The BMW K 1600 GT and K 1600 GTL:
Introduction
July 7, 2010 -
The 6-cylinder BMW motorcycle engine was first presented
in the concept study of the
Concept 6
(Photos and Information) and it captured the imagination of
many motorcycle fans.
Six-cylinder in-line engines have stood for
fascinating engine technology in BMW automobiles for
over seven decades in a way which is unique among
brands. In the near future, BMW motorcycles will
also be available with an internally developed
six-cylinder in-line engine, according to the company.
BMW released preliminary information on the new BMW K 1600 GT and the BMW K 1600 GTL,
which will feature the 6-cylinder engine and more new
BMW technology. More information will be available
soon.
This article contains the initial information about
the upcoming rang of BMW's new touring bikes.
Additional data and background information will be added
at the world premiere of the K 1600 GT and GTL.
Riding dynamics, long-distance suitability and
comfort.
For decades, six-cylinder in-line engines have
offered a special fascination. In addition to
their perfect running smoothness they also offer supreme
output and torque, while giving the rider powerful
emotional impressions. And, of course, the sound
of a six-cylinder engine is beyond compare.
In addition to safety, equipment and prestige, the
key criteria for a supreme touring bike are comfort and
dynamics. With the most compact in-line
six-cylinder engine in serial motorcycle production to
date, the K 1600 GT and the K 1600 GTL penetrate a whole
new dimension in terms of riding properties,
long-distance suitability and comfort.
They combine maximum agility and riding dynamics with
a luxurious overall package. With an engine output
of 118 kW (160 bhp) and a maximum torque of
approximately 175 NM, their six-cylinder engine provides
superb propulsion in all conditions.
Supreme in-line
six-cylinder engine with a high level of pulling
power, especially in the lower and medium engine
speed range.
Engine output 118 kW
(160 HP) at approx 7,500 rpm and maximum torque
approximately 175 Nm at approximately 5,000 rpm.
Over 70% of maximum
torque available from 1,500 rpm.
Lightest and most
compact six-cylinder in-line engine in serial
motorcycle production, weighing just 102.6 kg and
measuring 560 mm in width.
Consistent lightweight
construction throughout the entire vehicle
(magnesium front panel carrier, aluminum rear frame,
crankshaft etc.).
E-Gas (ride-by-wire).
Three modes to choose
from: "Rain", "Road" and "Dynamic".
High active safety due
to the standard BMW Motorrad Integral ABS (partial
integral).
Traction control DTC
(Dynamic Traction Control) for maximum safety when
accelerating (optional extra).
Chassis with Duolever
and Paralever and ideal concentration of masses for
dynamic riding properties combined with optimum
comfort.
Electronic Suspension
Adjustment ESA II for optimum adaptation to all uses
and load states (optional extra).
World premiere in
motorcycles: Adaptive Headlight (optional extra) in
conjunction with standard xenon headlight and
lighting rings for increased safety at night.
Integrated operating
concept for the first time with Multi-Controller,
TFT color screen and menu guidance.
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).
Innovative design with
outstanding wind and weather protection.
K 1600 GT with active
riding ergonomics for proactive touring.
K 1600 GTL with very
comfortable, relaxed ergonomics set-up for long
trips with pillion passenger, as well as luxury
touring features.
Extensive fittings and
individually tailored accessories at the familiar
high level of BMW Motorrad.
BMW K 1600 GT with active riding ergonomics for
proactive touring.
The dynamic BMW K 1600 GT is
characterized by an active seating position which
nonetheless offers a high level of long-distance
comfort. The reason for this is the favorable
configuration of
the ergonomics triangle, consisting of the footrests, seat and
handlebars.
The K 1600 GT has a very extensive range of standard
features ex works consisting of xenon (HID) headlight,
heated grips and seat, cruise control and on-board
computer. These features in conjunction with the
supreme riding qualities of the new BMW Motorrad
six-cylinder engine leave nothing to be desired for the
proactive tour rider.
BMW K 1600 GTL with very comfortable, relaxed
ergonomics set-up for long trips with pillion passenger.
The luxurious touring bike BMW K 1600 GTL meets the
highest demands. Rider and pillion passenger
benefit from the relaxed, upright seating position as is
especially appreciated over long distances. The
ergonomics design is geared towards even further
enhanced comfort and derives from a two-level seat in
conjunction with rider footrests which are positioned
further forward and lower down, as well as handlebars
which reach further back.
The standard top case rounds off the range of comfort
features for the pillion passenger. Like the K 1600 GT,
the K 1600 GTL has a very extensive range of standard
features consisting of xenon headlight, heated grips and
seat, cruise control and on-board computer.
The overall impression of this fascinating
six-cylinder motorcycle with a carefully conceived
storage concept, audio system as standard and numerous
design elements make the BMW K 1600 GTL the flagship
among BMW touring bikes.
2.
New Six Cylinder Engine and Transmission
Lightest and most compact serial production
six-cylinder inline motorcycle engine.
Previously the in-line arrangement of six cylinders
resulted in either very long or very wide constructions,
depending on installation position, which in turn led to
drawbacks in terms of chassis geometry, weight
distribution and center
of gravity. This where the K 1600 models break new
ground.
The engine is approximately 100 mm narrower than all
previous serial
production six-cylinder in-line engines used in
motorcycle construction. This
extremely compact construction and reduced width was
achieved in particular
by means of a just slightly undersquare stroke-bore
ratio of 67.5 to
72 millimeters (0.938) with a relatively long stroke and
very small cylinder
center distance spacings of 77 millimeters.
The
effective distance between
the cylinder sleeves is thus only 5 millimeters. Weighing 102.6 kilograms (basic engine including
throttle valve, intake
system, clutch, gearbox and alternator), the engine is
by far the lightest serially
produced six-cylinder in-line engine for motorcycles.
Supremacy and drive comfort.
The transversely mounted six-cylinder in-line engine of
the BMW K 1600
models has a capacity of 1649 cc. It's rated output is
118 kW (160 HP) at
approximately 7,500 rpm. The maximum torque of approximately 175 Nm
is reached at
approximately 5,000 rpm. 70 per cent of maximum torque is
available from just
1,500 rpm.
The development goals here were highly
superior touring
characteristics and ridability combined with maximum
running smoothness. Compact overall design and space-saving construction.
In order to achieve the narrow construction, the
electrical ancillary units and
their drive units were shifted behind the crankshaft
into the free space above
the gearbox. This also made it possible create a drivetrain with ideal concentration of masses at the
center of the vehicle. The total width of the engine is 560
millimeters.
This means that the engine
is only slightly wider
than a current large-volume four-cylinder in-line power
unit. Due to the perfect mass balance created by the
construction, the six-cylinder
engine does not require a compensation shaft and the
required drive
elements, which results both in weight benefits and
increased running
smoothness.
In its layout, the six-cylinder in-line engine is based
on the familiar four cylinder
in-line engine of the K 1300 series and, like the
latter, has a cylinder
axis which is tilted forwards by 55 degrees.
This not
only results in a low
center of gravity but also a balanced weight
distribution of 52 to 48 per cent
(K 1600 GT unladen) - imperative for a precise ride feel
and transparent
feedback of the front section when driving dynamically. The tilt of the engine
also creates space for an aerodynamically optimized
intake system directly
above the engine, as well as providing the ideal frame
profile design in
accordance with the distribution of forces.
Crankshaft drive and basic engine - narrow and light
construction
with six cylinders and 1649 cc capacity.
The crankshaft of the K 1600 engine is a single-piece
construction forged in
heat-treated steel. It has counterweights and inertia-optimized
discs as well
as the usual six-cylinder offset of 120 degrees for even
firing intervals.
Particular attention was also paid here to the issue of
lightweight construction,
so the weight of the crankshaft is only vey slightly in
excess of a comparable
four-cylinder engine at just 12.9 kilograms.
The
crankshaft is friction-bearing. All main bearings are supplied directly with pressure
oil. The lubrication
supply to the connecting-rod bearing comes from the main
bearings. One of the crankshaft web counterweights acts as a
cogwheel for the primary
drive to the clutch.
Another cogwheel on the outer
crankshaft web is used for
engine speed sensing. The drive of the camshafts in the
cylinder is effected
by means of a tooth-type chain which runs over a compression
molded
toothed chain wheel on the right-hand end of the
crankshaft.
The
friction-bearing connecting rods are light forged parts
made of heat-treated
steel. Measuring 124.45 millimeters in length, they
benefit smooth engine
running and ensure low lateral forces in the pistons,
thereby ensuring a low
level of inner friction in this area.
The
well-established crack technology is
used for horizontal partitioning. Lightweight slipper pistons with a short piston skirt,
two narrow piston rings
optimized for frictional loss and a narrow oil scraper
ring are used. The flat
design of the combustion chamber means that in spite of
the high
compression ratio of 12.2:1, it was possible to keep the
piston head and
piston relief flat.
This supports thermodynamically favorable combustion and
enables a weight-optimized piston head shape.
Horizontally separated case in open-deck design.
The dual-section cylinder crankcase is made of highly
rigid aluminium alloys.
The partition level is at the center of the crankshaft.
The compact sand-cast
upper section forms a highly rigid composite unit made
up of the six cylinders
and the upper bearing pedestal for the crankshaft.
The cylinder block with water jacket is designed in
open-deck construction,
the running surfaces having a wear-resistant,
low-friction nickel-silicon
dispersion coating. The die-cast lower section forms the counterpiece to the
main bearing of the crankshaft and carries the six-speed
gearbox.
Cylinder head with barrel camshafts and bucket-type
tappets.
The output, characteristics, efficiency and therefore
fuel consumption of
engines are largely determined by the cylinder head and
valve gear. The
design of the chill-cast four-valve cylinder head in the
K 1600 models GT and GTL is designed for optimum channel geometry,
compactness, excellent
thermodynamics and a reliable heat balance.
With a view to maximizing inspection intervals in
particular, the
BMW Motorrad engine experts opted for a valve operating
system using
bucket tappets. This also combines the qualities of
rigidity, compact
construction and reliability.
The two overhead shafts are powered by a tooth-type
chain. The tooth-type
chain drive is hydraulically tensed and damped, and is
characterized by a high
level of running smoothness.
The design and manufacture of the camshafts represents
an innovation in
motorcycle engine construction. They are composite
camshafts in which the
individual cams are compression-molded for positive
coupling with the shaft,
which has a tubular design.
The advantages as compared
to conventional
clear-chill cast or steel camshafts derive mainly from
the reduced weight.
Around 1 kilogram is saved here. The rotational speed
limit defined for serial
production is 8,500 rpm, though the purely mechanical
rotational speed
tolerance is much higher.
In the attempt to reduce the weight of the drive unit as
far as possible the
valve cover and the clutch cover are made of light
magnesium.
High compression for maximum efficiency.
A tight valve angle enables a very compact combustion
chamber with a flat
roof, thereby providing the basis for a high
geometrical compression ratio
of 12.2:1 with a thermodynamically favorable, largely
evenly designed piston
head. This high level reflects the effectiveness of the
combustion chamber
design in terms of achieving an ideal combustion process
and optimum
efficiency.
Integrated dry sump lubrication for optimum oil supply.
The six-cylinder in-line engine of the K 1600 GT and GTL
uses an integrated
dry sump lubrication system. In addition to providing a
high level of operating
reliability, it enables flat construction of the
crankcase and therefore a lower
installation position of the engine and a concentration
of masses close to the center of gravity.
This makes it possible to do without
a conventional oil sump
with oil reservoir, so the engine can be placed much
lower in the vehicle than
would be the case with a conventional design. The oil
reservoir forms an
integrated oil tank in the rear section of the engine
casing. A separate tank is
therefore not required, which again has a positive
effect in terms of the
compact construction of the motorcycle and overall
weight.
Carefully conceived cooling concept for maximum thermal
stability.
A sophisticated cooling concept ensures perfect thermal
balance in the six cylinder
engine. Coolant flows transversely through the cylinder
head. The
intake of the cooling agent is effected via the cylinder
bank on the "hot" outlet
side, which is also cooled in this way.
Precisely at the
point where the greatest
thermal stress occurs, the intensive cooling at the
cylinder head ensures rapid
heat dissipation and therefore an excellent temperature
balance. The reduced
water flow at the cylinders reduces the warm-up phase
and reduces cold running
wear-and-tear and friction, which also benefits fuel
consumption.
The water pump is powered together with the oil pump by
the primary drive
via cogwheels. The radiator is trapezoid and curved in
shape and housed in
the trim at the bottom front to optimize the center of
gravity.
Power transmission: narrow three-shaft transmission and self-energizing
clutch with anti-hopping function.
Torque is transmitted from the crankshaft to a self-energizing
10-disc wet
clutch with anti-hopping function via a straight-toothed
primary drive. Here,
the developers paid particular attention to a low level
of control force at the
hand lever.
The gearbox complete with bevel gear is integrated in
the engine casing. In
order to reduce construction width in the area of the
rider footrests in
particular, the gearbox is designed as a three-shaft
transmission with three
gearbox shafts arranged one on top of the other.
The
cogwheels are helical cut,
enabling a particularly low level of running noise to be
achieved.
Shifting between transmission stages is effected by
means of a shift drum,
shift forks and shift sleeves to achieve a force-fit
connection. In order to save
weight, the hollow shift drum is made of a highly rigid
aluminum alloy and
supported by antifriction bearings.
E-Gas (ride-by-wire) for excellent response and precise
fuel dosage.
The control of the central throttle valve with a
diameter of 52 millimeters is
effected via an E-Gas, also known as a ride-by-wire
system. This means that
the rider's wishes are transferred directly from the
sensor in the accelerator
twist grip.
The fully electronic engine management
system converts this
command into a torque requirement and electronically
regulates the throttle
valve accordingly. The sensing of all factors in terms of torque makes it
possible to achieve
optimum ridability in the most diverse situations, as
well as enabling electronic
cruise control and traction control. The use of the
electromotive throttle
actuator via various selectable modes also opens up new
potential in terms of
fuel consumption and riding dynamics.
Intake system with long tract lengths for excellent
torque.
The central throttle valve enables the achievement of
long induction tract
lengths, which benefits an especially full torque
development in the lower and
medium engine speed ranges - a desirable characteristic
in a touring bike. For
example, some 125 Nm of torque is already available at 1,500 rpm.
The heavily tilted engine position means that an air box
in perfect shape and
position can be installed directly above the engine. With a volume of 8.5
liters,
the air box with upright panel air filter contributes to
superior power delivery
and high torque development.
Low fuel consumption due to efficiency
optimization.
Low engine speed level, high gas velocities, efficient
combustion and minimized frictional loss in the engine of the K 1600 GT
and GTL result in a
high degree of efficiency and therefore a low level of
fuel consumption.
The
exact fuel consumption figures will be announced at a
later date. In view of its
power potential, the engine achieves top figures in this
area, which are at the
level of a comparable four-cylinder motorcycle when a
touring-oriented riding
style is maintained. This is largely due to the high
geometrical compactness
and the orientation of the in-line six-cylinder engine
towards maximum
efficiency.
A choice of three modes - "Rain", "Road" and "Dynamic" -
for
optimum adaptation to surface conditions and riding
style.
The rider has three different riding modes available at
the press of a button at
the right-hand end of the handlebars ("Rain", "Road",
"Dynamic") so as to be
able to adapt to different uses such as touring on the
road, riding on wet
surfaces and dynamic motorcycling.
Low overall center of gravity, very favorable
concentration of
masses and ideal static wheel load distribution.
The chassis of the BMW six-cylinder motorcycles is based
on the innovative
BMW Motorrad concept as already used in the current
four-cylinder models
of the K series. The essential elements are the light
alloy bridge frame, Duolever and lightweight construction Paralever for
wheel control at front and
rear.
However, the masses have been newly balanced for the
special demands
posed by a touring bike with a six-cylinder engine. All
in all, the interplay of
chassis and engine position, together with the seating
position of the rider,
not only makes for a low overall center of gravity with
a very favorable
concentration of masses, it also provides an ideally
balanced static wheel load
distribution of 52 per cent at the front to 48 percent
(K 1600 GT unladen) at
the rear. Even with a pillion passenger and a heavy
load, this guarantees
outstanding riding properties.
Bridge-type main frame made of light alloy.
The central bearing component is the main frame in
bridge-type construction.
Due to the fact that the engine is tilted heavily
forward, the profiles of the
main frame can run above the cylinder head, so their
configuration is largely
independent on the latter's width.
This means that the
frame can be very
narrow, especially in the ergonomically important knee
area. The main frame
weighs just 16 kilograms. The six-cylinder in-line
engine is firmly bolted to the
frame at eight points and thus acts as a rigidifying and
supporting element.
Adapted Paralever swing arm and cardan shaft drive.
In large-volume BMW touring bikes in particular, the cardan shaft drive is an
indispensable part of the overall concept due to its
numerous advantages. Starting from the familiar Paralever swing arm, the rear
wheel control and
cardan shaft drive have been adapted to the new
six-cylinder engine in terms
of their design. In keeping with the high performance
figures, the propeller
shaft, cardan joints and rear axle final drive were
newly designed.
Electronic Suspension Adjustment ESA II for optimum
adaptation to
all uses and load states.
The new BMW K 1600 GT and K 1600 GTL also benefit from
the innovative
Electronic Suspension Adjustment ESA II, which is
offered as a special
equipment feature ex-works. With this system, globally unique on the motorcycle
market, the rider can
conveniently press a button to electronically adapt not
only the rebound
damping properties of the front and rear spring strut
but also the spring rest
("spring preload") of the rear spring strut as well as
the latter's spring rate and
therefore the "hardness" of the suspension.
The
additional adaptation of the
spring rate allows the settings "Sport, Normal, Comfort"
to be spread widely
in ESA II, giving them clearly perceptible
characteristics on the road. In the
"Sport" mode, the two motorcycles are more dynamic and
precise, in
"Comfort" mode they offer even greater comfort while
retaining excellent
stability.
EVO brake system with BMW Motorrad Integral ABS (part
integral)
for optimum deceleration.
The very highest safety standards are provided by the
well-established EVO
brake system with the BMW Motorrad Integral ABS in the
part integral
version, which is fitted as standard. It has been
revised for enhanced
controllability and even more sensitive control
response.
This has been
achieved in particular by the use of an additional
pressure sensor, which also
enables shorter braking distances. In this way, maximum
yet controllable
deceleration at low levels of control force give the
rider additional safety.
Traction control DTC (Dynamic Traction Control) for
maximum
safety when accelerating.
For both K 1600 models, traction control DTC (Dynamic
Traction Control) is
available as a special equipment feature ex-works. This
contributes
significantly to a high level of riding dynamics and
exemplary riding safety. Traction control DTC was used for the first time in the
supersports bike
BMW S 1000 RR. It provides the rider with valuable
support especially in
changing conditions, on surfaces with limited grip and
where there are big
changes in friction levels.
By comparing the rotational speeds of the front and rear
wheel via the ABS
sensors and using the data collected by the sensor box,
the electronics
system detects spin in the rear wheel and cuts back
drive torque accordingly
by reducing the ignition angle as well as adapting
injection via the engine
management.
Unlike previous BMW Motorrad ASC systems, the traction
control system
DTC also calculates the banking position of the vehicle
by means of
sophisticated sensor clusters, taking this into account
in its control response. Traction control DTC is combined individually with the
different modes and is
fully harmonized with these so as to provide maximum
riding safety.
4. Electrical
System and Electronics
The first motorcycles in the world with adaptive xenon
headlight for
even greater safety at night.
With the new BMW Motorrad touring bikes, the first ever
"Adaptive
Headlight" for motorcycles is available as option ex
works, in addition to the
standard xenon (HID) headlight. The main headlight fitted as standard consists of a
centrally positioned,
movable xenon projection module with reflector mirror.
Level sensors at the
front and rear axle provide data for permanent headlight
leveling.
Due to the
pitch compensation, the headlight sheds light in the
optimum pre-set area
when the motorcycle is travelling straight ahead,
regardless of riding and load
conditions.
The optional extra "Adaptive Headlight" also features a
stepper motor which
turns the standard static reflector mirror into a
movable mirror. In relation to
the banking angle the mirror is then turned on an axis
and compensates for
the roll angle.
In addition to pitch compensation, the
light of the main
headlight is also balanced in relation to the banking
angle. This results in
significantly improved illumination of the road when
cornering and therefore
an enormous increase in active riding safety.
Calculation of the vehicle's banking angle is carried
out by means of a
centrally positioned sensor box as already used in BMW Motorrad's
supersports bike, the S 1000 RR. The information is
distributed by the CAN
bus and used by the traction control system DTC as well
as by the ABS.
The
complex algorithms used here were developed entirely by
BMW Motorrad. The two halogen high beam lights with lighting rings,
positioned to the right
and left of the xenon module, give the K 1600 GT/GTL a
striking face. And for
the first time, BMW Motorrad uses the side lights which
are so characteristic
of BMW automobiles.
Video: New BMW Adaptive Headlights
Integrated operating concept, for the first time with
Multi-
Controller, TFT colour monitor and menu guidance.
The instrument panel of the K 1600 models based on
digital technology
comprises a speedometer and tachometer - each powered by
a stepper
motor - as well as an information display which takes
the form of a 5.7-inch color monitor (photos at the top
of the page).
The design of the display is also
completely new to the
motorcycle field and provides a very high level of
brightness. Among other
things, the display enables the attractive presentation
of text and graphics
over several lines. The entire instrument unit is
controlled by a photovoltaic
cell and is automatically illuminated in the dark.
Another new feature to motorcycles in this form is the
Multi-Controller,
presented in the R 1200 RT at the end of 2009 as part of
an integrated
operating concept.
Positioned on the inner side of the
left-hand handlebar
grip and therefore always within optimum reach, it
replaces the functional unit
previously installed on the handlebars. The significant
advantage of the Multi-
Controller as compared to a cluster of operating buttons
is that the rider's
hand can remain on the handlebars during operation.
Operation is carried out
by rotating the control up and down as well as toggling
to the left or right.
Unlike a key pad, this means that operation is possible
without taking your
eyes off the road. The functional range of the Multi-Controller has been
significantly expanded
for use in the new touring bikes. In addition to
operating the audio system, it is
also possible to select other functions with the
Multi-Controller with reference
to the menus shown on the TFT colour monitor.
The
on-board computer, ESA II, the navigation system as well as grip and seat
heating can all be
operated in this way. What is more, the set-up menu can
be used to configure
settings specific to both rider and vehicle.
For
example, different languages
are available as is the adjustment of the “Adaptive
Headlight” to riding on the
right-hand or left-hand side of the road. The menu
structure was specially
developed for the specific demands of motorcycling and
optimized by means
of user tests.
Flat hierarchies completely do away with
the need for complex
clicking through sub-menus during travel. The rider also
has the option to
program his or her most important function on a bookmark
button, thus
providing constant direct access to this menu (e.g.
navigation system).
Audio system with extended range of functions.
The audio system itself has likewise been newly
designed. It has interfaces
for MP3 players, iPod and USB stick as well as for
conventional devices such
as a CD player. These are housed to the right in the
interior trim and available
for the K 1600 GT as a special equipment feature ex
works, while the
K 1600 GTL has them as standard. With USB/MP3 and iPod
it is possible
manage a number of playlists.
Alternatively, all titles
can be played randomly. The selected volume level and current title are shown on
the TFT colour
monitor. External devices can be housed in a lockable,
waterproof and
ventilated storage compartment in the interior trim on
the right where they are
excellently protected from the weather.
They are
operated using the Multi-
Controller and the audio control panel.
The radio function also includes the satellite radio
Sirius XM, available in the
USA and Canada, and offers a 24-channel memory. Channels
can be chosen
either manually in conjunction with the memory function
or using the scan
function which selects the station with the best
reception (Autostore).
The
current channel is shown on the colour monitor. The
speed-related volume
control function can be set at three different levels.
In addition to the functions
provided by the Multi-Controller, the audio system can
also be operated by
four buttons in the interior trim on the left (audio
control unit).
Navigation system integrated in the vehicle electrical
system.
The BMW Motorrad Navigator IV available as a special
accessory is integrated
in the vehicle electrical system if the customer chooses
the special
equipment features audio system or preparation for audio
system, which are
available ex works. This means that the most important
functions such as
zoom or voice output can be operated using the
Multi-Controller. In this way,
the rider's hands can stay on the handlebars - there is
no need to use the touch screen.
Data is also exchanged between the navigation system and
the vehicle
electrical system. For example, the navigation system
automatically relays the
date and time to the instrument panel or suggests the
nearest filling station
after a certain residual range has been covered. The TMC
data of the audio
platform also enables dynamic routing so as to avoid
congested traffic.
Innovative design which sets the benchmark for touring
bikes.
As new high-end products among the BMW Motorrad touring
bikes, the new
K 1600 GT and K 1600 GTL stand for a supreme, impressive
and equally
distinctive appearance, arousing a desire to travel at
first sight. What is more,
their striking lines and surfaces and the visibility of
the six-cylinder engine
radiate a powerful sense of dynamic performance, with a
perfect finish
standing premium value and quality.
The front view includes elements of the overriding
design line of
BMW Motorrad. Although the two new models K 1600 GT and
K 1600 GTL
offer a powerful visual presence from the front, they
nonetheless come over
as slim-lined with the extremely narrow six-cylinder
engine, thus conveying
agility and dynamism very much in keeping with their
proactive riding
character.
Lightweight construction: magnesium front panel carrier
with
vibration isolation and aluminium rear frame.
The upper trim section, headlight, cockpit and rear
mirror are all supported by
a highly rigid front panel carrier. With the aim of
achieving optimum
concentration of masses near to the machine's center of
gravity, this dual
section front panel carrier is made of a very light but
highly rigid magnesium
alloy.
In spite of the demands made by a motorcycle such as the
K 1600 GT/GTL in
terms of pillion passenger riding and load, the BMW
Motorrad developers
have nonetheless succeeded in creating a rear frame as a
light aluminum
construction. It consists of welded aluminum extruded
sections and is bolted
to the main frame at four points.
Optimum storage concept.
In keeping with the dynamic touring aspiration of both K
1600 models, the
standard panniers are designed to be removable but fit
into the vehicle line
seamlessly as design elements. The K 1600 GTL is fitted
as standard with a top case featuring two gas-filled dampers which support
opening and interior
lighting.
Seats and seating positions for supreme, dynamic
long-distance
comfort.
The new K 1600 GT and GTL benefit from a very slim
design in the area of
the rider's seat. This has been made possible by the use
of a three-shaft
gearbox and a very slim-line frame configuration. Due to
the special design of
the gearbox, the clutch has been placed much further
inwards, thereby
creating space for the rider's foot.
The design of the ergonomics triangle made up of
footrests, seat top and
handlebars makes for a proactive seating position on the
K 1600 GT while
retaining a high level of long-distance comfort. The
rider and pillion passenger
enjoy a comfortable knee angle but the seating position
is geared towards the
front wheel for a proactive riding style.
The
two-section seat of the
K 16000 GT is height-adjustable in the rider area so
that it can be adapted to
individual needs.
The K 1600 GTL offers outstanding pillion passenger
suitability and
ergonomics geared towards an even higher level of
comfort. It has a single section,
two-level seat and in conjunction with rider footrests
which are
placed further forward and lower down, as well as
handlebars which reach
further backwards, the seating position is very relaxed
- something which is
especially appreciated over long distances.
The K 1600 GTL also does justice
to individual adjustment requirements with an adjustable
foot shift lever. The
pillion passenger likewise benefits from a slightly
longer and wider seat top on
the K 1600 GTL, as well as the comfortable backrest in
the standard top case.
The K 1600 GTL can also be equipped with pillion
passenger armrests as a
special accessory in order to further enhance safety.
For both the K 1600 GT and the K 1600 GTL the BMW
Motorrad equipment
range offers special comfort seats so as to enhance
individual touring
enjoyment further still.
6. Optional Equipment
Special equipment features and special accessories -
perfect individualization from BMW Motorrad.
Both the K 1600 GT and the K 1600 GTL fulfil their Gran
Turismo promise
with a fascinating blend of supremacy, dynamic
performance and comfort to a
virtually perfect degree even in standard trim. In
addition, BMW Motorrad
offers its usual extensive range of special equipment
features and special
accessories for further optimization. Special equipment features are supplied directly ex
works and are integrated
in the production process.
This includes such features as the Electronic Suspension
Adjustment ESA II,
traction control DTC, the tire pressure control system
RDC, the Adaptive
Headlight and (for the K 1600 GT) the audio system.
Special accessories are installed by the BMW Motorrad
dealer. These are
features which can be retrofitted, too. Special
accessories which will be
available include the top case for the K 1600 GT, a wide
range of chrome
parts for the K 1600 GTL and a sports silencer.
Further details of technology and fittings for the new
BMW touring bikes
K 1600 GT and K 1600 GTL will be published at a later
date.
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