BMW K 1600 GT (2022 – ) review

As the only motorcycling transverse six in production, the K 1600 GT is all about the engine but also deserves credit for the way BMW has managed to package and equip it to be both comfortable and lavish while also confoundingly quick, nimble and even manageable. First launched in 2011 alongside an even grander, top-spec, luggage-equipped version with a more laid-back riding position, the GT redefines the term ‘full dresser’ and has been repeatedly improved since. In 2017 it gained updated bodywork and new TFT dash while, most recently in 2022, it’s become Euro5 compliant while actually boosting performance while gaining optional adaptive LED lights, improved suspension and more. The result is slick, effective and polished and almost beyond criticism … at least as far as big, luxurious touring bikes go at least.

The K 1600 GT is the more conventional, European-style, upright tourer while the GTL with its standard top case and pillion backrest has a slightly more laid back, relaxed riding position - both are supremely comfortable. Although inevitably big and initially intimidating, the GT’s seat is impressively low and narrow at the front while the more upright posture puts the rider easily in control. Handlebars fall easily to hand, the myriad controls and displays are all comfortably managed and the enormous, electrically adjustable screen keeps all the elements at bay. Meanwhile comfort pillion comfort, especially on the GTL (or on the GT with the top case and backrest optioned in) simply doesn’t get better.

The K 1600 GT, like all full-dressers, is focused above all on delivering mile-eating comfort and luggage carrying ability, so is never going to be the most versatile or practical of machines. The sheer bulk inevitably compromises commuting, traffic-splitting and parking ability plus it’s not the cheapest bike to run anyway. Obviously, there’s no off-road bandwidth and little sporting ability. That all said, the GT version of the K1600 is surprisingly nimble and entertaining to ride, both are brilliant over long distances, you still can filter through traffic on one if you have decent spatial awareness and the provision of a reverse ‘gear’ (in truth it’s an electric device driven off the starter motor) makes parking and manoeuvring easier than it would be otherwise.

While both versions of the K 1600 have always been fast this updated 2022 version is brisker still. Launched back in 2011 with 160 horsepower from its phenomenal six-cylinder engine, Euro4 compliance introduced some tweaks in 2017 while 2022 saw further changes to meet Euro5. While power stays the same at 160 horsepower it’s now there 1,000rpm sooner at 6,750rpm while peak torque climbs from 175Nm to 180Nm. All that, with a super-smooth six-cylinder delivery, provides a rapid ‘magic carpet' ride like no other perfect for both eating motorway miles at sustained speed and also hustling through sweeping bends far faster than the GT’s sheer size would suggest is possible. Of course, the brakes need to be impressive to haul all that bulk down safely but, thankfully, they are.

Big touring bikes, and especially monster full dressers, never used to handle so brilliantly. If the headline story with the K 1600 GT is its phenomenal six-cylinder performance, running it a close second is surely its size-defying, almost nimble handling. No, it’s no sports bike 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 addition of what BMW terms ‘next generation Dynamic ESA’ electronic suspension delivers a plush yet phenomenally controlled ride and the overall handling defies belief, too. Yes, this is still a big, heavy bike demanding respect but, thanks to its lightweight aluminium frame and high-quality suspension, the K 1600 GT can also be ridden more sportily than its looks suggest.

There’s no getting around this one. With a whopping six-cylinder engine, vast all-up weight and retail price starting the wrong side of £20K, the K 1600 GT was never going to be cheap to buy or run. All that performance and weight translates into a healthy appetite for consumables such as fuel, tyres and brake pads as well. Despite BMW’s generally decent residuals, that high initial asking price means depreciation is significant and things like insurance are on the high side, too. At the end of the day, prestige and luxury cost.

BMW’s reliability is better than most and the K 1600 GT is now a proven, repeatedly refined model with all of its glitches ironed out. So, although there were some early issues with switchgear and some warped brake discs, these are now largely problems of the past. As mentioned in previous reviews, on the whole, this flagship tourer is robust, well-built and durable. If a used example is well-maintained and cosmetically clean, you’ll have little to fear.

Like all BMWs, the big K 1600 GT, along with its GTL stablemate, comes with the German firm’s usual two-year/unlimited mileage parts and labour manufacturer-backed warranty. Servicing-wise, motorcycles probably don’t come any more daunting thanks to the sheer complexity of its six-cylinder, 24-valve engine and the additional electronics and luxuries. But, with major valve checks only due every 12,000 miles, it could be worse.

Bikes don’t get much more lavishly equipped than BMW’s flagship luxury tourer – and now it’s better than ever. Potentially, at least. So, along with central-locking luggage, electric screen, riding modes, Bluetooth phone and sat-nav connectivity, big 10.15-inch 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 only proviso is that ‘potentially’ bit given many of the tastier bits of kit are cost extras, so keep an eye on the price when ticking the options boxes…

Ever since it first arrived in 2011 the K 1600 in all its forms has been the biggest, most sophisticated, most potent and comfortable touring machine around. Previously mentioned updates in 2017 and now 2022 mean that hasn’t changed since, despite the arrival of Honda’s latest GL1800 Gold Wing. Yes, you can argue whether you ‘need’ a ix-cylinder tourer, especially when BMW also offers the excellent, boxer twin R 1250R T. But we defy anyone to ride it and not want one. Tourers simply don’t get any more excessive or impressive.