BMW K1600GTL test: an exceptional K !
With the new K1600GTL, BMW is shaking up the standards of the luxury road motorcycle category: powered by an incredible in-line six-cylinder, the new German GT also offers surprisingly efficient handling.. First try.
Technical update on the BMW K1600GTL
The centerpiece of the K 1600 series, the 1,649 cc inline six-cylinder develops 160.5 hp at 7,750 rpm, 175 Nm of torque at 5,250 rpm and claims the title of the over 1000 cc series engine on the lighter (102.6 kg) ever.
To achieve such performance, Munich’s engine manufacturers called on the skills of their automotive service counterparts who have been designing six-cylinder engines for over 70 years..
BMW has contained its engine block dimensions to 555mm, thanks to a slightly supersquare bore-to-stroke ratio (72 * 67.9mm) and reducing the gap between each liner to just 5mm. Similarly, the peripheral electrical components (the alternator in particular) have been moved to the rear of the crankshaft and the three shafts of the gearbox are superimposed.
The German manufacturer has also taken care of the gas exchange thanks to generous valves (29 mm for the admission, 24.8 mm for the exhaust) which result from the camshafts of new construction: the cams are "fitted" on the tree to save weight. For the same reason, the cylinder head cover, as well as the clutch cover, are made of magnesium..
Sequential injection BMW Motor Steuerung X combines modernity and versatility thanks to three selectable maps on the handlebars (Rain, Road or Dynamic), while the Ride-by-wire throttle (without cable) is designed to ensure optimal power control.
Satisfied with the performance of its block, BMW announces that it has limited rotations to 8,500 rpm maximum, even if the mechanics would support "significantly higher speeds", assure the engineers.
However, the search for raw power (160 hp all the same!) Has not been neglected, as shown by the high compression ratio of 12.2: 1. Tracing the slightest superfluous kilo, the engine manufacturers have opted for a integrated dry-sump lubrication system: the K1600 thus dispenses with an oil tank, which has a positive influence on the balance.
Corollary effect: the crankcase is lower in height, which – added to the absence of an oil tank – makes it possible to place the "six-legged" lower in the chassis and therefore to concentrate the masses as close as possible to the center of gravity.
As for the oil cooler, it is placed in the fairing, below the headlight, to better benefit from the air flow. Manual control of the oil level is also unnecessary, because an electric sensor is responsible for informing the pilot. Those who are more reserved about the benefits of technology can be reassured: BMW has still retained an accessible gauge cap !
On the other hand, do-it-yourselfers are invited to find another vocation: the tool kit under the rider’s seat comes down to a simple screwdriver! The fuses and the battery are however particularly accessible in this space where it is not possible to store effects..
Cycle part and transmission
If the engine of the K1600GTL turns out to be as innovative as it is pleasant, the dynamic behavior of this 348 kg dry motorcycle (with suitcases and top case) is just as worthy of interest..
By grinding their brains to succeed in containing the masses and above all in perfectly balancing them (52% at the front and 48% at the rear), the chassis managers have managed to develop a motorcycle that enjoys maneuverability and ” unsuspected agility given its generous dimensions: 1618 mm of wheelbase, 106.4 mm of trail and 2489 mm of total length.
To contain the weight and ensure impeccable stability, BMW has opted for an aluminum perimeter main frame that weighs only 16 kg. The rear part, a welded structure made of extruded and rectangular profiles, weighs 4 kg.
Associated with the "traditional" and efficient Duolever type suspensions at the front and Paralever at the rear (electronically adjustable with the ESA II option), this frame with flawless welds offers rigor and ease of driving unmatched in this segment..
Braking is provided by two 320mm discs at the front – actuated by radially mounted four-piston calipers – and a single 320mm disc at the rear (two-piston caliper).
Extremely powerful and surprisingly biting, the braking is associated with a combined ABS of formidable efficiency: BMW specifies that an additional pressure sensor is incorporated in the hydraulic unit of the ABS, which allows a finer management of the forces..
The stacked gearbox is controlled by a hydraulically actuated, wet multi-plate clutch that includes an effective (but responsive) anti-ditch function. The assembly is connected to a final transmission by cardan shaft.
Directly attached to the frame, the Paralever is cast in aluminum for weight reasons, while the torque reduction link passes over the single-sided arm. Finally, power and torque are transmitted to the ground via a 190/55/17 rear tire (120/70/17 at the front).
Technology … optional
In addition to efficient optional traction control, the K1600GTL can also be equipped with a sophisticated adaptive directional lighting system, responsible for increasing the efficiency of the standard xenon lighting system and regulation of the beam range..
This device, unheard of on a two-wheeler, measures the angle of the motorcycle thanks to the angle sensors of the DTC and compensates both the dive, but also the angle of inclination of the beam..
This truly stunning option in action (the headlight beam remains straight in all conditions and gradually shifts towards the inside of the curve) works by means of a servomotor which controls the orientation of the reflecting mirror. Depending on the angle taken, the reflector rotates and compensates for the roll angle.
In the end, such sophistication naturally leads to the use of numerous electronic units: in total, the BMW K1600GT and K1600GTL have fourteen, interconnected between them. !
Related articles
-
BMW K1600GT test: Grand- Tourisme at the bottom of six ! Reducing the BMW K1600GT to a slightly less luxurious and bulky version of its statutory sister…
-
All Tests – S1000RR 2015 Test: BMW is still throttling! – S1000RR 2015: MNC technical update
S1000RR 2015 test: BMW remains throttle ! When it was launched in 2009, the BMW S1000RR sent Japanese references to waltz thanks to its nasty 4-cylinder…
-
Africa Twin 2016 test: Honda takes over from the desert Basically, a trail is a motorcycle that is easy to handle and comfortable on all terrains. Honda…
-
2017 Suzuki GSX- R1000R review: the beauty of Gex Driven by the most recent hypersport motorcycles for lack of developments in the last ten years or so,…
-
Road – Test Yamaha FJR1300 AS 2013: electronic facelift – Technical update Yamaha FJR 1300 AS 2013
Yamaha FJR1300 AS 2013 test: electronic facelift By equipping the FJR1300AS with the latest technological refinements, Yamaha has achieved a double blow:…
-
Yamaha R1 and R1M 2015 test: with or without M, we like ! Yamaha’s brand new sports bike is currently landing in French dealerships. But it was on the…
-
2017 Kawasaki Z1000SX review: a super bike for the road Kawasaki is taking advantage of the changeover to Euro 4 to refine its Z1000SX on many fronts:…
-
2013 Kawasaki ZX-6R 636 review: a super Karrement Supersport ! Take a Kawasaki ZX-6R and increase its displacement to 636 cc to boost its mid-range. Add…
-
All Tests – 2013 R1200GS Test: BMW has no shortage of air! – Technical update BMW R 1200 GS 2013
2013 R1200GS test: BMW does not lack air ! Monster of balance and efficiency, the BMW R 1200 GS ruthlessly dominates the category of maxi-trail type…
-
Hypermotard 2013 test: the Italian renaissance Ducati is offering a brand new Hypermotard in 2013. 821 cc liquid-cooled engine, new chassis , advanced…