A K1300S Rider Buys a S1000XR…

The K1200S and K1300S

I have really enjoyed riding my 2015 BMW K1300S for two years now and my 2008 K1200S for many years before that. Both the K1200S and the K1300S are described by BMW as sports-touring motorcycles. They were BMW’s competitive response to the Honda Super Blackbird, Suzuki Hayabusa, and Kawasaki ZX-12R.1 They are heavier but far more comfortable to ride than a pure supersport bike like the S1000RR.2 But, they are sleeker and require the rider to adopt a more “lean-forward” ergonomic position than a pure touring motorcycle such as the BMW K1600GTL.

Several qualities of the K1200S and K1300S stand out: both possess a shaft final drive that provides fast power delivery with very low maintenance. Both have the duolever suspension for greater torsional rigidity. Both have incredible stability and reliability. However, they are relatively heavy bikes, best suited for a tall rider even though modification is recommended to make longer rides more comfortable.

Sadly, production of the K1300S has been discontinued. I plan on keeping my K1300S for many years to come. I absolutely love its industrial design including the full fairing and the angular frame. I admit to installing more aftermarket carbon fiber panels than I should have. The K1300S is great fun on the twisting country roads near our house. But, clearly BMW is emphasizing its S1000 lineup now.

The S1000RR

The BMW S1000RR, on which the S1000XR is based, represented a return to a lighter weight, more conventional motorcycle design by BMW. The S1000RR was first launched in 2008 to compete in the Superbike World Championship and mass produced starting in 2010. It has a liquid-cooled 999 cc in-line 4-cylinder engine that produces 199 hp at 13,500 rpm. It also has a telescopic fork and a chain final drive. The S1000RR is primarily tailored to lapping a race track, not touring back country roads for extended trips.

The S1000XR

I kept reading great reviews about the BMW S1000XR, the “adventure sport” bike sibling to the S1000RR. Undeniably, its competitive target is the Ducati Multistrada 1200. It has the same 4-cylinder, 999cc engine as the BMW S1000RR, though it is tuned for street and adventure. It produces 165 hp at 11,000 rpm, with a compression ration of 12:1 as compared to the RR’s 13:1. The XR has an aluminum composite bridge frame with a partially self supporting engine. The XR is 6 inches longer than the S1000RR.

The S1000XR is much more advanced than the K1300S: it has an electronic instrument panel, clutch-less downshifting, ride modes, and cruise control that my K1300S lacks. After my buddy Jerry bought one, he raved about its performance. So, without even riding it first, I purchased a mint condition 2016 model from Todd and Ken at BMW Motorcycles of Dulles.3

S1000XR Features

Despite its enduro appearance (and BMW categorizing it with their other adventure motorcycles), the S1000XR is not really intended for off-road use. For starters, it has 17 inch street tires and lacks both crash protection bars and fog lights.4 Of course, these can all be added later. It also has less suspension travel and fuel capacity than the GS, which remains BMW’s ADV flagship bike.

My S1000XR was configured with the Premium package, which in turn includes the Touring and Dynamic packages. The Touring package includes Dynamic Electronic Suspension Adjustment (ESA), GPS preparation, heated grips, a center stand, a luggage rack, cruise control and saddle bag mounts. The Dynamic package includes Dynamic Traction Control (DTC), Gear Shift Assist Pro, and Ride Modes Pro. Additionally, my S1000XR came with the hand guards.

Riding Modes Pro

This function controls the interplay of engine torque, throttle response, ABS control and ASC or DTC control. Generally speaking, the sportier the riding mode, the more you can tape the engine’s power reserve. Available modes include:

• RAIN: riding on a rain-wet road surface. ABS Pro, ASC, and DTC engage earlier. Throttle response is restrained. This is a great safety feature not just for rainy weather but also for less capable riders.5
• ROAD: riding on a dry road surface. ABS Pro works similar to RAIN. DTC engages later than RAIN. The maximum torque of the engine is available. I will use this mode the most often.
• DYNAMIC: riding on a dry road surface. ABS and DTC engage later than ROAD mode. I might use this occasionally.
• DYNAMIC PRO: for sporty riding at race tracks (requires coding plug). This has the lowest ABS setting, with very little DTC. Throttle response and power are tuned for sportiness.

Gear Shift Assist Pro

On my K1300S, you can upshift without needing the pull the clutch lever. This permits you to shift more quickly and smoothly when accelerating quickly. The S1000XR takes this capability a step further, permitting you to downshift without pressing the clutch lever. The only time that you really need to use the gear shift lever on the S1000XR is while idling at a stop light.

Dynamic ESA

Dampening characteristics include:

• ROAD: normal damping characteristic
• DYNAMIC: sporty damping characteristic

You should also set the spring preload based on your vehicle weight: One-up, One-up with luggage, Two up with luggage.

ABS Pro

My S1000XR includes ABS Pro. There’s a bit of confusion online and even at BMW dealers about what ABS Pro is and whether a particular S1000XR is equipped with it. ABS Pro provides enhanced braking and reduces the likelihood that you will slide while leaning in a corner.

Here is BMW Motorcycling Magazine‘s explanation:

ABS Pro prevents the wheels from locking up even if the brakes are applied hard when leaned over. The system was designed for public roads where unexpected dangers can potentially lie in waiting around the next curve. The system also increases safety by preventing abrupt changes in steering force and the motorcycle from standing up unintentionally during hard braking.6

My understanding is that any S1000XR bike with either Premium or Dynamic Handling packages manufactured prior to August 2016 is equipped with ABS even if it isn’t listed as a separate option on the build sheet. After July 2016, ABS Pro should be listed explicitly. 7

Cruise Control

Until the S1000XR, I had never had cruise control on my motorcycles. It is transformative for interstate travel and extended trips: I no longer get wrist cramps or tingling on my right arm. I prefer to keep cruise control on continuously; and then set my speed or disengage as needed.

A word of advice regarding how you disengage cruise control: I recommend a quick, light press of the clutch lever. If you use the brake lever to disengage (like you would in your car), it seems to also trigger engine braking, resulting in a hard, undesired lurch.

Handlebar Vibration & Mirror Blurring

The S1000XR is notorious for handlebar vibration, hand numbness, and mirror blurring. Reportedly, this was the reason why the 2017 S1000XR model was not released in the U.S. Fortunately, I have experienced relatively little vibration on my S1000XR. For those 2015-16 S1000XR owners who are experiencing significant vibration and numb hands, I recommend three solutions:

1. BMW now offers a voluntary maintenance campaign with softer rubber bushings under the bar clamp in 2015-6 models89
2. I bought the HVMP bar end weights for both my S1000XR and my K1300S. The S1000XR bar ends are about a half inch longer and 7 ounces heavier than stock. These reportedly reduce 80% of handlebar vibrations.
3. Buy the Grip Buddies handle bar grips.

Even with all those fixes, the S1000XR will always be a higher revving, “buzzier” ride than the K1300S. And, you will feel some vibration not only in the handlebars but also the footpegs on the S1000XR, unlike the K1300S.

Comparing the S1000XR to My K1300S

Although I have only just started riding the S1000XR, I already notice several differences:

• Ergonomics: the upright posture and the higher and wider handlebars of the S1000XR make it better suited for long rides. But, the K1300S’ lean forward ergonomics make me feel more connected with the road.
• Cruise control: similarly, the cruise control on the S1000XR makes extended trips far more pleasant than the K1300S
• Riding height: on the K1300S, my feet are planted squarely on the pavement at stops. On the S1000XR, I stand on my tip-toes even though I am 6’3″. I have no idea what the height of the expected S1000XR rider is, but clearly they are taller than me! Although BMW offers a lower seat for shorter riders, in my opinion, the S1000XR is not intended for a short or average height rider.
• Sound of the exhaust: I prefer the low-bass tones and generally quieter sound of my K1300S. The S1000XR has a louder, higher pitch sound, likely associated with higher engine RPMs.
• Cornering: I expected the S1000XR to be more top heavy than the K1300S. Ironically, I find it easier to throw the S1000XR into a curve in a manner that seems to defy gravity.
• ESA: on my K1300S, I usually leave ESA in COMFORT mode. There’s no directly equivalent mode on the S1000XR. The overall feel of the S1000XR’s suspension is more bouncy than my K1300S.
• Integral ABS braking: both the K1300S and the S1000XR have partial integral brakes. This permits you to use the right braking hand lever to engage both front and rear brakes. Although the brake discs are the same size, the S1000XR’s four piston Brembo calipers seems much faster to stop when braking. By contrast, the K1300S’ brakes feel underpowered.
• Hazard brake lights: if you live in Europe, a nice safety feature on the S1000XR is automatic brake flashing when you (engine) brake quickly
• Power / weight ratio: the S1000XR has 165 hp and weighs 503 lbs (228kg). The K1300S has 175 hp and weighs 559 lbs (254kg) unladen.
• Throttle control: on the S1000XR, the throttle is “fly-by-wire”. The K1300S has a conventional throttle.
• Final drive: the final drive in the S1000XR, like the S1000RR, is a chain drive. The advantage of a chain drive is that it is lighter than a shaft drive. But, it requires considerably more maintenance including replacing the chain every 10,000 miles.

Maintenance

With a chain final drive, you will need chain cleaner and chain lube. Many riders use WD40 to clean the chain. Then, they use Silkolene or Motul chain grease to lube it.

Tips

• Cold weather riding gear: don’t expect to plug your heated Gerbing microwire clothing into the S1000XR’s accessory socket. The jacket alone will immediately trip the circuit breaker. Instead, you will need to directly wire the Gerbing coupler to your battery
• Shift light brightness: the default setting is 100%, which is simply blinding. I recommend a lower number such as 50%
• Clutchless shifting with GSA: the throttle needs to be open for upshifts and closed for downshifts
• Until your 600 mile checkup, you won’t be able to experience all of the S1000XR’s capabilities: the rev limit is restricted out of the box to 9,500 rpm

Online Resources

• S1000XR (UK) Forum
• S1000XR Owners Association Forum
• S1000XR Forum
• i-BMW S1000XR Subforum
• S1000XR Riders Manual

Next: Part 2

Be sure to read Part 2, where I cover upgrades to my S1000XR including recommended BMW accessories and third party farkles.

Updated on March 14th, 2019