The K1200 R that this bike supersedes was a bit of a white elephant, never really selling in huge numbers as nobody really knew what it was intended for.
BMW wanted everyone to know that it was the most powerful production naked bike ever produced, and that it definitely was, with 163BHP and 90lb-ft of torque, but it had little else going for it, and at the time seemed to be going against the BMW grain of bikes with no sense and lots of sensibility. The 1293cc 1300R is up 136cc on last year’s model, bringing another 10BHP and 9.6lb-ft of torque with it.
BMW have done a cracking job of integrating great features from other bikes in the BMW range into this new machine. The quirky quick shifter I first experienced on the HP2 Sport has found its way onto the accessory list for the K1300 R and the S. It works in exactly the same way, allowing the rider to change gear without full throttle or shutting off; just applying a little pressure to the lever is enough. I found that the system worked best if you made the change deliberate but unhurried, which isn’t always easy to do at full throttle.
You can also tick the box for the second generation Electronic Suspension Adjustment (ESA), allowing the rider to adjust the spring rate and pre tension for either solo or pillion model, all at the push of a button. It performs well, but to be honest in any mode the suspension did an admirable job of putting up with me at all speeds in any mode. The other significant addition is the option of adding BMW’s Anti Slip Control (ASC).
Designed as a touring aid rather than a sporting aid, the system cuts power if the rear spins up or if the front wheel lifts. It’s a weird sensation having control taken off you and handed back in measured doses. Have a look at the video above for a visual demonstration. It’s a good system, but I feel that it cuts in a little late. If you were to exit a wet corner and give it a big handful the bike will have stepped out too far for most riders to bring the thing back before the system assumes control.
Just remember that this aid isn’t designed to cope with the same stresses as track-focused traction control systems like those found on Ducatis and Kawasakis and you won’t go far wrong. Read the full test in the next issue of TWO.
