using the existing advantage of a low center of gravity made possible by the extreme angle of the cylinder bank tilted 55° to the front and allowing low arrangement of the engine. At the same time, the K 1300 S benefits from its slender engine block allowing an extremely low angle in bends for a truly sporting and dynamic style of riding.

The suspension and running gear in the K 1300 S is by far the lightest 1,300-cc model in this segment at 228 kg/503 lb dry weight and applies a successful concept combined with proven modules and components. One example is the extra-low V-shaped radiator interacting with the wheel support to provide an ideal configuration of the frame above the cylinder head and, as a result, reducing the overall width of the machine. With the frame profiles merging smoothly at the ear, the K 1300 S enables the rider to hold his knees tightly together, ensuring optimum contact with the motorcycle under all conditions.

The active, dynamic and forward-looking seating position is fully tailored to the rider, but nevertheless allows a relaxed and comfortable style of motorcycling at all times. So while unusually dynamic and sporty, the K 1300 S offers stress-free riding pleasure.

 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 forged aluminum alloy increases sensitivity, further enhancing the leadership of BMW Motorrad in the area of suspension technology.

The spring/damper set-up is firmer with better feedback.

The K 1300 S is available with second-generation Electronic Suspension Adjustment (ESA II) as an option, an improvement on the original ESA suspension introduced for the first time in series production on the K 1200 S.

Applying advanced CAN-bus technology, the progressive on-board network allows a wide range of functions and facilitates the diagnostic procedures required by intelligently connecting the machine’s electrical and electronic systems.

An overview of technical highlights:

* More dynamic performance, particularly at lower and medium engine
      speeds, due to increased engine capacity.
* Engine output 175 hp at 9,250 rpm, maximum torque 103 lb-ft at 8,250 rpm.
* Meets environmental standards through newly designed Digital Motor
              Electronics.
* Optimized cylinder charge cycle for better performance on less fuel.
* Optimized exhaust system with a new rear muffler and electronically controlled flap management plus a fully controlled three-way catalytic converter.
* Desmodromic operation improving the amount of gas and engine power.
* Optimized, maintenance-free shaft drive with a new, two-stage drive shaft.
* Greater riding precision combined with maximum riding stability.
* Duolever front wheel suspension with new set-up of the lower longitudinal arm.
* Firmer spring/damper set-up for better feedback.
* Superior handling provided by optimized suspension geometry and optimum mass distribution.
* Low center of gravity.
* Ergonomically balanced seating position for a relaxed but active style of riding.
* Electronically adjustable second-generation ESA II suspension with the Anti-Spin Control option.
* New, innovative generation of switches with optimized ergonomics.
* High standard of active safety provided by integral ABS (semi-integral) features as standard.
* On-board network; CAN-bus technology for superior function with less cables and weight.
* Electronic immobilizer comes standard.
* Optimized aerodynamics.
* Optional HP Gearshift Assistance for shifting up without the slightest interruption of power.

Drivetrain.
The second generation of BMW Motorrad’s four-cylinder engines offer more power and performance, extra torque, and supreme riding dynamics.

Displacement of the four-cylinder inline engine in the K 1300 S is 1,293 cc. Maximum output is 175 hp at 9,250 rpm; maximum torque of 103 lb-ft comes at 8,250 rpm.
 
Weighing 182.6 lbs, the engine of the K 1300 S remains one of the lightest engines of its size.

The K 1300 S benefits from a carefully conceived overall configuration as well as the space-saving arrangement of ancillary units and the integrated gearbox. In all, this makes the entire drivetrain compact, with ideal concentration of all masses in the center of the machine. The overall width of the engine, measured on the level of the crankshaft, is 16.9".

The engineers at BMW Motorrad have skillfully eliminated the disadvantage of a relatively high center of gravity inevitable with a conventional four-cylinder concept. The cylinder axis of the K 1300 S engine is inclined to the front at an angle of 55°. This not only lowers the center of gravity, but also helps ensure a well-balanced distribution of weight – an essential factor particularly for the sporting rider.

Another advantage is the specific angle chosen for the motorcycle provides ample space for a free-flowing intake system directly above the engine.

This upgraded, second generation of four-cylinder engines in the 85-year history of BMW Motorrad and the 25-year history of the K-Series reflects the traditional philosophy of BMW Motorrad to offer demanding, unique and superior solutions. The engine concept boasted by the K 1300 S is currently the most advanced and consistent configuration in worldwide motorcycle construction.

Increase in capacity to 1,293 cc by enlarging the cylinder bore and extending engine stroke. The crankshaft of the K 1300 S engine is made of forged heat-treated steel and comes with eight counterweights as well as an offset angle of 180° traditional at BMW in order to ensure consistent firing intervals.

In addition to enlarging the cylinder bore by 0.39”, the increase in cylinder stroke from 2.32” to 2.53” increases engine capacity by 136 cc.

The stroke/bore ratio of 2.53/3.15” ensures adequate bearing journal overlap. Both the main and connecting rod journals measure 1.5” in diameter.

The camshafts in the cylinder head are driven by a chain which, in turn, is driven by a sprocket force-fitted to the right end of the crankshaft.

In the process of upgrading the engine of the K 1300 S, the engineers at BMW Motorrad have given particular emphasis to supreme riding qualities. Therefore, 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.

Running in anti-friction bearings, the connecting rods are extra-light forged components made of heat-treated steel. Measuring 4.68” in length, they keep to a minimum lateral forces acting on the pistons.

Together with their anti-friction bearings, the conrods weigh just 404 grams. The upper conrod opening comes with a bearing bush designed for a service life of more than 61,000 miles.

The connecting rods are split horizontally with the large opening in the connecting rod being “broken” along its center level by hydraulic force. The fracture surface created allows precise subsequent assembly without requiring further centering.
 
Newly developed lightweight box-type pistons measuring 3.15" in diameter, with a short piston apron, two slender piston rings and a thin oil scraper ring, serve to increase cylinder stroke and 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. 

To remove heat from the piston under high thermal load, the pistons are cooled by modified oil spray jets in the crankcase, helping to extend their service life.

The degree of crankshaft balance is adjusted to the mass distribution through the use of new pistons. To eliminate free second-order mass forces inevitable on a straight-four engine, the crankshaft 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 minimize noise generated in the process, the balance weights connect 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 high-strength aluminum 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 train.
The power and performance qualities and characteristics, the quality of the combustion process and the fuel consumption of an engine depend to a large extent on the cylinder head and valve drive. Therefore, 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 intake duct and keeps the combustion chamber extra-compact for high compression and efficiency.

Achieving superior running stability at high speeds, keeping all moving masses to a minimum and optimizing the timing overlap on the valves, the K 1300 S comes with drag lever control on two overhead camshafts. This offers maximum stiffness and minimum weight of all moving parts in the valve train.

The valve angle is at 10° on the intake and 11° on the exhaust side – figures unparalleled by any other engine in this market segment. A tooth chain from the crankshaft drives the exhaust shaft. 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 precise valve timing and keeping the cylinder head narrow and compact.

Modified exhaust valve springs and an optimized tightener on the timing chain are matched to the exhaust valve timing of the K 1300 S.

The camshafts are positioned directly above the valves, the geometric layout of the cylinder head 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 in their design and construction.

The engine speed limit under normal riding conditions is now 11,000 rpm although the engine will be able to run at far higher speeds in terms of mechanical engine loads. The diameter of the valve crowns is 1.26” on the intake side and 1.08” on the exhaust side. The intake ducts are specially machined around the valve seat rings to increase torque.

High compression for maximum efficiency.
The modified shape of the combustion chambers with their flat ceiling creates a high geometric compression with a thermodynamically favorable, largely flat piston floor on the K 1300 S. With its compression ratio of 13:1, the engine of the K 1300 S is at the top in the series production motorcycle market, offering an ideal combustion process and optimum efficiency.

Dry sump oil supply.
The K 1300 S features dry sump lubrication introduced on the K 1200 S and proven over many years – the same technology largely used on racing engines. Aside from superior operating qualities and reliability even under extreme conditions, dry sump technology is unique in this segment keeps the crankcase low and flat and therefore ensures a low position of the engine and a low center of gravity. By leaving out the usual oil sump, the entire engine may be installed 2.36" lower than a conventional engine.

The oil reservoir tank is fitted to the frame triangle behind the engine. A dual oil pump operating at the rear of the crankcase and driven by a chain from the clutch shaft draws in lubricant from the oil reservoir and feeds the compressed oil first to the oil filter (main flow filter). For easy and convenient accessibility, the oil filter is positioned on the lower left side of the crankcase.

From there the compressed oil flows into the main oil pipe in the crankcase and spreads out through internal holes to the lubricating points. The oil flows back to the lowest point in the crankcase formed by a bulge in the lower lid.

The second pump then delivers the oil flowing back first to the oil cooler and from there to the oil tank, forming a reflow system patented by BMW.

The larger oil cooler is integrated beneath the headlight in the aerodynamically front fairing. The oil cooler pipes are made of aluminum.

The oil level is easily checked by means of the transparent plastic pipe on 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 0.92 gals.

An oil level warning indicator is an available option with the optional on-board computer.

Cooling concept.
The innovative but already proven cooling concept helps give the engine 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 it is at its lowest temperature. Cooling the cylinder head helps to quickly dissipate heat precisely where the thermal load is most signficant. The reduced flow of coolant through the cylinders warms up the engine more quickly and reduces cold operating wear as well as friction.

The intake camshaft drives the water pump fastened on the left side of the cylinder head. This specific arrangement and the direct injection of coolant into the cylinder head make the usual pipes unnecessary, which allows all remaining hoses leading to the radiator to be kept extremely short. With the engine requiring only two liters of coolant, the entire structure helps save weight.

The patented radiator carried over from the K 1200 S is trapezoidal and curved. To improve the center of gravity, the radiator is located at the front of the motorcycle beneath the fairing. It requires a small surface of only 920 cm² to reliably dissipate heat under all conditions. A further advantage is the integrated thermostat keeps the warm-up periods very short. And last but not least, the dirt protector in front of the radiator is designed for perfect aerodynamics.

Optimum arrangement of all components.

To keep the engine as narrow and compact as possible, the electrical components and their drive units are installed behind the crankshaft in the open space above the gearbox. The alternator 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, cassette gearbox and HP Gearshift Assistant.

For the first time in the history of shaft-drive BMW motorcycles, the predecessor to the K 1300 S came with a multi-plate oil bath clutch with friction plates measuring 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, this configuration continues to offer significant benefits and is therefore also featured in the K 1300 S. The clutch has been upgraded through improved linings and modified plate operating springs to the higher power and torque of the engine. At the same time application of the clutch, the operating force required and the engagement travel of the clutch have been improved by increasing the size of the slave cylinder from 1.26 to 1.34".

In designing and laying out the gearbox, 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 individual gears with different ratios may also be interchanged as required. In series production 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 narrow and extra-light. The gears shift by way of a shift cylinder, shift forks and sliding wheels to create a positive engagement.

The gearbox has been upgraded and modified with the shift forks, the shape of the dog-shift units and the geometry of the gears. 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 aluminum alloy and runs in anti-friction bearings. The shift forks are made of steel and are lubricated by compressed oil. To reduce the length of the gearbox, the two gearbox shafts are positioned above one another. The gears themselves are in straight-tooth configuration benefiting not only the degree of efficiency but also the overall width of the gearbox.

The K 1300 S features a new shift lever with an ergonomically designed pivot point. Together with the new anti-friction bearing for the shift lever this ensures a more precise and faster gearshift than before. At the same time gearshift travel is shorter.

For the first time in the history of large-scale motorcycle production by BMW, and for the first time in series production worldwide, the rider of the K 1300 S is able to shift up with the help of the optional HP Gearshift Assistant without operating the clutch and without the slightest interruption of traction and power. To perform this operation the ignition and fuel supply are interrupted for fractions of a second in the shift process.

The HP Gearshift Assistant, introduced for the first time on the HP2 Sport, is available as an option.

Shaft drive to the rear wheel – unique in the sports segment.

As on all large-capacity BMW motorcycles, on the K 1300 S the rear wheel is driven by a drive shaft. Since the engine is installed crosswise the shaft has two pivots. The final drive gears have been improved for the higher torque of the engine.

The loss of efficiency resulting from two joints in the drive shaft amounts to only a few percentage points. 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 efficiency of the drive system accordingly, whereas a drive shaft operates free of wear and maintains its high level of efficiency throughout its entire lifecycle.

The K 1300 S meets the greater demands in terms of power, performance and torque through a new two-stage shaft configuration which also improves 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.

New engine management with cylinder-specific knock control.
The K 1300 S comes with the most advanced DME (Digital Motor Electronics) currently available on a motorcycle. This electronic management system referred to as BMS-K (BMW engine management with knock control) is an in-house development by BMW Motorrad specifically for the motorcycle. The most significant highlights of this management concept are the fully sequential, cylinder-specific fuel injection, integrated knock control, rapid processing of a wide range of sensor signals through the most advanced micro-electronics, a compact layout, low weight and self-diagnosis.

Reflecting the increase in engine capacity and power, BMS-K has been specially tuned to the K 1300 S. This ensures a quick throttle response under part load while the engine responds smoothly 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 ready for future updates.

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 previously used on the K 1200 S. The engine management system ensures a smooth and balanced transition of torque and a quick response of the engine for all kinds of riding conditions.

The principle of Alpha-n management is the indirect control and monitoring of the air drawn in via the throttle as it butterflies at a specific angle. Engine speed has been upgraded to provide the new concept of torque-based engine management. The engine operating point is based on engine speed and the angle of the throttle butterfly determined by a potentiometer. Taking additional engine and ambient parameters into account (including the engine temperature, air temperature and ambient air pressure), the engine management system, interacting with control maps, determines the appropriate injection volume and ignition timing required.

Fuel injection is fully sequential, with fuel injected into the intake ducts exactly in line with the intake stroke of the respective cylinder.

Optimum supply of fuel by variable pressure control.
The fuel supply system does not require a return pipe or any other kind of similar system, but due 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 the operation of the fuel pump, while the fuel/air mixture is determined by an oxygen sensor located where the four  exhaust manifolds come together and precisely determines the composition of exhaust emissions.

Emissions efficiency.
The BMS-K control unit integrates the automatic idle speed control and the cold start enrichment functions 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 is new on the K 1300 S.

The throttle butterflies on the K 1300 S measuring 1.81" in diameter come with a new, desmodromic operating system, each with an opening and closing cable, to precisely control gas dosage.

As an additional feature, the position of the butterflies predetermined by the throttle is precisely controlled and maintained by a step motor serving to optimize engine response and gas dosage to an even higher standard.

With various functions 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 make the engine management system efficient.

High compression and knock control for enhanced fuel efficiency.
Fuel consumption of the K 1300 S at 56 mph is 60.1 mpg imp, and increases at 120 75 mph to 53.3 mpg imp of premium plus. Considering the significant increase in power and performance, this sets a new benchmark 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 the slightest knocking in the combustion process. The electronic engine control unit will respond immediately by retarding the ignition, thus protecting the engine from possible damage.

Programmed for unleaded premium plus, the engine, thanks to knock control, may also run on 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, the engine will begin to lose some peak power and fuel consumption will increase accordingly.

The intake system.
With the engine tilted to a low angle, an airbox fits directly above the engine. The four intake manifolds then lead into the airbox which, with its capacity of 10 liters, increases power and high torque of the K 1300 S.

The two funnels extending straight to the front have been optimized for smoother flow conditions. They draw in air from right and left beneath the headlight in the ram pressure section of the fairing more efficiently than before, with the ram air effect generated in this process increasing 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 merge at the end of the funnels just where they lead into the airbox. To ensure simple and straightforward service, the paper air filters are easy to reach after removing the side panels on the fairing.

Apart from the modern cyclone oil separator serving to purge the engine, the airbox also contains the newly designed idle system. In order to save weight and space, the airbox also serves to hold the battery in position.

Exhaust system – three-way catalyst for optimum emission control, exhaust butterfly for extra torque and a sporty sound.

The exhaust system on the K 1300 S features four individual manifolds of the same length merge initially into two pipes beneath the gearbox and then into one single pipe leading into an extra-large, newly developed rear muffler (4-in-2-in-1 principle).

The muffler is a hexagonal design with a capacity of 9.1 liters. Both the outer skin and the all-new interior of the rear muffler are lighter than before and are made with top-quality stainless steel.

The metal-based catalytic converter with 200 cells/square inch is integrated at the point where the manifold merges into the rear muffler and comes with a coating of rhodium and palladium combining temperature resistance with a long service life.

Strict noise and emission limits, despite the increase in engine power and performance, is ensured on the K 1300 S by a butterfly in the collector pipe. Electronically controlled, it opens up the full cross-section of the exhaust manifold as a function of increased engine speed. At low to medium engine speeds the variable cross-section remains relatively small to build up greater ram pressure for extra torque, while the full cross-section opened up at higher engine speeds provides maximum power and a sporty sound.

In addition to a broader torque curve, the muffler offers a powerful sound level in full conformity with legal standards. And last but certainly not least, the hexagonal shape of the muffler allows the rider to lean over to a low angle in bends for a sporty riding style.

The entire muffler system made of stainless steel weighs a mere 20.7 lbs and is therefore the lightest and most compact exhaust system with a fully controlled catalytic converter in this segment of the market. All other manufacturers require an exhaust system with two mufflers.

The K 1300 S is also available with a very light Akrapovic® slip-on muffler made of titanium and featuring a carbon cover as an accessory.

ASC for greater safety when accelerating.
The K 1300 S is available with Anti-Spin Control (ASC) as a factory option. Particularly on a high-torque motorcycle and on varying road surfaces, ASC is a sensible addition to ABS, preventing the rear wheel from spinning when accelerating and thus losing lateral stability, which otherwise might make the rear end swerve out of control. By comparing the speed of the front and rear wheels with the help of the ABS sensors, the electronic control unit determines when the rear wheel is spinning. The engine management then retards the ignition angle and cuts off the fuel injection to reduce engine power accordingly.

The 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.

Suspension and Drive Gear.
Innovative suspension technology with optimized suspension geometry, springs and dampers.

The suspension geometry of the new K 1300 S has been improved for neutral behavior in bends and increased 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 current K 1300 S now goes a step further: As before, the springs and dampers may be adjusted electronically at the touch of a button – but now the spring rate may also be modified by the rider.

The front wheel suspension again features the Duolever, 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 2.2 lbs, increasing sensitivity and steering behavior.

The rear wheel suspension uses BMW Motorrad’s proven lightweight Paralever, the modified and now firmer set-up of the rear spring strut taking the sporty character of the K 1300 S into account. Together with the rider’s seating position, the suspension and engine position ensures not only a low overall center of gravity, but also perfectly balanced, ideal wheel load distribution of 50:50.

The central load-bearing component is the main frame in bridge configuration. In this case the frame is a welded combination of internal high-pressure moulded elements (IHM profiles) for the curved profile at the side and extrusion-pressed profiles together with die-cast components for the frame head and the lower section of the swing arm bearings. A high-precision welding robot assembles the components in the in-house Aluminum Competence Centre at BMW’s Berlin Motorcycle Plant to form an extra-stiff overall frame. And with the engine being tilted to an extreme angle, the profile bars of the mainframe run above the cylinder head, unaffected by its width. This allows ideal configuration of the frame, which can be kept slim and narrow as a result.

This configuration is also supported around the swing bearing by the Paralever allowing the footrests to be positioned down low enabling the rider to lean the motorcycle over in a bend by more than 50º(measured geometrically) due to the overall configuration of the suspension and engine.

Together with the Duolever front-wheel suspension, the low configuration of the frame ensures a very good flow of power and keeps the forces acting on the frame structure to a minimum. Overall weight of the main frame is 25.4 lbs.
  
The engine is bolted firmly to the frame at six points and supports without performing any load-bearing functions. The light rear frame is made of square aluminum profiles welded to one another and is bolted to the main frame at four points.

Reflecting the true style of a genuine sports machine, the K 1300 S comes with a standard side-stand. A center stand is available as an accessory.

The BMW Duolever – perfect front-wheel suspension.
The Duolever ensures superior riding precision and directional stability, together with superior suspension comfort and precise feedback.

The front-wheel suspension is indeed the elementary component of a motorcycle in terms of riding precision and comfort. Realizing this fact from the beginning, BMW has introduced a series of innovations on the front-wheel suspension throughout the 85-year history of the company.

The first hydraulically dampened telescopic fork on a production motorcycle (1937), the longitudinal swing arm (’50s and ’60s), long-stroke comfort telescopic forks (’70s) and the Telelever (1993) were and still are milestones in motorcycle technology invented or at least enhanced by BMW Motorrad and introduced by BMW for the first time in series production.

Prior to the launch of the K 1200 S in 2004 the Telelever was the only front-wheel suspension system able to achieve success in the market other than the telescopic fork 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, offers an even better solution for a sports motorcycle with perfect kinematics – the Duolever. In this case a square configuration of arms made up of two almost parallel longitudinal struts able to swivel within the frame support the wheel bearing and allow the wheel to move up and down in a steady stroke wherever required.

The wheel bearing newly designed for the K 1300 S as an extra-light and high-strength aluminum alloy casting is connected to the longitudinal arms by two ball joints and is therefore able to perform an appropriate steering function.

The steering axis is the straight line between the two ball joints, steering movements being transmitted and the entire system being separated from the wheel moving up and down by a scissor-like bar assembly. The handlebar rests in conventional configuration in the frame head turning as desired in the appropriate direction.

A central spring strut pivoting on the lower longitudinal arm provides the spring and damping action required to give the K 1300 S 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 in an almost straight trajectory minimizing 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, reducing the impact of bumps on the road surface.

In combination with the low-friction rotational movement of the longitudinal arms, spring action always remains smooth 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, 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 are fed into the frame in a smooth process, again reducing any loads acting on the frame structure. The front-wheel suspension combines stiffness with minimum weight. Appropriate wall thickness designed specifically for load conditions reduces the weight of the frame without reducing strength or stiffness. 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 consists of previously made of a light-alloy forging on the K 1300 S. Through its light but extremely stiff configuration, this new arm reduces unsprung masses by approximately 2.2 lbs. The overall structure weighs a mere 28.0 lb.

The geometry of the spring strut pivot point follows a slight progression, with 4.52" of spring travel (2.36" inbound, 2.16" rebound). At 32º right and left, steering lock complies with the usual standard in this class.

The upper fork bridge on the K 1300 S, through its open design, helps to save weight.

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. The dynamic distribution of wheel loads provide the usual feedback on how hard the rider is applying the brakes. The Duolever combines the feedback from the front wheel so important to the sports rider with the comfort and safety benefits of an anti-dive set-up.

Paralever swing arm and lightweight drive shaft.

Shaft drive is indispensable for a BMW motorcycle with its large engine – not just for reasons of tradition, but primarily because of the well-known functional benefits of a drive shaft.

The challenge in developing the drive shaft this time was to minimize 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 aluminum alloy was redesigned for the K 1300 S in order to allow for the change in dimensions resulting from the upgraded ESA II electronic suspension around the rear spring strut. 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 makes the swing arm mount narrower and allows installation of the footrests at a lower point.

The swing arm mount itself is positioned on the stiff main frame made of a highly stable cast light-alloy structure. Forces acting on the final drive housing are directed above the swing arm, providing space for the brake caliper below. The advantages are a better thermal balance and easier removal of the wheel whenever necessary.

The pivot point for the final drive housing in the swing arm is beneath the drive shaft axis, the overall system made up of six pivot points set up to avoid any effective changes in length on the drivetrain throughout the entire range of spring travel. Therefore, there is no need for additional length and tolerance.

On the K 1300 S the spring strut comes with firmer suspension and damping to provide even better feedback. 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.

The final drive housing is designed to the inner contour of the angle drive and the crown wheel is very light in order to save additional weight.

To meet the greater demands for power and torque, the K 1300 S comes with a newly developed two-stage drive shaft also offering advantages in the use and operation of the gearshift, as well as a final drive unit with a larger unit.

For reasons of weight, the wheel flange is made of aluminum. Through its larger diameter, the flange gives the wheel perfect support, again allowing weight to be saved around the hub of the rear wheel. The visual highlight of this compact and lightweight structure is the 50-millimeter hole drilled into the axle shaft and axle drive housing which, through its large surface and flow effects, enhances the dissipation of heat from the final drive.

Electronically adjustable ESA II suspension – now adjustable at the touch of a button not only for spring and damper action, but also in its spring rate. Suspension is provided front and rear by extra-firm gas-pressure spring struts on the K 1300 S. Spring travel is 4.52" up front and 5.31" at the rear.

The rear spring strut allows infinite adjustment of damping forces in the rebound mode. To adjust to various loads and forces, the spring pre-load may be varied by a hand wheel infinitely over a range of 10 millimeters or 0.39".

The rider of the K 1300 S may adjust not only damping on the front and rear spring strut as well as the spring pre-load 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 to the rider’s particular preferences and the load the motorcycle is carrying. The result is a new dimension of riding stability and excellent response under all riding and load conditions.

ESA II is the world’s first system for electronic suspension adjustment on a motorcycle offering such a wide range of adjustment options: The rider is able to adjust both the spring pre-load 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.

The rider enters the current load condition (“solo”, “solo with luggage” and “with passenger and luggage”) and adjustment of the appropriate spring pre-load and spring rate is then automatic with the system adjusting the individual values to one another.

Depending on the style of riding, the rider may choose the Comfort, Normal or Sports modes. Electronic management determines the appropriate damping rates in accordance with the optimum parameters saved in the Central Vehicle Electronics (CVE) and applies these parameters accordingly.

In all, this allows no less than nine different adjustment settings on the K 1300 S.

Thanks to this additional adjustment of the spring rate, the ride height of the motorcycle may be adjusted to various load conditions, ensuring greater riding stability, handling and comfort. Even under high load, this allows the rider full freedom in leaning over to a low angle in bends and allows a sporting style of riding. And last but not least, adjustment of the spring rate dramatically reduces the risk of the springs sagging.
The rider is even able to change the current damper setting (Normal, Sports, Comfort) while riding at the simple touch of a button. For reasons of function and safety, on the other hand, the spring base may only be changed when the motorcycle is at a standstill. While the damper rate is modified by small step motors on the damper itself, the spring base is adjusted by an electric motor together with a special transmission.

The spring rate is controlled by a plastic element (Elastogran), which in combination with a conventional coil spring, absorbs forces in the inbound stroke. During the inbound stroke motion the deflection of this element to the side is limited, depending on the setting chosen, by a sleeve pushed into position with the help of a step motor acting like a stronger and firmer spring.

This almost completely eliminates any sagging motion of the rear end in the inbound stroke and any change in suspension geometry. 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, maintaining the normal dynamic set-up of the suspension. 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 with every damper setting chosen.

In the Sports setting the rear end of the motorcycle is raised up. This shortens wheel castor, which remains the same regardless of the load the motorcycle is carrying.

Wheel load at the front remains consistent, depending on the spring rate chosen. This ensures the same level of riding and brake stability as well as steering precision.

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 benefits from an ever wider range of adjustment options on the road. ESA II is available as a factory installed option.
 
Wheels and tires
The light-alloy cast wheels the K 1300 S features a front wheel in which the brake discs are connected directly to a stable wheel star without any carrier elements. These five radial arms extend out of the hub split up and support the wheel rim equally and consistently by ten castspokes. The fork arrangement is tangential, with radial spokes giving the front wheel radial stability and strength. The front wheel takes up the main load exerted by high circumferential forces (when applying the brakes).

On the rear wheel the rim is likewise supported by ten spoke arms with similar orientation. These spokes are not split up into individual sections, but rather extend all the way to the wheel hub itself. The brake disc, in turn, is bolted on to the wheel flange.

The tire 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 with the front tire measuring 120/70-ZR17 and the rear tire measuring 190/55-ZR17.
 
EVO brake system and BMW Motorrad Integral ABS both featured as standard.
The K 1300 S features the EVO brake system well-known from the previous model that is the same system 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 12.6" up front and 10.4" at the rear ensuring maximum stopping power from very high speeds and under high loads.

The EVO brake system offers extremely fast build-up of brake pressure and minimum operating forces even when repeatedly applying the brakes at maximum levels.

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 on the new K 1300 S together with semi-integral BMW Integral ABS. “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. In other words, the rider is able to make full use of maximum tire grip in the ABS brake mode in an extreme braking maneuver.

Suspension and Drive Gear.
New generation of switches, modified instruments, LED rear lights and HP instrument cluster as special equipment. 
 
New electrical switch units.
The K 1300 S boasts a brand-new generation of switches and manual controls which will be introduced on all future BMW motorcycles. Using MID (Moulded Interconnect Devices) technology, the new switch units are far smaller and more compact.

The formerly separated functions for the direction indicator lights left and right are now in one switch on the left-hand side of the handlebar to avoid any confusion of the direction indicators and the horn. The hazard warning flashers are now operated by a separate switch within easy reach on the left 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 easier and more convenient operation, the contact switch for the heated handlegrips has been moved up. The functions for the starter and engine shut off switch are combined in one toggle switch unit, ensuring that even with inadvertent operation of the engine shut off switch the starter with the ignition interrupted cannot be operated by mistake and drain the battery.

Operation of the ESA II and ASC systems are 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.

The switch operating the heated handgrips on the K 1300 S is within easy reach on the right-hand side of the handlebar. The indicator showing the current position of the heated handgrip switch, in turn, is now integrated in the instrument cluster display.

LED rear lights in clear glass.
The new K 1300 S is the first model in BMW’s four-cylinder series to be fitted standard with a LED rear light in clear glass. The use of light-emitting diodes taking the place of conventional bulbs offer maintenance-free operation and extend the service life of the lights.
 
Digital instrument cluster - new design.

The extra-lite instrument cluster on the K 1300 S comes with a newly designed speedometer and tachometer as well as the typical BMW Info-Flatscreen. This Information Display offers the rider information on the temperature of the coolant, the remaining level of fuel in the tank, the time of day, and the gear currently selected.

Wherever ESA II Electronic Suspension Adjustment is fitted as an option, the system also provides information on the current set-up of the system. Additional information available on demand is the current mileage of the motorcycle, trip mileage and – once the level of fuel has dropped to reserve, the range still remaining.

Any problems in operation displayed together with a text message on what has gone wrong. The entire instrument cluster is controlled by a photoelectric cell and is automatically illuminated once it gets dark.

HP Instrument Cluster as an option for sports riding.
For competitive events, for example on the race track, the new K 1300 S may be equipped with the HP Instrument Cluster from the HP2 Sport as an option.

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 traveling so far.

In the Racing Mode, the HP Instrument Cluster provides additional data such as lap times, maximum engine speed, top speed, or the number of gearshifts. In addition, the HP Instrument Cluster comes with eight freely programmable LED lights which the rider may use, for example, to indicate specific engine speed levels or as external shift indicators.

Single-Wire System.
In 2004, BMW Motorrad introduced a brand-new, highly advanced system servicing network electrical and electronic components in the motorcycle referred to as the Single-Wire System.  This innovative on-board networking concept is now featured in the K 1300 S and uses electronic and CAN-bus technology(CAN = Controller Area Network), offering a much wider range of functions than conventional on-board networks, together with much simpler and straightforward wiring requirements.   

Network information is transmitted through only one signal path (the single wire) 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, plus greater diagnostic capacities. Special electronic equipment may be easily integrated into the network, and in many cases a simple update is all that is required to expand the system.

The basic principle is that all control units interact with one another via one single, joint signal path forming one complete network followed by all signals regardless of their subsequent allocation. This network then provides all information for all affiliated components.

The signals are allocated to their specific purposes at junction points and then go specifically to the appropriate electronic consumers in the various control units. There the information received is processed and subsequently the functions required are activated.

With this system there is no need to elaborately wire up each function with its own wire. This clearly reduces the number of potential deficiencies inevitably occurring in a conventional on-board network due to the many wires and plug connections – clearly an important factor in the interest of superior reliability.

Communication network and central diagnosis.
All control units form one joint communication network and are able to exchange data among themselves. This allows simple and comprehensive diagnosis of the overall system from one central point. The electronic “brain” filters out insignificant data and interference signals within a defined tolerance, making the system largely immune to interference such as electromagnetic infiltration.

A total of five control units including the anti-theft warning system and ABS communicate with one another on the K 1300 S, and the instrument cluster also serves as a control unit.

The BMS-K Digital Motor Electronics control unit is responsible not only for the engine management described above, but also transfers all data to the diagnostic control unit. The Central Vehicle Electrics (CVE), in turn, is responsible for all non-engine-specific electrical features and components.

On-board network without meltdown fuses.
The entire on-board network makes do without conventional meltdown 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, specific and to-the-point allocation of the problem. 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 problem still prevails.

Since the other functions are not affected by a possible failure along one of the paths, the entire system as such remains reliable and trouble-free.

The control units also serve as relays, only the starter still being activated by a conventional relay. A compact alternator generating 580 W at 42 Amps supplies the electrical system on the K 1300 S, and the maintenance-free battery has a capacity of 14 Amp-hours.
 
Electronic immobilizer – anti-theft security of the highest standard.
The K 1300 S is equipped as standard with an electronic immobilizer. Controlled by a transponder integrated in the key, the mobilizer activates an anti-theftsystem comparable 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 immobilizer 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 immobilizer strategy available in the market.

Body and Design.
 
More dynamic from every angle.
The overall design of the K 1300 S combines power with elegance and Sportiness. The design and contours of the upper fairing section reflect the muscular, athletic character and the agility of this sports motorcycle. Around the headlight the upper fairing section forms a black, almost grained surface referred to as the “Split Face” offering an even more sporting appearance by dividing the large painted surfaces and the upper fairing on the K 1300 S.

The black intake funnel stands out clearly and separates the upper section of the fairing in its looks, emphasizing the sporting appearance of the machine. And matching this visual highlight, the hydraulic reservoirs fitted on the handlebar for the brakes and clutch now come in a smoky glass look.  

A gill-shaped air intake and modified color sections between the black fairing wedge and the side surfaces on the fairing make the lower section of the fairing look even lighter. The visual emphasis on 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 gain provide an additional optical touch. And last but not least, the new fork bridge looks even lighter than before.

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 is always in the rider’s direct line of vision having been modified for an even more sophisticated and classy look.

Narrower modular fairing.
The engine featured in the new K 1300 S allows the use of a narrow fairing at the top, giving the entire motorcycle a truly slim silhouette from the front.

The narrow 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. The direction indicators are integrated in the rear-view mirrors in typical BMW style, offering an exceptionally good line of vision.

On the road, the fairing on the new K 1300 S proves 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 narrow and sporting silhouette of the machine. Once again the emphasis was on riding and not on breaking theoretical records such as
minimum air resistance.  

As before, the flow of air along the fairing is guided by the contours of the new machine and the convex “spade” design at the sides of the windshield, keeping wind pressure on the rider’s body to a minimum and guiding rainwater around the rider’s shoulders.

Gill-like openings at the top of the side fairing use differences in air pressure to guide rainwater around the rider’s feet to the inside and beneath the motorcycle. A carefully designed additional splashguard serves to minimize splashing at the side and rear. At the front the shape of the mudguard supports the flow of air to the radiator. The flow of air to the oil cooler and the coolant radiator is so efficient that the K 1300 S, despite its 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 replace.

Headlights with a clear glass cover and reflectors in free-form surface technology add another striking touch.

The 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, the headlight is easily accessible from both behind and underneath.

Fuel tank and seat - perfect ergonomic design.
The fuel tank on the K 1300 S is made of light but strong plastic and offers a capacity of 4.2 imp gals (including 0.9 gals. reserve). To lower the center of gravity, the fuel tank is almost in the middle of the motorcycle behind the airbox.

The tank is particularly narrow for optimum knee support and grip. Despite its compact design, the tank offers maximum capacity on minimum use of material.

The seat also follows this timeless and highly appealing design language continuing into the trim panels at the rear. The essential criteria 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 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 sporting rider to easily place his/her feet on the ground and gives the rider comfortable knee support at the sides, together with the usual freedom of movement offered by BMW.

The geometric seat height of the regular seat is 32.3". Shorter riders are able to order a lower seat with step arch length of 68.9" and a geometric seat height of 31.1" as an option, or to have such a lower seat fitted subsequently at an extra price.

Despite the sporting and slender lines of the machine, the engineers at BMW Motorrad have given particular attention to an adequately wide seat area and ample support offered by the seat for both the rider and passenger.

Despite all its sporting character, the new K 1300 S is therefore just as suitable for grand touring and riding with a passenger as every other BMW motorcycle. And last but not least, lashing straps for luggage beneath the seat again enhance the touring qualities of the K 1300 S.  

Range of Equipment.
Optional extras and special equipment offering a wide range of customization.

Thanks to its sophisticated ergonomic qualities, the sporting K 1300 S is fully suitable for long distances and tours. A feature available for the K 1300 S is a luggage rack. Indeed, the luggage rack supplements the existing baggage features already offered by BMW Motorrad in carrying all kinds of luggage on the Motorcycle.  

Further customization is possible by a wide range of options and special equipment from BMW Motorrad. Particularly the sports-minded rider will enjoy the K 1300 S even more with the HP Gearshift Assistant, the HP Info display as well as HP carbon trim components.

Optional extras are delivered straight from the factory and are fitted during the production process. Accessories are installed by a BMW Motorcycle Dealer providing a wide range of retrofit items.

The K 1300 Color Range.
The color concept of the 2010 BMW K 1300 S accentuates the unmistakable character of this machine. The metallic colors 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 colors available are Light Grey Metallic and Lava Orange Metallic.

Another unique multi-color finish in Granite Grey Metallic/Light Grey Metallic with Magma Red highlights, in combination with wheels finished in Glossy Black, creates the sophisticated and striking look so typical of BMW and appealing above all to the sporting, performance-minded rider. The frame and suspension components on all color variants are finished in Asphalt Metallic.