Icon: Harley XLCR
Same huge power from Euro 4 engine Quickshift option Emergency Call option
AFEW MILES INTO the K1600GT launch ride, I’m flying along on a smoothrevving six-cylinder time-warp machine, trying to get accustomed to its array of buttons and switches. Everything from throttle response and suspension tune, via the sat nav to the temperature of the heated grips and seat, is controllable with the flick of a digit.
But I’m making sure to keep my thumb away from the right handlebar’s button marked SOS, because that’s reserved for emergencies. If I crash the BMW, its Intelligent Emergency Call system will automatically dial for assistance and check I’m OK, via the built-in speaker.
The K1600GT has been subtly revamped for 2017, six years after the 1649cc six’s introduction. Its 24-valve powerplant has been tweaked to get through Euro 4, but there’s no change to its maximum output of 160bhp at 7750rpm, or to the fact that the big dohc unit grunts out 70 per cent of its impressive 129lb.ft torque from just 1500rpm, barely off idle.
The most obvious changes are to the bodywork, which is reshaped around the rider’s legs but still holds the two lockable cubby-holes at shin height (one contains a USB charger). Higher up, the manually adjustable air-vent flaps are much larger and more effective. The slightly larger, electrically adjustable screen did a good job of keeping off wind and rain while providing a respectably turbulence-free ride.
Shorter riders might prefer the bluepainted Sport model, with its lower screen and cosmetic changes including gold brake calipers. Being tall, I was happier behind the standard screen, and had no need for the optional lower seat or even lower one-piece accessory. Manoeuvrability for all heights of rider can be enhanced with the new GT option of an electronic reverse gear, similar to the K1600GTL’S and activated via a button on the handlebar.
That mighty, smooth-revving six-cylinder motor is the star of the K1600 show, even more so now that it can be fitted with the optional Shift Assistant Pro quickshifter. The old box could be a bit clonky but this GT shifted cleanly and very sweetly both up and down the box. There were a couple of occasions when the auto-blipper didn’t engage, possibly because I hadn’t fully shut the throttle. It was a fantastic feeling to hold the GT flat-out and flick through the box while the Spanish scenery flashed past at an ever-increasing rate, to the accompaniment of a muted but still stirring six-pot symphony from the twin silencers, which crackle throatily at town speeds. Thankfully the four-pot front brake calipers slowed 300kg-plus of fuelled-up BMW at a comparably rapid rate, assisted by grippy Metzeler Roadtecs and an efficient ABS system that was welcome on damp roads.
The GT now comes with BMW’S revised
“A stirring six-pot symphony from the twin silencers”
Dynamic ESA semi-active suspension, featuring automatic damping in a choice of either Road or firmer Dynamic settings, set via the left bar’s click-wheel. The system is admirably userfriendly and the GT handled very well for such a big bike, though for hard riding I’d have liked it firmer. Shock preload can also be fine-tuned electronically, though the six doesn’t adjust preload automatically like the new GS system.
Following BMW’S guide rider at a lively but safe pace, I was aware of the six’s size but enjoying its unique blend of fierce acceleration, six-pot character and tourer-like luxury: screen up, grips and seat radiating warmth, kilometres clicking by with effortless efficiency.
BMW have added even more refinement to an undeniably classy, if extremely expensive, six-cylinder express that offers everything you need to cross continents in style at high-speed and in considerable comfort. Though that engine remains its greatest attribute.