It’s been a month since I traded in my Triumph Trophy for an orange and black BMW K1600GT that I dubbed “Orange Crush”. Since it’s my primary transportation I’ve ridden it every day—except for some rainy days here and there. So, I think I have a good handle on the good, and the bad of owning it.
I love the Triumph Trophy. I love the character and power of the motor. I love the handling. I love the electronics. I love the stereo, bluetooth, and iPod connectivity. In fact, I love everything about it. Oh, yeah, except its reliability. That isn’t very good at all, especially when the bike is your primary transportation. Indeed, for several months, my only transportation.
2013 BMW K1600GT Review
For years,I’ve been adamant that the R1200RT is the only BMW touring bike I’d be interested in owning. The I-4 powered K1300GT was uncomfortable, seemed sluggish at low revs, and, frankly, a bit ungainly compared to the RT. It was also a motorcycle line that was plagued by a number of niggling mechanical and fueling issues. It was certainly fast, but I was never impressed with it. I remember that after I put it through a ride test, my exact comment to the BMW rep when I got off the bike was, “Meh.”
Back in 2007, Kawasaki took the sport-touring world by storm with the introduction of the Concours 14. Ever since, it’s been the darling of the motorcycling press, and generally regarded as the king-hell sport-tourer. This year, though, BMW strikes back with the new bikes based on the 1600cc I-6 engine, and they’ve received rave reviews.
The thing is, when you ride a bike by itself, it often seems more impressive than it would by riding it side by side with something else with which to compare it. So, what would happen, and who would win, if some testers rode the Concours 14 and the K1600GT side by side? Well, thanks to Motorcycle.Com, we now know. They spent a couple of days riding the two machines side by side, and have written up their impressions, as well as providing some video.
We’ll get to the video down below. In the meantime, the key takeaway from this comparo is probably this:
Compared to the Kawasaki Concours 14, the K16 simply blows the doors off its Japanese counterpart from the word “go.” It’s astounding to say that the ZX-14 engine is weak by any means, but when stacked against this competition, the Kawasaki simply feels, well, slow.
The K1600GT is the motorcycle that made the Concours 14 seem slow. That says a lot right there. But there’s more. Apparently the K1600GT blew away the Kawi in several other areas, too.
Once above 5 mph, the GT changes direction with absolute fluidity and grace, though the K16 won’t be mistaken for an S1000RR in the weight department. That said, its linear steering and sporty chassis were a hit among both our testers, especially compared to the heavy-steering Kawasaki…
BMW claims the K16 (in both GT and GTL form) makes 70% of its available torque at just 1500 rpm. That’s quite a lot of power with the engine barely spinning. What that means in the real world is that no matter if you’re just leaving a stop or cruising on the highway in sixth gear at 80 mph, when the throttle is twisted, the Beemer moves…
Yes, only 123.4 horsepower. Dyno chart junkies might scoff at that number (especially compared to the Kawasaki’s 131.8 peak horsepower), but from the saddle the abundant amount of torque makes it easy to forget any horsepower disadvantage. What we didn’t expect, and what may be even more surprising, is just how smooth and well balanced the K16 engine really is. Propped up on the center stand and with the engine running, full-throttle blips produced no visual movement from the bike whatsoever. None….
ABS intervention from the BMW felt much less intrusive than the Kawi, to the point where you almost forget it’s working. It’s truly a step above where ABS technology was just a few years ago…Simply put, BMW has nailed the ABS on the K16…
We’ll just say it right now: we’re in love with the K1600GT as it does everything a sport-touring motorcycle should do, and it does it incredibly well.
Looks like BMW has a winner with their K1600-series bikes.
And now, video!
Motorcycle Daily joins the list of motojournalists who’ve tested the BMW K1600GT/GTL. They like it.
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Since BMW announced the new straight-6 K1600GT and K1600GTL models, they’ve become one of the most hotly-anticipated motorcycles of 2011. So much so, that BMW has announced that they will take pre-sale orders for them, starting today. All you have to do is go to the BMW web site and fill out this pre-sale form. Just so we’re clear, you’re entering the pre-sales program for a motorcycle that isn’t actually in production yet. They also have another form to fill out if you just want to receive updates about the bikes from BMW.
It takes quite a lot of confidence to start taking pre-sale orders for a bike you haven’t actually built yet, but it seems that BMW’s confidence is warranted. BMW Motorrad USA announced their 2010 sales results today. Somehow, in a year of economic recession, plunging motorcycle sales, and despite making about the highest-priced motorcycles one can buy, BMW did…good.
BMW Motorrad reported a 12.3% increase in motorcycle sales in 2010.
The German manufacturer shipped 98,047 units in 2010 compared to 87,306 motorcycles in 2009. BMW reported growth in almost every market including a 4% increase in the U.S. despite a double-digit downturn for the industry.
Leading the sales charge for BMW was the S1000RR, their new–and conventional–literbike, which sold 10209 units to become BMW’s highest-selling model.
BMW has unveiled their new 6-cylinder touring motorcycles at INTERMOT, and also came up with a dedicated micro-site. The site is chock full of details on the new bikes, as well as the first official photographs, shown in the thumbnails below.
The BMW K1600GT will replace the current K1300GT, while the K1600GTL will replace the current K1200LT. The new model seems like a huge step up for both bikes. Interestingly, the GT model now integrates a stereo system, something which was only available on the R1200RT and K1200LT, but was not available for the GT model at all.
The rather irritating flash site presents lots of information about the bikes, in frustratingly tiny pieces. Among the available information is the following:
Engine output 160 HP at approx. 7500 rpm and a maximum torque of approx 129 ft-lbs at approx. 5000 rpm. Over 70% of maximum torque available from 1500 rpm.
Three drive modes to choose from (“Rain”, “Road”, “Dynamic”).
Traction control DTC (Dynamic Traction Control) for maximum safety when accelerating (optional extra).
Electronic Suspension Adjustment ESA II for optimum adaptation to all uses and load states (optional extra).
World premiere for a motorcycle: Adaptive Headlight (optional extra) in conjunction with standard xenon headlamp and lighting rings for increased safety at night.
Integrated operating concept for the first time with Multi-Controller, TFT color screen and menu guidance.
The instrument panel based on digital technology comprises a speedometer and tachometer as well as an information display which takes the form of a powerfully lit 5.7-inch colour monitor. This display enables user-friendly presentation of text and graphics over several lines.The information unit is operated using the Multi-Controller. As a component of the integrated operating concept it is placed ergonomically favourably on the left handlebar grip. Unlike individual operating keys, this set-up means that the rider does not have to take his eyes off the road.
Audio system with preparation for navigation device and controllable interface for iPod, MP3, USB, Bluetooth and satellite radio (only USA and Canada) (standard in the K 1600 GTL). BMW Motorrad Navigator IV available as a special accessory is also integrated in the vehicle electrical system directly ex works. This means that the most important functions such as zoom or voice command repetition can be operated conveniently from the handlebars using the Multi-Controller.
Innovative design with outstanding wind and weather protection.
K 1600 GTL with very comfortable, relaxed ergonomics set-up for long trips with pillion passenger as well as luxury touring features.
With a total width of just 22″, the engine is only slightly wider than a current large-volume 4-cylinder in-line engine. In order to keep the width as low as possible, the electrical ancillary units and their drive units were moved behind the crankshaft into the free space above the gearbox. The ideal concentration of masses at the center of the vehicle makes for an optimum center of gravity and outstanding handling. The engine of the K 1600 models is about 3.9″ narrower than all 6-cylinder in-line engines previously used in serial motorcycle production. This makes the engine not only the most compact but also the lightest 6-cylinder in-line engine for a serial production motorcycle, weighing just 226 lbs.
When the rider activates the free-moving clutch lever, torque is transmitted from the crankshaft to a self-energising 10-disc wet clutch with anti-hopping function via a straight-toothed primary drive – so as to ensure that the high level of force is delivered gently.
Obviously, there’s much more there, but you get the idea. If you’re like me, your only question now is, “When can I ride it?”
BMW has announced two new motorcycles built on a brand new Inline-6 powerplant. The K1600GT will presumably replace the K1300GT, while the K1600GTL will replace the K1200LT.
The powerplant is definitely the atttraction on these bikes. Weighing in at only 226 lbs, the motor puts out 160HP at 7,500 RPM and…wait for it…129 lb/ft of torque at 5,000 RPM. BMW also indicates that over 70% of maximum torque will be available from 1,500 rpm. So, right from a standing start, we’re talking 90 lb/ft of torque. That’s arm-wrenching acceleration worthy of a literbike. Indeed, compare and contrast to the 193 HP S1000RR, whose maximum torque is 83 lb/ft at 9,750 RPM.
Alas, there are no pictures of the bikes from BMW yet, except for a couple of crappy concept drawings that I’m uninterested in showing, as they are probably more misleading than accurate.
But from the specs, it looks like a monster power-tourer, with about 5 more horsepower hitting the ground at the rear wheel, and 27 lb/ft more torque than the current power king of sport-tourers, the Kawasaki Concours14.
The only remaining question will be how much it’ll set back your wallet to acquire the Beemer.