Ride Review: 2009 BMW K1300GT (owned)

2009 BMW K1300GT

Coming off a 2003 R1150 R to the K1300GT Cruise Missile couldn’t be more contrasting with 160 hp & 99 lb ft torgue & with more than 80 per cent of the engine’s maximum torque available from just 3,500 rpm. The Boxer, with roots decades old, while possessing a quality feel & charm that grew on you, was underpowered & overly vibey as rpms increased while the K1300GT makes me feel like Luke Skywalker being seduced by the dark side with all its power, chic looks & technical showcasing…if only BMW had neutered the frenetic/busy feel of the drive train from mid rpm up it would be a world beater…oh, yea they did…it’s called the K1600GT….but at significant increased cost .

Is it the best of breed, hard to quantify, but definitely on the podium as of 2012…the new K1600GT brings new things/refinement to the table but reviewer Kevin Ash did an interesting analysis comparing the K1600GT torque to the K1300GT & the R1200RT & discovered that the K1300GT actually has a better power to weight ratio with quicker acceleration, in part due to lower gearing & weight...for the right rider it can be a compelling mount.

The K1300 evolved from the K1200 series with notable engine/drivetrain tweaks & updated electronics. It is a Germanic technological tour-de-force, wrapped in chic wind tunnel dictated clothing offering sophisticated refinement, amazing power, superlative handling (for a heavy sport tourer), amazing brakes, good weather protection & comfort (hot engine air mngt seems very good as the 55* laydown angle of the motor forces the heat under the motor away from your legs). The low down torque is very good for a 4cyl providing no throttle starts in 1st & 2nd & feathered starts in 3rd with one of the most linear powerbands around. A smooth powerplant up to 5k where it begins to become visceral & by 7k a large displacement 4cy high frequency buzz makes itself known…7k - 10.3k redline happens veeerrry quickly! But the fun of this bike is 3k – 6k range (which will get you north of 160k) where surprisingly you can punt it thru corners with the massive effortless torque…I was amazed at the amount of compression braking for a multi which allows it to be ridden similar to big twins.

She gets on song very sweet & angry very fast! The expanses of low & mid torgue make around town stuff a doddle, even fun. The sophisticated steering (BMW Duolever) & handling + prodigious power band allows all manner of rides to be intermingled with hooliganism at the flick of a wrist & all at once the reasons why you were attracted to motorized 2 wheels reemerges…usually in the form of a SEG. You can just doddle along in stealth mode, sublime & at one with your surroundings…until that evil twin surfaces & calls down to engineering for Mr Scott to engage the warp engines & by god Bones you better be holding on….160 kph comes up real faasst & with very linear excelleration…oh & the reverse also applies with the 320 mm front & 294 mm rear ABS brakes, which are powerful & linear! I was really surprised at the hwy mileage which avg 50 - 53 Imperial mpg providing 400+ km range from the 24 litre tank!

The ESA ll electronic suspension is amazing allowing adjustment for not just shock damping & preload but also spring rate…she really comes into her own 2 up which seems to settle her beautifully & soften the driveline snatch that BMW seems unable to completely eliminate in their shafties. The cruise control, heated seats/grips, electronically adjustable windscreen, tire & oil pressure monitoring, ASC, very bright xenon headlight which was a revelation from previous bikes providing a brilliant solid swath of light will pamper & spoil you. Handling & ride quality was dramatically improved by replacing the oem Bridgestones, which have a tendency to cup, with Michelin PR3s.

Fastly becoming 2 of my favourite features, besides the power/handling/braking (don’t know how BMW is able to make this bike feel 100 lbs lighter than its 635 lb wet >10 kph, but it is magic), are the power windscreen w/4” adjustability & cruise control, followed closely by the heated seat/grips. The adjustable height seat (32.3 or 33.1″) & bars (1.6”) are nice, but despite that, I found I needed the bars up & back more for my 33” arms & tall upper torso with 2 herniated discs, so added Wunderlich bar risers…the Suburban Machinery peg lower kit provide significant improvement to the hip/knee/foot positioning. Most reviewers commented on the aggressive (for a sport tourer) factory bar/peg placement despite all the adjustability & I had the same observation. The bar risers & peg lowers have transformed the rider triangle so that I can now focus on gripping the tank with my knees to assist spirited riding & the seat feels more comfortable.

 

At 6’ 1” the oem BMW Tall windscreen was still about 1-2 “ too short so added a V-Stream XL Windscreen, but the key ingredient was removal of the oem dash plate that directs behind the windscreen air towards the rider’s face & the addition of a custom laminar flow plate I made (copied the design of the AeroFlow system) made from clear plexiglass that mounts inside the windscreen forcing the airflow to follow the inside contour of the windscreen providing a significantly cleaner, less turbulent wind flow to the riders head. If I slouch it is very quiet with NO wind noise/buffeting. Sitting normally I now hear some wind noise (not enough to warrant ear plugs) but also the motor, tires, exhaust & all other manner of things…able to ride with my shield up, the air pocket around my arms & shoulders seems wider now…soooo much nicer. The plate really works as there is a solid flow of air at hwy speed between it & the windscreen…if you put your hand up in front of or above your helmet you now feel a clean flow of air.

BMW saddlebags & top box are best of breed, spacious, sturdy, double wall design that close, seal & lock effortlessly w/the ignition key, plus are integrated nicely with the bike & close to the centerline. BMW does not colour match the silver/grey top box, but the previous owner had the red matched perfectly.

The K1300GT had 3 major recalls:

1. the right starter/switchgear - apparently the K12/13 design would develop micro-cracks, particularly when left in direct sun & not allow the bike to start with early run parts, so are replaced under warranty recall...unfortunately with the same faulty design...c'mon BMW!!!
2. the lower rear shock link assembly - dealer replacement usually at first service
3. brake reservoir screen replacement - I understand it is now protocol to replace the screen/sponge with every brake job or bleeding of system. 

It was the 4th recall of the same right switch cluster, which rendered the bike unable to start or use when defective with no alternative work around to limp home, that was the straw that broke my camel’s back. 

There were also a few other issues reported in forums:

• hot starting problems - a lot of speculation as to actual cause, but the fix seems to be high quality battery replacement such as Odyssey or Shorai and/or keeping your existing BMW Exide battery always on a tender & in good condition (my bike has never done it bit a buddies ’11 did).
• some early run ‘09s reported stalling issues coming to a stop (my bike only did it once when I did a very quick acceleration followed by a full hard brake & restated immediately).

After 2 BMWs my next bike was an uber reliable & affordable to service 2014 Yamaha Super Tenere ES.