When I heard that BMW was starting to develop a six-cylinder luxury tourer, I immediately imagined a comfortable, vibration-free, and at the same time absolutely characterless means of transportation, but I was wrong. Of course, there are no positive aspects, but the character of the BMW K1600GT is absolutely individual and tough, like that of a real German. The sound of the engine is very reminiscent of cars from this manufacturer.
The 21st century promotes a philosophy of comfort, and BMW also keeps up with the times - everything here is controlled using buttons and new technologies so that a person puts a minimum of effort into fulfilling his desires. A whole manual could be written about the advanced motorcycle system, in addition to the “Operating Instructions”, but, nevertheless, it is quite simple to understand the controls.
Maneuverability
The weight is quite bulky - 295 kg dry, although this is not noticeable when driving. There is a good, if not perfect, balance throughout the model:
- location of the footrests;
- saddle height;
- convenient accelerator settings;
- soft clutch mode.
All this contributes to the easy maneuverability of the BMW K1600GT sport. Also, the weight and size are absolutely not noticeable if you gain good speed.
As far as I know, this is due to the low center of gravity and fairly sharp steering geometry, which is unexpected for a touring model. Even while riding on a mountain serpentine, I had to make a minimum of effort to change the trajectory of movement. This is very convenient when the driver and vehicle are a well-coordinated team. The correct setting of the brakes with ABS as standard also adds confidence.
Engine
This is the most important advantage of the motorcycle, and quite impressive - a six-cylinder 160-horsepower liquid-cooled engine, which was the first of its type for motorcycles from the BMW manufacturer. Thanks to these parameters, my tourist easily accelerates from almost idle, and in top gear. The manufacturer indicates that 70% of the torque (125 Nm) is available from 1500 rpm. That is, the first five gears can be used already at the start, if desired. Just be prepared for a strong wind blow due to the massive windshield here. By the way, the “windbreaker” also has its advantages. For example, the top is cut in the middle, which allows for a good view. If desired, this and other parts can be replaced and the motorcycle can be tuned, but I wanted to check the ride in its original form straight from the assembly line.
The first 200 km/h is very easy even with a stroller. Then, encountering wind resistance, acceleration begins to weaken a little, but you can still reach the 240 km/h mark. And if you lower the windshield and bend down, you can push it up to 260 km/h. I drove at a speed of 220 km/h without any discomfort.
The BMW K1600GT engine is equipped with several modes.
- Rain. As the name implies, it is necessary for wet asphalt. By the way, it was also needed when driving along a road strewn with diesel stains.
- Road. Considered medium mode. Works well with the Comfort mode of the ESA system.
- Dynamic. Gives the most acute response to gas.
To select a new mode, you must depress the clutch and release the gas. This is a kind of “foolproof” from the manufacturer. Moreover, you need to squeeze it with your whole hand, to the maximum, so that the second microswitch located on the handle works.
I also really liked the fuel consumption of this BMW - one might say, below average, even if you travel with a sidecar. For example, in a day I covered 300 km, and on different roads, not only city ones. Acceleration often reached 220 km/h. As a result, in the evening I received information from the on-board computer about the average fuel consumption of 6.1 liters per 100 km. That is, my 24 liter tank will be enough for 400 km.
BMW K1600GT
The best is the enemy of the good, isn’t that what people say? It seems to be so, however... yes, without any however - it is so! So why did I take him for the test?
I'll start with the shortcomings. Why exactly from them, you will understand later. So:
- Weight. 350 curb weight versus RT which (I write from memory) is 274 kg.
- The sound of the engine.
- This is not a motorcycle.
- Short windshield, sports type. Remove the nafig, install comfort!
- Twice I almost choked on saliva during acceleration, but there was no first aid kit or panic button! You can die for nothing.
- Exhaust sound. Change immediately to some Remus, they sound much better!
- The wind protection (not counting the windshield) burned my arms and neck while I was testing it. But it’s not realistic to ride in the trigger.
Devices. Well, there are not many differences from RT, just in the details. But overall, 1 to 1. Slightly in other places...
Only after sitting on it and starting the engine, I did not understand whether I had started the engine or not. Apparently the helmet has very good sound insulation.
The standard exhaust at idle, and up to 3 thousand, is simply inaudible. Complete absence of vibrations! No, you don’t understand, I’ll repeat it again. THIS MOTORCYCLE HAS NO ENGINE VIBRATIONS. You can’t feel them literally anywhere! I’m surprised, delighted... It’s clear that the design of the engine is like this, and so on blah blah blah... but a cool tricycle, how is it?
I couldn’t get going, but because it’s not clear what’s wrong with the speed, the skin doesn’t feel it, and everything is acoustically comfortable. After the RT, which wobbles and behaves like a motorcycle, the GT is a solid damper.
Shape, size, ergonomics - everything is the same as in RT and in some places more convenient.
To be honest, I was afraid of him. Well, because it’s healthy, heavy, etc. And I took RT for the test first because I was afraid of the K1600; it seemed like a monster. Well, now I understand that this is not so.
How does it steer?
Ooooh gentlemen and ladies, the steering is exemplary. Despite the fact that I included mass as a minus, it is also a BIG plus. RT - bicycle. It’s as if he’s in the middle of nowhere, but here it’s pure pleasure from maneuvering. We sang with him, we are in the same weight category.
Dynamics.
At first he seemed lethargic, nothing. Well, it goes somehow, but not the way I'm used to. It doesn't crash, the sound doesn't bother you. I rolled into it for about fifteen minutes, and then I understood how to handle it so that it would be okay. First of all, minu is weight. I repeat, yes, due to the large mass, acceleration does not seem to be acceleration. He is so smooth, like a barge. But if you look at the speedometer needle more often, and also try to unscrew it (after 4K revolutions the blood pressure starts), it starts to feel so bad... I can’t describe it in words.
As a result, a mini summary. He's damn fast. And you can use this speed in a VERY wide range of revolutions, in each gear. This is extremely comfortable and convenient. The motor pulls like a locomotive in almost any range, and after four it doesn’t just pull, it shoots.
Urban maneuvering.
I got the feeling that the 1600 and RT are 1:1 in size. I felt familiar in the gaps, it turns much more pleasantly, I think again the mass is to blame, and shifting it and putting it into turns is an incomparable pleasure. Who said that a tourist is puff, puff, puff, puff... gurgle, pshshhhh... take it, try how a tourist behaves.
The infection is beautiful from all sides.
Brakes.
There is nothing to write about them. This is a BMW, it brakes like a standard. Dot.
Controls and cockpit.
Why a separate paragraph, because it is almost identical to RT?
And that's why I want to highlight the mirrors. They are in their places, exactly on the horizon line and are always accessible to peripheral vision. In RT they are a little lower, and although they are still conveniently located, but in GT they are more convenient, safer, I would say. Although it is a matter of habit. And yes, Harley also had them on top, but they stood in such a way that the view in them was blocked by my body and shoulders, and nothing could be done about it. There was no review... but here, ah... it’s premium in Africa too.
The look of angel eyes is simpler; in RT it is much more aggressive. IMHO
Well, in conclusion. General provisions...
It took me a long time to gather the strength to take him for a ride. There are a million reasons why you shouldn't do this. But I decided to do it anyway and now I don’t regret it.
I got it to use for six hours. I picked it up at nine and was supposed to return it at three. The mileage during the test was 250 kilometers. The salon employee was so kind that he filled the tank completely free of charge.
Do I want such a motorcycle? Well, of course I want to. This car, as I already wrote, is in my weight category. He and I sang together. He is exactly what I want from a tourist.
Is it better than RT-shki? Well, of course it’s better, what kind of questions. The truth is sometimes worse. If a rider for RT can be light and generally not very tall. And he will cope with its control without any problems. And RT is more pliable in this matter, it steers like a bicycle. Then for the 1600th you need a big and heavy guy. Otherwise, don’t expect to be united with this beautiful horse; it will be very difficult to ride him.
And most importantly, wasn’t I going to change the RT to 1600 in an hour? Well, of course I got ready, otherwise it wouldn’t have been me. However, there are rumors that there will be an update to the K line soon, so I will be waiting for it. And when they are updated, then I will replace RT with the 1600th elephant.
Very harmonious. Very.
Let's go over the pros, let this be a postscript :
- Weight. We sang and, as I wrote above, it turned out that it was my size.
- Engine. It's something with something. I tried to get under way with the second one, but it’s crazy!
- Engine sound. Just the engine, not the exhaust. Everyone has probably heard what an airplane turbine sounds like. Well, you know, the K1600GT sounds the same!
- Ergonomics, MIRRORS!
- Landing. By the way, it turned out that it is more comfortable to sit on it than on the RT. Surprised.
- Seats! I don’t know what they are made of, but they feel great to the touch! And my butt was really comfortable. They are softer than the RT ones and the skin there (old dermantine) is apparently soaked in seven lye, soft like a baby’s bottom. This is comfort!
I forgot to write a lot of things. I didn't pay attention to something. If you have any questions, don't hesitate. Ask. I'll give you a hint and answer if I can.
Hi all.
Bye bye…
Suspension
The second-generation ESA suspension features a custom electronic variable control system. There are several modes that allow you to change not only the spring preload depending on the load, but also the damping characteristics.
- Sport. Ideal for good roads where you can choose the optimal speed.
- Normal. Suitable for city driving and South African roads with poor quality surfaces.
- Comfort. Best used on highways for high speed traffic. My personal impressions are that the BMW K1600GT 2017 perfectly smoothes out all minor irregularities.
It is very convenient that you can change these modes right on the go; for this purpose, a special button is installed at the left handle of the steering wheel. As far as I know, the anti-dive function is considered one of the favorite functions of the Germans, and it is this function that is implemented in the electronic suspension capabilities for driver comfort. The DTC traction control system is also available as an option. The brake and clutch also have adjustable levers.
BMW K 1600 updates for 2022
Visually, the updated BMW K 1600 models for 2022 are not much different from their previous versions. In terms of aesthetics, the updates included a more laconic windshield, the headlights became significantly smaller, and in addition, the antenna disappeared from the front fairing, now built into the cladding.
On the technical side, the BMW K 1600 series received: engine modifications to comply with Euro 5, a six-axis inertia measuring device, a new generation of Dynamic ESA electronic suspensions and a 10.25-inch TFT instrument panel display.
The famous 1649 cc inline six of the BMW K 1600 series received a new ECU, two knock sensors and two additional lambda probes. According to BMW, these modifications allow for more optimal control of the ignition timing and the use of a wider range of octane fuel levels. Four lambdas (two still in the exhaust manifolds and two new ones after the catalysts) will provide a more accurate measurement of residual oxygen in the exhaust gases, allowing the ECU to create an optimized mixture and control ignition timing for maximum fuel combustion efficiency.
This has resulted in lower emissions to meet Euro 5 requirements and, according to BMW, improved engine performance. Thus, the previous figure of peak power of 160 hp is now achieved at 6750 rpm, and not at 7750 rpm, as before, and peak torque is now 180 Nm at 5250 rpm - versus 175 at the same speed in the previous version.
BMW K 1600
The new six-axis inertia measuring device from Bosch and the MSR system ensure precise dosing of thrust. MSR is essentially an electronic slipper clutch combined with traction control and engine braking control - aka traction control. The MSR measures both wheel speeds and, using information from the inertia measuring device about the motorcycle's position, speed and acceleration, determines a safe amount of rear wheel slip. For example, when downshifting, MSR opens the throttle slightly (adds more throttle) to smooth out the downshift shock and prevent wheel spin. In Road and Rain riding modes, MSR ensures maximum bike stability, while in Dynamic, the system is slightly more tolerant of slight rear wheel slip.
In addition, a six-axis inertia measurement device is required on the K 1600 series motorcycles to operate the “new generation” Dynamic ESA - electronic suspension control system. This system automatically adjusts the damping of the front Duolever suspension and rear monoshock, optimizing ride comfort and stability on the road, including cornering.
In previous versions, adaptive headlights were an option on BMW K 1600 series models, but in the 2022 version, the entire family will receive a new all-LED adaptive headlight as standard. The headlights maintain a horizontal position of the beam of light when tilted, thereby improving the illumination of the road when turning. The new headlights provide an inclination of the light beam up to 35 degrees, unlike the previous version, which worked up to 24 degrees, and in addition, they raise and lower the beam by 2 degrees, compensating for acceleration and braking. New lighting technology with a “slant” configuration replaced the round headlights of the previous version. It has nine LEDs in the low beam unit, and four more are used for high beam.
Behind the fairing of the BMW K 1600 is a digital full-color 10.25-inch TFT display, replacing the analogue instrument panel of previous versions - the same one BMW now installs on most of its touring models. The wide display screen allows you to use different configurations for displaying parameters - for example, in addition to the actual dashboard numbers, you can display a navigation map on it in split-screen mode.
The luxury BMW K 1600 GTL and Grand America models are equipped as standard with the new BMW Sound System 2.0, and it is available as an option for the K 1600 GT and K 1600 B. Audio 2.0 features bass boost, midrange and voice boost and balanced profiles, as well as a studio profile optimized for outdoor listening. According to BMW, the new audio system provides an extremely flexible sound architecture with a wide range even at high speeds. A one-year subscription to SiriusXM Satellite Radio is also included with the purchase of a motorcycle equipped with Audio 2.0.
Audio system
The audio system here is standard. The AUX output was located in the lower right glove compartment, and there was also a slot for the phone, lined with a foam rubber insert. Very comfortable, the smartphone fit snugly, did not dangle or scratch. Easily connected and enjoyed your favorite tracks prepared in advance for the trip.
The sound quality is solid, but certainly far from audiophile-quality. Probably the fact is that the speakers are located outdoors and exposed to any weather conditions. However, at speeds of 80-100 km/h it is heard normally. The front panel has two tweeters, and there are also two main speakers. A worthy set that is not present in every car. The receiver's reception in the mountains is poor, but this is not such a significant drawback as to warrant leaving negative reviews.
The navigator is also displayed on columns. It is mounted on the dashboard and can be pulled out with just one button press. It is very convenient when you need to leave the motorcycle outside, for example, to go to the store.
BMW K 1600 colors for 2022
The 2022 BMW K 1600 GT is available in Black Storm Metallic and white, blue and red “sport” colors. The base 2022 K 1600 GT is priced at $23,895, with a premium GT Option 719 available in Mineral White Metallic with an optional brown saddle with diamond stitching.
The 2022 BMW K 1600 GTL is available in standard Black Storm Metallic and exclusive Gravity Blue Metallic, and has a base price of $26,895. The premium Option 719 is finished in Mineral White Metallic.
The 2022 BMW K 1600 B is available in standard Black Storm and exclusive Manhattan Metallic Matt colors, and is priced at a base price of $22,545. The premium version of Option 719 Midnight is painted in Meteoric Dust II Metallic with “galactic” graphics made using aquaprint technology - when the graphics are printed on a special substrate, which is transferred to the surface of the water in the form of a thin film, and then the element and the film are immersed in this water transferred onto it without stretching or creasing, and then secured with a layer of two-component clear varnish.
The 2022 BMW K 1600 Grand America comes in the same colors as its base K 1600 B, including Option 719 Midnight. Technically, the K 1600 Grand America is considered an option package for version B, including a central pannier, 2.0 acoustics, platforms and a higher windshield. The basic BMW K 1600 Grand America will cost $27,745.
Glove compartments
Installed very comfortably at the level of the shins on the right and left sides. It’s impossible to get into them on the go, and why would that be necessary? It will work at a traffic light. To gain access, all I had to do was bend over slightly and extend my hand. To open and close the glove compartments, you need to press the lid with your fingers. The side cases are also locked with a central lock, which comes with an alarm remote control. That is, by pressing just one button you can close everything.
There are quite comfortable handles for the passenger to hold on to, but the ribs of the side trims and panniers, which rest unpleasantly against the calves, are a little in the way. The seat is adjustable for both, as is the heating.
Electronics
Also worth noting on the front of the BMW K1600GT is the ergonomic arrangement of buttons on the remote controls. With the help of two thumbs, I was able to reach everything except the cruise control: emergency lights, mode switching, heating, etc. But special honor should be given to the creators of the navigation wheel button, which is used to control the information and settings menu. Without being distracted from the road, you can adjust the volume, FM station selection and many other parameters, including data from the on-board computer. The only inconvenience is that after selecting a value, the system cannot return to the previous page. That is, when you want to adjust the selection, you will need to scroll through the menu again using the wheel.
I also want to pay attention to the mirrors. They are so small for such a unit that they look a little funny, but, nevertheless, the visibility in them is excellent, although I read different reviews before purchasing.
A separate conversation about light. A long-range xenon spotlight removes all restrictions in choosing the time of day. No additional lights are needed. The position of the headlight beam can also be adjusted using buttons.
Good afternoon again, dear site visitors. Because I try to actively travel on my motorcycle, I began to receive a lot of questions, a la: “How reliable is it?” “Don’t you get tired on it?” “How much does it cost to maintain?” And so on…
Therefore, I think a short review about this moped is overdue. As always, I will be impartial, because I very easily admit mistakes and if something really was wrong, I certainly won’t hide it... Also, at least when I was thinking about buying, the reviews on YouTube were of course about my unit, but to be honest , I got the impression that people themselves saw this motorcycle 1.5 times and a review from a person who decided to quickly film a story about the new GTL in order to hype up the slugger and earn a few lloys on the channel and a review from a person who rode a motorcycle for well over 30k km will be very different... believe me. I repeat, this is my personal impression, maybe the reviewers I watched were really professionals in their field, but I didn’t really believe it...
When I bought equipment, I actually doubted for a long time what to buy. Hesitated between:
Kawasaki GTR 1400
Honda VFR 1200
Yamaha FJR 1300
I’ll say right away that we were talking only about the latest modifications of technology. And BMW wasn’t even on this list. I'm serious. Why? Yes, due to the inadequate price for this device (at the time of writing this post, 2.2 million can easily be paid for a new “dumbbell” straight from the showroom. But I initially thought of “keeping within” the budget of 500k wooden ones for a used copy. I scoured the forums , read about the sores, rode and sat on some... If you rely on reviews from “experts from motorcycle magazines” and other things, then kava, as a rule, is put in first place due to the “very good engine and chassis,” and then the rest share the places...
I also had an additional filter - I expected to travel more than one, so the comfort of the 2nd room was not a secondary issue for me. If you look purely at this indicator, then there are not many motorcycles left that fully satisfy this indicator - golda (well, where would we be without it), dumbbell (just my version) and all sorts of chopper-shaped ones (probably, I didn’t dive deeply into this segment). Based on the fact that I don’t really have a passion for choppers (I just recently got off the liter sport), and I could use gold, but “somewhere after 60,” I decided on a dumbbell.
I won’t describe the selection process at length. I’ll just say that I visited both the dealers’ offices in MSC and private owners, in total there were about 5 visits to the “bride show” for sure. Ultimately, the choice fell on the BMW K1600GTL. What we have:
— rolled off the assembly line at the end of 2013 (operation since 2014) — physically there is only one owner before me — full service at the dealer — tuned music, including sub — tuned front windshield (very good, happy with it like an elephant) — gel seats passenger and driver (I don’t remember the company, but I checked on Google, these ones cost about 800 euros and more) - original engine protection arches were additionally installed - mileage 40k with some pennies - after bidding (bought in Avilon in Volgograd), picked it up for 900k rubles (deal in April 2018)
Here I will immediately say that I work as a sales representative in a large Western company and I understand how to bargain. The dealer did a very good job, plus he did a complete maintenance at his own expense before leaving, as it was required due to mileage or time - I don’t remember. By the way, I remembered! I asked the OD to print out the purchase and sale agreement for the first owner and saw that in 13, my moped was sold new by an official dealer for a “ridiculous” 800k... This is how our government devalued the ruble in just 4 years. Anyway…
Now the figure on the odometer is approaching 75,000 km... What can I say based on the results of my trip through Georgia, Russia and Europe in general.
Let's talk about the pros first:
— the motorcycle is really very comfortable. I don't know, it's either the wrong seat or the custom suspension, but the fact remains that I can drive 1000+ km in a day (the maximum was MSK - Warsaw, which was 1300 km), and then go hang out somewhere. Yes, you understood correctly - neither your back, nor your arms, nor your buns become numb. I am of normal average height at 174 cm and weight 80 kg
— Room 2 is also very comfortable. They say it's better than in a car, but I think they're lying a little. In fact, the passenger, either on a trip to Georgia or in Italy, just sometimes fell asleep
— very easy to control at speeds above 20 km/h
— wind protection is good and excellent. For the driver)) Due to aerodynamics, you simply sit in the canopy. You can drive 140 km/h and eat ice cream. I'm not kidding. It’s more difficult with a passenger - you can’t fool physics and for number 2 the wind that goes around the driver flies to the chest/head area. Therefore, with the second number, driving more than 120 km/h is not very comfortable for the latter
— cardan. Everything is simple here - a very useful thing, I tried it out for the first time. After servicing the chain for sports “every 800 km”, this story of “not climbing anywhere” was a wonder for me. In theory, the cardan should last as long as the motorcycle itself. During maintenance, just change the oil in it and there will be no problems.
- the light is fierce. Many songs of praise have been sung about the dumbbell headlight. It's all true. When the moto is tilted, due to special gyroscopic servosmotors, it continues to shine directly where it is needed. It is the light that does not blind oncoming drivers. High beam halogen. But they shine very well. In the dark, one click and everything is visible “as if during the day”
— pendant. Lever type suspension. Unlike telescopic forks, the front end does not bite if you “hit” the brakes. At first it’s unusual, then you get high... and then you realize that ideally this is how it should be
— brakes. I won’t sing a praise for a long time, but I’ll say right away that I know how to brake quite well, because I repeat, I spent a lot of time on the track and I can brake without ABS to the point of breakdown (when the front end starts to whistle). Honestly, I used to think that among BMW motorcycles the s1000rr/hp4 sports should take first place in brake efficiency. Nothing of the kind, they are the “best” on the dumbbell - you can easily find a comparison on YouTube. The moral is the same - due to the greater mass at high speeds, the dumbbell has a much better contact patch with the road surface than the sport, and it is possible to implement its brakes an order of magnitude better
- Cruise control. It exists and is comfortable with it. I understand that I’m greedy and many tourmotos don’t even have regular cruise, but now I want to see adaptive cruise on a dumbbell))
- audio... it’s not entirely correct to talk about the tuned system, since it’s clear that it will be better, but since we agreed to be completely honest - yes, my system is good))) Very much. The only thing is that I take the sub out of the case when traveling, as it completely takes up one “box”))
— external design. Not for everyone. I like the aggressive muzzle. If you remove all 3 cases (and the central one is integrated with the backrest), then the moped will change visually a lot
— navigation. Regular Garmin actually makes navigators for BMW. Only in BMW showrooms they are called Navigator Motorrad 5 or 6. And they cost 2 times more expensive accordingly)) The display is quite readable and you can customize the font size and alert mode
— consumption. I understand that I won’t surprise the owners of the new Africa with an extended tank, but driving 530 km on one tank is realistic. I checked it personally. But this is 110-120 km/h on a cruise. In “life” it’s realistic to drive 400 km
- motor. I loved him with all my heart. 6 cylinders in a row, 160 power and 180 torque - there will be no problems with overtaking. Just completely. Even if you attached a trailer with a 200 kg load to the back. Seriously, this tourist is capable of driving 0-200 in 99% of sports. Moreover, modern
— orun. Yes, there is an alarm. Small, but still a plus. Goes to the database
— there is USB charging. You can insert a flash drive and listen to your favorite music
— heated handles. 5 modes. Very comfortable and easy to set up. I turned on the 4th stage as much as possible somewhere in the mountains where there was snow. It wasn’t fried like a child’s... With the 5th stage, I think a portal to hell opens
— Heating the ass is the same. 5 modes for the driver, 2 for the passenger - “warm up a little” and “burn my pants”
— reliability. Nothing has broken on this bike in 74k miles. Just NOTHING AT ALL. Although no, in Georgia, when I was driving along a serpentine road, I hit a small bump and near the central footrest (attached from below on 2 springs), one of the springs jumped off the mount, which is why the footrest began to scrape along the asphalt on small bumps, since it was now weaker in the upper one. position Cured with pliers and 1-2 minutes of wasted time
Enough praising, let's get to the cons:
— weight 340 kg. Add also the driver (90 kg in the equipment), the passenger (60 kg in the equipment), luggage (I’ve never weighed it, but 30 kg is definitely there when traveling. As a result, the curb weight can go over half a ton kg into the lungs. And this is necessary hold it if something happens. The bike is not for small children
— no reverse gear (decided on the new generation). Again, this weight needs to be pushed with your legs sometimes. And if it also happens downhill... In general, then it’s still a pleasure, I must tell you, gentlemen...
— long (in my opinion) stroke of the gear shift foot between 1st and 2nd. But again - I switched from a sports motorcycle. I admit that I'm a little picky, but that's what I think at the moment. The new models have a quickshifter (clutch-less shifting) - absolutely a hurricane
— the navigator can start rebooting itself once every 10,000 km. It seems like it doesn't matter, but on the other hand it can happen at some inopportune moment. So far, who knows what it is and how to treat it. Perhaps you just need to reflash the Navik
- cost of maintenance. It depends on what you look at. Compared to Japanese sports, yes, it’s very expensive. But here the motorcycle gives much more. You know, on the one hand, how to support a stunningly beautiful wife/mistress with a firm ass, buying and pampering her with all sorts of Lois Vuitton, Gucci, Prada, etc., and on the other hand, fucking a scary saleswoman in her own stall... Okay, I’m out of business. Just by the numbers - 60,000 km maintenance, the most expensive, cost me about 70k rubles. Regular maintenance up to 20k for sure, if there are no problems. Let me tell you right away that I left the dealer. No, I don’t feel sorry for the money, I just understand well who and how they work there. Now the motorcycle is being serviced at the BMW motorrad club service
Something like this. I hope this review will be useful to someone. If you have any questions, I will be happy to help with advice. Stay human. With humor. There is no way in this circus without him
Who wants more photos of dumbbells, incl. from travel, welcome to the intagram begu_volosiki_nazad Good luck to everyone.
Flaws
All of the above can only be attributed to the advantages of this unit, which I fully experienced on the road. The only thing that looks strange is the air flow control system, which consists of two plastic flaps located on the front sides. In theory, they were supposed to direct air into the driver’s chest, thus easing his temperature. But in reality, this is a bit of a nuisance, especially if you pick up speed beyond a hundred, and you had to adjust them manually, which is quite inconvenient when driving. We had to do this one by one.
Review of the BMW K1600GTL Exclusive 2014 motorcycle
The luxury touring motorcycle has become even more luxurious.
Sitting behind the wheel of the new K1600GTL Exclusive , an interesting, but perhaps controversial idea occurred to me. It seemed to me that if the legendary Soichiro Honda had a choice, he would prefer to ride this new flagship from BMW, rather than the famous Gold Wing from the company named after him. Let's not forget that Mr. Honda's company had a rich history with inline-six engines long before the horizontally opposed six-cylinder Gold Wing debuted in 1988. Under Soichiro's leadership, the six-cylinder RC165 was introduced at the 1965 Grand Prix to battle the two-stroke machines in the 250cc class. This flashy 250/6 bike was a blast to the minds and eardrums, but unfortunately it handled poorly and was unreliable. Soon, thanks to the participation of the legendary Mike Hailwood, the RC166 won 10 wins in 10 races at the 1966 World Championship, as well as the 1967 title. the CBX street bike was introduced - a 1047 cc six-cylinder machine that amazed everyone who was into motorcycles. Before this, six cylinders located across the frame were used on a production motorcycle only once (we are talking about the Benelli Sei , produced for some time in limited edition since 1972), but the CBX cylinders with 24 valves under a huge cover and two camshafts looking out on the sides looked incredibly impressive. Then in 1981, Honda turned the CBX into a sport-touring model with a fairly large fairing and hard luggage bags.
Honda showed the world the power of a six-cylinder engine in the iconic CBX. BMW made it even better, although their engine is not located so provocatively in plain sight.
It is this formula that is applied to the BMW K1600 platform, the latest version of which is the GTL Exclusive model. Only the K1600's 1,649cc inline-six benefits from a shorter-stroke bore and a new layout (the engine is just 50mm wider than the old K1300's four-cylinder) that makes the engine narrower than the CBX's. Thus, due to such compactness, the manufacturer was able to achieve cornering ground clearance that Honda could not even dream of, despite the 63% larger engine volume.
So cruising down a twisty highway, leaning into corners far more than any Gold Wing (which is a modern Honda legend and a great luxury touring bike), I thought Soichiro would prefer the divine exhaust roar and sporty dynamics of the BMW Exclusive.
The K1600's platform impressed us the first time we swung a leg over the seat of a luxurious GTL or sportier GT. The ear-melting roar of the engine and incredible maneuverability changed our understanding of the capabilities of a bike with an engine capacity of more than 1600 cc. The GT, in our opinion, surpassed the cheaper Kawasaki Concours 14, and the GTL soon dethroned the venerable Gold Wing. Any K16 model is not cheap, but the driving experience is simply indescribable.
We now have in our hands a literally “exclusive” version of the GTL Exclusive, equipped with all the possible options previously available on the GTL (including ESA II, adaptive headlights, passenger armrests, heated seat and grips, sidelights, crash bars, luggage bags with dividers, etc. .d.), as well as several new ones. For the first time in the industry, according to the manufacturer, the Hill Start Control system is used, which helps to set the loaded motorcycle in motion on a steep climb, backlit indicator scales and an antenna built into the top cover.
In addition, the Exclusive has a new seat with a longer and wider passenger section, a heated upper backrest and additional padding in the lumbar area. The only option is a navigator, although the bike is prepared for an integrated and fully functional unit.
The GTL Exclusive will be sold in other markets, but the model is still primarily aimed at chrome-loving Americans. The Exclusive package also includes a unique color scheme with four coats of the most expensive BMW-derived Mineral White Metallic paint. Parts of the luggage bags are finished in Magnesium Metallic Matte and the seat is finished in the new Magnesium Silver color. The gas tank is covered with a stylish matte aluminum cap.
Keyless Ride is another GTL-E innovation. The proximity sensor in the key fob controls and activates the ignition, fuel filler cap, steering wheel lock, alarm and luggage locks. The central locking system is deactivated when the ignition is turned on, so there is no need to remove the key fob from your pocket.
BMW is proud to say that the GTL-E has the most comprehensive package of equipment and technology of any motorcycle, although the bike does not yet receive the BMW Dynamic Damping Control system found on the HP 4
. In any case, the ESA II suspension system is quite advanced and works flawlessly. Rear suspension preload is electrically adjustable depending on the load, and damping can be switched from the steering wheel between Comfort, Normal and Sport modes. The Normal setting alone would be enough, but the ability to adjust the behavior of the bike to suit you is very pleasing: you can make the suspension softer for comfort or make it very stiff for sporty riding.
Sporty driving on the GTL-E is encouraged, despite the motorcycle's curb weight of 359 kilograms. Keep in mind that this is 45-70 kilograms less than the Gold Wing or Harley - Davidson
. This behemoth from BMW corners with incredible agility for such a large touring bike, and cornering clearance is far better than any other bike in its class. The GTL's only performance weakness is a bit of awkwardness at speeds below 15 kilometers per hour, which requires the driver to be extra careful.
The GTL-E outperforms its class competitors in almost every way. The motorcycle has much more horsepower, more torque, despite the smaller engine volume, a higher maximum speed (about 225 km/h), the longest rear wheel suspension travel, the most capacious gas tank and the least weight. The Gold Wing still leads the pack in cargo space, while the HD Electra Glide Ultra Limited has the most cargo capacity.
One of the most dangerous situations when riding a large motorcycle is stopping on a slope. This big guy from BMW is helped in this by the new Hill Start Control system, also present on the new BMW R1200RT. Squeezing the front brake lever while the bike is stationary activates the rear brake caliper to keep the bike from rolling until you're ready to go again. The brake is automatically released when movement is applied through the clutch, thereby reducing the fear of starting. This is a very nice and useful innovation.
The braking system with partially integrated ABS is simply exemplary: the lever feels confident and the brakes are incredibly powerful for such a heavy motorcycle. While the rear brake is partially connected to the front lever, the rear brake pedal operates separately, which we find very convenient.
Passenger comfort was one area where the GTL lagged noticeably behind its competitors, but the GTL-E closes that gap with confidence. I took my wife with me on the trip, and she was delighted with the comfort of the bike.
The K1600 GTL Exclusive passenger seat received our highest rating. This is a luxurious two-up bike, and the heated seats are an incredibly nice bonus. With the windshield raised to its maximum (as in the photo), the wind gently flows around the driver and passenger's head without any discomfort.
“I’ve never been so comfortable and enjoyable in a pillion seat, not even on a Gold Wing,” she said, although to be fair, it’s worth mentioning that she hasn’t tested the comfort of a touring Harley. She especially liked the reliability and comfort of the armrests, as well as the huge amount of legroom. “I didn’t get stiff knees like some other bikes.” My wife also liked the ability to fold down the armrests so she could grab the grab handles when I started driving more aggressively.
Despite the abundance of bells and whistles, riding any K1600 model is an unforgettable experience due to one of the most impressive engines in motorcycle history. The remarkable inline-six engine delivers 70 percent of its peak torque from just 1,500 rpm, but also squeals at high revs in a way reminiscent of a 1960s Jaguar or Aston Martin Le Mans. You want to rev as hard as you can just to hear the engine sing, which becomes especially melodic above 6,500 rpm and right up to the 8,500 rpm limit.
The first twist of the K1600's throttle reveals a slight flywheel effect as the engine quickly gains revs. However, this effect is weak, since the bike does not use a flywheel, but rather has the smoothness characteristic of six cylinders arranged in a row. The lack of crankshaft inertia made standing starts difficult, requiring careful balancing, but I soon got used to it and learned to operate the clutch smoother and easier, which made for smoother starts. Moreover, the GTL's gearbox isn't as smooth as a sportbike's, but it's still arguably the best gearbox among motorcycles larger than 1,600cc.
BMW Dynamic Traction Control can be switched off if you want to try standing on one wheel in the same way.
The electric throttle allows you to switch between three engine operating modes: Rain, Road and Dynamic. Personally, I liked the agility of the engine and bike in Dynamic mode, especially if you want to go faster. But the Road mode is more suitable for riding with two people, as the motorcycle accelerates and releases gas more smoothly. The Dynamic Traction Control system, with settings suitable for each riding mode, adds safety when operating the throttle.
The GTL-E audio system supports both satellite and AM/FM radio, as well as iPhone/iPod and music players. The sound quality from the four speakers in the driver's seat drops noticeably at speeds above 100 kilometers per hour, and due to the lack of rear speakers, only isolated sounds of music reach the passenger at such speeds. For those who like to listen to music, it is better to connect Bluetooth headphones.
Separately, it should be noted the BMW Multi Controller wheel, located at the left handlebar. Most functions can be activated by simply turning or pressing this dial. This is a huge step forward in terms of managing the motorcycle's numerous electronic gadgets.
On average during my trip, fuel consumption was 6 liters per 100 kilometers. If you wish, you can drive a hundred kilometers on just under six liters of gasoline (5.8 liters), ultimately covering 450 kilometers or even more between fill-ups of the gas tank (26.5 liters).
Conclusion
There's no other motorcycle that boasts the same level of unparalleled 80 mph ride comfort as the GTL-E (cruise control is standard) while still being as quick to accelerate down the highway, beating even some sportbikes. And by the way, in case you were wondering, a slipper clutch on a luxury touring bike comes in handy. HD's Gold Wing or tourer handles better at low speeds, but the GTL-E is head and shoulders above the competition in every other area. The Harley-Davidson FL line lags in every performance area.
The GTL Exclusive features BMW's incredibly efficient Adaptive Xenon headlights, which magically shine their own light around corners. It is completed by round high beam lamps, whose LED rings glow when driving with low beam.
Interestingly, BMW claims that the GTL has won over many Harley owners, even more than Gold Wing riders. Most likely, the point is that the K16 does not contradict what Harley-Davidson does (and does very well).
The K1600GTL Exclusive's retail price may put off quite a few applicants, but it may seem like a relatively good deal for someone who likes the best of everything. And Soichiro-san would also appreciate the motorcycle, I’m sure.
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