BMW K 1600 GT and BMW K 1600 GTL – fascination with six cylinders. Since BMW Motorrad presented the concept study Concept 6 in autumn 2009, the six-cylinder in-line engine featured in it has captured the imagination of many motorcycle fans. With BMW, six-cylinder in-line engines have stood for fascinating engine technology in 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.
The dynamic touring bike BMW K 1600 GT is characterised by an active seating position which nonetheless offers a high level of long-distance comfort. The reason for this is the favourable set-up of the ergonomics triangle made up of 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.
With the BMW K 1600 GT and the BMW K 1600 GTL, BMW Motorrad is penetrating a whole new dimension in the Touring world of experience . Both motorcycles stand for a supreme, impressive and equally distinctive appearance, arousing a desire to travel at first sight.
This press release contains a range of information on all aspects of BMW Motorrad's new touring bikes. Additional data and background information will be added for the world premiere.
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, giving the rider powerful emotional impressions, too. 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 approx. 175 newton metres, their six-cylinder engine provides superb propulsion in all conditions.
An overview of highlights of the BMW K 1600 GT/GTL.
•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 bhp) at approx 7 500 rpm and maximum torque approx. 175 Nm at approx. 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, aluminium rear frame, crankshaft etc.).
•E-Gas (ride-by-wire).
•Three modes to choose from ("Rain", "Road", "Dynamic")
•High active safety due to standard BMW Motorrad Integral ABS (part 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 colour 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.
Technology, Features and Benefits
BMW K 1600 GT and BMW K 1600 GTL - fascination with six
cylinders.
Since BMW Motorrad presented the concept study Concept 6 in autumn
2009, the six-cylinder in-line engine featured in it has captured the
imagination of many motorcycle fans. With BMW, six-cylinder in-line engines
have stood for fascinating engine technology in 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 inline
engine.
With the BMW K 1600 GT and the BMW K 1600 GTL, BMW Motorrad is
penetrating a whole new dimension in the Touring world of experience . Both
motorcycles stand for a supreme, impressive and equally distinctive
appearance, arousing a desire to travel at first sight.
This press release contains a range of information on all aspects of
BMW Motorrad's new touring bikes. Additional data and background
information will be added for the world premiere.
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, giving the rider powerful emotional impressions, too. 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 sixcylinder
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 approx. 175 newton
metres, their six-cylinder engine provides superb propulsion in all conditions.
1. Overall concept.
BMW K 1600 GT with active riding ergonomics for proactive touring.
The dynamic touring bike BMW K 1600 GT is characterised by an active
seating position which nonetheless offers a high level of long-distance
comfort. The reason for this is the favourable set-up of the ergonomics
triangle made up of 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 topcase 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.
An overview of highlights of the BMW K 1600 GT/GTL.
o Supreme in-line six-cylinder engine with a high level of pulling power,
especially in the lower and medium engine speed range.
o Engine output 118 kW (160 bhp) at approx 7 500 rpm and maximum
torque approx. 175 Nm at approx. 5 000 rpm.
o Over 70% of maximum torque available from 1 500 rpm.
o Lightest and most compact six-cylinder in-line engine in serial motorcycle
production, weighing just 102.6 kg and measuring 560 mm in width.
o Consistent lightweight construction throughout the entire vehicle
(magnesium front panel carrier, aluminium rear frame, crankshaft etc.).
o E-Gas (ride-by-wire).
o Three modes to choose from ("Rain", "Road", "Dynamic")
o High active safety due to standard BMW Motorrad Integral ABS (part
integral).
o Traction control DTC (Dynamic Traction Control) for maximum safety
when accelerating (optional extra).
o Chassis with Duolever and Paralever and ideal concentration of masses for
dynamic riding properties combined with optimum comfort.
o Electronic Suspension Adjustment ESA II for optimum adaptation to all
uses and load states (optional extra).
o World premiere in motorcycles: Adaptive Headlight (optional extra) in
conjunction with standard xenon headlight and lighting rings for increased
safety at night.
o Integrated operating concept for the first time with Multi-Controller, TFT
colour screen and menu guidance.
o 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).
o Innovative design with outstanding wind and weather protection.
o K 1600 GT with active riding ergonomics for proactive touring.
o K 1600 GTL with very comfortable, relaxed ergonomics set-up for long
trips with pillion passenger, as well as luxury touring features.
o Extensive fittings and individually tailored accessories at the familiar high
level of BMW Motorrad.
Lightest and most compact serial production six-cylinder in-line
engine in a motorcycle.
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 centre
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 millimetres (0.938) with a relatively long stroke and very small cylinder
centre distance spacings of 77 millimetres. The effective distance between
the cylinder sleeves is thus only 5 millimetres.
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. Its rated output is 118 kW (160 bhp) at
approx. 7 500 rpm. The maximum torque of approx. 175 Nm is reached at
approx. 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 centre of the vehicle. The total width of the
2. Drive.
engine is 560 millimetres. 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 fourcylinder
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
centre 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 optimised 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-optimised 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 compressionmoulded
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 millimetres 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
optimised 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 favourable combustion and
enables a weight-optimised 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 centre 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 maximising 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 characterised 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-moulded 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
calotte, thereby providing the basis for a high geometrical compression ratio
of 12.2:1 with a thermodynamically favourable, 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
centre 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 sixcylinder
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 coldrunning
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 optimise the centre of gravity.
Power transmission: narrow three-shaft transmission and selfenergising
clutch with anti-hopping function.
Torque is transmitted from the crankshaft to a self-energising 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 helicalcut,
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 aluminium 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 millimetres 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 litres,
the air box with upright panel air filter contributes to superior power delivery
and high torque development.
Low fuel consumption due to efficiency optimisation.
Low engine speed level, high gas velocities, efficient combustion and
minimised 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 centre of gravity, very favourable 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 centre of gravity with a very favourable
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.
3. Chassis.
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 harmonised with these so as to provide maximum riding safety.
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 levelling. 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.
4. Electrical system and
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
colour monitor. 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 optimised 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
touchscreen.
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 centre 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 aluminium
construction. It consists of welded aluminium 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
5. Body and design.
topcase 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 singlesection,
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 topcase.
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
individualisation 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 optimisation.
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 tyre 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 topcase 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.
6. Equipment program.
BMW PRESS RELEASE
BMW Motorrad Six-Cylinder Technology Day.
BMW K 1600 GT and BMW K 1600 GTL - fascination with six
cylinders.
Since BMW Motorrad presented the concept study Concept 6 in autumn
2009, the six-cylinder in-line engine featured in it has captured the
imagination of many motorcycle fans. With BMW, six-cylinder in-line engines
have stood for fascinating engine technology in 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 inline
engine.
With the BMW K 1600 GT and the BMW K 1600 GTL, BMW Motorrad is
penetrating a whole new dimension in the Touring world of experience . Both
motorcycles stand for a supreme, impressive and equally distinctive
appearance, arousing a desire to travel at first sight.
This press release contains a range of information on all aspects of
BMW Motorrad's new touring bikes. Additional data and background
information will be added for the world premiere.
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, giving the rider powerful emotional impressions, too. 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 sixcylinder
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 approx. 175 newton
metres, their six-cylinder engine provides superb propulsion in all conditions.
1. Overall concept.
BMW K 1600 GT with active riding ergonomics for proactive touring.
The dynamic touring bike BMW K 1600 GT is characterised by an active
seating position which nonetheless offers a high level of long-distance
comfort. The reason for this is the favourable set-up of the ergonomics
triangle made up of 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 topcase 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.
An overview of highlights of the BMW K 1600 GT/GTL.
o Supreme in-line six-cylinder engine with a high level of pulling power,
especially in the lower and medium engine speed range.
o Engine output 118 kW (160 bhp) at approx 7 500 rpm and maximum
torque approx. 175 Nm at approx. 5 000 rpm.
o Over 70% of maximum torque available from 1 500 rpm.
o Lightest and most compact six-cylinder in-line engine in serial motorcycle
production, weighing just 102.6 kg and measuring 560 mm in width.
o Consistent lightweight construction throughout the entire vehicle
(magnesium front panel carrier, aluminium rear frame, crankshaft etc.).
o E-Gas (ride-by-wire).
o Three modes to choose from ("Rain", "Road", "Dynamic")
o High active safety due to standard BMW Motorrad Integral ABS (part
integral).
o Traction control DTC (Dynamic Traction Control) for maximum safety
when accelerating (optional extra).
o Chassis with Duolever and Paralever and ideal concentration of masses for
dynamic riding properties combined with optimum comfort.
o Electronic Suspension Adjustment ESA II for optimum adaptation to all
uses and load states (optional extra).
o World premiere in motorcycles: Adaptive Headlight (optional extra) in
conjunction with standard xenon headlight and lighting rings for increased
safety at night.
o Integrated operating concept for the first time with Multi-Controller, TFT
colour screen and menu guidance.
o 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).
o Innovative design with outstanding wind and weather protection.
o K 1600 GT with active riding ergonomics for proactive touring.
o K 1600 GTL with very comfortable, relaxed ergonomics set-up for long
trips with pillion passenger, as well as luxury touring features.
o Extensive fittings and individually tailored accessories at the familiar high
level of BMW Motorrad.
Lightest and most compact serial production six-cylinder in-line
engine in a motorcycle.
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 centre
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 millimetres (0.938) with a relatively long stroke and very small cylinder
centre distance spacings of 77 millimetres. The effective distance between
the cylinder sleeves is thus only 5 millimetres.
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. Its rated output is 118 kW (160 bhp) at
approx. 7 500 rpm. The maximum torque of approx. 175 Nm is reached at
approx. 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 centre of the vehicle. The total width of the
2. Drive.
engine is 560 millimetres. 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 fourcylinder
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
centre 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 optimised 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-optimised 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 compressionmoulded
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 millimetres 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
optimised 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 favourable combustion and
enables a weight-optimised 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 centre 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 maximising 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 characterised 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-moulded 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
calotte, thereby providing the basis for a high geometrical compression ratio
of 12.2:1 with a thermodynamically favourable, 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
centre 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 sixcylinder
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 coldrunning
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 optimise the centre of gravity.
Power transmission: narrow three-shaft transmission and selfenergising
clutch with anti-hopping function.
Torque is transmitted from the crankshaft to a self-energising 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 helicalcut,
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 aluminium 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 millimetres 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 litres,
the air box with upright panel air filter contributes to superior power delivery
and high torque development.
Low fuel consumption due to efficiency optimisation.
Low engine speed level, high gas velocities, efficient combustion and
minimised 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 centre of gravity, very favourable 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 centre of gravity with a very favourable
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.
3. Chassis.
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 harmonised with these so as to provide maximum riding safety.
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 levelling. 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.
4. Electrical system and
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
colour monitor. 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 optimised 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
touchscreen.
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 centre 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 aluminium
construction. It consists of welded aluminium 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
5. Body and design.
topcase 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 singlesection,
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 topcase.
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
individualisation 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 optimisation.
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 tyre 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 topcase 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.
6. Equipment program.
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