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BMW K 1600 GT GTL and Motorcycle Windshields

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BMW’s latest try in a new game-changing model appeared in Australia this month (June 2011) with all the new BMW K 1600 GT and BMW K 1600 GTL set to look at heavyweight touring market by storm. These powerful new machines are lighter than comparable motorcycles, offer exceptional handling because of their category and motorcycle windshields and bristle with well-executed features that help to create a brand new level in touring motorcycles.

A highlight of both types may be the shared new six-cylinder engine. BMW’s background with such engines in the automotive world is unparalleled rather than surprisingly, this new donk can be a beauty. In fact, this 1649cc of BMW brilliance annihilates any similar motorcycle with regards to power and torque, from idle right through towards the 8500 rev-limiter. There are only three engine configurations that provide inherently perfect balance: the straight-six, flat-six and V-12. It shows, because this long-stroke BMW straight-six is simply a marvel. At 103kg full of gearbox, alternator and clutch and just 56cm in width it can be a triumph of engineering.

Numbers don’t get it done justice. BMW claim 158hp at 7750rpm, not an overwhelmingly powerful number for a motorcycle that registers more than 300kg on the scales. The standout figures would be the huge 175Nm of torque at 5250rpm, as well as over 130Nm of twist from as little as 1500rpm. Most opponents happen to be neutering the underside end torque of the bikes these days, presumably to increase gearbox and final drive longevity. BMW, however, present you with every one of the Clydesdale-sized horses which has a double shot of Viagra on top of that. Only the larger capacity Gold Wing can offer comparable torque smooth rather to use down low, but it’s no match for the BMW in the event the revs rise. As for BMW’s other top-spec tourer, the R 1200 RT, the K 1600 machines have an overabundance torque at idle compared to cherished Boxer can muster around their rev range.

Between 4000 and 7500rpm could be the motor’s sweet spot. Tall gearing sees the mill using only 3000rpm at 110km/h and even its prodigious torque can’t overcome that handicap when urgent overtaking moves these are known as for along with a downshift or two is essential for truly rapid acceleration. It is certainly not lazy inside lower gears, it power wheelies in first gear with little provocation.

In rain mode, full top-end power can be done but throttle response is dulled and the torque curve flattened from the mid-range. Road and dynamic both provide the same power characteristics while dynamic sharpens throttle response a touch too much for comfortable progress. The road is my favored mode.

It even sounds pretty damn good. The politically correct fun police from BMW HQ dictated that individuals were unable to sample a device equipped while using optional Akrapovic mufflers. Personally, I think they should be prosecuted for cruelty to journalists.

IMAGE: touring-windshield-bmw-k-1600-gt-gtl.jpg

Whilst the tall gearing without doubt helps fuel economy and highway relaxation, this may also lead you into ‘lose your license’ territory quick smart. The GTL is electronically speed tied to 220km/h even though the GT is allowed 30km/h more for your magistrate to think about.

In town or on the road, the six-speed gearbox seems to provide a few more ratios than required. Often I just clicked by way of a few gears at a time as for smooth and legal progress, in spite of which cog was selected. Even letting the tachometer dip below 1000rpm in fifth gear doesn’t start to see the 1600 grumble. From a standstill the take-up point around the light clutch is tough to gauge, however with time undoubtedly familiarity would render this a non-issue. The 10-plate wet clutch is also from the slipper variety, making an effort to negate any unruly sensations from your rear when dropping down a lot of cogs under brakes.

BMW’s duo lever front-end is really a match manufactured in heaven for big motorcycles. Inherently resistant to pitch changes attributable to accelerative or braking forces, the duo lever front suspension helps rider confidence and cuts down on chronic front tyre wear common to large machines suspended by conventional forks. The Para lever rear suspension combines the swingarm, Cardan shaft drive and rear braking mechanism, all into one single-sided unit.

Once off the side stand and rolling, the K 1600 machines offer almost ridiculously light steering and excellent foot-peg initiated maneuverability. With its 800mm seat height and 15kg less pork to carry, the GT is noticeably more agile while offering excellent ground clearance, which makes it suitable to aggressive riding in the hills. Due to a 50mm lower seat height, the GTL does hand out a good amount of ground clearance towards the spritelier GT however it still takes a mid-corner bump at lean in order for that pegs to touch down.

Put it by doing this: the GTL would still run rings around anything produced from a cruiser chassis with an almost laughable extent and remains sporting enough to dispense with just about any large touring motorcycle about the market. As for that GT, a properly ridden you could easily keep using the majority of sports-touring motorcycles in the twisties, not to say full-size tourers. Yes, it’s that good and following a full day that included some tight and challenging terrain my torso had not been taxed. In fact, I still felt fresh as being a daisy, didn’t smell quite that fresh though…

The wheelbase, trail, rake and total width is the same whilst the GTL permits lots of 221kg, 9kg greater than the GT. The GTL does feel more vague after the speeds rise compared to the tauter GT but again, it’s still superior towards the other full dress tourers about the market. It’s that the GT is certainly more aggressive. In tight terrain it won’t remain behind from the much lighter R 1200 RT, maybe the boxer remains a more satisfyingly sporty ride when it comes to firing out another side of a turn the boxer feels virtually breathless in comparison for the new big kid on the block.

Thanks towards the official fitment of second-generation electronic suspension adjustment both rebound damping and preload could be adjusted through the bars to fit the prevailing conditions or mood, offering a sweet ride regardless of what the terrain. Damping changes are enacted around the fly whilst the machine have to be stationary for the spring base plunge to be reproduced. Having setup changes close to hand makes sure that it is often a fuss-free process to modify your machine and preserve correct chassis geometry for differing loads, while changing damping rates to make certain stability, comfort and performance in different role. No piddling about with c-spanners, knobs or screwdrivers here – it’s all done without lifting a hand through the bars. Bloody brilliant.

Of course the electronic trickery doesn’t stop there, that is BMW! Dynamic traction control with lean angle sensors and matched for the ‘Rain’, ‘Road’ or ‘Dynamic’ engine modes supported with integral ABS is reassuring when conditions are treacherous. Forget your experiences with first-generation systems: the BMW way of doing things nowadays takes practically nothing away from the riding experience, it really sits there quietly inside background being an active provision if things get unruly and is never an impediment to rapid progress. The braking power from the 1600 is massive as well as the traction control only intervenes when hitting a slippery patch of tar or possibly a corner covered in dirt, and does so in a fashion that is beneficial but remains unobtrusive enough never to upset the chassis mid corner. It seems the ones that developed it genuinely ride bikes, and like riding them hard…

Adaptive headlight technology has been modified from cars and implemented over a motorcycle for the first time. A gyroscopically-controlled and centrally-located Xenon headlight stabilizes the beam vertically to compensate for pitch changes through the suspension and swivels the beam of light to the direction of travel while negotiating a corner. The systems works as advertised but I was a little disappointed while using resulting output.

Possibly my unfamiliarity with all the temperature of lighting supplied by a xenon beam disconcerted me a little. I know though I am more susceptible than most to unnatural light as I can’t wear a tinted visor regardless of what the circumstances and also dislike sunglasses. When supported with the two high-beams situated each side of the main beam I found the lighting a lot more than satisfactory. A row of LED driving lights flanks the key fringe of both fairing panels and is more for aesthetics than practicality.

Ergonomically, both bikes are comfortable while using GT rider angled towards the front for a far more aggressive riding stance, as the GTL is quite upright and it has a slightly larger screen. The seats are expansive on both, although with the end in the day, my cheeks begun to get a little tender.

Both engines include functional panniers which can be easily removed as the GTL also scores a voluminous top-box with backrest and internal lighting as standard kit together with fog-lights. Both bikes are equipped with tire pressure warning systems, central locking (don’t laugh it’s very handy to the luggage and compartments) together with heated seats and grips, both adjustable through five heat settings. An excellent iPod-compatible stereo system with Bluetooth is also standard on both models, as they are a security system and pre-installed interface to the excellent optional GPS system that slots into the top with the instrument panel.

Everything can be controlled from the bars having a high-resolution TFT screen utilized for toggling over the myriad menus that control the huge quantity of settings available, to tailor the ride to your preferences around the fly. The speedo and tachometer side with the instrumentation are few things special and with the speedometer graduated through from 0 by way of 260km/h in 20km/h increments means straying across the speed limit is very easy. I prefer a substantial LCD to produce the velocity over these go straight away to jail, do not pass go, do not collect $200, guilty until proven innocent farcical misappropriation from the legal system masquerading as road safety that individuals serfs have to put with. Best to utilize standard fitment cruise control on those potentially license-losing highway stretches.

The GTL includes a 26.5 liter fuel capacity, 2.5l over the GT and fully fueled the GT undercuts the GTL by 29kg hitting the scales at 319kg ready to roll. This makes the K 1600 GT 31kg heavier compared to outgoing K 1300 GT which includes now been dropped in the BMW line-up. The 1300 was also a good powerhouse but was underdone inside the feature stakes compared to the new 1600 machines or the fully-featured R 1200 RT. The K 1600 GT feels more agile and shrugs off road irregularities with considerably more composure than I remember the 1300 managing, and certainly feels a generation ahead of the previous machine, as it should.

The K 1600 GT has entered the market industry at $34,990 plus on roads as well as the GTL registers at $36,990. They are not cheap but the Australian specification machines are fully packed with all the kit that are largely only accessible as optional extras in other markets. The GTL will come in silver or dark blue along with the GT also comes in sometimes a light grey (looks better than the name suggests) or perhaps a dark metallic red.

In my personal, those two bikes are by far the most dynamic and full-featured touring motorcycles ever produced. I have always said, often on the surprise of several, that my dream shed of bikes would likely will include a Gold Wing among its numbers. That dream shed often changes, once upon a time there wasn’t just one BMW in it, these days the K 1600 GT joins its Bavarian brothers the R 1200 GS and K 1300 R inside report on machinery that’s been able to steal my heart since BMW has dramatically upped their game inside the past several years.

BMW are moving beyond your competitors through excellent implementation of technology that includes to, rather than detracts from the riding pleasure plus countless ways are actually showing other manufacturers just how ahead. It seems most Japanese manufacturers are focused on being ultra-conservative, and as opposed to leading the market industry through innovation, the Japanese are most often investing their energies to make cheap transport for your burgeoning Indian and Chinese markets, which is starting to show. To find best windshield bmw k 1600 gt gtl visit motorcyclescreens.eu

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