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• Model upgrade for the luxury tourer
• The six-cylinder accelerates as smooth as butter
• The aisles can be quilted almost seamlessly
• Amazingly sleek despite its weight
• What’s new about the 2017 BMW K 1600 GT?
• Technical data BMW K 1600 GT
• Offers used BMW K 1600 GT

BMW motorcycle

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BMW K 1600 GT

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Almost like in a car: large instrument panel with TFT display and prominent GT logo

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Almost like automatic: a shift assistant makes shifting an experience

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To be on the safe side: first motorcycle with an emergency call system – under the SOS flap on the handlebars

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To be on the safe side: The reverse gear of the 340 kilo tourer is driven by the electric starter via a flexible shaft

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BMW K 1600 GT.

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BMW K 1600 GT.

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BMW K 1600 GT.

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BMW K 1600 GT.

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BMW K 1600 GT.

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BMW K 1600 GT.

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BMW K 1600 GT.

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BMW K 1600 GT.

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BMW K 1600 GT.

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BMW K 1600 GT.

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BMW K 1600 GT.

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BMW K 1600 GT.

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BMW K 1600 GT.

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BMW K 1600 GT in the driving report

Model upgrade for the luxury tourer

If you look at the 1000 point rating, the BMW K 1600 GT is the best machine ever tested by MOTORRAD. Now the six-cylinder luxury tourer gets some facelift – and a reverse gear.

As wrote MOTORRAD shortly before the start of series production of the BMW K 1600 GT in 2011? The Bavarian tourer does not have a make-up mirror or an embarrassing reverse gear. And now? An imaginary hand pushes the luxury liner backwards out of the rising parking space. Embarrassing? Would it have been better to ask a few passers-by for a shoving hand in such a situation. One alone would hardly have been enough. Because it is important to move something. The luxury liner weighed 343 kilograms in the latest MOTORRAD test. 60 kilos more than an R 1200 RT and 90 kilos more than a truly not slim R 1200 GS. In this respect: the end justifies the means. From model year 2017 onwards, the vehicle will no longer be pushed, but driven. Electric.

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BMW K 1600 GT in the driving report
Model upgrade for the luxury tourer

Reversing aid fits the new BMW K 1600 GT

With the engine running, press the “R” switch on the left end of the handlebar and press the starter button – and the electric starter drives the reverse gear in the gearbox via a flexible shaft. The electric motor can maneuver the monster up and backwards up the slope at a moderate triple speed up to a seven percent gradient. And to be honest, the reversing aid, which incidentally costs 910 euros, fits the dream ship on two wheels. Six cylinders, 160 PS, never less than 120 Newton meters of torque, plus full electrical installation with Dynamic ESA, lean angle-dependent traction control, cornering ABS, cornering lights and, as the first motorcycle ever, with the emergency call system that will be mandatory for all cars from 2018 eCall (surcharge 300 euros) – with this all-inclusive package, the rolling luxury cabin clears away. To this day, the BMW K 1600 GT shines as the best graduate of the 1000-point test by MOTORRAD.

The six-cylinder accelerates as smooth as butter

Their only weaknesses: a relatively hard throttle response and a somewhat clumsy, relatively loud transmission.
And now? Obviously, the people of Munich cleaned up the electrical box of the six-pack. The six-cylinder BMW K 1600 GT now accelerates as smooth as butter. You can literally feel how carefully the servomotor implements the commands of the e-throttle. He cannot even be provoked by deliberately tearing the gas open with a gross engine, but instead picks up speed in a controlled and controlled manner. In the standard situation – braking, rolling into the bend, accelerating again at the apex – the electronics even intervene subtly, increasing the speed a little in the rolling phase in order to smooth out the transition from pushing to pulling operation. You can feel it – and it works.

The aisles can be quilted almost seamlessly

The six-pack can always afford the restrained appearance. Because even from idle, i.e. just 1,000 revs, the six still pushes ahead tremendously with the power of its gigantic mountain of torque and is now even better educated than before. The Rain mode, which is limited to 153 hp, but above all is even more gentle to work, will be needed in the very rarest of cases in the future. In contrast to the shift assistant, which was adapted for the first time for the six-cylinder. Because not only applies to the BMW K 1600 GT: Anyone who has got used to the buddies in the engine room – which costs 410 euros extra for the BMW – no longer wants to drive without it. The gears can be quilted almost seamlessly and even convey a certain experience value with a little slap when upshifting and an automatic throttle kick when downshifting. The only thing that remains unchanged is the mechanically uncritical but audible gear shift when the gear is engaged and the gearshift that is relatively uncomfortable to operate.

Amazingly sleek despite its weight

That being said, there is hardly any need to switch anyway. The flagship, which costs up to 27,000 euros in full regalia, glides powerfully and magnificently over the streets, bounces with the now standard, semi-active Dynamic ESA in the top comfort league, and despite its 190 rear tire, 1,618 millimeter wheelbase and its many pounds, is surprisingly sleek bend around the corners. Only on the track would you want the higher windshield of the basic version instead of the 70 millimeter low windshield of the “Sport” and thus better protection against the self-inflicted storm. And: the BMW K 1600 GT still does not have a make-up mirror.

What’s new about the 2017 BMW K 1600 GT?

engine

Euro 4 homologated (mapping and catalysts changed, activated carbon filter tank ventilation)

landing gear

Dynamic ESA as standard

miscellaneous

Shift assistant (surcharge)
Reversing aid (surcharge)
Instruments revised optically
Facing and wind deflector visually revised

Technical data BMW K 1600 GT

BMW K 1600 GT

engine

Water-cooled six-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, injection, 6 x Ø 52 mm, regulated catalytic converter, 580 W alternator, 12 V / 19 Ah battery, hydraulically operated multi-disc oil bath clutch ( Anti-hopping), six-speed gearbox, cardan, secondary gear ratio 2.750.
Bore x stroke: 72.0 x 67.5 mm
Displacement: 1649 cc
Compression ratio: 12.2: 1
Rated capacity: 118.0 kW (160 hp) at 7,750 rpm
Max. Torque: 175 Nm at 5,250 rpm

landing gear

Bridge frame made of aluminum, double longitudinal control arm made of aluminum, electronically adjustable spring base and damping, two-jointed single-sided swing arm made of aluminum, central spring strut with lever system, electronically adjustable spring base and damping, double disc brake at the front, Ø 320 mm, four-piston fixed calliper, disc brake at the rear, Ø 320 mm, two-piston Fixed caliper, traction control, partially integral brake system, ABS.
Cast aluminum wheels: 3.50 x 17; 6.00 x 17
Tires: 120/70 ZR 17; 190/55 ZR 17

Dimensions + weights

Wheelbase 1618 mm, steering head angle 62.2 degrees, caster 106 mm, spring travel f / r 115/135 mm, seat height 810–830 mm, empty weight 319 kg, permissible total weight 540 kg, tank capacity / reserve 24.0 / 4.0 liters.
Guarantee: two years
Colours: Red, black blue (sport version)
Price / additional costs: 22,050 / 390 euros

Offers used BMW K 1600 GT

1000PS marketplace app

The prices of used BMW K1600GT remain high.

The demand for luxury cruisers like the BMW K 1600 GT is comparatively low, which is noticeable on the motorcycle market. The selection is smaller than with cheaper alternatives and the used prices are high. Here is a current price comparison of used BMW K 1600 GT: used BMW K1600GT in Germany.

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