Big-bore bash: Suzuki B-King and BMW K 1300 S — Motorbikes Reviews, News…

12 Май 2015 | Author: | Комментарии к записи Big-bore bash: Suzuki B-King and BMW K 1300 S — Motorbikes Reviews, News… отключены
Suzuki B-King ABS
Suzuki B-King ABS

Big-bore bash: Suzuki and BMW K 1300 S

We take a pair of bruisers and push them to the

There is something seriously about riding motorcycles exceptional mumbo – we’re 150hp plus. But with comes a perception, especially members of the non-motorcycling set, these power-packed big-bores are renegades who want to throw balls at you from the moment you hit the until the bike is safely back into the garage.

then an inch and they’ll a mile, they say.

But the is 180 degrees away from as my colleague Feann Torr and I out when we recently took a B-King and a BMW K 1300 S for a ride the Black Saturday-ravaged mountains of Melbourne – which was humbling in itself.

Sure, they’ll some serious urge the nod is given, but otherwise they are commuters, scratchers and tourers. more, they are dependable and a lot of fun controllable grunt. And they need to go to obedience school

The bikes might not be direct – the Beemer belongs in ‘hyperbike’ with the Suzuki Hayabusa and ZX-14, while the B-King is a in the Yamaha V-Max mould, but both share the most DNA for the sake of our exercise – big power and big

That was all we required for our seriously big-bore day out.

The plan was – set out from the Bikesales Network’s office and find as many and empty roads as we could.

At the end of the it was clear that we both closer relationships with bikes, which we’ll get to in due But first some background on the


For several agonising years, the B-King was hinted at, teased and dropped in conversation by the Suzuki after its debut as a supercharged bike at the 2001 Tokyo Show.

It looked tough, a very aggressive aesthetic and it had big to boot. But it took some six to reach our shores, debuting at the Motorcycle Expo in 2007, by a retuned version of the new-generation Hayabusa engine. Still serious gristle for the power but no supercharger!

Thankfully, the engineers Hamamatsu didn’t simply large chunks of power the retuned engine, and the B-King around 181hp, which is about nine down on the new and translates to a hefty 165-plus at the wheel, or a little more a first generation Busa. very serious urge, coupled with nearly of torque.

In case that enough, the gearing is lower for the Hayabusa, so up to near 200km/h going to out-accelerate one, you can keep the front wheel near the deck!

The B-King, in grey/silver or matte black, has twin-spar alloy frame, an swingarm welded from pieces, high-end suspension full adjustment, and a big set of four-piston Nissin brakes up front. capacity is 16lt, and weight is a 235kg dry.

And did I mention the (read: controversial) styling of the Massive plastic panels the bike, both around the and the wild muffler ends.

It all up to what are very ‘substantial’ That said, it doesn’t an altering of ride position to comfortable, and with a seat of just 805mm it’s accommodating for most folk.

The retails for $18,990, which is it started in 2008 when it went on sale in Australia. At the it was more than the Hayabusa, probably surprised some – but the is way more than a cut down as we found out first-hand. There are parts galore, which be amortised across other models – some would say a good thing!

Meanwhile, the 1293cc K 1300 S, a to the four-year-old K 1200 S, went on in Australia during the first of this year, with the Network attending the press at Phillip Island. where the new – and now – K 1300 R also made an

As you’d expect, the free-flowing prix race circuit us unfettered access to the vast of power from the new-generation with BMW claiming 175hp the S, and 140Nm at 8250rpm. The dry weight of the S is and kerbside it’s a claimed

Standard equipment on the S includes ABS (switchable), but the press units also fitted with a of factory options, including a shifter ($700), electronic adjustment ($1300) and a ‘traction ($675) which includes stability control and a tyre control.

The additions took the retail price out to $28,625 a base of $25,750.

The S features shaft drive and Duolever suspension. An electronic immobiliser is and colours are Light Grey and Lava Orange Metallic a multi-colour finish in Granite Metallic/Light Grey Metallic.

The S has a new of switches and manual controls, and is no longer a separation of the right and blinker switches. It’s all consolidated into one international button, while the ASC, ABS and ESA are all controlled from one switch, makes for less dashboard

As you’d expect from the special equipment on offer for is S with a large chunk of the sourced from the company’s HP2 machine. On the other hand, the is nearly bare for the B-King, Suzuki only offering a cover for $210.


The weather was superb, the jeans were freshly (sadly we both sported the same pair) and our visors in preparation for what was set to be an excellent day

The route wasn’t really set in but the idea was to slice through as apexes as possible after urban commuting. We left the and headed north-east along a where the acceleration from machines was truly stunning, the transport sections just bit more tolerable.

The acceleration is a highlight of both bikes, and slingshot at a rapid rate of with every twist of the That’s something you’d grow weary with.

The fuel injected power is faultless, with an extremely power train – on a par with the shaft drive in my books.

The has A (full power) and B (restricted) modes, which can only be between when the bike is at a I only used B a few times the roads were a bit damp side of the big day out, but if I was the owner just leave it in A all the time, advantage of the B-King’s seamless delivery from just idle.

The K 1300’s also a with a hefty induction that really kicks in 7000rpm, along with bunch of vibes from the engine.

As we found during top-gear roll-ons later in the the BMW has slightly more mid-range than the B-King, but there’s a little bit in it. The BMW also has lower than the B-King.

Along the freeway, the screen and on the K 1300 S obviously puts it in league compared to the B-King as far as goes, although the bare-chested still cuts it as a comfortable courtesy of great ergonomics and a seat – partly to accommodate the scalloped panels.

The B-King’s is definitely more comfortable the Beemer’s for 45-minute plus in the saddle, although it does a few more vibes through the which tends to numb the after really long

Pillion accommodation is way better on the K than the B-King, with a and plusher seat, a grabrail and set pegs.

Suzuki B-King ABS
Suzuki B-King ABS

But as far as commuting is concerned, machines are exceptional, with and progressive clutch actions, strong and responsive brakes of course ABS on the BMW), upright positions, slick gearboxes, and of those redoubtable torquey The wheelbases are both quite but you won’t have any problems U-turns or changing direction at a

If anything, the BMW feels a little bit nimble through the ‘burbs the B-King, but as the heat is really up along a snaking piece of road, the signature BMW Duolever doesn’t quite engender the amount of confidence.

But generally, traits in the city are also cards when the traffic are left behind, and that’s we found on our sojourn.

After bikes at Healesville, I was on the K 1300 for the run the legendary Black Spur, and I it in top gear the whole time – for fun. The only downside was I couldn’t use the funky quickshifter, I just love.

Quickshifters be standard on all sportsbikes within years, I reckon – and BMW is doing with its S 1000 RR.

The bike didn’t protest and even pulled – albeit not on throttle – from only a above idle through of the ultra-tight hairpins. That’s the of extremely well sorted injection, as is a lack of dissent pushing back through the at high revs.

Because I was it easy through the Black I’m not surprised it was more on our ride, chewing through an of 4.95lt/100km, compared to 5.6lt/100km for the

The K 1300 doesn’t have a clutch, but that doesn’t to worry it, while the B-King has the

The K 1300 is quite slim the waist, so you can grab it by the knees and it through corners with Following me through the Black was Feann on the B-King, a bike he felt more comfortable on for his of riding.

Feann felt the tipped into corners a more easily, and feedback the forks was ‘cleaner’. However, he was with the power of the BMW – and no wonder, as he was in the when we were performing the top roll-ons!

I’d have to the B-King does give a bit more feedback at higher angles, and my seat-of-the-pants summation is it has a little more weight at the front-end compared to the BMW.

But for heavy bikes the handling of was a real surprise. They are not scalpels, but if you set up the corner – or even it in at the last minute if it’s all a little frenetic – the chassis and will get the job done, even if the surface is a bit suspect.

The K1300 has three damping on its ESA — sport, comfort and Through the hard stuff I to sport, but I’m sure would have got the job done as we to push harder.

Overall, the – particularly the B-King – aren’t as intimidating as they look, and sportsbike-riding mates won’t to worry about their you’ll be on their clackers the time.

That’s really an triumph for both manufacturers, it’s not really about how a bike weighs: it’s you place it.

There’s no ambiguity it comes to the brakes on both they are awesome, even they are hauling up around of person and machine. The radial on the B-King particularly pack a and have more initial than the Brembos on the Beemer.

But that there’s nothing in it, I prefer the B-King’s brakes for on-off work in the city, as are easier to ‘drag’. However, in the wet me the K 13’s ABS set-up any day.

So it was: the big-bore epic! they are a hell of a lot of fun in any type of so surely everyone’s a winner.

To on this article click Published. Friday, 4 December

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Suzuki B-King ABS
Suzuki B-King ABS
Suzuki B-King ABS
Suzuki B-King ABS
Suzuki B-King ABS
Suzuki B-King ABS


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