2020 BMW K 1600 GTL Review

A lot has changed in the 10 years since the introduction of the BMW K 1600 GTL. Smartphones have taken over our lives, tech companies have become the new leviathans of industry, and technology is reshaping the world at a dizzying pace.

What does all this have to do with BMW's K 1600 GTL, you might ask? Well, for a bike that was introduced in 2011, and that has changed very little over the intervening years, you could well assume the model has lost some of its relevance – or has it?

I haven't thrown a leg over the BMW K 1600 GTL for several years. We'd put its sibling, the K 1600 Grand America, through its paces not too long ago – it was our Touring category winner on our bikesales Bike of the Year in both 2018 and 2019 – but it's been far longer between drinks for the model that kicked off BMW's in-line six-cylinder range. So first, a recap…

The BMW K 1600 GTL and K 1600 GT were first unveiled at the Intermot Show in Cologne, Germany, in mid-2010, with the pair hitting Australian showrooms a year later.

The new BMW touring flagship was a successor to the four-cylinder K 1200 LT, which reigned for over a decade but was wound up in 2009, and as a cutting-edge fusion of performance, luxury, and technology, the K 16 was worth the wait.

Since then, however, the K 16's evolution has been modest at best. A few more features (including a hill holder, a first for bikes) appeared on the BMW K 1600 GTL Elegance in 2014, while Euro-4 compliance and a few more feature tweaks appeared in 2017.

More recently, the model has received a reverse gear, adaptive turning lights, tyre pressure monitoring, and daylight running lights as standard items for the 2021 model year.

These days the BMW K 1600 GTL slots into a five-strong BMW touring range. It sits alongside the BMW K 1600 GT (slightly sportier geometry and ergonomics, no topbox), the K 1600 Grand America (a lower rear subframe, integrated panniers, a lower screen and different silencers), the BMW K 1600 B (essentially a bagger, on which the Grand America is based), and the BMW R 1250 RT (an entirely different model with BMW's boxer flat-twin engine).

Our model of the moment, the GTL, is priced from $43,890 ride away, while our test bike – in Option 719 Blue Planet Metallic Paint and with Option 719 Classic forged wheels, collectively worth $5300 – pushes that price to a heady $49,424 ride away.

Rivals? The closest is of course the Honda GL1800 Gold Wing (from $41,217 ride away) – another six-cylinder grand tourer, albeit with a flat six instead of an in-line six. Then you've got the American full dressers, like the Harley-Davidson Ultra Limited (from $41,995 ride away) and Indian Roadmaster (from $42,995 ride away).

So, let's take a look at this little fella. The 'little fella' tips the scales at 350kg (wet). It's still not the heaviest in this segment (the Honda Gold Wing Tour Premium, for example, weighs 383kg), but you really don't want to fall under the thing in a driveway mishap, all the same.

Fortunately the bike is more manageable thanks to features like a reverse gear (select neutral, hit 'R' on the left switchblock, then thumb the starter to crank the bike backwards) and hill-hold assist (which holds the bike in place on a slope until you move off). Add in a low centre of gravity, a super-light clutch action, a low 750mm seat height, and the silky smooth nature and prodigious grunt of the engine, and it's actually a lot easier to handle than you might think.

As it happens, this was the first bike I'd ridden in a couple of months since shoulder surgery. I had some apprehensions but they proved unfounded – even hauling the thing up on its centrestand wasn't a problem.

That in-line six-cylinder is a marvel. Canted so far forward it's almost lying down, it churns out 160hp and 175Nm, with a linear delivery and super-chunky torque curve that spells a heap of go pretty much anywhere in the rev range.

It's so smooth and refined, yet it can slingshot the behemoth from a standing start with furious pace, leaving the tin tops (and a good number of other motorcyclists) wondering how that barn-sized motorcycle just seemingly vanished.

Our testbike is positively bristling with features. There's electronic suspension adjustment, three ride modes, dynamic traction control, keyless staring, bi-direction quickshifter, electric screen, heated handlebar grips, heated seats (both rider and pillion), central locking for the panniers and topbox, LED fog lights, an adaptive xenon headlight (that actually alters its beam to look 'through' corners as the bike leans – neat!), a TFT instrument display and a comprehensive trip computer – the list goes on.

It's a lot to take in, but I reacquainted myself over the course of 1500 kilometres and a three-day run from Melbourne to the Snowy Mountains return. An annual gathering of bike journos in Dalgety was the raison d'etre, and the big Beemer was just the ticket for fast, comfy transport.

Between the topbox and the panniers there was a heap of space for my gear, and it was no drama to strap down a swag and tarp on the pillion seat.

The BMW K 1600 GTL just lopes along the highway, the big mill ticking over at 2800rpm at 100km/h, but twist the throttle and it storms away, readily executing fast overtakes.

But its biggest drawcard is its handling when you up the pace. The BMW K 1600 GTL was just brilliant along the tight sections of the Alpine Way, which is a thorough test for any sportsbike, let alone a big tourer.

Despite its weight and conservative steering geometry, the BMW K 1600 GTL readily tips on its ear to exploit its healthy cornering clearance. The donk's awesome grunt helps pick the beast up on corner exits and it remains composed and stable, even when powering out over bumpy surfaces.

BMW's Telelever front end is remarkable – it remains flat under hard brakes and it's possible to brake quite heavily into corners if you go in a little too hot. It just works.

The brakes are showing their age a little, however. They're entirely up to the job but the latest set-ups do deliver a bit more power and feel.

The ride modes (Rain/Road/Dynamic) and the suspension modes (Road/Dynamic for damping, and Solo/Solo plus luggage/Two-up for preload) are effective and easy to use.

The ride modes and damping setting can be changed on the fly, while preload settings must be changed when stationary. The various options each entail a tangible difference and add to the bike's ability and functionality.

While dynamically the BMW K 1600 GTL is just as good as it's ever been, the bike is it let down a little nowadays by its somewhat dated tech.

By modern standards, the TFT menu system is now a little clunky to operate and the display is fairly small.

It's crying out for a modern multimedia touchscreen system, which should incorporate Apple CarPlay and Android Auto. That would also address the bugbear of satellite navigation, which isn't a standard feature. Having to shell out another $1290 for BMW's Navigator VI is a bit rich these days, if you ask me.

And the dedicated glove compartment for your phone, complete with USB charging point, is too cramped for today's larger-format smartphones.

The stereo speakers work well enough when cruising around town but the wind noise means they're ineffective at any anything over say 70km/h. An owner would go down the helmet headset route because the system does have Bluetooth connectivity, but it's pretty limited – there's no audio streaming, for example.

In any case, for all the above reasons, a tech revision is due.

Long-haul comfort is exceptional – you can ride at 100km/h in a downpour and pretty much remain dry – and the upright ride position and superb seating mean you can crunch serious interstate distance.

The only detractor for me was the 750mm seat height. I'm pretty lanky – 6ft 2in (188cm) – and I wanted more legroom. Fortunately there are 780mm and 810mm seats also available.

Speaking of gripes, the fuel filler is one of those fiddly affairs where it seems to take ages to squeeze in the last litre. Fuel economy? Cruising down the highway delivered 5.7L/100km – not too bad given the weight and performance – while 'pushing on' in the mountains saw this climb to 7.3L/100km.

At a modest open-road pace you're looking at a safe range of around 430km from the 26.5lt tank.

A decade after its introduction, the BMW K 1600 GTL is still an incredibly capable and comfortable long-haul luxury tourer. But don't be fooled by its elegant, gentile exterior – it's also a rocket on a winding road, and can shame its fair share of far more sporting motorcycles.

The build quality is exceptional and dynamically it's superb, but at this price point, and in this segment, the omission of modern infotainment system will be a sticking point for some.

ENGINE
Type: Liquid-cooled, DOHC, 24-valve, four-stroke, in-line six-cylinder
Capacity: 1649cc
Bore and stroke: 72.0mm x 67.5mm
Compression Ratio: 12.2:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 160hp (118kW) at 7750rpm
Claimed maximum torque: 175Nm at 5250rpm

TRANSMISSION
Clutch type: Wet, multi-plate
Transmission type: Six-speed
Final drive: Shaft

CHASSIS AND RUNNING GEAR
Frame: Bridge type aluminium, engine as a stressed member
Front suspension: BMW Duolever, Electronic Suspension Adjustment
Rear suspension: BMW Paralever, Electronic Suspension Adjustment
Front brakes: Twin 320mm discs with four-piston calipers, ABS equipped
Rear brake: 320mm disc with twin-piston caliper, ABS equipped
Wheels: Cast alloy
Tyres: Bridgestone Battlax Sport Touring T30; 120/70ZR17 front, 190/55ZR17 rear

DIMENSIONS AND CAPACITIES
Claimed wet weight: 250kg
Seat height: 750mm (810/830mm and 780mm seats available)
Wheelbase: 1618mm
Rake: 27.8 degrees
Fuel capacity: 26.5 litres

OTHER STUFF
Price: $49,424 ride away (ex-NSW, as tested)
Colour: Manhattan Metallic, Black Storm Metallic, Pollux Metallic (Elegance variant only), Option 719 Blue Planet Metallic (as tested) or Option 719 Stardust Metallic
Warranty: 36 months/unlimited kilometres
Bike supplied by: BMW Motorrad Australia