Gt Six
GT Six
Sportier, lighter and quicker than the GTL, the K1600GT takes aim at Kawasaki's Concours 14
If you are a dedicated practitioner of high-speed two-wheel touring and like to do it in comfort, the bigger, cushier K1600GTL actually may be perfectly suited to your needs. Then again, the sportier GT, with a few choice changes to the same basic six-cylinder-powered package, seriously shreds and is much closer in spirit to the swift class stalwarts, such as the Kawasaki Concours 14, Triumph Sprint GT, Yamaha FJR1300 and the like.
First off, the riding difference between the GTL and GT was surprising. After we spent our first day during the South African press introduction a little
shocked by how fast the GTL could be ridden on winding roads, the transition to the GT was flat impressive. The main differences of the GT are a sportier riding position, taller (standard) seat and narrower, shorter windscreen—all of which give an overall lighter-feeling, more-aggressive relationship with the bike and, therefore, the road.
While the top-trunk-equipped GTL can he rolled into corners quite swiftly, the 3T snaps right down to its footpegs. We have yet to weigh the GT on the CW scales, but we have weighed the GTL, which tips in at 753 pounds dry. Given the difference noted in BMW’s claimed weights, we expect the GT to be about 720 lb. (without fuel). GT fuel capacity is 6.3 gallons, 0.7 less than the GTL. So, the GT is not light (the Concours 14 ABS is 654 lb. with no fuel). But, on the road and in action, the GT’s stiffer-than-GTL ESA II settings kept composure to an impressive level, and the same light steering, dead
neutrality, powerful brakes and abundant torque made the GT “ride light.”
In terms of riding experience, handgrip position is quite a bit more forward, lending a greater connection to the front contact patch. Further, the higher, morerearset pegs allow more cornering clearance, and chassis feedback is very good for a bike of this size. After the footpeg feelers were worn away, the sidestanddeployment tang began to kiss the pavement in left turns. But the feeling of security and control at the limit was fantastic.
Engine performance, throttle response and shift quality are all identical to the characteristics noted on our GTL. Check out the dyno graph on p. 48. If that doesn’t excite you, see a doctor.
Base price is $20,900, with an impressive standard-equipment list. If you fully crank up to the Premium package to get traction control, the full audio system, central locking for the saddlebags, ESA II and more, price goes up to $24,540.
Clearly, this puts the GT in a different market than most of the less-expensive sport-touring competition. But, given the riding qualities and its incredible engine, if you are shopping for a fast bike with bags, the K1600GT has to be on the list.
Mark Hoyer
