2012 BMW K1600GT Review
One of the most exciting new motorcycles this year is BMW’s K1600 platform, boasting the first inline six-cylinder motorcycle engine since the 1980s. The ultra-smooth and sporty mill alone is highly newsworthy, but it’s just one component of a shockingly well-engineered touring bike.
The K16 is available in two similar but distinct versions. The lavish GTL competes with Honda’s Gold Wing in the luxury-touring category, but its high level of sporting performance and list of available features (Bluetooth connectivity, electrically adjustable windshield, traction control and more) makes the redoubtable (but 100-pounds-heavier) Wing appear a bit anachronistic, even with its 2012 updates reviewed here.
Regular readers will remember our glowing review of the GTL in which we wrote: “The venerable Gold Wing still holds a clear superiority in passenger accommodations and a slight advantage in ultra-low-speed handling, but the K1600 GTL otherwise significantly advances the super-touring category in every other way possible.”
But the GTL isn’t the only flavor of the sexy and techie K1600 available. Sporty riders will be more interested in the GT version, which is largely the same machine but with more aggressive ergonomics and without the GTL’s large top box on back. The K1600s are, according to BMW Motorrad Director Hendrik von Kuenheim, “Core elements of our market offensive.”
Footpegs are placed 50mm (about 2 inches) diagonally rearward and up, while its hand grips are 50mm further from the rider.
Two inches here and there don’t sound like much, but the GT’s ergos are clearly preferable for sport riding, giving a rider a feeling of greater connection with the Duolever front end and providing superior ground clearance when leaned over. Suspension damping rates are slightly firmer for tighter control when ridden briskly.
The GT has an identical rake, trail and wheelbase as the GTL, but a few other differences make themselves apparent. A 6.3-gallon fuel tank won’t take you quite as far as the GTL’s 7.0 gallons, and the absence of the GTL’s trunk mounted high and to the rear gives the GT a livelier roll rate when pitched into corners.
Another small but beneficial distinction is a slightly louder exhaust system that a BMW engineer says is pushing sound-limit restrictions. He used a German word to describe it, kerniger, meaning robust, or “a little bit more.” Its resonance is slightly but poignantly burlier, allowing a rider better access to one of the most tuneful exhaust notes in all of motorcycledom. For a delicious earful, check out the 55-second mark of our GTL review video in which a GT’s 1649cc Six screams all the way to its 8400-rpm rev limiter.
We recently had a GTL on a dyno to give us an idea of how much of the K1600’s claimed 160 crankshaft hp is lost through its six-speed transmission and shaft drive, and we were a little underwhelmed by the 121.6 pones at 6800 rpm we recorded. That’s a 24% power loss, significantly more than the 15-20% loss typical of shaft-driven bikes. The 132.7 hp Cycle World recorded on its dyno 1000 rpm higher is closer to what’s expected. We registered a torque peak of 105.1 ft-lb at 4900 rpm, also lower than the CW bike.
The GT’s suit looks like it came from the Big & Tall store, but some built-in custom tailoring is available in terms of seat height. The standard saddle sits at 31.9 inches, but it can be adjusted upward to 32.7 inches for enhanced legroom. Short riders might want to opt for the low-seat option, which brings its height down to 30.7 inches or 31.5 inches. A GTL seat can be fitted to the GT if more comfort is desired.
The standard seat on its lower setting pleased my rump, although our testing during the press launch didn’t last longer than about an hour at a time.
Once a rider gets distracted from the luscious engine, it’s the GT’s amazingly competent chassis that deserves a rider’s attention. Turn-in effort is much lighter than expected, responding very quickly despite the GT’s fully fueled (but without saddlebags) 703-lb curb weight.
One of the most exciting new motorcycles this year is BMW’s K1600 platform, boasting the first inline six-cylinder motorcycle engine since the 1980s. The ultra-smooth and sporty mill alone is highly newsworthy, but it’s just one component of a shockingly well-engineered touring bike.
The K16 is available in two similar but distinct versions. The lavish GTL competes with Honda’s Gold Wing in the luxury-touring category, but its high level of sporting performance and list of available features (Bluetooth connectivity, electrically adjustable windshield, traction control and more) makes the redoubtable (but 100-pounds-heavier) Wing appear a bit anachronistic, even with its 2012 updates reviewed here.
Regular readers will remember our glowing review of the GTL in which we wrote: “The venerable Gold Wing still holds a clear superiority in passenger accommodations and a slight advantage in ultra-low-speed handling, but the K1600 GTL otherwise significantly advances the super-touring category in every other way possible.”
 The new BMW K1600 platform might be the most impressive new motorcycle this year. Don’t let its 700-pound weight fool you, as this touring ship can tear up a twisty road. |
The GT’s ergonomics are quite a bit sportier than the GTL’s, but it’s still a roomy and comfortable tourer. 
Three outlets in each muffler indicate you’re following a six-cylinder K1600. You’ll want to stay close to hear the orchestral racket, but you might not be able to keep up!Footpegs are placed 50mm (about 2 inches) diagonally rearward and up, while its hand grips are 50mm further from the rider.
Two inches here and there don’t sound like much, but the GT’s ergos are clearly preferable for sport riding, giving a rider a feeling of greater connection with the Duolever front end and providing superior ground clearance when leaned over. Suspension damping rates are slightly firmer for tighter control when ridden briskly.
The GT has an identical rake, trail and wheelbase as the GTL, but a few other differences make themselves apparent. A 6.3-gallon fuel tank won’t take you quite as far as the GTL’s 7.0 gallons, and the absence of the GTL’s trunk mounted high and to the rear gives the GT a livelier roll rate when pitched into corners.
Another small but beneficial distinction is a slightly louder exhaust system that a BMW engineer says is pushing sound-limit restrictions. He used a German word to describe it, kerniger, meaning robust, or “a little bit more.” Its resonance is slightly but poignantly burlier, allowing a rider better access to one of the most tuneful exhaust notes in all of motorcycledom. For a delicious earful, check out the 55-second mark of our GTL review video in which a GT’s 1649cc Six screams all the way to its 8400-rpm rev limiter.
We recently had a GTL on a dyno to give us an idea of how much of the K1600’s claimed 160 crankshaft hp is lost through its six-speed transmission and shaft drive, and we were a little underwhelmed by the 121.6 pones at 6800 rpm we recorded. That’s a 24% power loss, significantly more than the 15-20% loss typical of shaft-driven bikes. The 132.7 hp Cycle World recorded on its dyno 1000 rpm higher is closer to what’s expected. We registered a torque peak of 105.1 ft-lb at 4900 rpm, also lower than the CW bike.
A sport-touring rider is coddled by many luxury and technology features, yet it’s surprisingly competent when presented with a twisty road. This vermillion red metallic version is joined by a light grey metallic option.The GT’s suit looks like it came from the Big & Tall store, but some built-in custom tailoring is available in terms of seat height. The standard saddle sits at 31.9 inches, but it can be adjusted upward to 32.7 inches for enhanced legroom. Short riders might want to opt for the low-seat option, which brings its height down to 30.7 inches or 31.5 inches. A GTL seat can be fitted to the GT if more comfort is desired.
The standard seat on its lower setting pleased my rump, although our testing during the press launch didn’t last longer than about an hour at a time.
Once a rider gets distracted from the luscious engine, it’s the GT’s amazingly competent chassis that deserves a rider’s attention. Turn-in effort is much lighter than expected, responding very quickly despite the GT’s fully fueled (but without saddlebags) 703-lb curb weight.
