BMW K1600GT vs. Kawasaki Concours 14 vs. Triumph Trophy SE vs. Yamaha FJR1300 - ANOTHER COMPARISON OF SPORT TOURERS

When I heard that BMW was starting to develop a six-cylinder luxury tourer, I immediately imagined a comfortable, vibration-free, and at the same time absolutely characterless means of transportation, but I was wrong. Of course, there are no positive aspects, but the character of the BMW K1600GT is absolutely individual and tough, like that of a real German. The sound of the engine is very reminiscent of cars from this manufacturer.

The 21st century promotes a philosophy of comfort, and BMW also keeps up with the times - everything here is controlled using buttons and new technologies so that a person puts a minimum of effort into fulfilling his desires. A whole manual could be written about the advanced motorcycle system, in addition to the “Operating Instructions”, but, nevertheless, it is quite simple to understand the controls.

Maneuverability

The weight is quite bulky - 295 kg dry, although this is not noticeable when driving. There is a good, if not perfect, balance throughout the model:

• location of the footrests;
• saddle height;
• convenient accelerator settings;
• soft clutch mode.

All this contributes to the easy maneuverability of the BMW K1600GT sport. Also, the weight and size are absolutely not noticeable if you gain good speed.

As far as I know, this is due to the low center of gravity and fairly sharp steering geometry, which is unexpected for a touring model. Even while riding on a mountain serpentine, I had to make a minimum of effort to change the trajectory of movement. This is very convenient when the driver and vehicle are a well-coordinated team. The correct setting of the brakes with ABS as standard also adds confidence.

Luxurious practicality. Details about BMW K1600GT and K1600GTL 2011

It is noticeable that the BMW K1600 series was developed by the Germans with the firm conviction that their motorcycle simply had to leave all competitors behind. This is how they are, these Germans, genetically suffering from delusions of perfectionism and global superiority. Who are they going to fight and compete with? Well, first of all, of course, it is “golda”, or in scientific terms - the Honda GL1800 Gold Wing - a beacon that anyone who encroaches on the grand tourism segment is guided by.

Practicality did not allow the Germans to surpass the volume of the Japanese 1.8-liter 6-cylinder boxer unit. Why do this if more power and torque are already achieved with 1.6 liters? We stopped there. However, the same practicality did not allow BMW to fully implement in the K1600 the “luxury touring” concept, taken to the limit in some Harleys, Victory Vision and the same Honda Goldwing. Sofa-entertainment travel is by no means practical, and it’s hard to disagree with them on this.

Next up was another Japanese icon, the Suzuki Hayabusa. But making another grand sportbike with a touring suspension, creating a second “bus” is unforgivably low. You need to be different from everyone else, then it’s easier to be first. Therefore, having listed the Japanese sports tourer as a competitor (Honda VFR 1200 and Kawasaki GTR 1400 were also included), we moved on.

There is a similarity between the strict forms of the K1600 series and the Aprilia Futura

And what next - practically nothing. Is it possible for a German who wants to become the very best to get lost in the crowd of all sorts of “undersized” ones like the Honda VFR800, Ducati ST4s or Triumph Sprint ST? True, there is also the deservedly revered Aprilia RST1000 Futura... to be more precise, there was one. But the motorcycle was discontinued, but there were still fans who were attracted by the design and concept of the Italian. So, the formula is already beginning to take shape: Dimensions, impressiveness of the Suzuki Hayabusa, torque and convenience of the Honda Goldwing, practicality and design of the Aprilia Futura. If we get down to specifics, the main interest is concentrated around the latest development of the Bavarians - a 1650 cc 6-cylinder in-line engine, which the Germans modestly dubbed the “Ultimate Driving Machine”. According to BMW, it is the narrowest (56 cm) in-line 6-cylinder engine on the market. It’s hard to contradict them, but don’t forget that at the moment this is also the only engine of its kind (presumably, they compared it with the old Honda CBX1000?). It will remain so for some time - just until another German motorcycle manufacturer Horex enters the market with a very elegant VR6 solution, which makes it possible to further narrow the block of six (almost) in-line cylinders.

But the Horex VR6 will not appear soon (or will it?) and the update of the BMW K-series is already here and now. From the “six” the Germans managed to squeeze out 160 horses at peak (comparable to the Suzuki Hayabusa and much more than the “Golda”). But more important is the torque, which also exceeds the “Gold” torque by 7 Nm and amounts to 175 at 5,000 rpm. A comparison with the S1000RR sports bike is indicative, which, with its maximum torque value of 112 Nm, will yield the same 7 Nm to the new sports tourer even at the slightest turn of the gas handle (at 1500 rpm) of the latter. Despite the monstrous engine characteristics, the Bavarians focus on efficiency. So, the K1600GT cleverly consumes even less than the K-series inline fours, partly due to the use of E-gas (Ride-by-wire) technology and other advanced electronics. For the convenience and safety of “bimeromaniacs”, a three-mode power switch will be used, which adjusts the nature of the engine to road conditions, allowing, for example, to limit the explosive power of the engine on a slippery road or in the rain. The next news will be the appearance of adaptive front optics on the BMW K1600, about which enough has been said here. We can only add that such a useful function will certainly require additional service and will add headaches to motorcycle owners. It would be better to offer it as an option.

It is impossible not to mention the much-advertised “multi-controller” system, similar in functionality to the BMW iDrive car. In fact, it is not very far from the Ducat joystick used on the new Multistrada 1200. The main feature of the multicontroller is the presence (for the first time on a motorcycle?) of a full-color TFT screen. Stopping all the splendor of the K1600 series (and bulky tourists have always performed in the heaviest weight category) will be an integral braking system with ABS in the base and optional DTC - BMW would not be BMW if they did not fill their new models to the brim with advanced electronics. Standard for the Bavarians, the Duolever and Paralever suspensions on the K1600GT and GTL are equipped with Electronic Suspension Adjustment (ESA II), which allows you to change the settings on the fly, adjusting them to the load of luggage and the presence of the “second number”.

And of course, what kind of luxury tourer can there be without an advanced audio system that supports all possible audio formats and can interact with music devices, including ... (holding your breath?) iPhone, separate heated passenger and driver seats, bottomless trunk and cruise control. control? The well-worn K1200LT, the sport-touring model that the newest K1600GTL aims to replace, retails for $21,500, so you can expect the K1600GTL to be of similar or slightly higher value. There is a clear analogy between the top tourer and the 7th model car. The same “angel eyes”, comfort and finishing of the highest level. I am sure that the K1600 series will look great next to the “Seven” in your garage, adding bright colors of Bavarian luxury to everyday life.

Engine

This is the most important advantage of the motorcycle, and quite impressive - a six-cylinder 160-horsepower liquid-cooled engine, which was the first of its type for motorcycles from the BMW manufacturer. Thanks to these parameters, my tourist easily accelerates from almost idle, and in top gear. The manufacturer indicates that 70% of the torque (125 Nm) is available from 1500 rpm. That is, the first five gears can be used already at the start, if desired. Just be prepared for a strong wind blow due to the massive windshield here. By the way, the “windbreaker” also has its advantages. For example, the top is cut in the middle, which allows for a good view. If desired, this and other parts can be replaced and the motorcycle can be tuned, but I wanted to check the ride in its original form straight from the assembly line.

The first 200 km/h is very easy even with a stroller. Then, encountering wind resistance, acceleration begins to weaken a little, but you can still reach the 240 km/h mark. And if you lower the windshield and bend down, you can push it up to 260 km/h. I drove at a speed of 220 km/h without any discomfort.

The BMW K1600GT engine is equipped with several modes.

1. Rain. As the name implies, it is necessary for wet asphalt. By the way, it was also needed when driving along a road strewn with diesel stains.
2. Road. Considered medium mode. Works well with the Comfort mode of the ESA system.
3. Dynamic. Gives the most acute response to gas.

To select a new mode, you must depress the clutch and release the gas. This is a kind of “foolproof” from the manufacturer. Moreover, you need to squeeze it with your whole hand, to the maximum, so that the second microswitch located on the handle works.

I also really liked the fuel consumption of this BMW - one might say, below average, even if you travel with a sidecar. For example, in a day I covered 300 km, and on different roads, not only city ones. Acceleration often reached 220 km/h. As a result, in the evening I received information from the on-board computer about the average fuel consumption of 6.1 liters per 100 km. That is, my 24 liter tank will be enough for 400 km.

BMW K1600GT

The best is the enemy of the good, isn’t that what people say? It seems to be so, however... yes, without any however - it is so! So why did I take him for the test?

I'll start with the shortcomings. Why exactly from them, you will understand later. So:

• Weight. 350 curb weight versus RT which (I write from memory) is 274 kg.
• The sound of the engine.
• This is not a motorcycle.
• Short windshield, sports type. Remove the nafig, install comfort!
• Twice I almost choked on saliva during acceleration, but there was no first aid kit or panic button! You can die for nothing.
• Exhaust sound. Change immediately to some Remus, they sound much better!
• The wind protection (not counting the windshield) burned my arms and neck while I was testing it. But it’s not realistic to ride in the trigger.

Devices. Well, there are not many differences from RT, just in the details. But overall, 1 to 1. Slightly in other places...

Only after sitting on it and starting the engine, I did not understand whether I had started the engine or not. Apparently the helmet has very good sound insulation.

The standard exhaust at idle, and up to 3 thousand, is simply inaudible. Complete absence of vibrations! No, you don’t understand, I’ll repeat it again. THIS MOTORCYCLE HAS NO ENGINE VIBRATIONS. You can’t feel them literally anywhere! I’m surprised, delighted... It’s clear that the design of the engine is like this, and so on blah blah blah... but a cool tricycle, how is it?

I couldn’t get going, but because it’s not clear what’s wrong with the speed, the skin doesn’t feel it, and everything is acoustically comfortable. After the RT, which wobbles and behaves like a motorcycle, the GT is a solid damper.

Shape, size, ergonomics - everything is the same as in RT and in some places more convenient.

To be honest, I was afraid of him. Well, because it’s healthy, heavy, etc. And I took RT for the test first because I was afraid of the K1600; it seemed like a monster. Well, now I understand that this is not so.

How does it steer?

Ooooh gentlemen and ladies, the steering is exemplary. Despite the fact that I included mass as a minus, it is also a BIG plus. RT - bicycle. It’s as if he’s in the middle of nowhere, but here it’s pure pleasure from maneuvering. We sang with him, we are in the same weight category.

Dynamics.

At first he seemed lethargic, nothing. Well, it goes somehow, but not the way I'm used to. It doesn't crash, the sound doesn't bother you. I rolled into it for about fifteen minutes, and then I understood how to handle it so that it would be okay. First of all, minu is weight. I repeat, yes, due to the large mass, acceleration does not seem to be acceleration. He is so smooth, like a barge. But if you look at the speedometer needle more often, and also try to unscrew it (after 4K revolutions the blood pressure starts), it starts to feel so bad... I can’t describe it in words.

As a result, a mini summary. He's damn fast. And you can use this speed in a VERY wide range of revolutions, in each gear. This is extremely comfortable and convenient. The motor pulls like a locomotive in almost any range, and after four it doesn’t just pull, it shoots.

Urban maneuvering.

I got the feeling that the 1600 and RT are 1:1 in size. I felt familiar in the gaps, it turns much more pleasantly, I think again the mass is to blame, and shifting it and putting it into turns is an incomparable pleasure. Who said that a tourist is puff, puff, puff, puff... gurgle, pshshhhh... take it, try how a tourist behaves.

The infection is beautiful from all sides.

Brakes.

There is nothing to write about them. This is a BMW, it brakes like a standard. Dot.

Controls and cockpit.

Why a separate paragraph, because it is almost identical to RT?

And that's why I want to highlight the mirrors. They are in their places, exactly on the horizon line and are always accessible to peripheral vision. In RT they are a little lower, and although they are still conveniently located, but in GT they are more convenient, safer, I would say. Although it is a matter of habit. And yes, Harley also had them on top, but they stood in such a way that the view in them was blocked by my body and shoulders, and nothing could be done about it. There was no review... but here, ah... it’s premium in Africa too.

The look of angel eyes is simpler; in RT it is much more aggressive. IMHO

Well, in conclusion. General provisions...

It took me a long time to gather the strength to take him for a ride. There are a million reasons why you shouldn't do this. But I decided to do it anyway and now I don’t regret it.

I got it to use for six hours. I picked it up at nine and was supposed to return it at three. The mileage during the test was 250 kilometers. The salon employee was so kind that he filled the tank completely free of charge.

Do I want such a motorcycle? Well, of course I want to. This car, as I already wrote, is in my weight category. He and I sang together. He is exactly what I want from a tourist.

Is it better than RT-shki? Well, of course it’s better, what kind of questions. The truth is sometimes worse. If a rider for RT can be light and generally not very tall. And he will cope with its control without any problems. And RT is more pliable in this matter, it steers like a bicycle. Then for the 1600th you need a big and heavy guy. Otherwise, don’t expect to be united with this beautiful horse; it will be very difficult to ride him.

And most importantly, wasn’t I going to change the RT to 1600 in an hour? Well, of course I got ready, otherwise it wouldn’t have been me. However, there are rumors that there will be an update to the K line soon, so I will be waiting for it. And when they are updated, then I will replace RT with the 1600th elephant.

Very harmonious. Very.

Let's go over the pros, let this be a postscript :

• Weight. We sang and, as I wrote above, it turned out that it was my size.
• Engine. It's something with something. I tried to get under way with the second one, but it’s crazy!
• Engine sound. Just the engine, not the exhaust. Everyone has probably heard what an airplane turbine sounds like. Well, you know, the K1600GT sounds the same!
• Ergonomics, MIRRORS!
• Landing. By the way, it turned out that it is more comfortable to sit on it than on the RT. Surprised.
• Seats! I don’t know what they are made of, but they feel great to the touch! And my butt was really comfortable. They are softer than the RT ones and the skin there (old dermantine) is apparently soaked in seven lye, soft like a baby’s bottom. This is comfort!

I forgot to write a lot of things. I didn't pay attention to something. If you have any questions, don't hesitate. Ask. I'll give you a hint and answer if I can.

Hi all.

Bye bye…

Suspension

The second-generation ESA suspension features a custom electronic variable control system. There are several modes that allow you to change not only the spring preload depending on the load, but also the damping characteristics.

1. Sport. Ideal for good roads where you can choose the optimal speed.
2. Normal. Suitable for city driving and South African roads with poor quality surfaces.
3. Comfort. Best used on highways for high speed traffic. My personal impressions are that the BMW K1600GT 2017 perfectly smoothes out all minor irregularities.

It is very convenient that you can change these modes right on the go; for this purpose, a special button is installed at the left handle of the steering wheel. As far as I know, the anti-dive function is considered one of the favorite functions of the Germans, and it is this function that is implemented in the electronic suspension capabilities for driver comfort. The DTC traction control system is also available as an option. The brake and clutch also have adjustable levers.

BMW R1200RT

Start

The key is in the lock, the first thought is “and what next” :). We squeeze the clutch - aha, the tidy has come to life! We press the red button near the gas handle - uh-huh, a familiar rattling sound. The opposition “boxer” came to life. Remembering how the “Gus” ended up not turning enough gas, we apply gas and quietly taxi behind the leader. Everything seems to be fine, without much twitching. We leave the parking lot and immediately take a couple of zigzag turns. I decided not to try too hard on an unfamiliar device, and listen to the sensations. It's funny. As expected, handling is excellent. It easily, I would say, playfully leans and turns. After a couple of traffic lights there is a slight acceleration - yeah, that’s “two-pot” torque! But everything is in (relative) order.

Landing

Smooth, comfortable, as befits a truck driver. Before your eyes is the wide “face” of the dashboard with mirrors at the edges. By the way, the mirrors are unusually “under” the hands, and not “above”, but everything is visible quite legibly. I just didn’t figure out how to set them up (I had neither the time nor the need).

Under the fifth point there is a wide soft seat (after all, more of a saddle than a sofa). My legs, at 185 cm tall, barely reach the ground. After a fairly low CBF, at first I was even afraid of not being able to reach it at the intersection, but then I “groped” for the asphalt at the last moment before a wave of mild panic. In general, the sensations are similar to those of the Goose (R1200GS), although the Goose seems taller from the outside.

Tidy and controls

There is only one complaint about the classic analog speedometer and tachometer - it’s too small! For such a huge side, they seem to be hiding. Later, on the K1600GT, I realized that this was not terrible, but there was a minor incident. The previous rider left the radio on as a present as a present! Iptit. Well, why the hell would a goat need a balalaika? At the same time, there was no time to ask how to turn it off. After the race, I saw a couple of buttons on the top of the side panel, but there was no particular desire to play while on the go. So I drove like a fool with music playing when I stopped :).

By the way, even on the “Gus” I saw a ribbed “ring” near the left handle that could be twisted, but without any visible effect. Then I read that this is a “multi-function” switch. But again, there was no time or desire to experiment. He does switch something. For example, a radio station :). In other words, “what the hell is needed.”

To top it off, there’s one more moment that I remember from “Goose.” Switching the turn signals is clearly designed for the huge Bavarian paws. Each time I had to reach (through that same “multifunctional ring of joy”) to the switch; fortunately, at least it is already similar to the “metric” Japanese counterparts, and is not spaced for the left and right hands, respectively, as on older models. Each time the palm actually came off the handle. Not that I'm complaining about the size of the hands, but you have to reach out every time, instead of just "put your finger on the switch" like in the "usual" Japanese or Italian design. In general, a small one, but a minus. Probably, over time you can get used to it, but I’m afraid that the desire to switch, say, in the city, would become less.

Box

Switching is convenient and pleasant, without complaints. It’s just a little strange that the first gear softly rests “down”, and does not become hard. The first time I even thought that maybe I didn’t insert it all the way, but then I realized that it seemed like it was supposed to be like that. Again, this did not cause any inconvenience, but it might have bothered someone. The difference in revolutions, in contrast to the same CBF, is decent - about one and a half thousand, i.e. The effect when switching is quite large, the gear needs to be selected. CBF's five hundred rpm difference looks more like a formality.

Engine

I had one complaint about the “Goose” - harsh vibrations from the engine that almost reach the teeth :). It is clear that when landing on the R1200RT I immediately began to listen to the sensations. According to the technical descriptions, the engine is tuned differently, and it appears to be so. Yes, there is a slight constant vibration (opposite after all!), but quite softly. Although after half an hour my hands still began to go numb :(. So, it looks like I’ll have to give up on boxers. What’s the point of a motorcycle that I can’t ride for more than (half) an hour? Especially for a long-distance driver who travels 300-400 km I have to travel in one tank! It’s a pity. Although... Maybe it’s for the better :).

The engine feels like it pulls great, I would even say a little brutal. A slight movement of the throttle leads to an “explosive” effect (again, everything is learned by comparison, I think that if I had transferred from the same Multistrada, I would have had different sensations). Not bad, but you have to be quite careful with the dosage. In conditions of poor traction, it may not be the best option. In dry weather, such manipulation a couple of times led to the effect of “pulling out” my hands, after which the range of circular movement of my right hand decreased significantly :).

The operating range of the engine is 3-4 thousand revolutions. At the same time, if necessary, it spins freely even higher, but with a uniform movement of 3 thousand, that’s it. You can easily add speed or slow down a little at any time without having to change gear.

The brakes are excellent, they grab confidently, it’s better not to make panic stops - the bike will stop, but the rider will have to hold on very well to stay in place :).

General feelings

As someone wrote on the Honda Pan-European forum, it felt like “you sat down and the world began to move around” (“let the scenery roll”). Despite the fact that there was Dutch Limburg all around, I couldn’t shake the feeling that France was passing me by :). I didn’t try it on the autobahn (switched to the K1600GT), but there were no particular doubts about the ability to cover long distances. This motorcycle is designed and equipped to cover tens of thousands of kilometers. Unless it is recalled for repairs every couple of thousand, which BMW is, unfortunately, very famous for :(. Combined with the base price of 19,400 euros (and few people buy it with this configuration), you can immediately throw in a couple of thousand on “vital” accessories ), the choice of such a device obviously cannot be called “spontaneous,” although I can imagine what people are paying for.

Half an hour later we stopped at a gas station and it was time to increase the number of cylinders by 3(!) times. The K1600GT stood in front of me.

Audio system

The audio system here is standard. The AUX output was located in the lower right glove compartment, and there was also a slot for the phone, lined with a foam rubber insert. Very comfortable, the smartphone fit snugly, did not dangle or scratch. Easily connected and enjoyed your favorite tracks prepared in advance for the trip.

The sound quality is solid, but certainly far from audiophile-quality. Probably the fact is that the speakers are located outdoors and exposed to any weather conditions. However, at speeds of 80-100 km/h it is heard normally. The front panel has two tweeters, and there are also two main speakers. A worthy set that is not present in every car. The receiver's reception in the mountains is poor, but this is not such a significant drawback as to warrant leaving negative reviews.

The navigator is also displayed on columns. It is mounted on the dashboard and can be pulled out with just one button press. It is very convenient when you need to leave the motorcycle outside, for example, to go to the store.

Good afternoon again, dear site visitors. Because I try to actively travel on my motorcycle, I began to receive a lot of questions, a la: “How reliable is it?” “Don’t you get tired on it?” “How much does it cost to maintain?” And so on…

Therefore, I think a short review about this moped is overdue. As always, I will be impartial, because I very easily admit mistakes and if something really was wrong, I certainly won’t hide it... Also, at least when I was thinking about buying, the reviews on YouTube were of course about my unit, but to be honest , I got the impression that people themselves saw this motorcycle 1.5 times and a review from a person who decided to quickly film a story about the new GTL in order to hype up the slugger and earn a few lloys on the channel and a review from a person who rode a motorcycle for well over 30k km will be very different... believe me. I repeat, this is my personal impression, maybe the reviewers I watched were really professionals in their field, but I didn’t really believe it...

When I bought equipment, I actually doubted for a long time what to buy. Hesitated between:

Kawasaki GTR 1400

Honda VFR 1200

Yamaha FJR 1300

I’ll say right away that we were talking only about the latest modifications of technology. And BMW wasn’t even on this list. I'm serious. Why? Yes, due to the inadequate price for this device (at the time of writing this post, 2.2 million can easily be paid for a new “dumbbell” straight from the showroom. But I initially thought of “keeping within” the budget of 500k wooden ones for a used copy. I scoured the forums , read about the sores, rode and sat on some... If you rely on reviews from “experts from motorcycle magazines” and other things, then kava, as a rule, is put in first place due to the “very good engine and chassis,” and then the rest share the places...

I also had an additional filter - I expected to travel more than one, so the comfort of the 2nd room was not a secondary issue for me. If you look purely at this indicator, then there are not many motorcycles left that fully satisfy this indicator - golda (well, where would we be without it), dumbbell (just my version) and all sorts of chopper-shaped ones (probably, I didn’t dive deeply into this segment). Based on the fact that I don’t really have a passion for choppers (I just recently got off the liter sport), and I could use gold, but “somewhere after 60,” I decided on a dumbbell.

I won’t describe the selection process at length. I’ll just say that I visited both the dealers’ offices in MSC and private owners, in total there were about 5 visits to the “bride show” for sure. Ultimately, the choice fell on the BMW K1600GTL. What we have:

— rolled off the assembly line at the end of 2013 (operation since 2014) — physically there is only one owner before me — full service at the dealer — tuned music, including sub — tuned front windshield (very good, happy with it like an elephant) — gel seats passenger and driver (I don’t remember the company, but I checked on Google, these ones cost about 800 euros and more) - original engine protection arches were additionally installed - mileage 40k with some pennies - after bidding (bought in Avilon in Volgograd), picked it up for 900k rubles (deal in April 2018)

Here I will immediately say that I work as a sales representative in a large Western company and I understand how to bargain. The dealer did a very good job, plus he did a complete maintenance at his own expense before leaving, as it was required due to mileage or time - I don’t remember. By the way, I remembered! I asked the OD to print out the purchase and sale agreement for the first owner and saw that in 13, my moped was sold new by an official dealer for a “ridiculous” 800k... This is how our government devalued the ruble in just 4 years. Anyway…

Now the figure on the odometer is approaching 75,000 km... What can I say based on the results of my trip through Georgia, Russia and Europe in general.

Let's talk about the pros first:

— the motorcycle is really very comfortable. I don't know, it's either the wrong seat or the custom suspension, but the fact remains that I can drive 1000+ km in a day (the maximum was MSK - Warsaw, which was 1300 km), and then go hang out somewhere. Yes, you understood correctly - neither your back, nor your arms, nor your buns become numb. I am of normal average height at 174 cm and weight 80 kg

— Room 2 is also very comfortable. They say it's better than in a car, but I think they're lying a little. In fact, the passenger, either on a trip to Georgia or in Italy, just sometimes fell asleep

— very easy to control at speeds above 20 km/h

— wind protection is good and excellent. For the driver)) Due to aerodynamics, you simply sit in the canopy. You can drive 140 km/h and eat ice cream. I'm not kidding. It’s more difficult with a passenger - you can’t fool physics and for number 2 the wind that goes around the driver flies to the chest/head area. Therefore, with the second number, driving more than 120 km/h is not very comfortable for the latter

— cardan. Everything is simple here - a very useful thing, I tried it out for the first time. After servicing the chain for sports “every 800 km”, this story of “not climbing anywhere” was a wonder for me. In theory, the cardan should last as long as the motorcycle itself. During maintenance, just change the oil in it and there will be no problems.

- the light is fierce. Many songs of praise have been sung about the dumbbell headlight. It's all true. When the moto is tilted, due to special gyroscopic servosmotors, it continues to shine directly where it is needed. It is the light that does not blind oncoming drivers. High beam halogen. But they shine very well. In the dark, one click and everything is visible “as if during the day”

— pendant. Lever type suspension. Unlike telescopic forks, the front end does not bite if you “hit” the brakes. At first it’s unusual, then you get high... and then you realize that ideally this is how it should be

— brakes. I won’t sing a praise for a long time, but I’ll say right away that I know how to brake quite well, because I repeat, I spent a lot of time on the track and I can brake without ABS to the point of breakdown (when the front end starts to whistle). Honestly, I used to think that among BMW motorcycles the s1000rr/hp4 sports should take first place in brake efficiency. Nothing of the kind, they are the “best” on the dumbbell - you can easily find a comparison on YouTube. The moral is the same - due to the greater mass at high speeds, the dumbbell has a much better contact patch with the road surface than the sport, and it is possible to implement its brakes an order of magnitude better

- Cruise control. It exists and is comfortable with it. I understand that I’m greedy and many tourmotos don’t even have regular cruise, but now I want to see adaptive cruise on a dumbbell))

- audio... it’s not entirely correct to talk about the tuned system, since it’s clear that it will be better, but since we agreed to be completely honest - yes, my system is good))) Very much. The only thing is that I take the sub out of the case when traveling, as it completely takes up one “box”))

— external design. Not for everyone. I like the aggressive muzzle. If you remove all 3 cases (and the central one is integrated with the backrest), then the moped will change visually a lot

— navigation. Regular Garmin actually makes navigators for BMW. Only in BMW showrooms they are called Navigator Motorrad 5 or 6. And they cost 2 times more expensive accordingly)) The display is quite readable and you can customize the font size and alert mode

— consumption. I understand that I won’t surprise the owners of the new Africa with an extended tank, but driving 530 km on one tank is realistic. I checked it personally. But this is 110-120 km/h on a cruise. In “life” it’s realistic to drive 400 km

- motor. I loved him with all my heart. 6 cylinders in a row, 160 power and 180 torque - there will be no problems with overtaking. Just completely. Even if you attached a trailer with a 200 kg load to the back. Seriously, this tourist is capable of driving 0-200 in 99% of sports. Moreover, modern

— orun. Yes, there is an alarm. Small, but still a plus. Goes to the database

— there is USB charging. You can insert a flash drive and listen to your favorite music

— heated handles. 5 modes. Very comfortable and easy to set up. I turned on the 4th stage as much as possible somewhere in the mountains where there was snow. It wasn’t fried like a child’s... With the 5th stage, I think a portal to hell opens

— Heating the ass is the same. 5 modes for the driver, 2 for the passenger - “warm up a little” and “burn my pants”

— reliability. Nothing has broken on this bike in 74k miles. Just NOTHING AT ALL. Although no, in Georgia, when I was driving along a serpentine road, I hit a small bump and near the central footrest (attached from below on 2 springs), one of the springs jumped off the mount, which is why the footrest began to scrape along the asphalt on small bumps, since it was now weaker in the upper one. position Cured with pliers and 1-2 minutes of wasted time

Enough praising, let's get to the cons:

— weight 340 kg. Add also the driver (90 kg in the equipment), the passenger (60 kg in the equipment), luggage (I’ve never weighed it, but 30 kg is definitely there when traveling. As a result, the curb weight can go over half a ton kg into the lungs. And this is necessary hold it if something happens. The bike is not for small children

— no reverse gear (decided on the new generation). Again, this weight needs to be pushed with your legs sometimes. And if it also happens downhill... In general, then it’s still a pleasure, I must tell you, gentlemen...

— long (in my opinion) stroke of the gear shift foot between 1st and 2nd. But again - I switched from a sports motorcycle. I admit that I'm a little picky, but that's what I think at the moment. The new models have a quickshifter (clutch-less shifting) - absolutely a hurricane

— the navigator can start rebooting itself once every 10,000 km. It seems like it doesn't matter, but on the other hand it can happen at some inopportune moment. So far, who knows what it is and how to treat it. Perhaps you just need to reflash the Navik

- cost of maintenance. It depends on what you look at. Compared to Japanese sports, yes, it’s very expensive. But here the motorcycle gives much more. You know, on the one hand, how to support a stunningly beautiful wife/mistress with a firm ass, buying and pampering her with all sorts of Lois Vuitton, Gucci, Prada, etc., and on the other hand, fucking a scary saleswoman in her own stall... Okay, I’m out of business. Just by the numbers - 60,000 km maintenance, the most expensive, cost me about 70k rubles. Regular maintenance up to 20k for sure, if there are no problems. Let me tell you right away that I left the dealer. No, I don’t feel sorry for the money, I just understand well who and how they work there. Now the motorcycle is being serviced at the BMW motorrad club service

Something like this. I hope this review will be useful to someone. If you have any questions, I will be happy to help with advice. Stay human. With humor. There is no way in this circus without him

Who wants more photos of dumbbells, incl. from travel, welcome to the intagram begu_volosiki_nazad Good luck to everyone.

Glove compartments

Installed very comfortably at the level of the shins on the right and left sides. It’s impossible to get into them on the go, and why would that be necessary? It will work at a traffic light. To gain access, all I had to do was bend over slightly and extend my hand. To open and close the glove compartments, you need to press the lid with your fingers. The side cases are also locked with a central lock, which comes with an alarm remote control. That is, by pressing just one button you can close everything.

There are quite comfortable handles for the passenger to hold on to, but the ribs of the side trims and panniers, which rest unpleasantly against the calves, are a little in the way. The seat is adjustable for both, as is the heating.

BMW K 1600 is inevitable

However, there are signs that the announcement of the new BMW K 1600 will inevitably take place soon, since on the official BMW websites in several languages, links to the current models of the K 1600 series have recently changed: the pages of last year’s models now have the prefix “-2020” at the end of the links . This suggests that BMW has released the previous URLs for new pages with updated models, which will be located at the same addresses.

This also means that the updated motorcycles will still belong to the K 1600 series, that is, the displacement of their engines will remain the same - about 1649 cc. The old URLs that now lead to the 404 page were released around August.

So, most likely, BMW will soon begin a teaser campaign to introduce updated models for 2022, which is just around the corner. Follow the news!

Electronics

Also worth noting on the front of the BMW K1600GT is the ergonomic arrangement of buttons on the remote controls. With the help of two thumbs, I was able to reach everything except the cruise control: emergency lights, mode switching, heating, etc. But special honor should be given to the creators of the navigation wheel button, which is used to control the information and settings menu. Without being distracted from the road, you can adjust the volume, FM station selection and many other parameters, including data from the on-board computer. The only inconvenience is that after selecting a value, the system cannot return to the previous page. That is, when you want to adjust the selection, you will need to scroll through the menu again using the wheel.

I also want to pay attention to the mirrors. They are so small for such a unit that they look a little funny, but, nevertheless, the visibility in them is excellent, although I read different reviews before purchasing.

A separate conversation about light. A long-range xenon spotlight removes all restrictions in choosing the time of day. No additional lights are needed. The position of the headlight beam can also be adjusted using buttons.

BMW K 1600 2022

It seems that BMW decided to resolve this situation in the best possible way: updated K 1600 GTL, K 1600 GT and K 1600 B are expected for the 2022 model year. This became known from German certification documentation, according to which the three updated models will have new, lower exhaust gas pollution indicators (the fate of the K 1600 Grand America remains to be seen). According to German documents, the updated BMW K 1600 models have the same peak power of 158 hp, but their exhaust gases contain significantly less carbon monoxide and hydrocarbons than the current version of the engine.

The documentation does not contain information about other changes, but it would be strange if the flagship large-capacity tourers did not receive a number of modern technologies used by BMW in other flagship models, for example, radar-based active cruise control and a 10.25-inch TFT display.

When BMW plans to introduce the updated models is also unclear. Previously, the manufacturer announced an indefinite refusal to participate in two of the industry's largest events - the annual EICMA in Milan and the biennial Intermot in Cologne. Instead, BMW promised to switch to modern formats, including online presentations and participation in regional exhibitions.

Flaws

All of the above can only be attributed to the advantages of this unit, which I fully experienced on the road. The only thing that looks strange is the air flow control system, which consists of two plastic flaps located on the front sides. In theory, they were supposed to direct air into the driver’s chest, thus easing his temperature. But in reality, this is a bit of a nuisance, especially if you pick up speed beyond a hundred, and you had to adjust them manually, which is quite inconvenient when driving. We had to do this one by one.