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
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
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.
BMW K 1600 GT with active riding ergonomics for proactive
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
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
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.
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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
Cylinder head with barrel camshafts and bucket-type
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
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
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
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
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
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
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
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
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
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
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
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
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
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
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
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
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
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.
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
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
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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