2012 BMW K 1300 S HP | High Priced German Engineering

BMW motorcycles have always been marketed toward the silver-haired rider, if we’re to be politically correct. But when the Bavarian manufacturer released its S 1000 RR, attention was — for the first time — placed on performance-oriented sportbike riders rather than long-in-the-tooth sport-touring aficionados. And while the success of its superbike has undoubtedly allowed BMW to grow its consumer base, it has come at the expense of models further down the manufacturer’s lineup. One such bike whose limelight the mighty RR eclipsed was the K 1300 S. Our one-time king of the hypersport class is back with a vengeance for 2012 though, this time equipped with BMW’s own limited edition HP package.

Structurally, the 2012 K 1300 S HP is the same bike as the ’09 model that stole our heart a few years back (“Warp Speed Ahead,” September ’09). Suspension duties up front are still handled by BMW’s iconic Duolever setup and out back by a Paralever system with shaft drive that helps put the power to the ground. The asphalt-eating 1293cc inline four-cylinder has gone unchanged and features the same radical cant, 13.0:1 compression ratio and 80 x 64.3mm bore and stroke. You won’t hear us complaining of course; our test mule “spun the drum” to the tune of 144 horsepower at 9300 rpm and tore down the quarter mile in 10.26 seconds at 135.57 mph. Keeping things in check is an electronics suite that’s no different, complete with heated grips, ABS, ASC (Anti-Spin Control), GSA (Gear Shift Assist), TPM (Tire Pressure Monitor) and ESA II, BMW’s latest version of Electronic Suspension Adjustment. Considering the K13’s longstanding performance record and extensive list of options, it’s hard to fault BMW for leaving the general platform status quo.

From the saddle the K13 feels as big as it looks, which is why we’re glad to see BMW offering a low seat option free of charge. Our test bike came equipped with the tall option that fit too-tall Bradley well, but the seat height drops from 32.3 inches to a foot-plant-friendly 31.1 inches with the low option. The HP package rearsets are three-way adjustable too (passenger rearsets aren’t), allowing height-disadvantaged riders to further tailor this K model to their needs. And speaking of the rearsets, these HP model’s foot pegs look like they’ve been pulled straight off Marco Melandri’s World Superbike machine, with tons of grip and a high-quality feel. Take a hint, Ducati! In other ergonomics news, the reach to the clip-ons is a bit of a stretch for anyone under the six-foot mark.

Although the bike’s overall size, tall seat and Duolever front end make it feel cumbersome and top heavy at parking lot speeds, the big Beemer actually handles quite well around town. The lengthy, 62.4-inch wheelbase doesn’t turn the Bavarian Brawler into a slow-steering boat in the canyons, and side-to-side transitions are easier than you’d expect. In general, the bike’s 562 pounds of German over-engineering are hidden quite well.

How the bike handles in the canyons corresponds directly to the suspension setting you’ve toggled to via the ESA switch on the left clip-on. Sport, Normal and Comfort are your three options, with Comfort offering a plush, Cadillac-esque feel and Sport a firmer suspension action. Normal splits the difference and takes the edge off bumps, while still offering a plush feel through the suspension travel, making it ideal for most of our semi-spirited passes through the canyon. Sport is borderline too firm and makes small bumps feel sharper than they are, although the aggressive damping does keep the heavy K 1300 S more stable mid corner. Comfort mode conversely turns the Beemer into a bucking bull at speed, but it’s the clear choice when tasked with an extended stint down the freeway. Damping characteristics are noticeably soft, but overall feel can be adapted by electronically altering preload settings to adjust for a passenger or luggage.

The K 1300 S builds power in a surprisingly lax manner up to around 7000 rpm, and it doesn’t have that in-your-face feel of the ZX-14R and Hayabusa down low. Midrange power is adequate however, and once the engine gets spinning it really impresses. Especially up top, where jail-worthy speeds are reached within seconds of clicking through the flawless quickshifter. Thankfully that long, aforementioned wheelbase keeps the BMW stable when stupidity overcomes logic.

The non-adjustable ABS and traction control system (both systems are on/off only) similarly save you from yourself, although their thresholds are very conservative. Wheelies are basically a non-option with the TC on, and you can feel the power being restrained as you drive out of corners. That’s a good thing in most scenarios however, as the stock Metzeler Sportec M3 tires don’t offer an abundance of side grip when ridden aggressively. As far as the brakes are concerned, there’s an adequate amount of power coming from the four-piston calipers biting on twin 320mm rotors, but feel from the linked system is best described as vague. Entering corners with aggression becomes all the more exciting when you realize that the Duolever front end is designed to offer very little brake dive. Out back, the ABS-equipped 265mm disc lacks power, making it more useful for settling the rear mid-corner than for getting the bike stopped.

High-quality slip-ons, rearsets and electronic wizardry come at a cost. In this BMW’s case, that cost is $20,255. Assuming your eyeballs haven’t popped out their socket and you’ve continued reading, we’ll say that the HP package is quite good. Whether its $20,000 dollars good is a different question, and one that will probably only be answered by your bank account statement. Nevertheless, the K 1300 S remains an option for those looking for BMW superbike power combined with BMW touring-bike comfort. SR