BMW or BBW? Riding the K1600GT/L

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After putting a couple hundred miles on both the BMW K1600GT and BMW K1600GTL on Tuesday, I’m afraid I can’t report that they’re all-day comfortable. You see, even two days later, my thighs are still sore. It’s not a question of ergonomics, it’s just that, after a long winter, my legs aren’t used to spending an entire day hanging off the side of a motorcycle and that was the only way keep the pegs on the GTL from wearing completely away. This new six-cylinder BMW isn’t so much a Honda Goldwing rival as it is an entirely new category of motorcycle — the Supertourer.

Photos: Jonathan Beck and Kevin Wing

Performance? You must be kidding, the GTL weighs 767lbs (wet).

No, I’m not kidding and I’m as surprised about this as you are. Expecting to cruise along country roads on a staid tourer, I only packed jeans and a leather jacket for the flight down to Atlanta. I should have brought leathers, we ended up spending hours tackling tight, twisty mountain roads at speeds sometimes reaching the GTL’s 136mph limiter.

I took this photo after about 20 minutes on mountain roads. The peg was fresh when I started. This is the GTL and this was with hanging off.

With the electronically adjustable suspension set to “Sport” and the traction control, wheelie control and throttle response set to “Dynamic” the GTL really hustles. It steers very quickly, drops into corners and holds its line. Need to tighten it? Even with the pegs down, just at tiny amount of pressure on the inside bar dials in more lean. Roll on the throttle and you can be confident the rear wheel will stay in line as the huge spread of torque shoves you out of the corner. Note that none of that is couched with “for a tourer” or “surprising for such a large bike.” This is a fast motorcycle, irrespective of weight, size, category or expectations. No excuses are necessary.

Even feel — something traditionally absent from large motorcycles and problematic on ones with alternative front suspension — is extremely good. Riding the K1600, the front and rear tires are able to communicate what they’re doing to you in an immediate, intimate way normally reserved for sportsbikes. You can feel the difference between pavement and tar snake as each wheel passes over it, the rear wheel squiggling a little bit if you’re on the power.

That engine must be a monster.

That’s another surprise. The 1,649cc capacity and all those cylinders don’t add up to a shocking level of acceleration. Instead, the straight-six is more about flexibility and smoothness than it is out and out power.

Weight’s a factor too, of course. Where a liter bike like the BMW S1000RR makes 193bhp and weighs 450lbs (wet), giving it a power to weight ratio of .43:1, the K1600GT’s 160bhp has to push 703lbs (wet), cutting that ratio nearly in half at .23:1. The torque to weight ratios for the two bikes are identical though and 70 percent of the K16’s 129lb/ft peak is available just off idle at 1,500 rpm. Tellingly, the six-cylinders torque curve never dips as low as the S1000RR’s peak of 83lb/ft.

In practice, that means full-throttle, multi-gear acceleration runs don’t scare the crap out of you the same way they would on the S1000RR but you’ll be able to access a very healthy amount of acceleration at any speed in any gear. The engine’s so smooth, so torquey and its fueling is so flawless that it’s easy to forget you’re in sixth gear as you slow down for towns, then realize you’re still in it while trickling up to a stoplight at 10mph. Even at walking pace speeds, cracking the throttle open in top gear results in strong acceleration rather than hesitation.

That broad torque curve is also way more friendly to fast mountain road riding than a peaky four-cylinder. There’s just no need to worry about which gear you’re in, more throttle always results in more acceleration no matter where the revs are.

All this isn’t to say the six isn’t exciting to use, just that it has a remarkably different character to most other motorcycle engines. If you’ve ever driven a straight-six BMW car like the 335i or new Z4, you’ll be familiar with how usable and fun they can be. Even on these huge tourers, there’s still significant urgency to the power from 5,500rpm to the redline at 8,500.

The difference between the GT and GTL.

The GT weighs 58lbs less than the GTL, has a seat thats 1.2 inches taller and noticeable slimmer, doesn’t come with a standard top box/backrest, has a slightly lower screen, higher foot pegs, more forward bars, firmer suspension and starts at $20,900 to the GTL’s $23,200. That’s it. having said that, they’re pretty different motorcycles.

The difference is mostly in ergonomics. Where you sit in the GTL, you sit on the GT, with legs bent a little more. Both bikes are sit-up-and-beg though. The differences don’t necessarily affect comfort, more how you interact with the motorcycle. The GTL’s wide, deep chair subconsciously encourages a passive experience, with you just sort of siting there and making minimal inputs. The GT’s narrower, taller saddle encourages you to be a bit more active, using your body weight to help control the motorcycle. You can still hang off the GTL, it just doesn’t immediately put you in that frame of mind.

How close these two bikes are tells us something significant about the whole package. The GT replaces the K1300GT and is sized about the same as a Kawasaki Concours 14. The GTL’s wheelbase is the same and overall length is just a little longer. It’s still a big, comfy tourer, but a surprisingly compact one.

A K unlike any other.

The 1,649cc, transverse, six-cylinder engine employs a similar valve train to that of the K1300s, but that’s it. It’s an all-new engine intended to adapt the traditional benefits of BMW’s luxury performance cars to a new flagship touring bike. Extreme care has been taken in packaging that engine so its size and configuration doesn’t negatively affect the bike’s dynamics or ergonomics. Tilted forward at 55 degrees, the frame passes over, rather than around the 22-inch width and making the whole bike surprisingly slim.

That tilt also simplifies the intake path.

Every aspect of the engine has received extreme attention to detail. It uses a dry sump so it can sit as low as possible, dropping the center of gravity; the cylinder sleeves only sit 5mm apart, making that slimness possible; the gearbox is a triple stack design, making it incredibly thin too. It also uses a level of equipment normally seen only on exotic superbikes — the valve and clutch covers are magnesium, for example. The whole thing, with the clutch, gearbox and alternator, weighs just 226lbs.

This is the first motorcycle engine in the world to adopt a throttle which is 100 percent ride-by-wire. Other bikes employ a backup mechanical cable to close the throttle in emergencies.

Toys, toys, toys.

Boy does the K1600 have some. There’s the traditional tourer stuff — electronically adjustable screen, heated grips and seats, stereo, sat/nav, etc. The belongs-on-a-superbike stuff — traction control, ride-by-wire, wheelie control, ABS, electronically adjustable suspension. And then there’s the totally novel, new stuff like the adaptive headlight. The execution of all of them reaches totally new levels of functionality and integration.

You control most of the ancillary functions through buttons on the bars, a rotating, clicking wheel BMW’s not calling iDrive and a bright, clear, high-resolution 5.7-inch, full-color TFT display. The touch-screen Garmin sat/nav sits higher in the binnacle in order to be closer to your normal line of sight.

Initially there’s an awful lot of options to get your head around and initially it’s all a bit overwhelming. The multi controller wheel doesn’t help there. It spins up and down and clicks either left or right, combining with a separate “menu” button to scroll through all the available screens and options. Making this level of information and control intuitive is an enormous task and BMW hasn’t totally succeeded at it. Like iDrive, the multi-controller is intended to allow you to operate the system without looking down, but also like iDrive it’s confusing and prone to heading down menu trees you didn’t ask it to. I repeatedly found myself trying to turn down the stereo volume and instead resetting the oil change service intervals. Having said that, there probably isn’t a better or simpler way to control such a ridiculous number of functions. iDrive remains a good example, where that car system was traditionally panned by reviewers who only ever experienced it for hours or days at a time, owners operating it in the long term where able to learn to operate it easily after spending weeks and months with it.

The electronically adjustable suspension — operated through the multi-controller, so best accessed at a stand still — and switchable riding modes — thankfully a separate button on the right bar — bring very noticeable differences to the riding experience. But where you’ll want to alter the throttle response according to conditions — rain, road and dynamic modes do what they say on the tin — the suspension is best left in sport, which is still comfy, but the firmer damping actually aids straight line stability and just general confidence in the motorcycle.

It may sound a bit ludicrous for a large touring bike to come with the same performance-enhancing, lean angle-detecting traction control system as the S1000RR, but that plays back into the whole idea that this isn’t your grandpa’s Goldwing. Having it there boosts confidence while cornering and works seamlessly — in dynamic mode it allows just enough of a slide to let you know you’re trying a bit hard, reigning the bike in without spoiling the fun.

As sort of a demonstration of the slick level of integration seen throughout this bike, there’s a button on the handlebars that can lock and unlock all five storage compartments (on the GTL, the GT doesn’t have a top box), including the little pocket in the fairing that’ll fit your iPhone in a foam slot specifically designed for it. I did mention the full iPhone/iPod integration that allows you to control the phone and your music through the multi-controller, charges the device and can beam separate phone calls and audio into the Bluetooth-equipped helmets of passenger and rider, right?

Headlights that see around corners.

Light is projected 90-degrees upwards onto a mirror that can rotate side-to-side and up and down. Using the traction control’s lean angle sensor, it does that as the bike leans, dives under braking (there’s very little dive thanks to the Duolever front suspension) and squats under acceleration, keeping the headlight beam level and pointing as far ahead as possible at all times. That also means the light adjusts to point into corners.

That’s a lot of technology delivering a result that’s so seamless, it feels unremarkable. You simply end up wondering why all bikes don’t work like this. The light adjustment takes place constantly and instantaneously, illuminating the road ahead the most effective possible way. You don’t so much see the light rotating, as the illumination just stays where you’re looking. So far as technology working as advertised, this is as good as it gets.

Unfortunately, BMW design chief David Robb says he doesn’t expect to see it adopted by models further down the company’s range. Not only does it require center mounting — meaning the asymmetrical, split-face S1000RR couldn’t use it — but the package is also relatively large, necessitating a big fairing like that of the K1600 in order for it to fit.

Surely there must be something wrong with it.

I know, I know, I’m gushing. If I have to nitpick, neither model has a screen that fits me. All the way down, they’re just high enough to interupt vision, while all the way up, looking through two sheets of plastic (visor and screen) feels weird and there’s a curious amount of forward pressure against your back and helmet as the air curls back against you. I’d actually play with the three levels of optional seat heigh available at no-cost from dealers before fitting a different screen. All the bikes BMW made available were on the middle setting and I should probably have had the tallest seat.

There’s also some odd vagueness at walking speeds that can make parking and other slow maneuvers challenging. This could be due to the Duolever, Hossack-style front suspension which employs a single monoshock on a double trailing-link design, but more probably it’s just the only time the actual weight of the motorcycle can be felt. You really do forget these are 700+ lbs motorcycles once you get up to road speed. Plan your footing and you’ll be fine.

Compare it to the Goldwing.

BMW’s talked some serious trash about the Honda Goldwing, stating that the difference between it and their bike “is like the difference between an Accord and a 7-series.” There was also some talk of sharks and whales, with a Honda rep mixing his bike nicknames and emailing us, “ours is a KILLER WHALE and you know what happens to sharks when they meet Shamu.”

And you can understand why comparisons are being drawn. The K1600GTL and the Goldwing are the only six-cylinder motorcycles on the market, they’re priced within a dollar of each other and they’re both big tourers. Despite those striking on-paper similarities, they’re actually very different motorcycles. The BMW is far more sporting and features a level of technology both dynamic and in toys that would make the average Goldwing buyer spit out their Metamucil.

While the K1600 would literally run rings around the Honda, the Goldwing is going to shrug it off with its much more relaxed riding experience. You’d pick the BMW to ride a long way to some mountains, then enjoy riding in the mountains. You’d pick the Honda to ride a long way to anything, towing a trailer, and then enjoy the scenery when you get there. There’s a certain urgency to the BMW that is going to reduce its distance ability compared to the easy going Goldwing.

So what the hell is it?

The GT competes with (admittedly less expensive) bikes like the Kawasaki Concours 14 and Yamaha FJR1300, absolutely blowing them away with its handling, flexible engine performance, quality and feature content. But, the GTL will also out handle and outperform either of those, with a full-size adult reclining on the back rest in complete comfort. There’s just nothing else on the market that’s even close and the capability of both motorcycles is so broad that they defy any existing category.

A full-dress tourer that’s almost as involving to ride on the road as a superbike? I dunno, let’s call it a Supertourer or something.

The K1600 represents a total re-think of what a large touring motorcycle can be. It’s enormously comfortable and enormously fast while being less enormous than you’re expecting it to be. It represents the culmination of everything BMW knows about making a motorcycle, in terms of engine design, in terms of handling, in terms of quality and in terms of technology. It runs out that BMW knows more about making motorcycles than anyone else, this thing is simply amazing.

  • http://www.facebook.com/beastincarnate BeastIncarnate

    That first pic screams, “Where’s Wes?”

    Great title, by the way.

  • Kevin

    Finally, a motorcycle made for a 45 year old guy like me with disposable income.

    Yeah, I know.

    • http://hellforleathermagazine.com Wes Siler

      It’s ok, it’s tough being a minority.

      • Glenngineer

        I seen on the fox news whites is under attack!

    • DoctorNine

      Just make sure to buy a few extra sets of pegs.

  • Courtney

    Ok its a fsst and lithe luxo barge, but i still dont get it. Does the industry need more of this ?

    • http://hellforleathermagazine.com Wes Siler

      Not really, but it’s still awesome.

  • JaySD

    So which do you pick? I guess I would probably want the GT but still with some sort of topbox/seatback to appease my wife as a passenger.

    What about lane splitability? if you were to run it without the side bags? Or how far do they stick out?

    • Sean Smith

      Whenever I’ve tried lane-splitting with any sort of comfortable, consistent speed on a bike with hardbags, it’s ended in big heaping handfuls of brake and a dangerously fast heart rate.

      Then again, I see GS guys doing it everyday with seemingly no problems.

      We’ll have to ask BMW for a long-term loaner to test lane-splitability in California.

      • http://hellforleathermagazine.com Wes Siler

        You can totally split on big bikes. Just like you should be doing on your Suzuki, it’s all about planning ahead.

        • JaySD

          So which one :P? Not that my wife will let me run out to buy one yet.

          I see guys lane splitting on gold wings and full dresser harleys the biggest issue for me is more one of its easier when the front of the bike or handlebars is the widest point for judging the gap

          • http://hellforleathermagazine.com Wes Siler

            You learn the width on any bike fairly quickly.

            I really like them both. Part of me says go the whole hog and get the GTL, but the GT is just as good for less money and a touch sportier to boot.

      • Kevin

        My GTL’s side cases are no wider than the mirrors. Useful reference when lane splitting.

  • T Diver

    I’m pretty sure they could fit a few more accessories on it. (a french press perhaps)
    It looks like a great bike for their target market. BMW can kiss my ass on the Accord comment though. The 7 series is a big piece of shit. Anyone can make something better if they keep adding shit. Weight is lame unless you are hustling.

    • Max Headroom

      More shit is better…

  • Bill

    A slight change of subject, but I want to see a modern rendition of the ’78-’79 Honda CBX based on this model.

    But it would have to avoid being pulchritudinously offensive, an affliction that cursed the K1300R among a few other BMW’s of late.

    I just don’t want to settle for ugly in order to obtain the supremely functional wherewithal I so crave. I already did that with my marriage. I jest. A little.

    I just looooove the sound an inline 6!

  • http://vtbmwmov.org Eben

    Have you ridden a K1300GT, Wes? If so, I’m surprised to hear that the handling is a big leap forward. Or is it just the smoothness of the Six in combination with the performance similar to the old Four is that big a deal?

    • http://hellforleathermagazine.com Wes Siler

      One of the other journalists on the launch owns a k1300gt and described the handling as “night and day.”

      • http://vtbmwmov.org Eben

        Damn. I always figured this would be one of those bikes that I really admired, but would never want to own. I wonder when the used price will get down below $3,800 (the highest price I’ve ever paid for a bike).

        • NickP

          Salvage title.

  • Pete

    How can Harley justify charging the same amount of money for 100 year old design and tech? Alright maybe it’s 25 year old tech but still…

    • Paul

      Easy. Because people will pay it.

      • http://www.thisblueheaven.com Mark D

        People are duuuuuuuuuuuuumb. I don’t care how much “character” the bike has, or that your friends won’t ride with you if you don’t ride a Harley; the fact that some Road King FTLMOWTF with 100% Gen-u-ine leather tassels and a chromed brake fluid reservoir is the same price as this piece of engineering perfection is insanity.

  • Glenngineer

    I really want a K1600ST. If this bike is so good…imagine a lighter, sportier ergoed version with slimmed down luggage capacity.

    Maybe that one will be out in two years, when I get out of fucking grad school.

    • http://hellforleathermagazine.com Wes Siler

      Eh, the GT is pretty much there now. Why mess with comfy?

      • Ceolwulf

        The Concept 6, that’s the one we want.

        • Glenngineer

          I still want a fairing and bags.

        • http://www.lgdm.fr stempere

          Same here, can’t wait to see one stripped out of all the plastic like this beauty.

      • Glenngineer

        I’ll have to ride one and find out, then.

  • Terry

    Great write-up, fabulous title.

    Star Trek is real, and it’s a motorcycle.

  • Ganesh

    I get it defies category and good to learn that is actually sporting. So the K1600GT is better than a K1300GT? I own a FJR1300 and enjoy it very much – would actually like a lighter bike.. I am not sure I want a heavier GT.. why can’t any manufacturer take all this knowledge and make a 550lbs wet GT/hypertouring bike?

    • dux

      Hyabusa?

    • http://www.thisblueheaven.com Mark D

      Sprint GT?

    • http://hellforleathermagazine.com Wes Siler

      Yeah, the Hayabusa, ZX14 and K1300S are pretty much that. Although obviously more overtly sporting in riding position.

      • dux

        500 bucks worth of risers and high bars will make it happen

    • Myles

      GSX1250. Pretty much the old Bandit 1200 with some more bodywork. Under 12k with ABS and everything. 567 pounds. 5 gallon tank, center stand. No pretentious Euro-trash bullshit though, you’ll have to visit your local BMW dealer for that option.

      Bandit 1200 also fits. Those things will run all day for about fifteen million miles with no issues. Nothing “sexy” about them – but they’re cheap, comfortable, and will go pretty fast for a really long time.

      • Kevin

        I wonder if “pretentious bullshit” applies only to those options one can’t afford–because when I read reviews of options like ABS, traction control, heated grips/seats, nav, electric screen and the like, they seem like pretty nice things to have. This is basic safety and comfort stuff… like having air conditioning and heating in a car, or electric windows and door locks. I don’t see anything on this motorcycle that would fall in the category of carbon fiber door trim, exotic wood inlays, six-way adjustable memory seats, or a $4,500 Bang & Olafson sound system.

        • Myles

          It has iDrive, the most complex headlight in the history of motorcycling, and costs 25k.

          Twenty Five Thousand Dollars.

          That’s enough change for a new superbike, a year of insurance, and a Rolex Daytona. From my perspective, that is fucking insanity.

          • aristurtle

            I have to say that the (only) thing I envy about this bike is that “complex” headlight. When I’m going down twisty roads in the woods at night, I’d like to be able to see around a corner, even when leaning, without needing to turn on my highbeam and potentially blind any oncoming cars.

          • Kevin

            Form follows function. Superbikes are made to get around a track as quickly as possible, and these bikes are made to put serious miles on in a mix of types of road and road conditions. If what you are most interested in is getting around tracks, then a superbike is for you. If you want to travel for a month on a mix of interstate highway and mountain roads, clearly the K1600 has more to offer you by way of comfort, usable performance and storage. But it’s a personal choice, no judgment either way. The same company that brings you the K1600 has spent the time and money developing the S1000RR enough to make it a class leader, so nobody’s depriving you of the kind of choices you would prefer to make.

  • Ganesh

    the triumph and everything else is in 600+ lbs class.. I meant to say around 500 with saddlebags, abs, traction control, esa, 1300cc like torque – the technology exists today no exotic required – just a 80lb to 100lb lighter FJR1300 with BMW electronics and sportbike like suspension and brakes is what I want

  • nymoto

    Camera or light in the first pic by your ankle (In front of?) if it’s a camera where is the video? I want to see this thing lean!!

    • http://hellforleathermagazine.com Wes Siler

      Optional aux lamps. We need new video cameras…

  • Karl

    I have a soft spot for the boxer and was thinking of a R1200RT for my next commuter -this bike seems so much cooler though. What sort of mpg did you see?

  • Scott

    I just rode to San Francisco and back in 3 days, covering 900 miles. All this on a 1974 CB750 with a tank bag and no windscreen. I can see where I’m going at night because the headlight is attached to the forks, which turn when I intend to change directions. People stopped to chat with me every time I stopped for gas or to look around. The funny thing is my bike was heavy and overcomplicated when it first came out…. maybe I’m young, but I just don’t get luxo barges.

    • Ceolwulf

      I like your style.

    • HammSammich

      I completely understand your perspective, but touring bikes do have their place. I’ve done 800+ mile rides over 2 days on my barebones Bonneville – with a tank bag and no windscreen. I love taking my bike on trips, but I can tell you that a 500 mile day is probably at the max end of what I can endure, and it leaves me wiped out. By contrast, a friend who rides a K1200LT can easily ride 800+ miles in a day. On a bike like your CB, a 900 mile trip in 3 days includes a slight feeling of accomplishment, but for a guy on a touring bike it’s more likely just a “fun little weekend trip.”

    • Myles

      I’m very similar. I ride an ’04 599. Pretty much a carbureted engine, a frame, a couple wheels, and a headlight. No tank bag, only a backpack. I’ve done 400-500 mile days with no problem. Maybe when I’m old and have knee/back/ankle problems and Erectile Dysfunction I’ll grab one of these bikes.

      Until then?

      Dontgettit.

      • http://www.facebook.com/beastincarnate BeastIncarnate

        Want to buy any spare parts? How about a repair manual? C’mon…

        I couldn’t do days like that on the 599, personally. My knees always hurt after much more than a hundred miles. That’s probably due to my erectile dysfunction, though.

        • Kevin

          At 45 I haven’t hit erectile dysfunction territory yet… but I remember being in my early 20′s and not being able to imagine being an over-the-hill 45 year-old fuck. And yet here I am. And if the twentysomethings are fortunate they’ll get that far and beyond, and remember that when they thought that to be 45 was to be on the doorstep of Depends and limp-dickdom that yep–they were pretty stupid then too.

          • HammSammich

            Awesome! :)

          • http://www.thisblueheaven.com Mark D

            Well, its always nice to see somebody who reminds us life doesn’t stop being fun after 35. If the downside is having to buy a bike like the BMW (and being able to afford it), I think I can deal with an expanding beer gut and thinning hair!

            • Kevin

              The beer gut is definitely optional, but keeping it off does get harder and harder.

        • Glenngineer

          I’m 25 and my dick works awesome, but I wouldn’t want to do 400 miles on a 599, either.

          I ride a windshieldless DL1K, and highways just…kinda suck. A big bike like a GWor an RT changes that. My wife and I are going to Maine for 3 days in May. It’s a 400 mile ride. Could we do it? Sure. Is it hardcore adventure riding iron butt shit? No fucking way. Are we going to…nope. We’re going to take my Mazda 6. Riding on the highway for 5 hours isn’t fun for me.

  • andy727

    Damn, I really didn’t want your review to be so good, but I knew it was going to be when I saw the live blog. I really really want one now. Maybe its time to start thinking about selling my K1200GT…

    • dux

      But is it $24000 good?

      • http://hellforleathermagazine.com Wes Siler

        I think so.

  • Cheese302

    ok i want to go ride a gt now. I like the look, and you make that engine sound awesome. I too would love to see a street ready concept 6 bike, but this thing sounds great. Though i am not one to buy a vehicle purely due to this spec, but yes, what is the fuel economy like?

    • http://hellforleathermagazine.com Wes Siler

      I averaged 35mpg while trashing it.

      • Cheese302

        wow, one more reason. thats about what i get on an 85 xj700.

    • Kevin

      I get 46 mpg.

  • TreMoto_Eddie

    The only way Wes would like it more is if Deus threw all that technology on the garage floor and made it into a tracker.

  • Rick

    It looks like something that you’d see leaping out of the water at Sea World.

  • HammSammich

    Hey Wes, maybe a silly question, but do you know if this is going to replace BMW’s existing offerings for Law Enforcement?

    • http://hellforleathermagazine.com Wes Siler

      Probably not. Can’t see this competing with an air-cooled R1200RT on service costs.

  • eric

    Does this thing have the same kind of warranty as the cars, as in if anything breaks within x amount of years or miles they’ll replace it, including light bulbs and other wear items?

    • http://hellforleathermagazine.com Wes Siler

      You’ll have to check with BMW on that one. I don’t think bikes enjoy as comprehensive or as long-lived a warranty as cars though.

  • Marlon

    Fucking hell. What’s with people complaining about the price all the time? The thing is waaaaay of of my price range but really, look at the bit of kit you get. I wonder if car sites get people whining about the cost of a Porsche. Premium product gets a premium price.

    If you don’t have the cash go and get a vstrom or something. Nothing wrong with that.

  • DoctorNine

    When this first came out, I remember thnking that it would be over awesome to get a BMW 2 wheeler with more engine than an early 2002. I really expected more HP, but there is no arguing with the smooth torque you are going to get out of any BMW 6. Absolutely fabulous.

  • Scott

    How long till someone engineers this new motor into a 3.2L V12 and shoe horns it into the next gen Atom?

    • http://hellforleathermagazine.com Wes Siler

      Get on it.

  • http://www.facebook.com/wschweiger2 Walter Schweiger

    just rode the gt this week WOW !!! i rode the gl1800 a few weeks ago ….no comparison!!!!this will be my next new motorcycle!!!