Wscouring the motorcycle market in search of something not just extraordinary, but truly unique, comes across a large, heavy vehicle called the K 1600. A motorcycle that has more cylinders than most cars. BMW has been offering this machine since 2010, which generates its immense power through six cylinders in a row perpendicular to the airflow. You won’t find it anywhere else, and it feels unlike anything else. Turbine.
In a time of downsizing engines and worshiping batteries, BMW allows itself the extravagance of holding on to its six-cylinder tradition for a while longer. The attraction of the 1649 cc engine is to be a velvet paw that can switch to roughnecks at any time. What is celebrated is the ability to casually boost out of idle speeds and then either whisper through the area in a state of deep relaxation or bitingly advance to higher speeds. No matter what you do, it looks confident. The feeling of serenity is never lost, at most at the gas station. A standard consumption of 5.9 liters per 100 kilometers is not low and, in our experience, can easily be increased in reality.
BMW has sold 68,843 copies of the K 1600 since 2010, as of last week. Four versions are now available. Firstly, the K 1600 GT as a dynamic tourer, secondly, the particularly comfortable, luxuriously equipped GTL with a top case based on it in addition to the side cases, thirdly, the K 1600 B as a streamlined American-style bagger, and fourthly, the Grand America derived from it with a top case, pomp and Cream topping. Each model finds its friends, according to BMW, the proportion of sales is almost exactly a quarter.
All four, amazingly agile on winding roads, have been revised for the coming season, in a compulsory part and a freestyle. As was obligatory, the engine, of which you unfortunately hardly get to see because of all the disguise, was brought up to the Euro 5 regulations, which, according to project manager Anton Decker, represented a significant act. A new engine management system, the addition of knock sensors and doubling the number of oxygen sensors from two to four were required. “Drastically reduced emissions” were the reward for the effort. In addition, according to the information, the full power of 161 hp (118 kW) was retained, it is even 1000 revolutions earlier than before, namely at 6750 rpm. On top of that, the maximum torque increased from 175 to 180 Newton meters at 5250 rpm.
Acceleration and pulling power should have benefited. After the first test drives with all four variants, we do not dare to judge whether this is actually noticeable without a direct comparison old/new. It doesn’t matter. So far there was enough. The GT runs 240, the GTL 220. The Bagger is limited to 200 km/h, the Grand America “for safety reasons and consideration for customer habits” at 162. Decker is thus indicating that some buyers have strange customs and like attachments of all kinds Tilt flag mounts.
Slightly dusty today
So to the freestyle. BMW enriches the basic equipment of the corpulent quartet, now installs various items as standard that previously cost extra. Three driving modes are standard, the electronic chassis ESA has an automatic load compensation. An engine drag torque control is available, as is the eCall emergency call system. The GTL and Grand America always come with a powerful booming audio system of the new generation, which can be ordered as an optional extra for the GT and B. Cooled by a fan, the smartphone charges in its own storage compartment while it feeds the navigation map, music and telephone functions to the 10.25-inch TFT display. The giant screen replaces the previously incredibly advanced, now slightly outdated round clock display mix cockpit of the previous K-1600 types.
Their xenon cornering lights are replaced by new LED lighting units, similar to the case of the boxer touring machine R 1250 RT, except that for the K-series “one more has been added”, as Decker says. The luminous intensity and swivel angle of the “world’s best motorcycle headlight” have been increased. Depending on the lean angle, the anti-glare module swivels up to 35 degrees into the curve in both directions and also compensates for pitching movements caused by acceleration and braking. In our opinion, the famous BMW system is unrivaled in its effect. A straight A for that.
A nice addition is a light show consisting of welcome and farewell lights plus optional floor lighting. The extras that are subject to a surcharge also include auxiliary headlights, central locking, remote control keys, running boards (for Bagger and Grand America) and the shift assistant, which harmonizes perfectly with the drive. What should be mentioned: Once the shift assistant stopped working while driving, but worked perfectly again after a stop and switching off the ignition.
Despite deep technical interventions, BMW left everything as it was when it came to design. If you notice a difference anywhere, it is when you look at the headlight module mentioned. As usual, a conventional cruise control system is present. The BMW men shied away from installing a radar-based adaptive cruise control with distance control, currently the latest trend in the industry, because the entire brake system of the K series would have had to be converted from partially to fully integrated functionality and considerable further modifications to the vehicle front would have been necessary . The renunciation does not fit the flagship role of the K 1600, but it should be bearable for most customers. What must also apply to the price: at least 26,000 euros plus additional costs for GT and B, 28,000 for the GTL and 29,400 for the Grand America.
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