Exclusive Bmw K1600gt And Gtl
EXCLUSIVE BMW K1600GT and GTL
ROUNDUP
These tourers are packing a lot more than just six barrels
KEVIN CAMERON
BMW is at last releasing edible tidbits about its new six-cylinder K1600GT and GTL super-tourers. Concept studies began in the fall of 2009, centering upon delivering maximum comfort and non-tiring smoothness.
Why a Six—and an inline-Six at that? Because they are the smoothest of engines. With their crankpins at 120-degrees, there is always just as much mass going south as going north, so that both primary and secondary shaking forces are zeroed out. In a Six, the crankshaft is the balance shaft. Besides, BMW has been building six-cylinder auto engines for more than 70 years.
The Kl 600’s engine is transversely mounted, its cylinders inclined forward at 45 degrees or more. Engine width is 22 inches, and its weight 225 pounds. Complementing its natural smoothness is its design for what touring riders want—wide-range pulling power. This is a matter of engine displacement (1600cc equals 98 cubic inches), of appropriate valve sizes and of conservative cam timings. The peak power of 160 hp is given at 7500, with 70 percent of the peak torque of 129 ft.-lb. available from 1500 rpm upward.
The expected high-stability long wheelbase is supported by BMW’s familiar Duolever suspension at one end and Paralever at the other. Electronic suspension adjustment (ride-height and damping compensation) is offered as an option. Braking is what BMW calls “Part-Integral ABS” (Europe is preparing for a future of mandatory ABS on larger machines),
with the usual two discs on the front wheel and one on the rear.
The familiar suite of touring features—heated grips and seat, cruise control and computer—is fitted, and for the audiophile there are provisions for iPod, MP3, USB, Bluetooth and satellite radio (U.S. and Canada for the GTL). Pick a channel.
Drawing on the proven technologies of BMW’s Superbike experience are E-Gas ride-by-wire with Dynamic Traction Control. Ride-by-wire allows the on-board computer to modulate the engine’s throttles in response to traction conditions, just as ABS modulates brake torque—the two systems are mirror images.
A feature of special interest is the Xenon High Intensity Discharge (HID) headlight system that compensates for both vehicle pitch (as during braking) and roll. This is accomplished by directing the main headlight onto a mirror whose angularity can be altered in two directions by control motors. Brake hard, and the headlight beam continues to reach out ahead rather than inspecting what’s 10 feet in front of you. Lean into a turn and the beam turns with you, illuminating where you are going, not the roadside vegetation.
Styling is subtly bulbous (surely suggesting that the model is stuffed with substance—look at any Cadillac) with a dash of shark-fin sportbike pointiness. The duallevel seat looks soft and roomy, with an upholstered backrest attached to the top box. The accompanying spy photo suggests that the windscreen has motorized adjustment such as found on other BMW models.
With every passing month, it seems Europe’s power of innovation increases. □
