BMW K 1300 S, Honda VFR 1200 F and Suzuki GSX-S 1000 F put to the test

Sports tourer? Do they actually still exist? But of course! It may be that Multistrada, Adventure and co. have severely damaged the all-purpose class, but there are still many good arguments in favour of a sports tourer. A concept comparison of BMW K 1300 S, Honda VFR 1200 F and Suzuki GSX-S 1000 F.

What has actually become of the good old sports tourer? At one point they were the concept of choice for a great many bikers when it came to covering the majority of requirements faced within the context of life on two-wheels. Acceptable comfort on the ride to work during the warmer seasons, confident on long stretches of motorway on route to your holiday destination, including with a pillion rider and luggage. Then, once you’ve got there, the cases come off and the bike can sweep along country roads and passes with verve. All of that from just one machine? Of course, a sports tourer was required. Lighter and more agile than a bulky tourer, more comfortable and blessed with more space than a wiry sports bike. Manufacturers satisfied this demand with models of varying complexion, although the goal of their developments always seemed to be the happy medium – a good compromise between touring and racing. However, in an era of increasing specialisation and niche, it seems as though the happy medium has somehow gone out of fashion.

Nowadays the majority of manufacturers shy away from the term ‘Sports Tourer” like the devil from holy water. Travel Enduros and crossover models are currently the flavour of the week, drawing in buyers by meeting their needs with upright ergonomics as well as increasing power and technology. As is the case with cars, with the SUV long having been surpassed by the Combi, Multistrada, S 1000 XR and co likewise appear to be gradually switching out the light on the sports tourer. The ST-Ducatis, Aprilia Falco, Triumph Sprint and many others are now water under the bridge.

BMW market the K 1300 S as a sports bike

Is it all just a question of fashion? Or is the sports tourer really no longer in keeping with the times? In order to tackle this question, we gathered three current representatives of the genre for a comparison. Three that are placed in varying positions on the sports/touring spectrum. At the one end of the spectrum, with a very touring-focussed design, Honda’s hightech flagship bike, the large Honda VFR 1200 F. Unicam-V4, dual clutch transmission, cardan. At the other end of the spectrum is Suzuki’s GSX-S 1000 F, a simple, scantily clad Power Naked derivative. And between them, as practically one of the last remaining representatives of the purist sports tourer, the BMW K 1300 S. Which concept can impress us most? Which is making the greatest contribution to rescuing the genre? Let’s begin in the middle.

The K 1300 S is marketed by BMW as a sports bike. It has been around since 2009, but just how long it will remain in the Bavarian’s line-up is uncertain. However, in the expensive “Motorsport” edition with its special paintwork and all kinds of Edelbrock extras (milled foot rests, forged wheels etc.), this flying machine raises the simple question as to why. In any case it cannot be down to outdated technology, as even in its seventh year on sale, the K still feels fresh and snappy. First of all there’s the sitting position, which perfectly achieves the compromise between sports and touring.

The right choice for racing tourers

Front wheel-oriented, but with the handlebars not too low, a more stage-compatible knee angle, accompanied by narrower, cosier knee contact – all wonderfully ergonomic and with room for larger riders. It is not excessively comfortable, but it doesn’t pinch either. This impression of honed sportiness continues in the chassis, whereby BMW has for some time been going its own way with the K series. In place of a conventional telescopic fork, the elaborate Duolever takes control of the front wheel. Together with the incredibly long wheelbase of 1,585 millimetres, it enables the BMW K 1300 S to deliver a crazily stable drive, without seeming awkward. It corners easily and precisely, while the optional, lightweight forged wheels have a much more evident positive impact. It then moves neutrally into the lowest bank in the corner.

Like the K 1300, the Metzeler Sportec M3 has also already been around for a few years, although the two oldies blend perfectly with one another. Once warmed up, the tyre develops incredible grip, even well-calibrated tester buttocks can barely notice any righting moment. The BMW K 1300 S absorbs bumps smoothly and calmly, even when banking. The renowned ESA chassis (subject to additional charge, but as standard in the special edition) offers the “Comfort”, “Normal” and “Sport“ modes, each with customised damping properties. As such, the bike is diverse. Granted, the Comfort mode ought to have been slightly softer, but in Sport mode the K really can let fly. The pre-tensioning can also be adjusted to suit various load states. Extremely practically for journeys with a pillion rider and luggage, which the BMW K 1300 S tucks away, rather unfazed. The perfect choice for a racing tourer – the best of both worlds.

The transmission is reminiscent of days gone by

The four-cylinder of the BMW K 1300 S also appears unfazed by the pillion and luggage. With a measured 167 HP and a maximum torque of 138 Nm you will always have more than enough car. For example, from 0 to 100 in 2.9 seconds, and to 200 in 7.8 seconds. No further questions – that’s what sport is all about. Add to this the linear power distribution, low vibration drive and posh-sounding response. Not just a brute of an engine, but most importantly, in a sports tourer. So it there nothing about the Bavarian that leaves room for criticism? Well, the transmission, with its hard gearshift thuds and slightly bony switching is reminiscent of days gone by, and even the switching assistant doesn’t change anything fundamental (no blipper function to shift down). This functions better at half-throttle than at full, when it slams the gears in with an almost brutal clatter.

And then there’s the feeling of being slightly distanced from the front wheel. For all of its advantages – among them the sublime braking stability in particular – the Duolever does not convey the feedback of a good, conventional telescopic fork and feels slightly synthetic when you are just getting used to it. In spite of this, all in all a brilliant performance. The BMW K 1300 S shows how sports tourers at the high-end of the market do things. It comes very close to being the perfect “Jack of all trades”.

The Honda VFR 1200 F doesn’t try to hide its love handles

With the large VFR, Honda goes all out in an attempt to do the opposite. A complex 76-degree V4 with a 28-degree crank pin offset, space-saving Unicam cylinder heads, dual-clutch transmission, integral brake – the Honda VFR 1200 F, likewise launched in 2009, is by no means a bread and butter motorbike. At least not in the figurative sense, for at 293 kilos without a topcase, the Japanese unfortunately hauls some considerable excess weight onto the editorial scales.

Whereas the BMW K 1300 S conceals its likewise not particularly consumptive 257 kilos well, the Honda VFR 1200 F doesn’t quite manage to do the same. It is a heavy motorbike and it feels like one too But first thing’s first. The sitting position is similar to that of the K 1300 S. However, this machine is noticeably broader around the waist, which impact the knee contact a little, and considering the self-imposed goal of superior touring compatibility, for longer stages it is a little too pointy. A beautifully upholstered seat cushion and soft chassis tuning help, but when it comes to comfort over long distances, the Honda, with its tourer-style design, does not really make up any ground on the BMW.

DCT requires an adaptation period

The appearance of the drive system of the Honda VFR 1200 F is also rather conflicting. Without doubt the engine delivers furious thrust at the top end, pleasantly pulsating running and an inimitable, gloriously growling V4 sound. However, its torque curve is not so satisfying on the far side of 5,000 rpm. What’s more, the power distribution is rather reserved, meaning that the DCT frequently works its way rather eagerly through the gears when surfing the torque wave, tourer-style. The gear changes of the dual-clutch transmission are still very smooth, since the second generation. Only when starting up and shifting down into first gear does an annoying jolt surge through the vehicle.

In the current third generation, Honda has adjusted the switching points in such a way that the on-board computer automatically switches down earlier when decelerating in order to generate engine brake torque. It functions well, although the DCT does require a certain adaptation period as the automatic system continually messes up the line with unexpected gear changes. In tight bends in particular and when turning about, we occasionally missed the ability to intervene with a manual clutch. Then there is also the Sport mode, which holds the gears for longer, and a completely manual mode, in which the six transmission ratios can be independently sorted using the rocker switch on the end of the Honda VFR 1200 F’s left handlebar.

Great dosing and violent deceleration

All in all the DCT certainly represents a marked increase in comfort, especially for lazy gearshifters covering lots of miles. The additional 1,000 euros are definitely well spent, although the Honda VFR 1200 F could probably do without the additional ten kilos of the DCT. In any case, the question must be allowed as to whether a well-functioning, conventional automatic switching unit would not at present be the more logical solution.

In spite of the additional few pounds, the Honda VFR 1200 F drive really neutrally and well-natured. With two riders there it is indeed somewhat lacking in reserves at the rear, but at a moderately sporty pace, the VFR never loses its dignified sense of calm. That said, if braking while banking the test machine, which is fitted with Michelin Pilot Road GT tyres, acknowledges by pulling up noticeably. In this context it is annoying that the composite braking system in the Honda does not allow you to activate the rear wheel brake on its own. Those who like to apply the rear brake for tight corners will have to deal with the automatic pulling up of the front of the bike as a result of the combi-brake. But other than this, the Nissin six-piston system in the Honda impresses with great dosing and violent deceleration. The braking hardware and stability are without doubt sublime, but unfortunately the defensive tuning of the ABS with its long control intervals still leaves room for improvement.

A touch more effortlessness

So too, the traction control does not quite meet high-end requirements. It intervenes in downright crude fashion and in the event of slippage it completely disconnects the drive for what feels like an eternity. Once again it is evident that when it comes to electronic assistance systems, development is taking huge steps forwards. Nothing is as old as yesterday’s traction control. Granted, no-one who is of sound mind will buy a Honda VFR 1200 F in order to drag it by the collar through the tightest tangle of country roads until the tyres are left whimpering. But a bit more sportiness and a touch more effortlessness would do well for the Honda VFR 1200 F.

To the credit of the Honda it should be highlighted: the windscreen is the best of the three, as is the directional stability, where there is really no sign of kickback. The case system is well thought out and stress-free, and the finish really is top class. As with the BMW K 1300 S heated handles are available at an added cost – a really worthwhile feature. Nevertheless, we climb off the Honda VFR 1200 F somewhat disenchanted, and onto the Suzuki GSX-S 1000 F.

The Suzuki GSX-S 1000 F with touring-compatible residual comfort

Suzuki itself emphasizes that it does not want the F to be viewed as a sports tourer, and makes reference to its heritage as a clothed Power Naked. A motorbike that you can really let rip when riding on country roads on your own, in an upright sitting position, with sufficient wind protection – that’ll be the Suzuki GSX-S 1000 F. However, it offers nothing for an excursion as a couple, this much is clear with just one look at the delicate back end, which offers no space for luggage storage and offers the pillion rider something that could barely be called a seat at all. The advantage of the compact construction, focussing on single-rider driving, is obvious. The Suzuki weighs a slender 216 kilograms on the road, and this is reflected drastically in the handling. Likewise, in comparison to the BMW K 1300 S the GSX-S 1000 F is light on its feet, cornering in almost dance-like fashion, with a lust for the corners rather than perfect neutrality. As clearly towards the sports end of the sports-touring spectrum as the Suzuki may sit, it can be attested that it does offer touring-compatible residual comfort. It is certainly a very compact motorcycle, but the sitting position is upright and the knee angle open, allowing it to casually tear its way through the daytime stages. The cut short windscreen is thoroughly effective, directing the vast majority of the wind pressure away from the driver even at higher speeds, and otherwise provides for a turbulence-free airflow. Not bad – a quick motorway speed is doable The chassis works without any electronic bells and whistles: transparent, taut and honest. As if made for hunting on country roads, but not so uncompromising that it is shaking at the seals.

Again when it comes to drive performance the low weight of the Suzuki GSX-S 1000 F is very positively evident. This allows it to offset the considerable engine capacity advantage of the two others, remaining hot on the heels of the burly BMW and leaving the Honda bringing up the rear. Suzuki state 144 HP on the vehicle registration document, although the run on the test stand attests to a value of 158 horses. Not the first GSX-S 1000 to outperform its own specification, but clearly very much an outlier. The good manners of the engine, which essentially corresponds to the K5 generation GSX-R 1000 drive system, is pleasing. Sophisticated, low-vibration drive, a smooth clutch, a crisp gearbox with short gear shift travel – the GSX-S 1000 F represents the best of classic Japanese four-cylinder engine construction. The ABS and traction control are in keeping with the times, at and beyond the level of the BMW. There is just one thing that continually spoils the fun on the Suzuki: the harsh throttle response. Cocking the gun at the turning point is always acknowledged with a nasty jolt. If we had a free wish: please make a few finishing touches here, the GSX-S models have earned it.

Consumption of the sports tourers

The Suzuki GSX-S 1000 F consumes the least by some distance (4.6 litres, BMW 5.3 litres, Honda 5.4 litres), and thus has the longest range in spite of having the smallest tank. All in all it puts on a very good show and relegates the Honda VFR 1200 F to last place. The GSX-S 1000 F is an honest, grounded motorcycle – with a clear focus on crisp, country road fun, but nonetheless with a broad range of applications. It is a better touring bike than the Honda is a sports bike, and at a cheaper price. The strengths of the VFR, on the other hand, is its performance over long distances. It is a dignified motorbike that doesn’t create stress, but that really doesn’t want to be pushed either. We missed the sporty characteristics a little. Perhaps it is just the nature of things that strengths such as this carry more weight over several thousand kilometres than in test mode. Nonetheless, alongside the Suzuki the Honda seems strangely overly intellectual.

But at the end of the day the results are clearly in favour of the exceptional BMW K 1300 S. Snappy engine, great chassis, well thought out down to the finest detail, no real weaknesses – perhaps aside from the steep purchase price. It combines sportiness with suitability for travel and for everyday use – in a timeless manner. The K 1300 S thus also shows that the sports tourer has in no way lost its reason for being.

 

BMW K 1300 S, Honda VFR 1200 F and Suzuki GSX-S 1000 F put to the test – Detailed comparison

 

Cockpit

 

Brakes

 

Suitability for a pillion rider

 

End drive

 

Storage space

 

 

Test result

 

1st place: BMW K 1300 S with 746 points.

No doubt whatsoever, the BMW K 1300 S is the clear winner and scores points in practically every category. The engine and chassis achieve a happy medium between sports and touring. Granted it is expensive, but it is also versatile, competent and – in the “Motorsport” edition in particular – covetable.

2nd place: Suzuki GSX-S 1000 F with 705 points.

For the truly sporty solo excursion. It doesn’t want to be a sports tourer, but it is. And with the right accessories, it’s not a bad one at that. The Suzuki GSX-S 1000 F combined a high level of driving fun, with the precise required touch of residual comfort. An exceptional price/performance ratio!

3rd place: Honda VFR 1200 F with 703 points.

The Honda VFR 1200 F marks the touring end of the spectrum, although it is not entirely capable of asserting itself as a touring bike. It is of a high-quality build and offers exceptional technology, but put simply, it is just much too complicated.

 

Specifications and measured values

The four-cylinder engine in the BMW K 1300 S is an exhilarating sports engine, which isn’t bad for touring either. A linear power increase, almost always above 110 Nm, a fiery peak power – this is what confidence looks like. More than the peak power of the Honda VFR 1200 F, which is 12 HP off the mark, it is the torque dropouts below 5,000 rpm that are annoying. Only beyond 5,000 rpm does the engine gain momentum in a manner befitting of its status. Nonetheless, its pulsing running and smooth throttle response are pleasing. The Suzuki GSX-S 1000 F delivers a full 14 HP more than its factory specification, and is also by far the lightest in the field. On account of this and the comparatively short gear ratio, its engine capacity and torque disadvantage are of no consequence whatsoever. It goes pretty well in the lower range, then goes for it hard once again at around 7000 rpm and is the more free-revving.