I had the opportunity to demo-ride a 2009 BMW K1300GT at the BMW-Duc dealership in Fort Collins for a couple of days, while I was getting some PM done on my ‘99 RT. I had demoed a K1300S from the same dealership previously (read my review here), this was my chance to get acquainted with other bikes in the BMW stable. What follows are my impressions of this steed:

(1) Size. Not too bad. Tipping the scales at about 620 lbs wet, this is an average sized mount. The saddle height was very reasonable, again a nice change from the sky-high saddle height of the RT which forces this 32″ inseam fellow to barely be able to get the balls of my feet down on both sides. Stock saddlebags and a good sized pillon seat turn this bike into a capable weekend getaway machine. Guys doing long cross-countries, particularly with l’esposa, may want to look to the larger RT for more space, a larger chassis, and more bells and whistles like an intercom system.

(2) Body position. Still cranked over compared to the larger tourers, the GT featured adjustable handlebars that would allow one to hunch over, practically fetal, to sitting up ramrod-straight, just by breaking out an allen wrench. Feet are still directly underneath the rider in class BMW style, so road pegs for the long trips are de rigeur.

(3) Controls. Reasonably wide handlebars give a good feel and permit firm confident control through turns. Instrument suite was pretty much the same as that found on the S, where one can toggle through outside air temp, fuel remaining, fuel economy, range, and oil temp. The GT comes standard with cruise control–a must for distance riders–but I found the switchology for the cruise counter-intuitive and the switches themselves felt fragile. Same with the Japanese style turn signals. Ick. Also a design in common with the S, I hope they go away in future incarnations. Moreover, the turn signal switch was chintzy feeling, something I would dislike greatly if I’m shelling out $22,000+ (ouch) for a bike. Bike comes stock with ESA II, which permits on-the-fly adjustment of the suspension. Other pluses include adjustable windscreen, seat heat, and heated grips. Yahoo.

(4) Performance. Same displacement engine as the S, but less HP due to a different intake box and exhaust system that robs it of a little power. The bike also weighs in at 75 more pounds than the S, so while I found the power margin to be healthy, I found the power deficit relative to the S to be significant. Result: going full-open on the throttle on the interstate was fun, but not as deliciously fun-factored as on the S.

The GT was extremely stable going through turns, very much a confident and tolerant and forgiving cornerer. The narrow front tire gave me some unnerving wobble on the lightly grooved concrete going into Wyoming, which I didn’t appreciate. Fuel economy was great; the GT sipped gas at the rate of approx 44 MPG while doing the speed limit and taking 20 knots in the face, giving the chassis an “apparent” speed of close to 100 mph. No real buffeting was felt at this speed, and the fairing and the adjustable windscreen conspired to keep it fairly quiet.

(5) Shifting. Thumbs down. Same as the S. Gears too short. I started out in second from intersections, shift up to third and wish I had gone straight to fourth. Six speed tranny, so that was nice.

(6) Brakes. This girl slows down like you wouldn’t believe. Grab a fistful of brake lever and stomp on the rear brake pedal, you’ll damn near jerk to a stop with nary a chatter from the ABS. Good stuff there.

Overall: I assess this bike as a sport-bike “plus”, kinda like the FJR, its closest competitor and a bike that has its own dedicated and enthusiastic following. It deftly splits the middle between its eat-your-lunch 1300S stablemate and a larger, more bells-and-whistles RT or luxo-cruiser ‘Wingnut wannabe LT. It comes stock with some extra baggage for distance riding, but not really built for long-distance touring. So while the GT is technically a “sport tourer”, it’s more “sport” than “tour”, so plan accordingly.