BMW K1300GT Review

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

If you’re not of the Harley set, nor ready to join the local Wingnut chapter, but still want to cover distances two-up with contorted sections of pavement between point A and B, then the 2009 BMW K1300GT might be your upscale ticket.

This titan of sport-touring was graced with virtually all of the newness given this year to its sporty brother, the K1300S; therefore the GT packs a similar wallop from the big 1,293cc mill. Yet with the GT you can stuff two roomy standard equipment hardbags full of whatever it is you might fill them with while chasing the wind, or running from responsibility for a long weekend.

2009 BMW K1300GT in Red Apple Metallic. Other color choices are Royal Blue Metallic and Magnesium Beige Metallic.

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

The GT boasts 160 hp at 9,000 rpm with 99 ft-lbs at 8,000 rpm. In addition, BMW claims that 80% of max torque is available as early as 3,500 rpm. The K1200GT produced a claimed 152 horsepower at 9,500 rpm and 96 ft-lbs at 7,750 rpm. According to BMW, though the new GT’s engine is nearly identical to the 2009 S model, its more restrictive exhaust and smaller ram-air/airbox capacity account for the lion’s share of a 15 hp deficit to the new S model’s claimed 175 ponies.

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

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

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

Electronically adjustable windscreen now comes in tall version. Handlebar height is adjustable vertically over a 1.5-inch range and either the standard or no-cost optional seat are adjustable. Lots of personalized fit is available on the big mill GT.

The sport-touring K bike initiates turns well thanks to leverage offered by high and wide bars. The combination of an excellent chassis and electronically adjustable suspension (ESA II) round out the handling package quite nicely.

Additionally, you’ll have the ability to adjust handlebar height vertically over a 1.5-inch range, or tweak the adjustable standard rider seat from 33.1 to 32.3 inches. An optional adjustable (32.3” to 31.5”) lower saddle is available at no cost. Most riders will appreciate the seat at 32.3 inches for its reasonable roominess between seat and peg, however, those with less than a 30-inch inseam might find they can plant only one foot securely at a stop.

Partial-integral ABS is standard on the GT, but unlike on the S model ABS cannot be disabled. BMW says the ability to disable the anti-lock system on the sport-oriented S is primarily for race track settings. The Beemer’s brake system works very well, but some pulsing can be felt through the rear brake pedal whether applying only the rear, or the front brake which also activates the rear. This minor and occasional pulse is a non-issue when compared to past experiences with the FJR1300’s ABS and its propensity to nearly punt a rider’s fingers off the lever when ABS activates.

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

Of the four key motorcycles in this U.S. market segment, Yamaha’s FJR1300 is likely the best match-up to the BMW in terms of overall performance.

The FJR’s steering geometry implies a quicker handling bike with a 1.1-inch shorter wheelbase (60.8” v. 61.9”), steeper rake of 26 degrees as opposed to the GT’s 29.4 degrees, and a slightly shorter trail figure of 4.3 versus 4.4 inches. However, the Yamaha gives up 6 lbs in claimed wet weight to the GT’s lighter, ready-to-ride weight of 635 lbs. Is 6 lbs noteworthy? To some this difference is significant, to others not so much. Nevertheless, an excellent sparring session between these two wicked-fast weekend-warriors seems inevitable.

New found power and traditionally good handling mean the K1300GT is back in the hunt for top sport-touring honors in ’09.

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

Any way you slice it; this is a great group of sporty touring machines. Each bike is seemingly able to compensate for any perceived shortcomings by demonstrating strengths the rest may not posses; a four-way fight to the finish is bound to happen. Yet, there’s always the nagging issue of cost…

Choosing ABS-equipped versions of the ST1300 and Concours 14 for the sake of parity: the 2009 K1300GT’s base model MSRP of $18,800 is $3,100 more than the second-most expensive Honda, $4,310 more than the FJR, and a whopping $4,500 costlier than the bargain (and displacement!) champ Kawasaki.

The world’s your (insert seafood reference here) with the new K-GT bike.

And, as usual, BMW Motorrad always presents fans of its products the opportunity to go whole-hog with available options. This time ‘round the Premium Package is the only trim level available and raises the bike’s cost to $22,245, sans freight charges. The package includes every piece of available equipment from the a la carte menu except the Anti-Theft Alarm ($395).

By Pete Brissette, Mar. 23, 2009, Photography by Kevin Wing, Jon Beck

Suzuki Gladius Review

I’ll never forget sitting on the decaying bench seats in Turn 3 at the “Fastest Road in the West” (Willow Springs) years ago one Sunday afternoon to soak in some high-desert sun and good grass-roots club racing. An unfamiliar looking and sounding bike was piloted with adroitness through what’s called the Omega.

Leaning against the chain-link fence to get as close a look as possible on the next go ‘round, I sheepishly asked a fellow race-watcher what bike was making that distinctly-Twin exhaust note. “That’s the new V-Twin from Suzuki,” said the motorcycle racing fan. My jaw fell open in mild astonishment. I’d only recently heard of the new bike, and was quite certain I hadn’t seen any in dealers yet, and here some die-hard enthusiast was already racing the thing. And so began American riders’ love affair with the Suzuki SV650.

The 645cc liquid-cooled, carbureted 90-degree V-Twin devoid of bodywork took almost no time to reach cult status with its sporty handling and user-friendly low-end and mid-range grunt. Its un-faired design caused the eye to immediately focus on the unique mill hanging from the aluminum, oval-tube trellis-style frame. Not many bike makers in those days embraced the naked streetfighter style for the American market.

Nevertheless, the SV’s ease-of-use made it a hit with Average Joe Rider for commuting and weekend play, while its overall performance caused a groundswell in club racing across the country, all for the 1999 MSRP of $5,699. The bike really was all that and a bag of chips.

The first major update to the SV – and the partially-faired SV650S model introduced in 2000 – arrived in ’03 and included fuel-injection, a new beefy square-tube truss frame and marginal increases in power and torque. In 2007 the fully naked SV was dropped, as Suzuki perceived performance characteristics between the SV and S to be too close. That same year optional ABS was available for the S model, and in ‘08 it went fully-faired as the SV650SF.

Only two years later and Suzuki has come up with a solution to fill the gap left by the standard SV’s departure: the 2009 Gladius.

The new Zook and its name draw inspiration from the Latin word for sword, in particular, a relatively short, more manageable version of longer swords. The obvious allusion is that Suzuki’s Gladius is a new and improved, sleeker, friendlier version of the SV. Equally obvious is the strong design element, one that went virtually unchanged from concept to showroom. With its rounded edges, flowing lines and friendly ergos, the Gladius is also an attempt by Suzuki to capitalize on the growing U.S. female rider segment.

To dispel any idea the Gladius is “a girl’s bike,” Suzuki’s Glenn Hansen points out that through a host of updates the new SV-derived V-Twin made gains in torque and power over the old SV. A safe guess is the Gladius increased torque at least 10% over the claimed 47-ish ft-lbs from the SV. Judging by a Suzuki-provided dyno graph superimposed over a graph from the previous SV, the gain appears across most of the rev range. Horsepower gains looked considerably less, though some increase was evident. It’s worth noting that none of the changes in the Gladius’ mill are found in the current SV650SF.

In a 2006 Motorcycle.com comparison an SV650S churned out 71.1 hp and 45.2 ft-lbs. These are already respectable figures, so any gain in the Gladius is great!

The SV engine reborn Here’s some of the updates that improve overall engine performance and allow the Gladius’ V-Twin to make more claimed torque across most of the rev range along with a small but notable increase in horsepower.

Engine Updates: • Cylinders receive racing-derived SCEM (Suzuki Composite Eletrochemical Material) for better heat dissipation, reduced friction, etc. • 5% increase in crankshaft inertia enhances low-to-mid range output and “highlights power-pulse feel.” • Single spring per valve versus the SV650’s two springs per valve reduces inertia weight, and thereby mechanical losses. • High-lift cam for increased torque. • Throttle body intake funnels, though longer than what the SV650 used, are two different lengths for improved mid-range. • Idle Speed Control (ISC) system integrated into throttle body –first ever on any Suzuki street bike– improves idle, cold starting and eliminates additional wiring and hoses. The same 10-hole fuel injectors used on the GSX-R600 and 750 offer better atomization of fuel mixture. Two Iridium-tip spark plugs per cylinder complete the package for more thorough, consistent combustion which in turn is claimed to lead to better economy, emissions, power, etc. • All new compact exhaust with mid-chamber is claimed to increase low and mid-range torque while different length exhaust pipes allegedly improve low-end performance; exhaust design also contributes to lower CoG. • New radiator is smaller; oil cooler is now liquid-to-liquid rather than air-cooled, and its new design helps centralize mass.

A primary change in the chassis is the switch from the truss-type aluminum frame of the SV to a tubular steel trellis unit. As with the first generation SV, your eyes are quickly directed to the soft but prominent shapes of the frame that blend well with other design elements.

The pre-load adjustable 41mm Showa fork from the SV received a few small tweaks for general improvement, but the key change is a 5mm reduction in travel, useful in reducing seat height from 31.5 to 30.9 inches. Here again we can see a move aimed to attract shorter, perhaps female, riders. The link-type Showa shock retains its 5.1-inch travel and is adjustable for pre-load via the moderately accessible 7-position ramp adjuster.

Wheelbase is 56.9 inches versus 56.1 inches on the current SV650SF; rake remains 25.0 degrees while trail increased from 102 to 106mm.

Gladius maximus uses the same dual 290mm front rotors from the SV, though the two-piston sliding-pin front calipers’ pistons are a little over 3mm smaller in diameter and the master cylinder is marginally smaller. The rear brake pinches a 20mm larger rotor (240 v. 220mm). Wheels are now 5-spoke instead 3, but more importantly, the buns spooned onto the new rims are grippy Dunlop Qualifiers.

One possible downside for spec-sheet fanatics is the 8-lbs disadvantage the Gladius suffers in claimed ready-to-ride weight over the SV650SF’s 438 lbs curb weight. Weight-gain culprits are likely the steel versus aluminum frame and the new exhaust.

First impressions, lasting impressions

I’m willing to bet that even if this bike functions only half as well as an SV – though it certainly does and then some! – Suzuki will still have strong sales based solely on the European-inspired styling. Lead engineers spent considerable time in Europe whilst working on the Galdius, according to Hansen.

Sweeping lines and rounded edges are everywhere: From the 3.8 gal (3.6 in CA) fuel tank with removable two-piece trim that Suzuki says allows an overall narrower design, to the prominent organically shaped headlight, to the highly stylized exhaust, footpeg hangers and weapon-like passenger grab handles, the bike looks more sculpted than engineered.

Even the instrument cluster with centralized tach is easy on the eyes. The gear-position indicator is a good thing for this market, as are dual tripmeters, reserve fuel tripmeter and simple clock. Nicely done! Though wind protection is non-existent, windblast at freeway speeds is tolerable with little buffeting. But if you’d prefer, an accessory fly-screen is available.

The motorcycle’s inviting looks are not the least bit deceptive. Throwing a leg over is easy, as is flat-footing both footsies. Even if you have less than a 30-inch inseam you should feel secure thanks to the low, mostly flat saddle and the bike’s wasp-waisted center. Reach to the upright tubular handlebar is easy, though the distance between grips created a narrower feel than I prefer. Smaller riders will likely appreciate the compact layout.

The bike starts easily and settles into idle quickly courtesy of improvements in fueling as noted above. Light clutch lever action – an important trait for the intended audience – is thanks to a new cam-type release mechanism, and the 6-speed transmission is classic Suzuki: transparent.

Throttle response is good, albeit with a slight abruptness from closed-to-open transition, noticeable mostly in low rpm. Power is manageable and linear but certainly not flaccid. My seat-o-the-pants dyno says that the claimed power gains are there. The Gladius will easily wheelie in first gear with some help from the clutch, over-taking on the freeway doesn’t require downshifting from top-gear, and engine vibes are limited.

Twisty road fun is on the menu, and like the SV, the Gladius will harass faster bikes with its light and quick-steering chassis. However, there is a price point for this bike, and some things must be kept fiscally minded. The soft-ish suspension doesn’t allow perfect tractability through tight rapid-fire corners or over rough pavement if pushed like a supersport. More preload will help settle the chassis, but over compensating too much in this direction will only lead to a harsher ride the rest of the time you’re not dragging a peg. Also, padding in the stylish saddle is either too thin or too firm, or both. Part of the price paid for a low seat; however, a 20mm higher seat is available as an accessory.

Suzuki may have gone backward a bit with the mild downgrade in brake performance. Again, ample performance for 90% of the riders 90% of the time, but more initial bite and overall stopping power would go a long way on this motorcycle. I’ve said it before and I’ll say it again here: I’d prefer one, good 4-piston caliper and rotor rather than dual two-piston sliding pin jobs.

With an MSRP of $6,899 the Gladius is sandwiched perfectly between Kawasaki’s new nekkid. parallel-Twin based on the Ninja 650R, the ER-6n, at $6,399, and Yamaha’s budget-minded 600cc Four, the FZ6R, starting at $6,990.

Unless Kawasaki has graced the ER-6n with extra ponies beyond the Ninja 650R’s 65.6 hp as tested in our SV/Ninja 650R comparison, the Gladius may have a peak horsepower edge. Torque between the pair should be very close. The Yamaha’s reviver in-line Four may produce top-end figures similar or slightly higher than the Suzuki.

Razor’s edge performance gripes aside, the Gladius is a well-rounded package and very attractive. I expect many riders, regardless of experience, will take notice.

By Pete Brissette, Mar. 26, 2009, Photography by Alfonse Palaima

Ducati Streetfighter Review

“Spanish bombs in Andalucía, oh mi corazon.” – The Clash, Spanish Bombs

With apologies to one of the greatest bands ever, this time around in Andalucía it was an Italian bombshell that was stealing hearts. Ducati’s new Superbike-based Streetfighter truly is the bomb.

Unlike nearly every naked bike we can think of, Ducati has created a stripped-down, super-sporting roadster without excuses – no tuning for torque, and no dumbed-down suspension.

The Streetfighter’s engine is ripped nearly unchanged from the 1098 sportbike, differing only in shorter intake tracts that knock off a scant 5 hp. The result is a claimed 155 hp at 9500 rpm, aided by a midrange-inducing exhaust valve. The use of the 1198’s Vacural cast-aluminum crankcase shaves nearly 7 pounds from the engine.

“It’s like 100 liters of adrenaline,” Giulio Malagoli, the Streetfighter’s project leader, told Motorcycle.com about his latest creation. Malagoli is also the inspired mind behind the recently launched Monster 696 and 1100 air-cooled models. The new Streetfighter is now the most radical of Ducati’s naked bikes, replacing the discontinued Monster S4RS that measures up 25 hp short of the SF’s 1099cc Testastretta Evoluzione powerplant.

The standard Streetfighter retails for $14,995, and it boast a fully adjustable Showa suspension and lightweight magnesium for the headlight bracket and clutch and cylinder-head covers - magnesium is about 30% costlier than aluminum but is about 20% lighter, says Malagoli. The higher-end S version’s V-Twin powerplant is in an identical state of tune, but it includes top-shelf Ohlins suspension, lighter forged-aluminum Marchesini wheels and tasty carbon fiber for the front fender and cam-belt covers.

This is quality stuff, but it’s not enough to justify the $4,000 price increase of the S model. Helping it earn its lofty $18,995 MSRP are the most sophisticated electronics offered on any sportbike. DDA is the Ducati Data Analyzer, which records various channels such as lap times, throttle and gear positions, and the speeds of the engine and bike – it’s an extra-cost option on the standard Streetfighter.

But the S’s piece de resistance is Ducati’s traction control as used on the recent 1198 superbike. It first softly retards ignition timing, but if slippage is still detected by the wheel-speed sensors, the fuel injection will cut out to varying degrees to inhibit wheelspin. There are eight settings on the DTC, ranging from “It’s either raining or you shouldn’t be on a bike like this” to “Let’s spin up the rear tire on our way to victory circle.”

The Test
The rain in Spain may fall mainly on the plain, but we found out the wind can howl like a banshee in the Spanish hills. We were greeted at the fabulous Ascari Race Resort near Ronda, Spain, by 50-mph gusts that shook our confidence but didn’t dampen our enthusiasm for this most potent of naked bikes.

The Streetfighter’s riding position lives up to its name, with a tapered-aluminum handlebar placed sportily forward yet several inches higher than the 1098/1198 model. There’s more distance between the seat and its footpegs than the old Monster S4RS, but that’s mostly because the seat is way up at 33.1 inches. This is surprisingly tall for a bike without undertail exhaust pipes, but the Streetfighter’s lean and unfaired design forced the tailsection to contain the electronics, battery and exhaust valve servo. The SF’s fuel tank is an inch shorter than the 1198, allowing a rider to get closer to the front wheel, and its extra height isn’t a problem with the taller bars.

The handlebar is graced with new, compact switchgear. Flicking down the kill switch covers the starter button which is meant to emulate the “trigger catch” of a fighter plane. The instruments are contained in a tidy gauge pack that includes a wealth of information, including a lap timer and a low-fuel tripmeter for the 4.4-gallon tank. Its mirrors are fairly useable, even if they aren’t very pretty.

Pulling out of the pits at Ascari reminded me that the ’Fighter uses a dry clutch system, as it proved to be a bit grabby when taking off from a stop. Toggling through the transmission requires considerable effort in relation to a Japanese literbike, but gearshifts are nonetheless positive. Dialing on the throttle reveals the massive torque (a claimed 87.5 ft-lbs at the crankshaft) offered by the booming V-Twin that easily lofts the front wheel in the first two gears.

We knew, even before riding the Streetfighter, that its engine was going to impress – we fell in love with it when we first tested the 1098. And the note from the stacked twin mufflers is satisfyingly deep and soulful. The major unknown element prior to our ride was its handling qualities.

The SF uses a frame very similar to the 1098/1198 series, but it differs substantially in the steering head area. While the 1198’s fork is set at a moderately sporty 24.5-degree rake, the Streetfighter’s is kicked out at a slower-steering 25.6 degrees. The amount of trail correspondingly is lengthened from the 1098’s 94mm to 114mm. Additionally, a 35mm longer single-sided swingarm extends the wheelbase from 56.3 inches to 58.1 inches.

With these specs rolling around in our heads, we were worried this relaxed chassis geometry might result in a piggish-steering motorcycle. Not to worry.

The SF’s wider and taller handlebar offers much more leverage than the 1098’s low clip-ons, and this enables the ’Fighter to ably carve up the variety of corners offered up on the Ascari circuit’s 26-turn layout. And the forged-aluminum wheels on the S model we tested are a few pounds lighter than the cast-alloy rims of the standard model (and are in fact mostly responsible for the 4.5-lb reduction from the base model’s 373-lb claimed dry weight). The reduced gyro effect of the lighter wheels can readily be felt by a rider (I’ve done back-to-back testing of a similar bike), and they also have a beneficial effect on a suspension’s control of the wheels.

The benefit of the Streetfighter’s more conservative chassis geometry becomes apparent while riding the several fast sections of the Ascari racetrack. Unlike most streetfighter-type bikes, this new Ducati remains sure-footed at high speeds.

“It’s very strange,” said Ducati test rider Vittoriano Guareschi at the bike’s launch about the SF’s stability relative to similar naked sportbikes. A non-adjustable steering damper keeps dreaded headshake at bay.

The Streetfighter’s only high-speed problem is the complete lack of wind protection. This was quite unsettling in our first track session during startling wind gusts. It wasn’t until we adjusted our riding positions by laying on top of the tank that we were able to become comfortable at highly elevated speeds. It would seem unfair to condemn an unfaired bike for the lack of a fairing, but the wind deflection offered by the small proboscis of the Aprilia Tuono is an excellent compromise for this category.

The Streetfighter’s front end sports a stylized aerodynamic headlight underlined by a pair of LED position lights that mimic the headlights on the 1198. It’s actually designer Malagoli’s favorite part of his mechanical baby.

“You can recognize this bike from its face,” the Italian told Motorcycle.com about the intended family resemblance. “Its face is wonderful,” he said proudly.

The powerful Streetfighter is capable of Big Speed (Guareschi reportedly got up to an indicated 168 mph at Ascari), so it’s helpful the bike comes with the superb brakes of the 1198. Brembo radial-mount 4-piston monobloc calipers squeeze huge 330mm rotors up front and are actuated by a radial master cylinder and braided-steel brake lines. They deliver immense strength and major-league feedback. The rear brake needs a good stomp to lock the tire, which is just how we like ’em.

With all this high-spec, high-performance capability, it should be no surprise this bike shines when ridden hard. We’re confident there isn’t another naked that will lap a track as quick, except perhaps the MV Agusta Brutale 1078RR. The Streetfighter, although down on horsepower, is better able to translate its linear powerband to the pavement.

On the Streetfighter S, a rider has the soothing benefit of DTC. I spent my time playing it conservative in the #6 setting, and I was surprised how often the traction control kicked in. This was especially evident in some of the banked turns at Ascari when even mild throttle application lit the gauges’ indicator lamps while leaned over. The DTC intervention is imperceptible in its initial stage of ignition timing retardation, but a rider can feel the fuel cutout when aggressively twisting the throttle that results in a lurchy response. The adjustability of the DTC system allows it to be useful for even the fastest of riders.

Style-wise, we think the Streetfighter is a hit. Ducati’s trademark trellis frame is clearly on display, and the single-sided swingarm shows off a sweet Marchesini behind the shotgun mufflers. It’s not easy to package a big liquid-cooled powerplant nearly inside an unfaired bike, and the exposed rubber hoses on the left side of the engine detract from its otherwise clean looks. The chin fairing is slightly ungainly, but it disguises awkward bits like the oil cooler and filter and the lower section of the dual radiator setup.

One area of common complaint was the bike’s too-smooth footpegs. They proved to be quite slippery, a situation made worse by the right-side heel guard that forces a rider’s foot outboard. Ducati techs filed notches into them as an improvised solution for better grip.

But this is one of our few criticisms of this exciting new expression of Italian sportbikes. We were already thrilled with the sporting balance of the new Monster 1100, and this new super-naked brings it to a higher level via a 50-horsepower surplus. The Monster, however, is nimbler and might be quicker on a really tight canyon road.

Ducati has created yet another lust object for sportbike pilots with a flair for Italian machinery. Well-heeled, middle-aged sportbike jockeys with bad backs are ideal candidates for Streetfighter pleasure, but there’s enough performance on tap to thrill anyone of any age.

The base Streetfighter is a relative bargain at just under $15K, although it certainly can’t be called cheap. But those with deep pockets will want to ante up for the S version. Its Ohlins suspension is exemplary, especially in conjunction with the S’s lightweight wheels, and its traction-control system is a technological leap forward in rider aids.

If you can live without wind protection from your sportbike, the Streetfighter should be at the top of your list of dream motorcycles.

By Kevin Duke, Mar. 25, 2009, Photography by Milagro