2009 BMW K1300GT Review —

14 Апр 2015 | Author: | Комментарии к записи 2009 BMW K1300GT Review — отключены

More power and refinement for premium sport-tourer

Photos by Wing, Jon Beck

In our recent of the 2009 K1300S we covered the of updates, upgrades and improvements to the K so be certain to read that here for more in-depth on those changes.

If you’re not of the set, nor ready to join the Wingnut chapter, but still to cover distances two-up contorted sections of pavement point A and B, then the 2009 BMW might be your upscale

The German speed tourer up a BMW badge and faux venting in the side cowling to break-up the of the unimaginative acre of bodywork on the K bike model. Instruments and trim are freshened up also.

The GT boasts 160 hp at 9,000 rpm with 99 at 8,000 rpm. In addition, BMW that 80% of max torque is available as as 3,500 rpm. The K1200GT a claimed 152 horsepower at 9,500 rpm and 96 at 7,750 rpm.

According to though the new GT’s engine is identical to the 2009 S model, its restrictive exhaust and smaller capacity account for the lion’s of a 15 hp deficit to the new S model’s claimed 175

With this considerable in peak horsepower, the ’09 GT might be in contention with the rest of the for top-honors in the 1,300cc (give or class. Figuring a worst-case 15% loss of ponies to the back the Beemer might produce around 135 hp. This puts it on with the much larger Kawi Concours 14 that’s published dyno results of 134 hp.

Even if it won’t surpass the C14 in power, the BMW will likely the FJR1300’s 124-ish rwhp. And as as we like the Honda ST1300, Big Red secretly cast some juju over the ’09 model, it even come close.

But not riding the K1300GT for ultimate anyway, you’re riding the GT to go enough,” and do it with some convenience and comfort. Let Ricky pass you if he wants; you’ll get to you’re going with windblast fatigue and covered in far bug guts than he, thanks to electronically adjustable windscreen – in flavor as standard.

Additionally, have the ability to adjust height vertically over a range, or tweak the adjustable rider seat from to 32.3 inches. An optional (32.3” to 31.5”) lower is available at no cost. Most will appreciate the seat at inches for its reasonable roominess seat and peg, however, with less than a inseam might find can plant only one foot at a stop.

Partial-integral ABS is standard on the GT, but unlike on the S ABS cannot be disabled. BMW says the to disable the anti-lock system on the S is primarily for race track The Beemer’s brake system very well, but some can be felt through the rear pedal whether applying the rear, or the front brake also activates the rear.


This minor and occasional is a non-issue when compared to experiences with the FJR1300’s ABS and its to nearly punt a rider’s off the lever when ABS activates.

beyond the K1300GT’s high-feeling the tall and wide bars leverage needed to tip in to corners relative ease. Once set in a the same excellent chassis as on the hot-rod K1300S keeps the GT like it’s on a magnetic through bends. Also, 75 lbs more than the 560 lbs wet-weight of the seemed to provide the GT with a forgiving front end than I experienced on the heavily sprung S

Of the four key motorcycles in this market segment, Yamaha’s is likely the best match-up to the BMW in of overall performance.

The FJR’s steering geometry a quicker handling bike a 1.1-inch shorter wheelbase v. 61.9”), steeper rake of 26 as opposed to the GT’s 29.4 and a slightly shorter trail of 4.3 versus 4.4 inches. However, the gives up 6 lbs in claimed wet weight to the lighter, ready-to-ride weight of 635 Is 6 lbs noteworthy? To some this is significant, to others not so much.

an excellent sparring session these two wicked-fast weekend-warriors inevitable.

The venerable ST1300 has edgier geometry than the with tighter wheelbase and figures. But a claimed real-world of 719 lbs pegs the Honda as the fatty of the while Kawasaki’s C14 is a not-too-distant for overall heftiest at 670 lbs (679-ABS

Choosing ABS-equipped versions of the and Concours 14 for the sake of parity: the K1300GT’s base model of $18,800 is $3,100 more the second-most expensive Honda, more than the FJR, and a $4,500 costlier than the (and displacement!) champ

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