BMW K1300 R Retro Review and Long-Term Experiences

I vividly remember my first ride on the BMW K1300 R on April 21, 2009. Seeing the brand-new bike for the first time was an emotional moment. The BMW K1300 R stood there like a futuristic muscle bike: angular design, a burly inline-four, and that impressive Duolever front suspension system. Even back then, I had a hunch that this machine would leave a lasting impression. With my heart racing, I turned the ignition key—and the throaty roar of the 1,293cc inline-four-cylinder engine etched itself into my memory. In this introduction, I look back on that day from my perspective and take you on a journey back to 2009 when the K1300R hit the market, setting new benchmarks.

It was clear from the get-go: The K1300R pushed several boundaries in 2009. BMW had taken the predecessor K1200R, increased its displacement and power, and implemented various technical updates. The result was palpable. The inline-four unleashed a brute force that surprised even seasoned bikers. The machine rocketed forward with such ease from a standstill that it nearly took my breath away. Indeed, motorcycle testers clocked the K1300R at an astonishing 2.9 seconds for the 0 to 100 km/h sprint, making it the fastest accelerating production BMW bike of its time. With a peak output of 173 hp and 140 Nm of torque from the enlarged 1,293cc engine, I had a powerhouse beneath me that surged ahead despite its fully fueled 252 kg weight. But power isn't everything—the riding feel was equally impressive. The engine ran surprisingly smoothly at mid-range RPMs and provided robust thrust even at lower revs. BMW had notably refined the electronics: The ride-by-wire system was more responsive than its predecessor, and the test bike was equipped with an optional quickshifter, allowing clutchless upshifts and making acceleration even more seamless.

The seating position with its wide bars gave me plenty of leverage to steer the bike through twisties. Thanks to the Duolever front end, the chassis remained completely stable under braking, with none of the front dive typical of a telescopic fork. This inspired confidence and allowed me to execute hard braking maneuvers with ease. The front dual-disc brakes (320mm discs with 4-piston fixed calipers) gripped powerfully and were supported by BMW's new ABS system, which operated far more sensitively compared to earlier generations (think servo-assisted brakes). What impressed me during the 2009 test was how transparent the brakes remained despite the ABS—it regulated so subtly that you heard it more than felt it. The rear brake was linked to the front (BMW’s EVO brake system), ensuring optimal deceleration in practice without having to worry about the rear end. The K1300R’s suspension was among the most advanced found on a naked bike in 2009. My test bike was equipped with the optional ESA II—the second-generation electronic suspension adjustment. With a push of a button, I could adjust the damper characteristics while riding ("Sport", "Normal", "Comfort"), which was invaluable on varying road surfaces. In its stiffest setting, the K1300R hugged smooth asphalt like a board. Even back then, I knew the K1300R was no toy for beginners, but experienced bikers would find it an incredibly exciting machine.

While my original test was a snapshot from 2009, the community has since painted a comprehensive picture of the K1300R. Countless feedback from biker forums, YouTube comments, and Facebook groups has shown how this model performs in the daily grind. Notably, many owners remain enthusiastic about the K1300R concept even in the long term. You often read about riders who, even after a decade and tens of thousands of kilometers, can't find a current motorcycle that puts a similar grin on their face. According to these experiences, even longer tours, whether with a passenger or luggage, are handled effortlessly by the K1300R, with some riders even calling it the best bike they've ever owned. Reassuringly, there are also numerous voices regarding its reliability. However, over time, some downsides have been discussed within the community. No vehicle is perfect, and the K1300R revealed a few typical weak points in everyday use. A frequently mentioned issue concerns the electronics and electrics: In the early production years, handlebar switch units often failed. Indicator switches or the starter button suddenly stopped working, an annoyance that BMW eventually resolved with improved replacement parts. Many owners had the defective switch units replaced under goodwill, but the reputation of an "electrical gremlin" lingered. The engine management also initially caused concern: Some 2009 K1300R (and K1300S) models tended to stall unexpectedly at low RPMs, such as at traffic lights. BMW addressed this with an ECU software update, which alleviated the issue for most affected riders. Anyone riding an early K1300R today should ensure this software update has been applied. Another community topic was the shaft drive. The maintenance-free shaft of the K1300R is generally considered robust and suitable for touring—after all, there's no need for chain maintenance. However, there were occasional cases of leaking seals or even bearing damage at the final drive. Corresponding forums mention oil traces on the rear wheel or grinding noises. Fortunately, such defects are rare; most shaft issues could be avoided by early changing of the drive axle oil and regular inspection of the seals. If they do arise, a professional overhaul of the final drive (or, in the worst case, a replacement) is necessary, which can be costly. The clutch and gearbox of the K1300R have also been critically examined over the years. Even at first contact in 2009, I noticed that the clutch lever required relatively high hand force—BMW did counter this somewhat with a modified slave cylinder, but the clutch remains one of the heavier ones to pull in the naked segment. Some riders reported abrupt clutch engagement or juddering, especially when cold. In rare cases, there were even serious mechanical issues. Fortunately, such incidents are the exception. Generally, the clutch withstands high loads, although wear can set in earlier with sporty riding. The six-speed gearbox itself is considered durable; many appreciate its precision, especially in conjunction with the quickshifter. Without it, the first gear was sometimes audibly clunked into—a typical BMW clonk that one needs to know. However, later production years and regular gearbox oil changes (for the shaft-drive gearbox) ensured overall smoother shifting.

Since the electronically adjustable dampers are difficult to repair, replacement is often the only option—either with an expensive BMW ESA shock or by converting to a conventional quality shock without electronics. Aside from these cases, the Duolever/Paralever suspension system is extremely durable. It's important to regularly check the bearings and pivot points (e.g., the Duolever ball joints) during inspections, as play can develop over time.

Despite these listed issues, the BMW K1300R is still appreciated in the biker scene today. In online communities, it has a loyal fan base that praises its unique character. Many riders love the blend of raw power and touring reliability. It’s also notable that the K1300R has achieved a certain cult status since its production ended in 2015. BMW did not release a direct successor—the later introduced S1000R went in a completely different (lighter, sportier) direction—making the K1300R the last of its kind. It's no surprise that you often hear a nostalgic "Why didn't BMW continue this model?" among fans.

Anyone considering buying a BMW K1300R today—years after the model was discontinued—will naturally wonder: What's the current cost and availability? Good news: The used market still offers a decent selection of K1300Rs, and prices are relatively affordable for what you get. In Germany, there are numerous listings, from early 2009 models to the last production years of 2014/2015. The price trend shows a typical pattern: after a significant depreciation in the initial years (the new bike once cost around €15,000 base price), used prices have now stabilized. Depending on condition, mileage, and accessory packages, most K1300Rs in Germany range from approximately €5,500 to €8,500.

Low-mileage bikes from the later years or those with many extras (e.g., Akrapovic exhaust, luggage, special paint) can go for just over €9,000, although listings beyond €10,000 are rare and usually reserved for collector-quality conditions.

What should you look for when buying? Start with the usual used bike checklist, but the K1300R has a few specific points to consider:

Maintenance History: Ideally, all inspections should be documented. Especially important: Has the 30,000 km service with valve clearance check been done (if applicable) and have oil changes been carried out at regular intervals? A spotty maintenance record is a red flag for this high-performance bike.

Recalls/Updates: Check if the known recalls have been completed. This includes the replacement of handlebar switches in the early model years. If the switches on the bike look noticeably newer than the rest, it's an indication they’ve been replaced, which is good. Also, ensure the engine software update (due to idle issues) has been applied; if in doubt, a BMW dealer can check the VIN.

Electronics Test: During the test start, all lights should come on and go off again. If the yellow engine warning light stays on or the ABS light remains lit, take a closer look (this could indicate sensor or ABS issues). Test ride: Does the ESA (if available) work in all modes? Do you notice differences between comfort and sport? If not, the actuator or sensor might be faulty. Can the traction control (ASC) be switched on and off, and does it blink when giving it throttle on loose ground? Such checks reveal if the electronics are intact.

Drive and Transmission: Watch for clutch slip when starting—if the engine revs without the bike accelerating accordingly, the clutch might be worn. Jerky load changes or noises from the driveshaft joint when suddenly throttling could indicate play in the drivetrain. A slight clunk when shifting gears is normal, but overly hard knocks are suspicious.

Leaks: As always, check the motorcycle from underneath and at all seams. Oily residue at the rear driveshaft joint or final drive hub can indicate leaking seals. Likewise, the area around the fork/Duolever should be dry—oil films here could come from the front shock or steering damper. The engine should also be dry all around; especially at the gearbox/engine junction (clutch housing), leaking oil might suggest a faulty crankshaft seal.

Handling: During the test ride, the K1300R should run absolutely stable. Any flutter or wobble in the handlebars (especially when braking) would be unusual—this could indicate Duolever play or an imbalance. The brakes should grip firmly and decelerate evenly. If the ABS makes unusual noises or if the braking distance noticeably increases during regulation, something is amiss.

From the distance of over a decade, the BMW K1300 R shines in an intriguing light. My original 2009 review was exuberant—and much of it still holds true today. The K1300R continues to captivate with its beastly engine and commanding ride feel. Back then, I was thrilled by the unique blend of power and high-tech, and current experiences largely confirm this impression. The 173 horsepower still exerts an irresistible draw even in 2025, one that experienced bikers can hardly resist. The stability I praised thanks to the Duolever and the comfortable touring potential (think ESA, luggage system, etc.) still make the K1300R an exceptionally versatile motorcycle. Of course, time also puts things into perspective. What was cutting-edge in 2009 now seems somewhat outdated. Modern competitors—whether a current BMW S1000R, Ducati Streetfighter V4, or KTM Super Duke R—are significantly lighter, often even more powerful, and equipped with the latest generation of electronic aids (from lean-angle ABS to launch control). In direct comparison, you feel that the K1300R represents a different era: It demands more physical effort and good riding skills to unlock its potential. Where current bikes forgive mistakes with smart assistance systems, the K1300R is rawer and more direct. This characteristic is both a curse and a blessing. Less experienced riders might find the K1300R demanding or even somewhat aloof—especially in slow corners and handling, you feel the weight. However, for truly experienced bikers, it offers an almost unadulterated riding experience: You feel like you're riding a machine with endless power, but you remain the master, not a control algorithm. In conclusion, I would add a few nuances to the original 2009 assessment: From today's perspective, the BMW K1300R is still an impressive motorcycle, but one that must be chosen deliberately. Anyone looking for a nimble cornering fun machine for tight Alpine pass sprints might be happier with more modern, lighter nakeds. Today, the K1300R is best recommended to those seeking a powerful all-round bike with character. Touring riders who don't want a fully-faired bike but still appreciate comfort (wind protection with accessory screen, luggage options) will find the K1300R a great fit. Similarly, bikers who do a lot of highway or long-distance riding: Here, the K1300R showcases its stability and power—high speeds feel like riding on rails, and overtaking is a breeze, even with luggage and a passenger. Tech enthusiasts will also find joy, as despite its age, the K1300R brings plenty of gadgets (from ESA to quickshifter) that still entertain and function well when maintained. However, one must be aware that they are buying a used high-performance bike that requires proper care and maintenance budget. Those willing to commit will own a motorcycle that, in today's time, is almost a rarity: A large-displacement, characterful power giant with the comfort of a sport-tourer and the look of an aggressive naked bike. The K1300R has earned its place in the Hall of Fame of memorable motorcycles—and it shows that some bikes don't lose their allure even many years later.