First launched in 2011, in both GT and the more laid back full-dress and top box equipped GTL form, there’s still nothing quite like BMW’s astonishing K 1600. As the only motorcycling transverse six in production, most of the story is about its phenomenal, whistling-smooth and quick engine. But it’s also been packaged and equipped so impressively it not only has size-defying handling but also sumptuous comfort and slick sophistication and practicality.
Updated first in 2017, when it gained updated bodywork and new TFT dash, then, more recently in 2022, when it became Euro5 compliant while actually boosting performance, both are now more potent, better equipped and more effective than ever. The result is slick, effective, polished, luxurious and almost beyond criticism… as long as what you’re after is a six-cylinder monster tourer, that is… Nothing munches miles so massively.
As mentioned at the outset, the K 1600 is all about its phenomenal (and unique) six-cylinder engine and that remains the case today. Honda’s GoldWing may also be a six, but has a flat, ‘boxer’ arrangement while its 125bhp peak power can’t match the K16’s simply ballistic 160bhp.
Changes to the K 1600 design in recent years not only brought Euro5 compliance but actually boosted its midrange (the 160bhp peak was retained but now at 6750rpm rather than the previous 7750rpm) while peak torque was actually increased from 175Nm to 180Nm at 5250rpm. All that, with a super-smooth, six-cylinder, ‘whistling’ delivery, provides a grunty, ballistic ‘magic carpet' ride like no other that’s perfect for eating motorway miles.
But the K16’s also far more adept at hustling through sweeping bends at speed than its size would suggest. No, it’s no sports bike, nor even a nimble ‘naked’, but the K 1600 GT can truly be hustled through bends in a way that confounds physics – and this latest version is better than ever. The new ‘next generation Dynamic ESA’ (BMW’s sophisticated, automatically compensating electronic suspension) delivers a plush yet controlled ride and overall handling defies belief. Yes, ultimately, the K 1600 GT is a big, heavy bike that demands respect, but thanks to its lightweight aluminium frame and high-quality suspension, it can also be ridden more sportily than you might expect.
Although undeniably big and initially intimidating, the GT’s seat is also impressively low and narrow at the front, while its more upright posture (when compared to the GTL’s) puts the rider easily in control. Handlebars fall nicely to hand, the myriad controls and displays are all navigated easily, and the enormous, electrically adjustable screen keeps all the elements at bay. Meanwhile pillion comfort, especially on the GTL (or if you specify the top case/backrest onto the GT), simply doesn’t get any better. After being on the back of a K16, your pillion partner probably won’t want to ride on anything else.
The K 1600 GT, like all ‘full-dressers’, focusses on delivering mile-eating comfort and luggage carrying ability so is never going to be the most versatile or even all-round practical of bikes. The sheer bulk that comes with its engine, weather protection and luggage provision compromises commuting, traffic-splitting and parking ability plus it’s not the cheapest bike to run anyway, with a significant thirst for fuel. That said, the GT is surprisingly nimble and entertaining to ride, brilliant over long distances, and the provision of a reverse ‘gear’ (in truth it’s an electric device driven off the starter motor) makes parking and maneuvering easier than it would be otherwise.
Bikes don’t get much more lavishly equipped – at least potentially. Along with the standard centrally locked luggage, electrically adjustable screen, riding modes, Bluetooth phone and satnav connectivity, big 10.15” TFT dash, reverse gear, quickshifter, adjustable seat and more, come options for heated seats and grips, the latest Dynamic ESA, new LED adaptive headlight, the list goes on… The proviso is that ‘potentially’ bit: many of the latter are extra-price add-ons, so keep an eye on the price when ticking the options boxes…
The K 1600 GT is big in every way – engine, performance, equipment, weight – so it was always going to have a hefty price and likely running costs – which it has. Prices currently start at just over £21,000 (€28,500 in Ireland), with plenty possible extras to add, while its whopping 160bhp six meant it was never going to be cheap to run, either, with a healthy appetite for consumables such as fuel, tyres and brake pads.
That said, you get what you pay for. Ever since its original launch in 2011, the six-cylinder K 1600 has been the biggest, most sophisticated, most luxurious tourer around and updates since have kept it up to date and ahead of the curve. Yes, you can argue whether you ‘need’ a 160bhp six-cylinder tourer, especially when BMW also offers the excellent, boxer twin R 1250 RT. But we defy anyone to ride it and not ‘want’ one. Tourers simply don’t get any more potent, excessive or impressive than the BMW K 1600 GT.
BMW K 1600 GT Specification
Price: From £21,420 (UK)/ €28,550 (Ireland)
Engine: 1649cc six, DOHC, four valves per cylinder, liquid cooled
Power: 160bhp (118kW) @ 6750rpm
Torque: 180Nm (133lb-ft) @ 5250rpm
Transmission: Six-speed, chain final drive
Frame: Aluminium ‘bridge’ type
Suspension: (F) BMW Motorrad Duolever; central spring strut, (R) preload adjustable BMW Motorrad Paralever; central spring strut.
Wheels: Cast aluminium, 17”/17”
Tyres: (F) 120/70 x 17, (R) 190/55 x 17
Brakes: (F) 2 x 320mm floating discs, four-piston radial calipers, (R) 320mm disc, 2-piston caliper. Cornering ABS as standard equipment
Weight: 343kg (kerb)
Wheelbase: 1,618mm
Seat height: 810-830mm
Fuel tank: 26.5 litres
Fuel consumption: 48mpg (claimed)
Service intervals: 6000 miles/12 months (12,000 miles valve clearances)
Warranty: 24 months unlimited mileage
Contact: www.bmw-motorrad.co.uk
Words: Phil West
Photos: BMW
