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BMW’s new K 1600 lineup has all the bells and whistles, class-leading power, and agility to defy physics.
The BMW K 1600 range can trace its roots back to the four-cylinder K 100 series of the 1980s, affectionately known as the ‘Flying Brick.' Famed for their opposed twins, the Bavarian firm wanted a smooth, powerful, liquid-cooled power plant to compete with Honda’s GL1000 Gold Wing, and a horizontally-mounted four-cylinder concept became the basis for their new model. The series took on a new trajectory in 1989 with the release of the fully faired K 1100 LT. With matching luggage and pillion comforts, there was no mistaking its purpose as a two-up tourer. The luxuriously appointed K 1200 LT, which debuted in 1997, would be among the most popular heavyweight tourers until production ended in 2008.
Advances in lightweight engine manufacturing allowed BMW to incorporate a transverse straight-six in 2012, heralding the K 1600 series, a year that also introduced new trim styles. The GT and GTL shared BMW’s traditional sports styling, while the sweeping lines adorning the new B and Grand America evoked aesthetics born of the classic American tourers. A clear intent to compete with Harley-Davidson’s Road Glide and Indian Motorcycle’s Chieftain. When it came to handling and performance, the first BMW bagger was in a class of its own, although die-hard bagger traditionalists now have the air-cooled R 18 Transcontinental to consider.
The power plant at the heart of the 2022 BMW K 1600 GT is the latest version of the tried and tested 1,649cc, inline-six-cylinder engine, redesigned to be narrower, lighter, and Euro5 compliant. BMW’s new engine management system works with two knock sensors and two additional lambda probes. The system manages fueling, maximizing power in the high revs and efficiency in the lower rev range, helping the big K to optimize fuel economy without compromising performance. The knock sensors also allow confident use of lower-grade fuels, promising true go-anywhere capability.
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Peak power remains the same as the outgoing model, at 160 horsepower, which arrive a little sooner, at 6,750 RPM. Peak torque has increased slightly, to 133 lb-ft of torque at 5,250 RPM, adding noticeably improved acceleration in the higher gear ratios; great for swift overtaking maneuvers, regardless of the GT’s payload. The K 1600’s impressive figures ensure it remains the sportiest full-sized tourer on the market today. Honda’s Goldwing and Harley-Davidson’s Road-Glide Special produce peak torque of 103 and 122 lb-ft, respectively.
The K 1600's updated electronics suite drives many of the new features adorning the 2022 model. A new 6-axis IMU sensor continually processes a comprehensive data set, comparing wheel speeds, lean angle, rider inputs, changes in velocity, and load. The various electronic control systems, including the engine management system, ESA suspension, traction control, engine braking, and ABS, utilize the IMU output data to offer different characteristics and intervention levels according to the selected rider mode.
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The GT offers three rider modes, defaulting to Road mode, with Rain and Dynamic options selectable on-the-fly. Each selection corresponds to a specified torque map, controlled by the engine management system, which determines the extent to which the engine drag control system (MSR) intervenes when aggressive downshifting or overrun threatens to break traction at the rear wheel. MSR works in a similar way to the Dynamic Traction Control fitted to the F 900 XR we recently tested, automatically adjusting power delivery for optimized grip and stability.
BMW’s semi-active ESA suspension system, fitted as standard across the range, adjusts damping forces on both the rear strut and the Duolever front suspension in real-time, optimizing rebound for stability. After activating the K 1600’s ignition, the ESA system automatically adjusts preload, accounting for any additional luggage and passengers; no more measuring the sag (or likely, guessing how many preload clicks to add). Tuned for long hauls in comfort, the suspension in the default Road mode soaks up the bumps as you eat up the miles. Selecting Dynamic mode provides firmer suspension for sportier handling and more precise cornering, while Rain mode allows for softer settings to help maximize traction in slippery conditions.
The new K 1600 GT gets a massive 10.25-inch TFT color display that works with BMW’s Multi-Controller wheel on the left bar. Like all BMW’s color TFTs, it is excellent. The anti-reflective screen is clear and bright, and the simplified menu is intuitive. Smartphone connectivity finally enables on-screen map display and active navigation, eliminating the need for a stand-alone GPS. Great news, but don’t expect to just plug and play with Apple Car-Play or Android Auto. The new map display works exclusively with BMW’s proprietary Connected app, which it argues is better suited to hands-free operation for motorcycling. In their defense, the app is free and intuitive, and once figured out, we easily loaded some state maps and created routes, which are also downloadable from Garmin's BaseCamp application. It is a static system and cannot provide traffic or other live updates, but on the up-side, map functionality does not rely on a constant cell phone signal.
RELATED: Here's What Makes The Harley-Davidson Road King Special A Good Touring Motorcycle Fitted as standard on the K 1600 GTL and Grand America and optional on our GT test bike and the B, a new audio system offers serious sound potential. The radio antenna is now integrated into the bodywork, improving the aesthetics, and new menu control and setting options improve the audio system's all-around usability. A second antenna provides data exchange via W-LAN and Bluetooth and enables the Connected app to operate helmet communication systems, allowing access to telephone and music functions. The TFT screen’s generous dimensions allow the selection of a split-screen view to simultaneously display the speedometer and tachometer, in addition to the map, radio, or other information selectable from the menu.
The K 1600 lineup gets four new favorite buttons, located on the left side of the fairing panel below the handlebars, which enable access to 18 programmable functions, such as the radio or activating the heated grips. The system uses two-stage buttons, which, when pressed gently, display the programmed function and a list of alternative options on the dash. Pressing the button beyond the point of resistance activates the programmed function. BMW has also added an innovative smartphone storage compartment above the TFT display, which provides adequate power for simultaneous charging and navigation via a USB-C port. To prevent your smartphone from overheating with the effort, the splash-proof compartment's dedicated electric fan, controlled by a thermostat, maintains adequate ventilation. Although it has no lock, the K 1600’s screen automatically drops to its lowest position with the ignition turned off, preventing unauthorized access.
The new K 1600 lineup benefits from extensive LED lighting and an adaptive headlight, now standard across the range. The low-beam module comprises nine LEDs, and the high-beam module uses four. The adaptive function employs lean-angle data to operate low-beam LEDs, which illuminate the inside of corners according to the bike’s degree of heel, up to an increased 35 degrees from center. Turning on the K 1600’s ignition prompts a “Welcome” light function; the head and tail lights illuminate for a moment before fading out. After switching off the ignition, the head and tail lights briefly activate for the “Good-bye” function, which lights the area around the motorcycle. Enhancing the effect, the addition of the optional floor lighting package ($100), a new concept for BMW, adds bling and can be a practical aid when parking in the dark using the side or center stand. A new “Follow me home” light function activates when pressing the high-beam headlight switch directly after turning off the ignition.
Climbing aboard the K 1600 GT’s plush, roomy saddle and grasping the wide bars, you get an immediate sense that this is a seat you can spend time in. The GT is the sportiest of the new lineup, yet the ergonomics are entirely neutral. The 31.9-inch seat is accessible to all but the most vertically challenged, and an optional low seat brings it down to 30.7 inches. A comfortable bend at the knee and upright body position are ideal for knocking out big miles in relaxed comfort. Our test GT has the Option 719 package that includes the saddle-brown, diamond-stitched, stepped seat. My significant other was full of praise for the comfort and leg position afforded to pillion passengers. Although the GTL and Grand America, which come equipped with a top-box with integrated back padding, armrests, and speakers, are the better options for pillion comfort.
Cruising the highways and byways on the GT provided the perfect excuse to test the updated engine characteristics. The slight increase in torque plays an outsized role in the GT’s potential to perform. Acceleration from a standing start feels as quick as any of the sport-tourers we've ridden recently, including the R 1250 RS we tested in June. Overtaking on two-lane highways is never a challenge. Drop down to fourth and open up the throttle, and the GT’s straight-six spins up quickly to catapult you past lumbering trailers and RVs with surprising dispatch. Loading it with gear and a pillion passenger barely dents its performance and handling; such is the grunt available from the smooth six. In Road mode, the GT wafts along and the suspension rarely troubles you with any imperfections in the road surface.
In its fully raised position, the K 1600’s broad windshield directs most of the headwind over my helmet, and at the touch of a button, the screen drops to suit a rider’s preference for shielding. As I rode into the twisting mountain roads of Southern California, I lowered the screen to take advantage of the cooling air and switched the rider mode to Dynamic. The firmer suspension setting is noticeably stiffer but supple enough to maintain a suitable level of refinement. Fully fueled, the K 1600 GT is still under 800 pounds in a class that includes machines weighing well over 900. A die-cast aluminum chassis and extruded aluminum subframe help keep it lean. The GT is as light on its toes as a conditioned prizefighter, darting from side to side with a deftness belying its size and weight. In this respect, BMW’s new heavyweight feels anything but. Although, the forged wheels included in our GT’s Option 719 package are due a portion of the credit for its surprising agility.
Big adventure bikes have overshadowed the traditional fully-faired touring machines in recent years, and only a handful of manufacturers offer models with whopping displacements of 1,600cc or more. Few are as smooth and refined as the K 1600, and none can match it for performance. There are less expensive alternatives, and when you’ve added all the bells and whistles, BMW’s globetrotter will set you back $30K or more. Nonetheless, that’s still competitive when compared to its true rivals. It is an outstanding machine, and much like the humble bumblebee, it is entirely at odds with the laws of physics. Don’t let appearances fool you. The BMW K 1600 GT really can fly.
The BMW K 1600 GT is also available in Black Storm Metallic and Sport, BMW’s classic racing white, blue, and red scheme. Ours had the Option 719 styling package ($1,900), finished in Mineral White Metallic with blue accent lines, contrasting with a black frame, and fitted with a saddle brown seat with diamond top-stitching ($250) and forged Classic Wheels ($1,750). Our tester also benefited from the optional Premium Package ($3,000), which includes keyless ignition, Gear Shift Assist Pro, a central luggage locking system, auxiliary lights, an alarm system, and engine protection bars. The total price as tested is $30,940.
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Guy started riding motorcycles aged 21 and bought a Kawasaki ZX-6R the day after passing his road test. He was a sportbike enthusiast for many years until, in 2010, the Long Way Round television series inspired him to organize an adventure moto-tour. Since then, he has traveled thousands of miles across the US, Chile, Argentina, Canada, and the UK on various adventure bikes. He attended adventure bike school with the BMW Performance Academy, completed enduro training with Off-Road Skills in the UK, and recently brushed up his sportbike skills at the renowned California Superbike School. He spent a year in amateur endurance car racing and has attended Skip Barber and Dirtfish driving schools. Guy has previously been the Road Test Editor at Rider Magazine, and his stories were also published in Adventure Bike Rider, ADVMoto, and DRIVETRIBE. In 2020, Guy was one of three winners of Moto Guzzi's "Spirit of the Eagle Rideaway" competition.