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BMW k1300R

 

Make Model

BMW K 1300R

Year

2011

Engine

Liquid cooled, four stroke, transverse four cylinder, DOHC, 4 valves per cylinder

Capacity

1298
Bore x Stroke 80  x 64.3 mm  / 3.15 x 2.53"
Compression Ratio 13.0;1

Induction

Electronic fuel injection, Digital Motor Electronics with integrated knock control (BMS-K)

Ignition  /  Starting

-  /  electric
Exhaust management Fully controlled three-way catalyst,
Clutch Multiple-plate clutch in oil bath, hydraulically operated

Max Power

127 KW  173 hp) @ 9250 rpm

Max Torque

140 Nm 103 lb-ft @ 8250 rpm

Transmission  /  Drive

6 Speed  /  shaft
Gear Ratio 1st 2,398  2nd 1,871  3rd 1,525  4th 1,296  5th 1,143  6th 1,015
Frame

Bridge frame, aluminium, load-bearing engine

Front Suspension

BMW Motorrad Duolever; central spring strut, Paralever; central spring strut with lever system, 115mm wheel travel.

Rear Suspension

Cast aluminium single swing arm with BMW Motorrad, spring pre-tension with infinite hydraulic adjustment, 135mm wheel travel.

Front Brakes

2x 320mm discs 4 piston calipers

Rear Brakes

Single 265mm disc 2 piston caliper

Front Tyre

120/70 ZR17

Rear Tyre

180/55 ZR17
Seat Height 820 mm  / 32.3" (low seat 790 mm/31.1")

Wet Weight

217 kg / 478 lb

Fuel Capacity 

19 Litres

Standing ¼ Mile  

10.7 sec

Top Speed

265.8 km/h
Reviews Moto Revue  /  BMW K 1300 R vs Suzuki GSX 1300 B-King  /  Bikepoint  /  MCN

BMW K1300R vs Buell 1125CR

This isn’t, perhaps, the most awaited sportsbike shootout ever. We doubt if too many BMW loyalists would ever leave their beloved Bavarian machines and switch over to Buell, while fans of the all-American Buell aren’t very likely to ever defect to the BMW camp. Still, Motociclismo recently had the opportunity to pit the K1300R against the 1125CR, and here’s what they have to say about how the two bikes stack up against each other:

The technology that’s gone into these two bikes is as unconventional as their styling. The 176bhp K1300R uses shaft drive, the 146bhp 1125CR uses belt drive. The BMW uses Duolever front suspension, which you won’t find on any other bike, while the Buell’s perimeter disc braking system at the front wheel entails the use of a single disc – unlike all other large-displacement sportsbikes, all of which use twin disc set-ups at the front.


The BMW is the better bike for riding in the city, thanks to its anti-lock brakes (ABS) and optional traction control – things which provide a lot of reassurance during hard braking and acceleration. The riding position is pretty comfortable too, though your shin will often hit the BMW’s engine casing on the right hand side, when you put your feet down while coming to a complete stop.

Riding the Buell in the city gets tiring within a few kilometres – the high footpegs, and the shape and the positioning of the handlebar sees to that. But while it affects low speed comfort, the 1125CR’s sports-oriented riding position is perfect for high speed cornering.

Another thing that goes against the Buell is its brakes, which work in a rather abrupt fashion. Initially, the brakes don’t seem powerful enough at all and then, when they suddenly bite, they can upset the bike somewhat.

Developed by Rotax, the Buell’s v-twin is one of the most pleasant twin-cylinder engines current available in the market. Low-rpm torque delivery makes the bike very rideable at low speeds and the linear power delivery means the bike picks up speed smoothly and consistently.

The BMW’s four-cylinder engine is also much improved over its predecessor – it feels significantly more powerful, the roughness has disappeared and power delivery has been smoothened out very well. On the highway, the K1300R offers better wind protection than the 1125CR and feels more planted, more stable, while the Buell feels more nimble and responsive.


When it comes to high speed cornering, the Buell outshines the BMW. The K1300R isn’t bad – in fact it’s quite good considering it’s size and weight – but the Buell is in a different league. The Buell’s braking characteristics and suspension set-up are just more conducive to letting the rider push harder in the corners, and the bike is more supple and responsive in the bends than the BMW.

So there you are – most of the important questions regarding the two bikes’ behaviour have been answered. But, somehow, we doubt if too many BMW or Buell buyers were actually waiting for this shoot-out in order to decide which bike they want. No, they've made up their minds already...

Source Faster and Faster & 
Motociclismo

 

 

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