Tremors and aftershocks are still being felt two years after the Big One, when BMW’s dynamic duo—the K 1600 GT and GTL—reconfigured touring’s tectonic plates (Rider, May 2011, and on ridermagazine.com). After impressing us in their respective solo and comparison tests, both models shared Rider’s Motorcycle of the Year honors for 2012: “History will look back upon both the BMW K 1600 GTL and GT as ground-breaking machines in the luxury and sport-touring segments.”
The GT and GTL are more alike than different, with the same powerful and silky smooth liquid-cooled, 1,649cc in-line 6-cylinder engine, the same stout chassis and high-end components, the same sophisticated electronics, and the same sleek, futuristic bodywork. For sport-touring duty, the GT foregoes the top trunk and has a smaller windshield, firmer suspension, sharper exhaust note and a more aggressive riding position, with less handlebar pullback, higher footpegs set farther back and a narrower, less cushy seat, than the GTL. With just a few tweaks distinguishing it from a full-blown luxury tourer, the K 1600 GT is almost in a class by itself.
Of course, all of that performance and sophistication comes at a price. MSRP for 2013 is $21,200, which includes ABS, a Xenon self-leveling headlight, heated seats and grips, cruise control, an onboard computer, a luggage rack, LED rear light and a power accessory socket as standard equipment. Our test bike (a 2012 model since that’s all that BMW had in its test fleet) is equipped with the optional Premium Package ($3,695), which adds Bluetooth, an audio system, radio software, Adaptive Headlight, Dynamic Traction Control, ESA II, tire pressure monitor, a central locking system for the saddlebags and an anti-theft alarm, raising the as-tested price to $24,895. The only change for 2013 will be the addition of LED fog lights to the option list and new colors.
2013 BMW K 1600 GT Specs
Base Price: $21,200
Price as Tested: $24,895 (Premium Package)
Warranty: 3 yrs., 36,000 miles
Type: Liquid-cooled, transverse in-line six
Bore x Stroke: 72.0 x 67.5mm
Compression Ratio: 12.2:1
Valve Train: DOHC, 4 valves per cyl.
Valve Adj. Interval: Varies, computer monitored
Fuel Delivery: BMS-X EFI, 52mm throttle valves x 6
Lubrication System: Dry sump, 4.8-qt. cap.
hydraulically actuated wet clutch
Final Drive: Shaft, 2.75:1
Ignition: BMS-X Computer Controlled
Charging Output: 580 watts max.
Battery: 12V 19AH
Frame: Cast aluminum twin-spar main frame w/ engine as stressed member & cast aluminum Paralever single-sided swingarm
Wheelbase: 63.7 in.
Rake/Trail: 27.8 degrees/4.3 in.
Seat Height: 31.9/32.7 in. (no-cost low seat: 30.7/31.5 in.)
Suspension, Front: BMW Duolever w/ single shock, Electronic Suspension Adjustment (ESA II, as tested), 4.5-in. travel
Rear: BMW Paralever w/ single shock, ESA II (as tested), 5.3-in. travel
Brakes, Front: Dual floating discs w/ opposed 4-piston calipers & semi-Integral ABS
Rear: Single disc w/ 2-piston
pin-slide caliper & ABS
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 6.00 x 17 in.
Tires, Front: 120/70-ZR17
Wet Weight: 757 lbs. (as tested)
Load Capacity: 434 lbs. (as tested)
GVWR: 1,191 lbs.
Fuel Capacity: 7.0 gals., last
1.0 gal. warning light on
MPG: 89 PON min. (high/avg/low) 45.3/38.8/32.7
Estimated Range: 271 miles
Indicated RPM at 60 MPH: 2,750
This sidebar was published as part of our 2013 Sport-Touring Comparison Test: BMW K1600GT, BMW R1200RT, Kawasaki Concours 14, Triumph Trophy, Yamaha FJR1300.
old timer .is the trans shift right foot
at 78 i do have a feal for the shft with the right foot go back to the 50teys bsa 500
Best bike ever ridden by me,only bike that came close was a gtr 1400 Kawasaki