The BMW K1300 GT: Absolute power erupts

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This article was published 26/06/2009 (5958 days ago), so information in it may no longer be current.

For as long as man has internally combusted gasoline, the enthusiast’s mantra has always been "too much is never enough."

Like the proverbial lab rats fed a never-ending supply of cocaine, we can never get enough. We want more of everything: more brakes, more handling and, of course, more power.

Nonetheless, I’m going to posit — bravely, considering that motorcyclists are the most power-mad of all motorists — that BMW’s big daddy of a sport tourer, the K1300 GT, has enough cojones. It is virtually impossible to imagine a situation — even two-up, pulling a trailer (yes, bikes do that) up an alpine pass into a typhoon-like headwind — where the big BMW’s 1,293-cc in-line four couldn’t overcome with the slightest twist of the wrist.

Other mile munchers — Yamaha’s FJR1300 and Honda’s ST1300 — may match the big Bimmer’s displacement, but neither is remotely in the same horsepower zone (BMW claims about 160 h.p. for this version for the K1300).

Indeed, the singular flaw in the entire powertrain is that, with its new-found power, the K1300 feels like it needs another gear; this despite having six already. So prodigious is the GT’s mid-range torque that it feels like it needs an overdrive gear to tame all that power when you’re just loping along. All that grunt means downshifts for passing are hardly ever needed.

There really isn’t any downside to the K-bike’s increase in displacement.

Compared with the original K1200, the new GT gains both bore and stroke, yet it does so without any increase in vibration. In fact, BMW claims that, though it’s one millimetre larger, the K1300’s pistons are actually 12 grams lighter, meaning less reciprocating weight and, in theory, less vibration.

And, out in the real world, the new bike is smoother than the old, just a tad buzzier than the bone-still ST1300, but much calmer than the FJR. If it weren’t for the fact that it always seems to be itching for a full-throttle blast to warp speed, the K1300 GT would be a very relaxing ride indeed.

But the biggest upgrade for the K1300’s ride and handling is an updated version of BMW’s adjustable suspension — now dubbed ESA II — which alters both the damping and the spring rate. This last attribute should not be confused with typical suspension systems being able to alter spring preload.

Being able to alter the actual spring rate is a huge boon to a sport tourer, which will see far greater weight variations — from solo to two-up with full luggage — than most motorcycles. The result is a comfortable yet BMW-firm ride that doesn’t turn mushy when you start using those 1,293 cubic centimetres to their full potential.

Of course, the GT is also equipped with all manner of touring amenities, most notably hard saddlebags and an optional rear trunk. They’re watertight, lockable and sturdy, but they offer a little less practical packing space than previous-generation BMW bags.

Like all sport tourers, the GT also has to combine the comfort of a Gold Wing with its phenomenal turn of speed. For the most part, it succeeds; the seat is broad and flat, the handlebars are height adjustable and the fairing’s lower body coverage is excellent.

After you’ve sampled all the many attributes the GT has to offer — comfort, gadgets, sophistication — you’re still left overwhelmed by so much power. It may indeed be just enough.

— Canwest News Service