BMW K 1600 GTL motorcycle test

Menus

• Sports lounge
• Discovery
• In the saddle
• In the city
• Motorway and expressways
• Departmental
• Part-cycle
• Braking
• Comfort / Duo
• Consumption
• Conclusion

Sports lounge

Since 2011, the German manufacturer has combined superlatives with its six-cylinder flagship, the BMW K 1600 GT. As much in mechanics and technology as in approval, the Munichoise is talking about it, It also evokes some rare models having proposed this engine architecture. Thus, Kawasaki Z 1300 or Honda CBX 1000 also carried a heart with 6 ventricles. Now, only the Honda GL 1800 Goldwing offers this architecture but in an opposite flat configuration.

Two models of K 1600 are available. The GTL is theoretically the pantry version of the GT model. The pilot’s position is intended to be more relaxed, even more conducive to long-distance travel. However, this is the only concession to a sportiness that only asks to be expressed..

Discovery

Externally, the GTL differs from its sister only by the adoption of a top case furnished with passenger support elements. We will also note the addition of some chrome parts: deflectors of the side shoulders and their blade supporting the BMW logo, trims of the cases and bar ends. Apart from these points, we find the whole sporty design of the GT, a style which contrasts all the more with the plumpness of this comfort version. Racy, the clean lines of the K 1600 GTL sign a plastic where velocity dominates. Angles and curves blend with elegance, forming multiple surfaces but perfectly adjusted. Under the electrically adjustable windshield, memory and anti-pinch function, two ultra-light magnesium shells support the upper part of the fairing and lights.

This optic is a major element of the personality of the "K16". Taking the circular design of those of the brand’s sedans, the blue position lights frame a remarkable optional headlight. This element called "adaptive directional lighting" comprises a xenon projection module, orientable and with reflective mirror. Attitude sensors on the front and rear suspension provide the data required to continuously adjust the beam range. Adapting to the load, it initializes on each start-up. The reflector mirror, static as standard, is joined here by a servomotor transforming it into a mobile mirror. Depending on the angle taken, the reflector rotates around an axis and compensates for the roll angle, registering the beam in the bend … Efficient and unique on the market, this technology, in addition to safety, provides high-tech touch to optics.

The German clearly defines new road standards. A care of the front panel from which Yamaha was able to draw inspiration from its new FJR 1300 AS, highlighting the optics of diodes in a bluish rimmel and also placing, by way of indicators, a ramp of LEDs on the edge of the sides. Those of the BMW are also clearly visible in profile. The prominent line of the tank, of 26.5 liters (+2.5 than that of the GT) is less flattering but guarantees an even better autonomy. On these opulent shapes rests an equally generous one-piece saddle. The passenger seat forms an imposing backrest for the pilot and stretches between the grab handles. The comfort of the accompanying person is optimized by the high padded backrest formed by the top case. This accommodates two full-face helmets (apart from a Roof that is too high) and is equipped with very useful interior lighting. The integration of the electric cable connecting it to the machine is less successful.

Made of extruded aluminum profiles, the rear loop also accommodates two large profiled and waterproof cases, remarkably integrated into the line of the machine. A modular integral helmet takes place without worries in each. Perfectly finished and ergonomic, these three chests can also carry your groceries, thus offering an additional possibility of clearing the road under the pretext of bringing back food…. Don’t forget to come back.

The centralized opening / closing of all this luggage is operated either by the remote control, or on the handlebars, or, more conventionally, by key. Finally, their disassembly / reassembly is very simple and their use just as pleasant..

All this harness is based on the imposing aluminum perimeter frame, cast in the shell, receiving the new multicylinder block. The sides open their lower fairings on these wide entrails stamped with the number 6. Strongly inclined forwards to lower the center of gravity as well as possible and extremely compact, the new engine is barely wider than the previous 4 in line of the K 1300 Its titanium-colored aluminum housings combine their color with that of the plates and the frame. Set at 120 °, the crankshaft is a part weighing only 12.9 kg. Its rotation drives, by chain, the waltz of the 24 valves (!) Housed in the cylinder heads. These house assembled camshafts. The advantage over cast and tempered elements lies mainly in the weight reduction (1 kg). Super square, the bore / stroke ratio of 72 / 67.5 is not extreme, allowing sharp revs while preserving torque. The power delivered by the Bavarian Cathedral is 160 hp. (118kW) at 7,750 rpm and torque of 17.8 mkg at 5,250 revolutions. To power the ogre, the control of the central injection throttle, with a diameter of 52 millimeters, is of the ride-by-wire type. The system thus makes it possible to manage three engine maps: Dynamic, Road and Rain. The latter smooths the power curve from 4000 rpm and modulates the engine force. In road mode, we benefit from the best performance / comfort / efficiency ratio while Dynamic gives free rein to mechanical exuberance.

Six collectors capture the ample breath of the 1,649 m3 and flow into two long silencer in chromed steel (satin finish for the GT) of oval section, the ends of which reveal 3 orifices each. Almost hidden by its flutes, the final transmission is provided by a shaft and cardan shaft housed in the usual single-sided arm. Likewise, at the front, there is a Duolever fork dear to BMW. Also assisted by chips, the damping calls on the ESA. Three pre-settings Comfort, Normal, Sport are modulated in preload on 4 levels: solo, solo-luggage, duo, duo-luggage.
The full-type ABS braking is entrusted to 4-piston radial calipers and a 2-piston element for the rear. The K 1600 GTL optionally comes with DTC (Dynamic Traction Control), an anti-skid system comparing the speed of rotation of the front wheel and the rear wheel and taking into account the angle of inclination of the motorcycle. And that’s just a taste of the electronics waiting in the cockpit.

In the saddle

The extremely comfortable crew seat is 750mm as standard (800mm on GT). As an option, it can be adjusted from 780 to 800 mm or 810 mm to 830 mm. Of course, the saddle is heated and can be adjusted independently on 5 levels. The driving position is all about comfort. Footrests forward and down, handlebars retracted complete the driver’s seat in the machine. The passenger footpegs would have deserved to be further removed from those of the pilot. Depending on the position of one or the other, discomfort can occur. We will appreciate more the two storage boxes with central locking. One will receive iPhone, iPod or USB key to enhance your excursions with your music.
The design of the forged aluminum handlebars as well as its finish are remarkable as is the streamlined shape of the hydraulic jars. The contactor has an electronic immobilizer (EWS). Extremely complete and modern, the dashboard nevertheless incorporates two classic counters: tachometer and engine speed. But the traveler from Munich offers a large TFT screen in a central position with a plethora of information. In short, the ergonomics are structured as follows: on the left side, one of the three engine mapping modes (dynamic, road and rain), the gear indicator engaged and the temperature and fuel gauges. Right side, the selected ESA system suspension mode as well as one of the 9 items of information chosen from the Info menu, such as range, exterior temperature or tire pressure (RDC).
The selected audio program is displayed in the center, as well as the setting of one of the 4 main menus accessible by pressing the dedicated button on the left stalk: Settings, Info, ESA, Heating. You can then navigate, using the multi-directional wheel, in the available subdivisions. Thus, the Settings menu gives access, when stopped only, to multiple user functions, vehicle, time, date and DTC intervention level.

Finally, the lower part of the screen displays the time, the odometer and one of the two partial. Other windows are reserved for more common pictograms and information (ABS, indicators, etc.). If you can find your way around the most obvious information quickly enough, it is sometimes difficult to navigate the intricacies of the software. The whole, however, offers good readability, day and night. On a daily basis, the excessively large gap between the two analog elements is a little painful. Also, avoid polarized glasses with these liquid crystal dashboards. Depending on your glasses, they may become illegible.

In the city

The starter quickly unleashes a short burst and a sharp breath shoots out from the vast entrails of the German. The engine speed is instantly balanced and whistles its specific melody, quickly disturbed by the sharp click of the gearbox. Sound, stiff, the selection is definitely not the strong point of the K 1600s. On the other hand, the electronic throttle grip is precise and makes the engine react to the slightest request..
The 348 kg in running order vanish from the first turns of the wheel, carried away by the vigor of the six cylinders and the surprising liveliness of the chassis. Assured of almost limitless flexibility, based on the 4th or 5th gear, we calmly tackle the vagaries of everyday urban life. Progress at extreme idle, less than 1000 RPM and 20 km / h, or necessary brisk acceleration, the block of the K 1600 GTL impresses with its availability. Practical, the cruise control, once energized and available from 50 km / h in third gear, protects you from unpleasant surprises on the main roads. Calm and pleasure…. between the walls, the Bavaroise is a cozy living room. However, the transmission still punctuates jerks, but less than during the GT test, the go-around.
Handy, the size of the GTL still allows it to interface without too much discomfort. The road is particularly lively, slaloming with ease in traffic. Difficult to imagine at first glance, this German superlative is handled with the tips of the gloves. Although quite long, a standard route allows it to turn around without maneuvering or setting foot on the ground. Mistrust, however. When stopped, the laws of physics quickly come back. The contrast is also surprising. Putting the BMW on its central support then requires a little involvement and becomes impossible if the ground is not level..

Motorway and expressways

Annoying in town, the whistle of the multi-cylinder becomes more hoarse in the towers and becomes metallic roaring, taking up the unmatched mechanical melody of the group on the propeller. From 3000 revolutions, the thrust is "Kollossale" but without violence and does not weaken until around 8000 revolutions. Due to a turbulence generator top case, the K 1600 GTL is limited to 230 km / h. What it achieves very easily, stalling its speed at nearly 7,000 rpm. At the legal motorway, the German whistles half as fast in imperturbable comfort. Behind the bubble in the high position, little eddies reach the pilot and hardly more the passenger. A true hymn to trips for two. Excellent heading hold, absence of vibration, you can then cruise without fatigue at a good pace, and for a long time, on the handlebars of the Bavarian flagship.
The block of my test machine seemed more dynamic to me than its GT counterpart. This illogicality seems to me due to a "suspicious" restriction. The 106 hp were to be accompanied by some reinforcements. Given the good provisions of the hexacylinders, we will continue the sportivo-luxury experience on the secondary network.

Departmental

So let’s explore the three engine maps. In the Rain position, power and torque are delivered smoothly, following more linear curves, ensuring constant operating flexibility. In Road mode, the engine is fully expressed and the Dynamic selection allows for even more lively mechanical reactions. Parameter to be associated with the suspension system managed electronically by ESA 2, adjustable according to the 6 values ​​already described. The Comfort mode is particularly flexible, not recommended with a committed piloting. On the other hand, the Road setting is ideal for most situations, offering an effective compromise between finesse of handling and comfort. Approval that the Sport mode logically loses in favor of increased performance. It is the latter that should be chosen in the ferrule to follow the teasing roadster.
Tackling curves, the K 1600 GTL really lets go after 3,000 revolutions / minute. She then reveals a face of a sassy lady 1000 laps higher. The bends seem to spring to the face, further highlighting the dynamics of the chassis. Sitting on the corner with surprising naturalness, the German roadster shows unfailing rigor and steering. Its rigidity and chassis balance make it twirl around a curve with very little inertia.
The ground clearance, even more limited than on the GT version, moderates the angle taken. However, the pace is then already substantial for a machine of such size.
We will compensate for this point by an unusual stimulus capacity. 70% of the torque is available from 1,500 rpm but the machine develops 17.5 m / kg of maximum torque at 5,250 rpm. The K 1600 GT takes its crew with a rare amplitude. All the more so if you stay in intermediate gears, riding the crest of the torque line. The Metzeler Roadtec Z8 Interact withstand mechanical wraths without flinching and contribute to the GT’s flawless handling. On the other hand, their longevity will probably be limited..
Full ABS braking offers both power and progressiveness, in perfect harmony with the performance and specific features of the machine. In addition, the grip of the levers on the angle produces no parasitic reaction, even in an emergency situation. Neutral, the GTL allows lively driving while remaining healthy at all times.

Part-cycle

The liveliness of such a machine is surprising, as is the neutrality of its behavior. Merit goes to the front axle with Duolever system, fork made up of two rigid arms associated with a combined spring / central shock absorber. The rigidity of the frame is also excellent and the whole collects the most violent mass transfers without the machine breaking up. Only the operation of the gimbal, at reduced speed, remains surprisingly sound.

Braking

Neutrality again for the ABS handset. Angle braking, emergency or simple control … the on-board system guarantees transparent, long-lasting and highly efficient operation. Coupled braking makes it possible, by using the rear control alone, to finely manage urban developments.

Comfort / Duo

Comfort and protection are in the spotlight. Dedicated to long journeys, the pilot and passenger saddles are real cushions. Leg flexion and body position are optimized for comfort. The accompanying person is even better received on this version featuring the top case with backrest, and extended saddle. His seat heats up at his command, and his position behind the pilot is ideal: not too high, not too far behind. By adopting the Rain engine mapping, the revivals, softened, participate in the approval in duo.

Consumption

Achieving an average of 6.3 L / 100 km while evolving at a good pace and mixed driving, the K 1600 GTL is sober. The additional capacity of the container, combined with the low rpm of the multi-cylinder block, ensures long, comfortable stages. At a stabilized speed, we can thus descend without difficulty to 5.5 L / 100 km. Not bad for such an imposing liner ….

Conclusion

Current road summum, the GTL still raises the reception and comfort services a little without losing many of its dynamic qualities. Only its even more substantial weight logically alters an enviable balance sheet. Maxi-roader with sporty genes, the Munich-based driver mixes genres brilliantly. What sets it apart from a Honda Goldwing 1800 and its smooth flat 6 cylinder engine. If the latter offers incomparable comfort, its performance on the road remains linked to it. On the contrary, the Bavarian knows, like her sister GT, how to transcend her personality thanks to the breathtaking dynamic pleasure of her six-cylinder..
The German also returns nearly € 10,000 to the Japanese. Priced at € 22,350 excluding options, the K 1600 GTL is closer, in concept, to the new Yamaha FJR 1300 AS, asking € 19,499. Re-modernized, the Japanese, however, offers less studied ergonomics and less perfect wind protection. However, its robotic box is a masterpiece of pleasure. Finally, at Kawasaki, the 1400 GTR ABS, homogeneous and equipped with appreciable driving aids is priced at 17,499 €. But without piloted suspensions or high-end luggage.
At the top of the road hierarchy, the K 1600 GTL elegantly combines mechanical art with that of comfort. Its attractive engine architecture is not for nothing in its success, nor its homogeneity. Deprived of major arguments, the competition struggles to oppose the diva from across the Rhine. BMW has been able to revolutionize a segment that is competitive, even making it quickly forget its previous four-cylinder maxi-roaders. A compendium of German know-how, the luxury cruiser traces a new route for lovers of dynamic luxury.

Strong points

• Engine torque and availability
• Part-cycle
• Technology
• Consumption
• Comfort
• Sound
• Loading capacity

Weak points

• Dry and sound selection
• Gimbal jerks

The K 1600 GTL technical sheet

The opinions in the opinions and tests for the K 1600 GTL

Competitors: Honda Golwing 1800, Kawasaki GTR 1400, Yamaha FJR 1300

Related articles

• BMW K 1600 GT motorcycle test

  Luxury cruise missile. By developing its in-line 4-cylinder engine, as innovative as it is efficient, the German manufacturer had revolutionized a sector…

• Suzuki Hayabusa motorcycle test

  High speed phoenix (valid for its tester after a high-side) 4 cylinders in line, 1,340 cm3, 190 hp, 150 Nm, 264 kg, Euro5, 18,499 euros Hayabusa…. this…

• Yamaha Tracer 9 and Tracer 9 GT motorcycle test

  Cross-country sprinters 3 cylinders in line, 889 cm3, 119 hp and 93 Nm, 213 kg full made, from 11,499 euros Road trail, sport-touring, road … the names…

• BMW R 1200 RT motorcycle test

  The way of Reason Teutonne Without going back to the genesis of the 30-year-old RT (Reise-Tourer) lineage, this road model sees its modern lineage dating…

• BMW R 1200 R Classic motorcycle test

  Retro kaiserin for modern fun 1923: BMW markets its first R 32s … This 18th letter of the alphabet will henceforth be used to name the machines powered…

• BMW S1000RR motorcycle test in full

  New generation mutant At the end of 2009, a German UFO fell in the small world of hyper sports cars: BMW upset the segment with its S 1000 RR. Unexpected…

• Kawasaki Ninja 1000 SX motorcycle test

  Compromise without compromise 4 cylinders of 1,043 cm3, 142 hp and 111 Nm, 235 kg, from 14,349 euros In 2010, Kawasaki presented its first Z1000SX, a…

• Triumph Tiger 1050 motorcycle test

  A 4-day trial over 1,100 km The Triumph Tiger had taken a sacred look of old over the years, especially compared to the new Varadero and VStrom, despite…

• Honda NC 700 X motorcycle test

  Transgenic camel Discovered at the Milan Motor Show, the Honda range is enriched with a new range of 3 midsize machines, available on the same chassis…

• Honda GoldWing GL1800 DCT motorcycle test

  An armchair for two, luxury cruise, Mobile lounge 6 cylinders flat, 1,833 cm3, 126 hp and 170 Nm, Tour and standard version (bagger), from € 27,899 to €…