Test: BMW K 1600 GTL
This is no longer futurism, this is no longer a utopia, this is already a gift for some. I have too good memories and ridicule at the mention of ABS. “Oh, we riders don’t need that,” laughed the boys, who turned on the gas on their RR bikes and rubbed their knees on the asphalt on the Postojna ridges. Today, we can have ABS on any modern scooter or motorcycle, yes, even on supersport bikes. Rear wheel traction control under acceleration, until recently an exclusive privilege for MotoGP and superbike riders, is now available in the Modern Motorcycles package.
In 15 years of testing these and other motorcycles, I realized that it is never, but never really worth laughing at what someone in the industry is preparing as a novelty. And BMW is one of those who always cook something. I don't know, maybe they found out about it back in the late XNUMX's when they registered the GS with boxer engine for the Paris to Dakar race. Everyone laughed at them, saying that they were taking it to the wasteland, and today it is one of the best-selling motorcycles in Europe!
But leaving the R 1200 GS aside, this time the focus is on a completely new bike that goes by the names K, 1600 and GTL. Anything on motorcycles with a white and blue badge on a K means it has four or more rows in a row. The figure, of course, means the volume, which (more precisely) is 1.649 cubic centimeters of working volume. It goes without saying that this GTL is the most luxurious version of a two-wheeler. Moto tourism par excellence. The newcomer fills a gap it filled in after the departure of the 1.200 cubic foot LT, which was sort of the answer to Honda's Gold Wing. Well, Honda went ahead, made real changes, and BMW had to do something new if it wanted to compete with the Japanese.
Thus, this GTL competes with the Gold Wing, but after the first kilometers and especially the turns, it became clear that now it is a completely new dimension. The bike is easy to ride and has no reverse gear, but you may need it, but not necessarily, because with 348 kilograms and a full tank of fuel, it is not that heavy again. Above all, it quickly stands out in the “winding driving” category. I will not say that it is ideal for a serpentine configuration, since it is more suitable for this than any other, say, the R 1200 GS, which I mentioned in the introduction, but compared to the same category where, in addition to Honda, you could put Harley's Electro Glide is no longer in this competition, but far ahead. When moving, it is responsive, predictable, undemanding and very precise when you set it to the desired line. But this is only part of a broader package.
The engine is just great, narrow, like a sporty Japanese four-cylinder, but six in a row. This is not the case, as it is the smallest in-line six-cylinder engine in the world. This one squeezes out 160 "horses" that are not wild and not spewed by fire, but daring long-distance runners. Surely BMW could squeeze a lot more out of this design, perhaps just by typing another program into the computer, but then we will lose what makes this engine so great about this bike. I'm talking about flexibility, about torque. Wow, when you try this, you ask yourself if I need four more or. five gears. I only need the first one to start, the clutch engages well and the transmission follows the left foot commands smoothly. A bit worried about the volume, when I am not the most accurate, and even without comments.
But once the bike is started, and once you get to the roundabout where the limit is 50 km/h, there is no need to downshift, just open the throttle and hum, continuous and soft, like oil flowing where you want. . . No need to add clutch without knocking. Of all the features, this one surprised me the most. And the six-cylinder of a pair of exhausts with three outlets sings so beautifully that the sound itself beckons to new adventures. The flexibility of the engine with 175 Nm of torque at a good 5.000 rpm is the basis on which the whole bike works as a great sport and touring package.
I could write a novel about comfort, I just have no comments. Seat, driving position and wind protection, which of course can be adjusted in height at the touch of a button. The driver can even choose whether to ride in the wind or with the wind in his hair.
The real highlight, the realization that something complex is actually simple, is the rotary knob on the left side of the handlebar, which of course came to motorcycles from BMW's automotive solutions, how to give the rider easy, fast and therefore safe access to the information on the corner is a smaller big screen TV. Whether it's checking the amount of fuel, the temperature, or choosing your favorite radio item. If you ride it paired with an open jet helmet, both driver and passenger will enjoy the music.
Everything the bike offers to the passenger puts it in a place where others can pick up a meter or a measuring hand and learn what the BMW trick is. Has an excellent seat, back and handle (heated). You can be big or small, you can always find the perfect position, if nothing else, thanks to the flexibility of the seat. And when it gets cold in your ass, you just turn on the heated seat and lever.
Playing with the settings also allows for pause. This is a typical BMW invention with a double system at the front and a parallelepiped at the rear. The front and rear center dampers are controlled by ESA II, which is electronically controlled suspension. It is easy to choose between different settings at the touch of a button. Interestingly, the suspension behaves better when the bike is loaded. In particular, the rear shock absorbs poor contact with the asphalt much better when two roads collide together, through a pothole or a lying cop.
When testing performance at full throttle in sixth gear, I also thought how to comment on the fact that it doesn't hit 300 km/h because it goes really well up to 200, maybe up to 220 km/h if you a more durable variety, and you need to transport the German "autobahns" as soon as possible. But with the GTL you don't have to go crazy with more than 200 km / h, there is no fun here. Twists, mountain passes, countryside rides with music playing from the speakers and a rested body when you reach your destination. Traveling half of Europe with her is not a feat at all, this is what needs to be done, they created it for this.
Finally, a comment on the price. Wow, this is really expensive! The base model costs € 22.950. Predrag? Then don't buy.
text: Petr Kavčič, photo: Aleš Pavletič
Face to face - Matevzh Hribar
The GTL is without a doubt a commendable traveler. This was also confirmed by a friend of Dare, one of the first to buy the K 1200 LT ten years ago: on the way to Lubel, I quit my job (with the permission of the BMW bike agent, of course, so no one would suspect that we are renting test bikes!) ) a new cruise ship. He was impressed with the handling and, above all, the huge headroom! I recommend watching a very funny video: help yourself with a QR code or Google: the search box "Dare, Ljubelj and BMW K 1600 GTL" will give the correct result.
To be a little more critical, though: I'm concerned that the new K, with cruise control, can't drive straight when we lower the steering wheel. It goes against the grain of reason and CPP, but it still doesn't work! Secondly, the reaction to the throttle when maneuvering at low speeds is unnatural, artificial, so we advise you not to touch the throttle, as there is enough torque at idle and you will not notice it while driving. Third: The USB stick needs to be rebooted every time the key is turned.
Test motorcycle accessories:
Safety package (adjustable headlight, DTC, RDC, LED lights, ESA, central locking, alarm): 2.269 euros
Basic data
Base model price: 22950 €
Test model cost: 25219 €
Technical information
engine: in-line six-cylinder, four-stroke, liquid-cooled, 1.649 cm3, electronic fuel injection Ø 52
Power: 118 kW (160,5 km) at 7.750 rpm
Torque: 175 Nm at 5.250 rpm
Energy transfer: hydraulic clutch, 6-speed gearbox, propeller shaft
Frame: light cast iron
brakes: front two reels Ø 320 mm, radially mounted four-piston calipers, rear reels Ø 320 mm, two-piston calipers
Suspension: front double wishbone, 125mm travel, rear single swing arm, single shock, 135mm travel
Tires: 120/70 ZR 17, 190/55 ZR 17
Growth: 750 - 780 mm
Fuel tank: 26,5
Wheelbase: 1.618 mm
Weight: 348 kg
We praise and reproach
appearance
comfort
workmanship
exceptional engine
Equipment
safety
customization and flexibility
outstanding traveler
brakes
clear and informative control panel
price
the gearbox does not allow inaccurate shifts
