BMW K 1600 GT and K 1600 GTL

It’s not often that a motorcycle press launch concludes under the stars. But then again, it’s not every day that you ride bikes like BMW Motorrad’s all-new six-cylinder tourers, the K 1600 GT and K 1600 GTL.

The duo, now on sale locally, are the first motorcycles to feature adaptive xenon headlight technology, which means there’s no guessing game -- the lights turn their beams around each bend in the road, giving you a better view of what's ahead.

The technology is quite complex and, in addition to a standard “pitch compensation” function in low beam mode, the adaptive headlight features a servo motor which guides a reflector mirror. The mirror is then turned on an axis to compensate for the angle of the bike, all for the purpose of “light being directed into the bend”.

I won’t delve more into the science of it, but here’s the rub: it’s a technology that works, and it’s not just about being a show pony. And when the adaptive headlights join forces with the LED fog lights on the GTL (standard fitment), it’s a light show par excellence and one that will reveal more than just a few of our furry roadside-dwelling friends.

The light show on the home straight put the final exclamation mark on the K 1600 press launch, which had alright reached great heights earlier in the day thanks to the union of the smooth-running 1649cc six-cylinder engine and the sheer composure that both bikes displayed in all situations, even on twisty tarmac.

The stylish K 1600s are just dripping with innovation and technology, which is where BMW is doing as well, if not eclipsing, every other manufacturer at the moment – Japanese, European or American. And being at the vanguard of originality not only puts the short-term runs on the board, but also sets up a company for long-term prosperity.

And the great thing about BMW’s latest releases is that there’s hardly a gap between intent and delivery on product, so there’s no real cause for disappointment. Happy days.

And that’s why the K1600s have already joined the R 1200 GS, F 800 GS and K 1300 R in my coterie of favourite BMWs – and that’s only after one day in the saddle.

BMW already has over seven decades of pedigree in its car division with six-cylinder technology, so we shouldn’t really be surprised that the engine it has wedged into the 1618mm wheelbase is such a winner.

The six-cylinder powerplant was first seen on the Concept 6 machine a few years ago, with BMW hinting that it wouldn’t be too long before it saw the light of day in volume production.

Well, it wasn’t a long wait, and now what we’ve got is an engine that weights 102.6kg (including the clutch, gearbox and alternator) and is just 560mm wide, with the compact construction and reduced width achieved by means of an undersquare 67.5mm to 72mm bore and stroke ratio. The effective distance between the cylinder sleeves is just 5mm, which means the engine is only slightly wider than many four-cylinder offerings.

That’s broken new ground, insofar as the engine certainly isn’t a behemoth and won’t wreak havoc with vital ingredients like weight distribution and handling, which is why the K 1600 is actually a very resourceful machine through the sinuous stuff.

If this conversation was happening 20 years ago, the six-cylinder engine may have been, err, more ‘prominent’ on the eye – and a lot more wide than a Boxer --  but not this one.

And overall it helps make the K 1600s seem less imposing on the eye than what you might expect. Sure, the K 1600s still have some presence, but are certainly not overpowering.

The engine has perfect primary balance, hence no requirement for balance shaft (a further weight saving), and like the K 1300 series the cylinders are titled forward 55 degrees. That helps to lower the centre of gravity and help with weight distribution.

BMW claims 160hp (118kW) at 7500rpm, with maximum torque of 175Nm at 5000rpm for the six-cylinder, with over 70 per cent of maximum torque available from 1500rpm. There are three riding modes to choose from: Rain, Road or Dynamic.

A raw analysis of the power-to-weight ratio certainly isn’t going to shine a golden light – the K 1600 GT is 319kg and the K 1600 GTL 348 – but that’s missing the point.

Instead, the engine is not all about being a brutal power player (although it does start pulsing pretty hard form above 4500rpm up to the 8500rpm redline) but instead the creamy rich flat torque curve makes it such an effortless and ultimately rewarding bike to ride.

The fly-by-wire, another first for BMW, and for a maiden offering it’s a real feather in the company’s cap. There’s absolutely no throttle lag and the connection to the shaft-driven rear wheel is beautifully consistent, irrespective of what position the throttle is in.

Actually, it’s hard to find any real discontent from the throttle to the rear wheel, other than the odd clunk in the gearbox and a follow-up groan from the maintenance-free Cardan shaft drive, which works in concert with BMW’s signature Paralever set-up.

The engine really is a turbine and, even when you put it into a short-term slumber on a partial throttle, it instantly jumps back into life when asked to engage in a more aggressive fight.

As expected, the gearing is quite tall on the K 1600s, which befits their touring focus. At 100km/h in top (sixth) gear, the tacho’s reading just under 3000rpm, at which speed the bikes will be sipping unleaded (minimum 95 RON) at around 4.5 litres per 100km.

Of the three riding modes, which can be changed on the fly, I spent most of the day in Dynamic, although it could have easily been Road as they both produce full torque. The only difference is the slightly more aggressive throttle response in Dynamic.

Rain, on the other hand, offers a flatter torque curve, which I personally found a little too doughy,  but it’s certainly by no means softcore and you could still eke out a comfortable existence if that’s all that was on offer.

The traction control works differently with each riding mode, and can be deactivated for “special purposes”. Perhaps not flat tracking, but there may be times when the K 1600s will have to head off road.

Both K 1600s are basically fully optioned, an includes an audio system (with preparation for a GPS device), sophisticated multi-controller with 5.7-inch TFT colour display, traction control, tyre pressure control, adaptive headlights, second generation electronic suspension adjustment, central locking (yes, you heard right) and an alarm system.

The K 1600 GT will be priced from $34,990, and the K 1600 GTL will be $36,990. The GTL also comes standard with LED fog lights.

The bikes’ differ in a few areas, including ergonomics, and a bigger screen and fuel tank on the GTL. Certainly enough differences to make them two bona-fide models in their own right, rather than the same bike with a different level of spec.

And their opposition is different too – the GTL’s primarily out to gate crash the Honda Goldwing party, while the GT is fighting on the Yamaha FJR1300, Honda ST1300 and Kawasaki 1400GTR front.

The GT has a small ‘V’ in its screen, whereas the GTL’s is a slightly higher design which I actually preferred. Both are electronically adjustable with a memory function.

The screens are faultless, keep turbulence to a minimum, and are tall enough that vision is never impeded. And of course, they are rock solid, and there’s none of that annoying windshield shuttering, even at high speed. I spent most of the day riding with my visor down.

For me, the gulf between the GT and GTL has to do with the ergonomics, or more specifically the ‘triangle’ – the relationship between the seat, bars and handlebars.

On that score, the GTL’s triangle is definitely more relaxed, starting with the 60mm lower seat height and more forward set pegs. The GTL is definitely more if a ‘sit-in’ bike, and I reckon it’s the more comfortable of the two.

But probably not so much for taller riders, who would find the distance between the seat and the pegs maybe a little tight.

Because the bikes are fully optioned, the only special equipment features (directly ex-works) are a high, single-section seat for the GTL, and a low 780 seat (780mm) for the GT.

The fairly high footpegs is one of the major reasons why the K 1600s have such good ground clearance – meaning the only cornering limitations are the ones placed by the bike and rider.

And I must say BMW has pulled off a masterstroke, as the K 1600s handle really well and manage to keep understeer to a minimum, which can sometimes be a curse on such big bikes which simply want to remain in a straight line.

The recipe is quite simple through the tight stuff: stick the bikes in third or fourth gear and just settle in for the ride as they track on the Superbike-sized 17-inch rubber.

It’s not as exhausting as you'd think, and I was particularly impressed with the rock solid front end, which remains composed over most surfaces – in  fact all. There’s just a lot more feel than I would have imagined, which was also nice when I was giving them a big handful of brakes.

The 320mm front rotors pack quite a punch, but that’s what you need when you’re drilling a bike through tight terrain.

Even two-up, the K 1600s didn’t appear to lose very little composure, which is a fillip for the second-generation electronic suspension (ESA II).

Like the riding modes, damping can also be changed on the fly for a choice between “Normal’, ‘Sport’ and ‘Comfort’. I tried Comfort on freeway, and it was like riding over pillows – sensational. After that, Normal and Sport became the modes of choice.

ESA II also adjusts preload (‘solo’, ‘solo’ with luggage’, or ‘with passenger and luggage’), so in effect there are nine different setting variations. Preload can only be adjusted when the bikes are at a standstill.

The instrument panel on the BMWs is all-inclusive, and the multi-controller to toggle through all the functions is user-friendly – after a couple of minutes everything is second nature.

Build quality is up there with the best, which is what you expect for such stylish bikes.

The K 1600s not only do luxury in the orthodox sense – great panel fit, lots of creature comforts, accessories aplenty – but at the same time they aren’t staid. Just all class.

Visit the K 1600 GT and K 1600 GTL in Bike Showroom.

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ENGINE
Type: Liquid-cooled, 24-valve, in-line six-cylinder
Capacity: 1649cc
Bore x stroke: 72.0mm x 67.5mm
Compression ratio: 12.2: 1
Fuel system: Electronic fuel injection
Emissions: Euro 3

TRANSMISSION
Type: Six-speed helical-toothed
Final drive: Shaft
Clutch: Wet

CHASSIS AND RUNNING GEAR
Frame type: Chill cast. Rear aluminium, extruded sections
Front suspension: Dual longitudinal control arm Wheel travel 115mm.
Rear suspension: Paralever. Wheel travel 135mm.
Front brakes: Dual 320mm discs with Brembo four-piston radial calipers.
Rear brake: 320mm disc with twin-piston Brembo caliper.
ABS: BMW Motorrad partial integral
Wheels: Aluminium -- front 3.50 x 17, rear 6.00 x 17
Tyres: Front 120/70-17, rear 180/55-17

DIMENSIONS AND CAPACITIES
Rake: Not given
Trail: 106.4mm
Claimed unladen weight, with 90 percent fuel: 319kg without panniers (348kg, including panniers and top case)
Seat height: 810-830mm, 780-800mm option (750mm, 780mm option)
Wheelbase: 1618mm
Ground clearance: Not given
Fuel capacity: 24 litres (26.5 litres)

PERFORMANCE
Claimed maximum power: 160.5hp (118kW) at 7750rpm
Claimed maximum torque: 175Nm at 5250rpm

OTHER STUFF
Price: $34,990 ($36,990)
Colours: Vermilion Red Metallic or Light Grey Metallic (Mineral Silver Metallic or Royal Blue Metallic)
Bikes supplied by: BMW Motorrad Australia
Warranty: 24 months, unlimited kilometres