Motorcycle Free Manual

2010 BMW S1000RR Motorcycle

2010 BMW S1000RR Motorcycle is one of the best type of vehicle manufacturer BMW. In this year there has been a new BMW S1000RR there are several improvements from previous models. BMW S1000RR designed with advanced technologies such as the features in this vehicle such as fuel injection system, 4-Stage Race ABS system with settings for Rain, Sport, Race and Slick conditions. Vehicles with engine capacity of 1000cc with engine type Inline Four-Cylinder DOHC 4-valves per cylinder have or be able to remove power by 193 hp. So for those of you who like the speed does not need to worry because the 2010 BMW S1000RR be speeding like any other racing vehicles such as even F1. One more important for those of you who want to have a 2010 BMW S1000RR that was sold at a price of $ 13,800.


2010 BMW S1000RR Motorcycle


2010 BMW S1000RR Motorcycle


2010 BMW S1000RR Motorcycle


2010 BMW S1000RR Motorcycle

2010 BMW S1000RR Motorcycle Specifications
MSRP/Price : $13,800
Year : 2010
Manufacturer : BMW
Engine Type :Inline Four-Cylinder DOHC 4-valves per cylinder
Engine Capacity : 999cc
Front Suspension : 46mm USD forks Adjustable preload, rebound, and high, low speed compression
Rear Suspension : Single Shock with linkage, Adjustable preload, rebound, and compression
Front Brake : Dual 320mm floating rotors, Radial mounted 4 piston Brembo calipers
Rear Brake : Single fixed 220mm rear rotor, Single piston floating rear caliper
Bore and Stroke : 80mm x 49.7mm
Compression Ratio : 13.0:1
Cooling : liquid-cooled
Fuel System : Fuel-Injected
Ignition : Electronic BMS-K-P
Starting System : Electric
Transmission : 6 speed
Final Drive : Chain
Rake and Trail : 23.9-degrees x 95.6mm
Wheel Base : 56.38 in. (1432mm)
Seat Height : 32.28 in.
Front Tire : 120/70 ZR 17
Rear Tire : 190/50 ZR 17
Fuel Capacity : 4.6 gal.
Dry Weight : 404 lbs.

2013 Victory Cross Country Tour Features and Benefits

106 CUBIC-INCH FREEDOM® V-TWIN

The Victory® Freedom® 106/6 V-Twin is a 106-cu. in. powerplant that pumps out 106 ft-lb of arm-straightening, street-churning torque. It’s a counter-balanced, fuel-injected engine that delivers impressive performance for riders who like to lead, not follow.

6-SPEED TRANSMISSION WITH OVERDRIVE

A Cross Country Tour rider enjoys smooth shifting and the best cruising on the open road in 6th gear, which is a true overdrive. Helical-cut gears ensure that each shift is smooth and easy, and neutral assist makes it easy to slip into neutral at stops.

ABS BRAKES

Standard on the Cross Country Tour, the Victory Anti-Lock Brake System doesn’t discriminate between dry, wet or rock-strewn pavement. No matter what the conditions, ABS monitors what the wheel is doing and gives you consistent, smooth braking from the handlebar lever down to the rubber on the road.

VICTORY COMFORT CONTROL SYSTEM

Enjoy season-extending comfort with the Victory Comfort Control System, which provides a rider with Upper Air Controls and Lower Air Controls to manage the airflow from the front end. In cold or wet conditions, close the controls to completely block the elements. In warm weather, open them up to enjoy cooling airflow.

CRUISE CONTROL

Out on the open road, go ahead and activate the cruise control for an easy, relaxed ride. This automotive-qualify cruise control is easy to activate and set, and it reliably maintains the desired speed. To de-activate it, simply press “Off” or engage the clutch lever or either brake.

4.7 INCHES OF REAR SUSPENSION TRAVEL

The open road can get a little rough, so it’s great to have the 4.7” of smooth travel provided by the Cross Country Tour rear suspension. The air shock is easily adjusted using a hand pump so the suspension delivers a consistently smooth ride for one or two riders, with or without cargo on board.

WORLD’S GREATEST TOTAL CARGO CAPACITY

The Cross Country Tour has the most storage space of any motorcycle in the world. Its trunk, saddlebags and two front storage compartments offer a total of 41.1 gallons of storage space. With a Cross Country Tour, you can take it with you – there’s plenty of room.

SADDLEBAGS & RAILS

Cross Country Tour saddlebags set the standard for storage space, cargo protection and security. These bags offer a total of 21.3 gallons of storage space, and the lockable lids have weatherproof seals to protect gear stowed inside. Rails that extend beyond the base of the saddlebags complement the bike’s style and provide outstanding low-speed tip-over protection.

HEATED SEATS AND GRIPS

Extend the riding season with the heated handgrips and heated seats. The driver has Hi & Lo settings on the hand controls to ward off the chill, and the seats provide the driver and passenger with individual Hi/Lo controls.

TALL WINDSHIELD

Complementing the excellent weather protection of the Victory Comfort Control System is the tall windshield. It provides outstanding protection and ensures a rider will have reliable visibility in all conditions. 26.25” SEAT HEIGHT The 26.25” Cross Country Tour seat height puts a rider in a comfortable position of confidence and control. The low seat height helps a rider flat-foot the pavement when stopped to maintain full control of the bike.

26.25" SEAT HEIGHT

Rule of the road: the lower the seat height, the more control. The Cross Country Tour has the lowest seat in its class. Unless you admit having the toe strength of a ballerina, you want to be able to plant both feet firmly on the ground.

ADJUSTABLE PASSENGER FLOORBOARDS

It’s a rule of the road: When the passenger’s not happy, nobody’s happy. The Cross Country Tour enhances the passenger’s ride with adjustable floorboards. These floorboards can be set in any of three positions over a 2” height range, and can be tipped at a 10° angle for optimal comfort.

12V SOCKET

Charge! Keep electronic accessories running strong using the 12v power outlet. It lets riders charge items such as phones or batteries and can power items such as heated apparel, GPS units and more.


2013 Victory Cross Country Tour  USA Specifications & Technical Details
US MSRP Price: $21,999 USD

ENGINE
Battery 12 volts / 18 amp hours
Bore x Stroke 101 x 108 mm
Charging System 48 amps max output
Clutch Wet, multi-plate
Compression Ratio 9.4 : 1
Cooling System Air / oil
Displacement 106 ci / 1731 cc
Engine Type 4-stroke 50° V-Twin
Exhaust Split dual exhaust with crossover
Final Drive Carbon Fiber Reinforced Belt
Fuel Capacity 5.8 gal / 22 ltr
Fuel System Electronic Fuel Injection with dual 45mm throttle body
Oil Capacity 5.0 qts / 4.75 ltr
Primary Drive Gear drive with torque compensator
Transmission 6-speed overdrive constant mesh
Valve Train Single overhead camshafts with 4 valves per cylinder, self-adjusting cam chains, hydraulic lifters

SUSPENSION
Front Suspension Inverted cartridge telescopic fork, 43 mm diameter, 5.1 in / 130 mm travel
Rear Suspension Single, mono-tube gas, cast aluminum with constant rate linkage, 4.7 in / 120 mm travel, air adjustable

CHASSIS
Dry Weight 845 lbs / 384 kg
Ground Clearance 5.8 in / 148 mm
GVWR 1360 lbs / 618 kg
Length 108.1 in / 2747 mm
Rake/trail 29.0° / 5.6 in / 142 mm
Seat Height 26.25 in / 667 mm
Wheelbase 65.7 in / 1670 mm

BRAKES
Brake System Type Conventional w/ ABS
Front braking system Dual 300mm floating rotor with 4-piston calipers
Rear braking system 300mm floating rotor with 2-piston caliper

WHEELS & TIRES
Front Tire 130/70R18 Dunlop Elite 3
Front Wheel 18 x 3.0 in
Rear Tire 180/60R16 Dunlop Elite 3
Rear Wheel 16 x 5.0 in

KTM 990 SM T and 990 SM R

This is Part One of a two-part report on our recent test of new KTM bikes for the U.S.

Is a supermoto-a dirtbike with roadrace tires and brakes-the ultimate motorcycle? If you worked all day in a giant orange shed, you’d think so. “It’s our heritage,” said KTM P.R. Manager Thomas Kuttruff, referring to KTM’s 20 years in the supermoto business. Of course, riding around on a frantic, short-geared thumper can be limiting, so adding a second cylinder to a supermoto makes a versatile, fun and reliable bike you can ride every day, even for long highway stints.

KTM first treated the world to big supermotos with the 950 SM, which it upgraded to a 990 a few years ago, adding fuel-injection and some more ponies. You may think the Supermoto is just a Superduke 990 with less bodywork and more suspension travel, but you’d be wrong. The Supermoto, Superduke and RC8 Superbikes all have different motors: the 990 Supermoto and 990 Adventure share the most dirt-oriented motors, with a single-shaft counterbalancer as opposed to the Superbike’s dual gear-driven balancers. The frame and suspension is different too.

Americans get two versions of the big supermoto, the sporty R and a more practical tourer. Both bikes share a liquid-cooled, fuel-injected, four-valve 75-degree 115-hp motor and basic chrome-moly trellis chassis. From that common ancestor, KTM’s engineers started adding go-fast bits to make the R. Wheels are forged Marchesinis, saving 4.4 pounds of rotating mass, and it gets those delicious four-piston Brembo monobloc racing calipers. A supermoto needs a powerful, sensitive rear stopper as well: the R (and T) is equipped with a two-piston caliper back there. The minimal plastic bodywork is deceptive: the low-profile tank holds almost four gallons.

The T is a little more staid, but not much. It gets cast, two-piece calipers, softer suspension (but still fully adjustable), a larger 5-gallon tank, a windscreen and easily detachable semi-hard luggage. There’s also a larger, more passenger-friendly saddle and a luggage rack. Wheels are a little heavier than the R’s, and the fork doesn’t get the fancy black TiAn coating. That all means the T is 432 pounds without fuel, compared to the R’s 417-pound claimed weight, but both bikes are priced the same at $13,998.

Since the KTM 2010 model intro I attended was mostly a racetrack event, there was only a brief street ride to evaluate the T, but there were a few Rs available for track evaluation. No matter: riding the R on the track may have been the most fun I had all day. Sure, it’s heavier and (a lot) slower than the RC8 R, but its wide, flat, high handlebar and torquey motor made it big fun to snap in and out of turns, and the bike’s balanced nature and slim form made it feel a lot lighter than it was. No need to move my rapidly disintegrating body around so much: just roar up to the apex, snap it in, power out, repeat.

Out on a brief street ride, the R inhaled the twisty Laureles Grade, with more-than-ample power and that same grippy, tenacious feel it exhibited on the track. Riding a supermoto with this kind of power, brakes and excellent suspension doesn’t really feel like a fair fight. If I had one, I’d probably have to make new friends. Power is snappy, with the same excellent fuel-injection and part-throttle response the RC8 R showed (featured in Part Two later this week), and the gearing felt about right for fast roadwork. The motor is more raw and buzzy than the silky, quick-revving RC8 mill, but if you’re used to a thumper dual-sport, it’s not objectionable. But a touring rig it’s not: the narrow, hard seat became noticeable after about 30 minutes of riding, and wind protection is zero. Think of the SM R as your basic inner city commuting/Sunday backroads thrasher.

For something almost as fun and much more practical, the SM T should work much better. The seat is more seat-like and the windscreen and handguards offer some useful wind protection. The seating position keeps the ‘ol knees from bending too much, and the bars are high. The bags, while small, are unobtrusive (making for easy lane-splitting) and easy to remove or attach. The larger bags for the 990 Adventure can be fitted, although that would require new brackets.

The main difference between the T and the R-as long as you’re not working the brakes too hard-is the softer suspension. The T exhibits the same neutral, easy steering, except with a plusher ride. And “plush” doesn’t just mean soft. There’s actual controlled damping, and the three-way (compression, rebound and spring preload) adjustable WP components (with adjustments that actually do something) should let the rider fine-tune the ride to perfection. It tracks through corners, keeping the wheels on the ground, and bumps and potholes don’t jar your spine the way some European bikes would.

I loved scraping up my brand-new Dainese kneepucks in Laguna’s fabled turns on the RC8s, but street riding is satisfying because you can do it all day long and the variety of roads is endless. What heightens that experience is having a bike that handles like a well-set-up racebike in the twisties but is comfortable to ride on the boring stretches in between. The 990 SM T is one of those bikes, a real do-it-all machine with tremendous character, performance and reliability.

One bike I didn’t get to ride, which makes its debut in both the USA and Europe, is the 2010 690 Duke R. It’s based on the excellent 690 Duke, a single-cylinder supermoto that’s designed to be a fun and reliable streetbike. The R version takes the 65-hp, 654cc liquid-cooled Single from the standard 690 and (heh, heh) pumps it up to 70 hp with more compression and another 45cc: it’s an actual 690. The motor goes into an orange-painted trellis frame, suspended by upgraded front and rear components. A pound is shaved off the 690’s 327-pound tank-dry weight with some carbon pieces. I’ve ridden the 690 Duke, and found that bike to be as light, good-handling and torquey as you’d guess: a 65-hp Single used to be the realm of cooped-up Scandinavian winter tinkerers, but now anybody can buy one of these for $10,998, just $500 more than the standard 690 Duke.

Adding the T and R to the lineup gives KTM USA a full range of large-displacement streetbikes, unimaginable a decade ago. They’re priced out of the market the Japanese bikes swim in, but are affordable compared to competition from BMW, Ducati and Aprilia. 2010 will be a great year for superbike and supermoto comparison tests.

The 2011 KTM 300 XC is two-stroke technology at its best. A fully optimized, latest generation KTM engine is just waiting to be used. The 2011 KTM 300 XC get ready for brute force, impressive power reserves in all areas and an array of unparalleled features: electric starter, adjustable ignition curves and a configurable exhaust control system that can be used to align the power with your riding style - extremely easy for you to ride and extremely difficult for your opponents to catch.


2011 KTM 300 XC Specifications
MSRP: See KTM Dealer for prices

Engine type Single cylinder, 2-stroke
Displacement 293 cc
Bore x stroke 72 x 72 mm (2.83 x 2.83")
Starter Kick start/Electric Start
Transmission 6 gears XC semi-close-ratio
Carburetor Keihin PWK 36 S AG
Control TVC twin valve control
Lubrication Mixture oil lubrication 1:60
Transmission oil 15W50
Primary drive 26:72
Final drive 14:50
Cooling Liquid cooled
Clutch Wet multi-disc clutch, operated hydraulically
Ignition Kokusan E

Frame Central double-cradle-type 25CrMo4
Subframe Aluminium, removable
Handlebar Neken Aluminium Ø 28/22 mm (1.10/0.87")
Front suspension WP USD Ø 48 mm (1.89")
Rear suspension WP monoshock PDS
Suspension travel front/rear 300/335 mm (11.81/13.19")
Front brake 260 mm (10.24") disc, Brembo double piston
Rear brake 220 mm (8.66") disc, Brembo single piston
Rims, front/rear 1.60 x 21"; 2.15 x 18"
Tires, front/rear 80/100-21"; 110/100-18"
Chain X-ring chain 5/8 x 1/4"
Main silencer Aluminium
Steering head angle 63.5°
Wheel base 1475±10 mm (58.07±0.39")
Ground clearance (unloaded) 385 mm (15.16")
Seat height 985 mm (38.78")
Tank capacity approx. 11.5 liters (3.04 gal)
Weight (no fuel) approx. 98 kg (216 lbs)

The 2011 Honda Shadow RS VT750-RS serves as rolling proof that classic ideas never go out of style. By combining agile and responsive handling, V-twin power, clean, crisp lines and standard-style riding ergonomics, this is one ready and willing bike thats perfectly poised for whatever the journey may bring. The 2011 Honda Shadow RS VT750-RS higher footpegs enhance ground clearance, and its thoroughly modern liquid-cooled 745cc V-twin engine boasts Hondas sophisticated Programmed Fuel Injection to enhance your riding pleasure. Climb aboard the 2011 Honda Shadow RS VT750-RS, and the open road is all yours.

Yup, believe your eyes those are higher-set footpegs and shorter, more upright bars. So, how can this be a Shadow cruiser, you ask? Oh it’s all Shadow, just with a heavy dose of old-school roadster thrown in you don’t have to look too hard to see the classic flat-track influences in the peanut-shaped fuel tank and flatter seat. It all adds up to an amazing motorcycle that’s just as much at home on a favorite back road as it is prowling on a Saturday night. And that means fun, with a capital “F.”

Great Ideas Never Go Out of Style.

The 2011 Honda Shadow RS VT750-RS is proof that classic ideas never go out of style. Agile and responsive, this V-twin roadster has crisp, uncluttered lines and standard-style riding ergonomics that deliver comfort and cool and plenty of fun in one distinctive package. The bike’s higher pegs improve ground clearance when cornering, while its sophisticated, PGM-FI fuel-injected, liquid-cooled 745cc V-twin engine makes every ride an unforgettable pleasure.

Liquid-Cooled Muscle.

The Shadow RS is no stranger to power or torque, thanks to its brawny, liquid-cooled 745cc V-twin. Cruise cross-town or hit the highway this machine can handle both, and sound really good doing it.

We Don’t Want Any Trouble.

And you won’t get any with the 2011 Honda Shadow RS VT750-RS’s fuel-injection system, which delivers trouble-free starting in almost any condition, and better performance to boot.

Comfortably Classic.

Higher pegs, more upright bars, and a plush, low, but slightly flatter saddle add up to cruiser comfort with a sporty feel. Which, when you think about it, is exactly how it should be with a machine this versatile.

Features

745cc V-twin Engine The Shadow RSs liquid-cooled, 745cc V-twin produces impressive, perfect-for-cruising-or-commuting power across the entire rpm range, while its long-stroke crankshaft design helps create a brawny V-twin pulse and low-rpm torque.


Three-Valve Dual-Plug Combustion Chamber

Fuel Injection Fuel Injection ensures optimal fuel delivery, and thus performance, utilizing sensors for intake-port pressure, engine-coolant temperature, intake-air temperature and atmospheric pressure.

Chain Final Drive Some riders just think a classic cruiser needs a chain. The Shadow RS hears you there. The chain is light and efficient—and best of all, it just looks right, and helps set your Shadow RS apart.

Upright Seating Position With the Shadow RS, you sit low, but a bit more upright, and the footpegs are a little further back. The result? A bike that offers all day long comfort, and one thats practical too, letting you see whats going on around you.

Handlebar-Mounted Instruments Putting the speedometer and the other instruments up on the handlebar in a single, uncluttered gauge gives the RS a sporty, purposeful, super-clean look. It also makes them easy to read.

Boulevard Screen (smoke), Backrest (tall/low), Backrest Trim (tall/low), Rear Carrier, Backrest/Rear Carrier Mounting Brackets, Master Cylinder Caps (fluted/"V" design/neo-retro), Billet License Plate Frame (fluted/"V" design/neo-retro), Saddlebags, Saddlebag Supports, Saddlebag Liner Set, Touring Bag (plain/studded/fringed), Front Pouch (plain/studded), Cycle Cover

2011 Honda Shadow RS VT750RS - United States of America Specifications
USA MSRP - $TBA USD

Model: VT750RS
Engine Type: 745cc liquid-cooled 52° V-twin
Bore and Stroke: 79mm x 76mm
Compression ratio: 9.6:1
Valve Train: SOHC; three valves per cylinder
Induction: PGM-FI with automatic enrichment, one 34mm throttle body
Ignition: Digital with 3-D mapping, two spark plugs per cylinder
Transmission: Wide-ratio five-speed
Final Drive: O-ring-sealed chain
Suspension Front: 41mm fork; 4.6 inches travel
Rear: Dual shocks with five-position spring preload adjustability; 3.5 inches travel
Brakes Front: Single 296mm disc with twin-piston caliper
Rear: Drum
Tires Front: 100/90-19
Rear: 150/80-16
Wheelbase: 61.5 inches
Rake (Caster angle): 32° 30
Trail: 134.0mm (5.3 inches)
Seat Height: 29.4 inches
Fuel Capacity: 2.8 gallons, including 0.7-gallon reserve
Estimated Fuel Economy**: 56 mpg
Colors: Blue/White/Red
Curb Weight*: 507 pounds
Includes all standard equipment, required fluids and full tank of fuel ready to ride.

Hondas fuel-economy estimates are based on EPA exhaust emission measurement test procedures and are intended for comparison purposes only. Your actual mileage will vary depending on how you ride; how you maintain your vehicle; weather; road conditions; tire pressure; installation of accessories; cargo, rider and passenger weight; and other factors.

Meets current EPA standards.

Models sold in California meet current CARB standards and may differ slightly due to emissions equipment.

The 2011 Ducati Diavel Carbon embodies the true nature of the Diavel concept, where performance combines with style to celebrate Italian engineering at its best. Lightweight composites and milled aluminium components meld the two worlds of sport and style with features that are both visually beautiful and functionally high performance.

The design Diavel Carbon, sets new standards in beauty, innovation and sophistication, while outstanding agility and handling are encased within a muscular body which moves with 162 hp. Its astonishing power can be managed in three different Riding Modes and with the assurance of the Ducati Safety Pack (ABS + Ducati Traction Control). Ducati has created something truly magic.


It will be called "DIAVEL" and will arrive at the new Ducati EICMA dream

Preceded by rumors, photos stolen and a lot of waiting, we received word is final. EICMA, the International Motorcycle Exhibition in Milano at Rho-November 2 to 7, will mark the first official appearance in public for the new Ducati.

Livery and specifications are defined and Ducati is ready to make his dream a reality. While waiting for the official presentation of Ducati also comes the anticipation of the name of this great news that, inspired by an expression in the dialect of Bologna, will be called "DIAVEL", or "devil."

A name that has its own particular history that stems from an incident that occurred during the development of the bike.

In fact, once set up the first prototype, with all the technical staff around the new creature "made in Borgo Panigale," a sentence in the dialect of Bologna said the original lines of the bike and winning, "ignurant comm to diavel!" Which, bringing the statement in Italian, it would sound "is as bad as the devil."

From that moment, "DIAVEL" became the name of inside the bike, to replace the internal code of the project. The decision to keep it for the production was, as you can imagine, a logical consequence.

Genesis similar to this, even if we are talking about almost 20 years ago, characterized another icon Ducati, the Monster, whose name was inspired by the now famous statement, also in the dialect of Bologna, "is just then monster! or is just a monster. "

As for Monster, the name DIAVEL then becomes the expression of that unique, passionate, further characterized by high technology and a unique design distinguishes every Ducati motorcycle produced.

At the same time it is also easy to see what this new bike and, while bound to tradition Ducati, destined to mark an important new chapter in respect of the aesthetic and performance.

The new Ducati Diavel Carbon be extremely accurate in every detail, carved in every muscle, comfortable and innovative. As in any real Ducati, the performance will play a very important role. Torque, power and dynamic behavior will be a new benchmark, thanks to the Testastretta engine 11 ° the same as the Multistrada 1200 - and weighs only 207 kg dry, which promises superbike acceleration and speed and agility to change direction .

A relaxed riding position, the suspension comfort and safety are guaranteed by the ABS, traction control and standard riding mode, will satisfy even those riders who love to drive in peace, enjoying the street, landscape and all the characteristics of This new dream Ducati.


2011 Ducati Diavel Carbon Features and Benefits

Concept

The Diavel project was born when Ducati designers applied their wish-list of bike “basic instincts” to a blank canvas. With a “what if?” approach to creating a dream bike, they sketched inspiring shapes which became a lower and longer motorcycle. “The challenge of building a muscular silhouette over a pure-bred competition motor had to be met with determination and a delicate touch, and the result is a frontal area that looks like a power athlete on the starting blocks,” explains the team at Ducati Design responsible for the project. “With the front wheel kept close to the Diavel’s body and using the short tail of a sport bike, we were able to blend this muscular design with a chassis that matched.”

Design

The stance of the Diavel is that of readiness, dominance, and confidence bordering on superiority. With lateral radiators adding muscle to its broad “shoulders,” which then taper down across the engine and into the belly-fairing with oil cooler, the athlete took shape. A massive 240 section rear tyre was a perfect example of how Diavel designers used a no-compromise attitude when applying their wish list of features. The sheer width of rubber communicates so much power and style that the R&D team vowed to find a way to make it handle - even if they knew the image would send a seismic shock through the industry. The Diavel is a true Ducati, born from a passion for motorcycling and designed to deliver authentic Ducati performance in every respect.

Carbon

The Diavel Carbon embodies the true nature of the Diavel concept, where performance combines with style to celebrate Italian engineering at its best. Lightweight composites and milled aluminium components meld the two worlds of sport and style with features that are both visually beautiful and functionally high-performance.

Riding Mode

The Diavel incorporates the very latest in innovative Ducati technologies, including the recently introduced electronic Riding Modes. Selectable from the left-hand switchgear - even while riding - the choice of three pre-set modes are programmed to instantly change the character of the Diavel. The three modes are enabled by combining class-leading technologies such as Ride-by-Wire (RbW) and Ducati Traction Control (DTC). As riding on city streets can require more attention to the surroundings than to throttle inputs, the Urban Riding Mode instantly changes the Diavel to provide a manageable and confident ride. Power output is reduced to 100hp and DTC is further enhanced to level 5 to provide a higher system intervention during the most chaotic of stop-start traffic. The Touring Riding Mode is programmed to produce 162hp, however, with a smoother, more user-friendly power delivery. Rear end traction is enhanced by increasing DTC system intervention to level 4, specifically intended for an enjoyable and relaxing ride ideal for long distance and ensuring maximum comfort for both the rider and passenger. The Sport Riding Mode provides the Diavel rider with an adrenalin-fuelled 162hp ride and enables the rider to have full-on throttle response for maximum acceleration. Ensuring the full Testastretta 11° experience, the sport mode also lowers the DTC system intervention to level 3 for riders who prefer their performance a little closer to the traction limit.

Engine

Testastretta 11°

The Diavels heart is the Ducati Testastretta 11° - developed directly from the incredibly powerful, world-beating race engines of Ducati Corse. Ducati’s Testastretta 11° harnesses the immense power of the Superbike engine and makes it smooth and adaptable, a massive step forward in balancing high-performance with an enjoyable ride. For an engine with brute power on tap when needed and smooth, user-friendliness available for an effortless and comfortable ride, Ducati revised the configuration of the cam timing with particular focus on the valve overlap angle. The overlap angle is defined as the interval of crankshaft rotation, measured in degrees, during which both the intake and exhaust valves are open at the same time. This overlap occurs between the end of the exhaust stroke and the start of the intake stroke. High performance engines, which are subject to compromising smoothness for extreme power delivery, use high values of this parameter in order to benefit from the pressure waves to improve engine performance by maximising volumetric efficiency. On the Testastretta 11° engine, this angle has been reduced from 41°, used in the Testastretta Evoluzione engine which powers the 1198, to 11°. As a result, the fresh inlet charge flow is less compromised by the exiting exhaust gases, resulting in a much smoother combustion in addition to improved fuel economy and lower exhaust emissions.


Ride-by-Wire

The Ride-by-Wire (RbW) system is an electronic interface between the Diavel’s twistgrip and engine, which configures an ideal power response depending on the riding mode selected. The twistgrip no longer has a throttle cable connected directly to the throttle body butterflies, but instead delivers a signal to a control unit, which in turn operates the butterfly opening electronically. The RbW system uses three different mappings to regulate the power delivery: 162hp with a sports-type delivery 162hp with a progressive delivery suitable for touring 100hp with progressive delivery for city use


15,000 miles between major services

Constant investment in quality by design, advanced materials and engineering techniques have enabled the distance between major service intervals (valve clearance check) to be increased to a highly competitive 15,000 miles. This has been achieved with the introduction of new valve seat materials, improved combustion efficiency and temperature management designed into the Testastretta 11° engine.


Twin lateral radiators

The technical solution employed for keeping the frontal lines of the Diavel clean was to place two highly efficient lateral radiators on both sides of the bike. These well-ducted units, located beneath the fuel tank, use aerodynamics to help draw air flow through the radiators and are assisted by high-flow electric fans when required. The design combines form and function to enhance the muscular shape of the bike.


Exhaust system

The massive 58mm (2.28in) section exhaust headers lead the 2-1-2 system through power-enhancing equal lengths that enable the Diavel’s efficient power delivery. The engine management system dedicates a lambda probe to each header, providing precise fueling via a large airbox, while the stylish cannon-style, vertically stacked silencers carry catalytic converters to provide Euro 3 conformity and electronically controlled mid-section valve optimises exhaust pressures throughout the rev-range.


Slipper clutch

The transmission features an oil bath clutch with “slipper” function and super-light feel at the lever. Its design uses a progressive self-servo mechanism that presses the plates together when under drive from the engine, enabling the reduction of the clutch spring rates. This results in a much lighter clutch lever at the handlebar, ideal in stop-start traffic or during long journeys. When the drive force is reversed (over-run), the same mechanism reduces the pressure on the clutch plates, enabling them to provide a race-like “slipper” action, which reduces the destabilizing effect of the rear-end under aggressive down-shifting and provides a much smoother feeling when closing the throttle or down-shifting under normal riding conditions.


Power and Torque

With its 162hp and colossal 94lb-ft (127.5Nm) of torque, the Diavel Testastretta 11° engine is all about authentic Ducati Desmodromic performance. The revised intake and exhaust ports combined with radical adjustment of the cam timing have enabled Ducati to achieve a fantastic torque curve at low rpm, which remains strong through a wider rev-range. The increase in bottom-end torque is managed by Ducati’s Ride-by-Wire (RbW) system to considerably enhance the Diavel’s effortless ridability, while ensuring plenty of power remains on tap for high-rpm riding.

Chassis

Marzocchi forks with fork sliders in super low-friction

The Diavel uses 50mm Marzocchi front forks with fork sliders black-finished in super low-friction diamond-like carbon (DLC). These forks are fully adjustable for spring pre-load, compression and rebound damping. The forks are gripped by a slash-cut triple-clamp - cast aluminium for the lower and forged for the upper - with a rubber-mounted riser to tapered alloy bars. With a rake of 28°, trail of 130mm (5.12in) and an offset of 24mm (0.945in), the set-up provides a sure-footed and agile front-end for incredible handling and 70° of total steering lock for maximum manoeuvrability.


Marchesini nine-spoke wheels Marchesini nine-spoke wheels

The Diavel Carbon has custom shop-finished, lightweight, forged, turned and milled rims by Marchesini that not only score an impressive total weight saving of 5.5lb (2.5kg), but also look spectacular. These highly intricate nine-spoke wheels highlight the delicate machining in natural aluminium set against a black finish.


Fuel tank and air intakes

The Diavel’s 17l (4.5 gal US) fuel tank represents an integral part of the bike’s overall styling. Its wide, long lines sweep down from the headlamp assembly into the seat and rear sub-frame to create a seamless profile. While the focal point of the tank is the high resolution display panel, the steel tank skin and well-sculpted knee panels add a solid feel to the Diavel and a high tech composite look to the Diavel Carbon. On each side of the front of the tank are massive air intakes formed in aluminium to feed the engine’s large airbox.


Single-sided swingarm

The long, die-cast aluminium, single-sided swingarm provides great “feel” at the rear-end with a wheelbase of 1590mm (62.6in) and a stance that provides lean angles of up to 41°.


Braking system

The Diavel front brakes use Brembo’s incredibly powerful Monobloc callipers, which deliver outstanding performance actuated by new integral alloy master cylinders with unique shape reservoirs sporting milled tops. The 4-piston, twin radially-mounted callipers grip 320mm discs, while a single 265mm disc on the rear is gripped by a two piston calliper, also by Brembo. The Diavel Carbon uses specially milled aluminium disc carriers which have natural aluminium coloured recesses machined around the weight saving cut-outs in contrast to the carrier’s black finish around the centre. Typical of Ducati, these top-of-the-range components provide outstanding levels of braking and set a new benchmark in this category.


Diavel frame assembly

The signature Ducati Trellis frame uses large diameter, light gauge tubing with two lateral die-cast aluminium sections that flow into the rear subframe. This achieves massive torsional rigidity while remaining lightweight and compact. The two sections form a rear-end structure by attaching onto either side of a complex techno-polymer component.


Twin-level seat

The Diavel’s twin-level seat is wide, comfortable and beautifully shaped to fit the flowing lines of the machine and at 770mm (30.3in), has one of the lowest seat heights in the Ducati range. That low seating position, in addition to a low slung chassis set-up that weighs in at just 210kg (463lb) - 207kg (456lb) for the Diavel Carbon - enables the rider to get both feet on the ground for a sure-footed and confident stance. The seat also comes with a beautifully shaped and easily removable single seat cover, which is formed in carbon fibre on the Diavel Carbon.


Sachs rear suspension

The Diavel have a Sachs rear suspension unit slung low under the chassis in a horizontal position, operated by a progressive pull-rod linkage from the swingarm. Adjustable in compression and rebound damping, the unit uses a handy control for easy spring pre-load adjustment.



Equipment

Ducati Traction Control (DTC)

The racing-derived Ducati Traction Control (DTC) is a highly intelligent system which acts as a filter between the rider’s right hand and the rear tyre. Within milliseconds, DTC is able to detect and control rear wheel-spin, considerably increasing the bike’s active safety and performance. The system offers eight levels of “sensitivity”, each programmed with an amount of rear wheel-spin tolerance. These levels are in line with progressive levels of riding skills classified from one to eight. Level one is programmed to offer the least amount of interaction for sport-oriented riders, while level eight uses the most amount of interaction for complete confidence. DTC levels are factory pre-set in each of the three Riding Modes, but can be individually customised and saved to suit the rider by accessing the new user-friendly set-up menu. A “default”option is available to easily return all settings to factory pre-sets.


ABS

The Diavel is equipped with the latest, most compact, Ducati Bosch-Brembo ABS system as original equipment, providing a major contribution towards performance control. Top Brembo components combined with Bosch ABS, the special Diavel chassis configuration and Pirelli’s Enhanced Patch Technology (EPT) result in a braking performance even greater than that of the awesome Ducati Superbikes.


Split-level instrumentation

The upper LCD display is mounted on the bar-riser and provides main information such as speed and rpm, in addition to warning lights, time and temperature. The lower, full colour Thin Film Transistor (TFT) display is styled into the fuel tank and provides an incredibly clear account of current Riding Mode, gear selection and DTC setting as well as total mileage and trips. Used on mobile phones and computers, TFT technology is a variant of LCD and displays easy-to-read high resolution graphics. The Diavel’s TFT display goes one step further by using the sensitivity of its surrounding light to decide upon black or white background colour. When stationary, the lower display also doubles as the latest user-friendly control panel to personalise DTC and RbW settings within each Riding Mode before saving.


Lighting

The Diavel uses two clear vertical strips of LED lighting to provide tail and brake light illumination as well as directional indicators. The strips follow the precise line of the under-seat panelling, providing great visibility of the rear-end while keeping the external lines of the bike clean. The front directional indicators are clear lens LED strips mounted vertically down the leading edge of the lateral radiator covers. The headlamp gives the Diavel immediate Ducati identity and is supported by an aluminium outer body. The light uses high and low beam double reflectors to illuminate the road ahead, in addition to incorporating a horizontal strip of LED positioning lights for optimum visibility.


Pirelli tyres

Ducati’s technical partner, Pirelli, worked with the Diavel’s designers and engineers to develop the incredible new Diablo Rosso II tyres. While the front uses a conventional 120/70x17 section with a new tread pattern designed for enhanced wet weather performance, the 240/45x17 rear represents the latest innovation in tyre design with a sport-oriented profile being applied to custom-style width. The massive rear employs bi-compound technology to enable high grip levels at full lean angle while providing high mileage and uses Enhanced Patch Technology (EPT) to maximise the contact patch at all angles. The tread pattern and compounds deliver great performance in all conditions, especially the wet.


Hands-free ignition

The Diavel’s ignition is actuated by an electronic key in the rider’s pocket, which communicates with the motorcycle when within a distance of approximately 2 metres (6.5ft). The motorcycle recognises the dedicated key code and automatically enables the bike’s systems. Pressing the key-on switch then activates all systems to “on” and the engine is ready to be started. The electronic key, which internally consists of a radio circuit, externally doubles as a mechanical flip-key, required to open the seat and fuel tank cap. When parking the motorcycle, an electronic lock can be actuated on the steering simply by applying full steering-lock and pressing the ignition-off button a second time.


Controls

The Diavel handlebar shape and arrangement leaves the rider feeling comfortable and in command. Wide, tapered section aluminium bars with new custom designed provide a clean and minimalist set-up, while stylish, forged-aluminium supported mirrors deliver a generous view to the rear. Switchgear control is taken care of by Ducati’s latest and most minimalist design with slim-line bodies housing easy-to-use switches and buttons and a unique weapons-like “trigger catch” that slides down to cover the starter button when activating the kill-switch. While the indicator cancel button doubles as a scroll-and-select for fast and easy Riding Mode changes, switches above and below serve to navigate the new high-resolution display control panel.


Footpegs and grab-rail

Passengers on the Diavel will appreciate the way the slender passenger footpegs ingeniously fold down from the rear sub-frame as well as the innovative, T-bar shaped grab-rail assembly, which slides out from the rear of the seat. Deployed from a mechanism under the seat, the grab-rail provides a comfortable and confidence-inspiring grip for the passenger, while the shape perfectly blends into the lines of the tail-piece when retracted. Both passenger-friendly features are crafted in forged aluminium and shot-peened for strength and uniform finish before being black anodised to become almost invisible when folded away.


Innovative number plate mount

Employing the double strip of multi-functional LEDs for the rear lighting of the Diavel required an innovative solution for the mounting of the number plate. The unique design uses mounts on the rear hub of the single-sided swingarm to extend an elegant and Ducati signature Trellis framework around the 240 section rear tyre, enabling a central mounting of the plate. The framework carries a hidden power feed to dedicated LED illumination for the number plate, eliminating any reliance on the main rear lights and creating a clean feature around the rear of the seat. This design solution represents the first of its kind and an example of the incredible attention to the Diavel’s detail.

Carbon fiber

Carbon fibre is used for the tank panels, single-seat cover and front mudguard to reduce weight and apply a race-like feature that runs deep in the DNA of Ducati.




USA MSRP - $TBA USD

Engine
TYPE
Testastretta 11°, L-Twin cylinder, 4 valve per cylinder, Desmodromic, liquid cooled
DISPLACEMENT
1198.4cc
BORE X STROKE
106 x 67.9mm
COMPRESSION RATIO
11,5:1
POWER
162hp (119kW) @ 9500rpm
TORQUE
94lb-ft (127.5Nm) @ 8000rpm
FUEL INJECTION
Mitsubishi electronic fuel injection system, Mikuni elliptical throttle bodies with RbW
EXHAUST
Lightweight 2-1-2 system with catalytic converter and two lambda probes. Twin aluminium mufflers

Transmission
GEARBOX
6 speed
RATIO
1=37/15 2=30/17 3=27/20 4=24/22 5=23/24 6=22/25
PRIMARY DRIVE
Straight cut gears, ratio 1.84:1
FINAL DRIVE
Front sprocket 15; Rear sprocket 43
CLUTCH
Light action, wet, multiplate clutch with hydraulic control. Self-servo action on drive, slipper action on over-run

Chassis
FRAME
Tubular steel Trellis frame
WHEELBASE
1590mm (62.6in)
RAKE
28°
FRONT SUSPENSION
Marzocchi DLC coated 50mm fully adjustable usd forks
FRONT WHEEL TRAVEL
120mm (4.7in)
FRONT WHEEL
Marchesini forged and machined 9-spoke 3.50 x 17
FRONT TYRE
120/70 ZR 17 Pirelli Diablo Rosso II
REAR SUSPENSION
Progressive linkage with fully adjustable Sachs monoshock. Aluminium single-sided swingarm
REAR WHEEL TRAVEL
120mm (4.7in)
REAR WHEEL
Marchesini forged and machined 9-spoke 8.00 x 17
REAR TYRE
240/45 ZR17 Pirelli Diablo Rosso II
FRONT BRAKE
2 x 320mm semi-floating discs, radially mounted Monobloc Brembo callipers, 4-piston with ABS
REAR BRAKE
265mm disc, 2-piston floating calliper with ABS
FUEL TANK CAPACITY
17l - (5.3US gal)
DRY WEIGHT
207kg (456lb)
INSTRUMENTS
Handlebar mounted instrumentation with LCD display: speed, rpm, time, coolant temp. Warning lights for: Neutral, turn signals, high-beam, rev-limit, DTC intervention, ABS status, oil pressure, fuel reserve. Tank mounted instrumentation with TFT colour display: gear selected, air temp, battery voltage, trips 1 & 2, fuel reserve trip, average and actual fuel consumption, average speed, trip time, scheduled maintenance. Full status and/or management of Riding Modes, DTC, RbW and ABS
WARRANTY
2 years unlimited mileage
BODY COLOUR (FRAME/WHEEL)
Red and Matt Carbon (red / black) - Glossy and Matt Carbon (racing black / black)
VERSIONS
Dual seat
SEAT HEIGHT
770mm (30.3in)

DDA
Not available on this model

DTC
Standard equipment

ABS
Standard equipment

Emissions
STANDARD
Euro 3


Ducati to unveil the innovative new Diavel Carbon at the Milan showAfter months of speculation the long wait is almost over, the new Diavel Carbon will make its first public appearance at the EICMA International Motorcycle Show in Milan this coming November, 2-7.

Announcing the new model’s name ahead of the official presentation, the famous Italian manufacturer is about to turn another dream into reality. This dream comes true via using the local Bolognese dialect for “devil” in naming their new model the Diavel Carbon – pronounced Dee-ah-vel.

The idea for the Diavel Carbon name was born early in the development process of the bike, when the prototype was assembled and wheeled out in front of a group of Ducati engineers and technicians for the first time. One person looking from the rear of the bike saw its silhouette and exclaimed in Bolognese dialect: “Ignurànt comm’ al Diavel Carbon!” Meaning: “Evil, like the devil!”

From that moment on, Diavel Carbon became the nickname for the project. Ducati now makes the name official as it approaches the unveiling in Milan. Reminiscent of how the “Monster” was named 20 years ago, the Diavel Carbon is now destined to follow the same Bolognese tradition. Ducati is proud to continue shaping the future of motorcycling while staying faithful to its Italian heritage.

Built to have a commanding presence, though lightweight and agile, the Diavel Carbon will take the man-motorcycle relationship to the next level in absolute comfort. For fans of technology ABS, Ducati Traction Control and Ducati Riding Modes will deliver a confidence-inspiring sophistication. Stunning looks, the Superbike-derived Testastretta 11° engine and 456lb of authentic Ducati performance will drive a comfortable sport lifestyle that could only be dreamt of until now.

The Diavel Carbon is on its way...

The 2011 BMW K 1600 GTL its luxurious touring bike meets the highest demands. The ergonomics design is geared towards even further enhanced comfort and derives from a two-level seat in conjunction with rider footrests which are positioned further forward and lower down, as well as handlebars which reach further back. Rider and pillion passenger benefit from the relaxed, upright seating position as is especially appreciated over long distances. The standard topcase rounds off the range of comfort features for the pillion passenger. Like the K 1600 GT, the K 1600 GTL has a very extensive range of standard features consisting of xenon headlight, heated grips and seat, cruise control and on-board computer. The overall impression of this fascinating six-cylinder motorcycle with a carefully conceived storage concept, audio system as standard and numerous design elements make the BMW K 1600 GTL the flagship among BMW touring bikes.


BMW K 1600 GT and BMW K 1600 GTL – fascination with six cylinders.

With BMW, six-cylinder in-line engines have stood for fascinating engine technology in automobiles for over seven decades, in a way which is unique among brands. In the near future, BMW motorcycles will also be available with an internally developed six-cylinder in-line engine.

With the BMW K 1600 GT and the BMW K 1600 GTL, BMW Motorrad is penetrating a whole new dimension in the Touring world of experience . Both motorcycles stand for a supreme, impressive and equally distinctive appearance, arousing a desire to travel at first sight.

This press release contains a range of information on all aspects of BMW Motorrads new touring bikes. Additional data and background information will be added for the world premiere.

Riding dynamics, long-distance suitability and comfort.

For decades, six-cylinder in-line engines have offered a special fascination. In addition to their perfect running smoothness they also offer supreme output and torque, giving the rider powerful emotional impressions, too. And of course the sound of a six-cylinder engine is beyond compare.

In addition to safety, equipment and prestige, the key criteria for a supreme touring bike are comfort and dynamics. With the most compact in-line six-cylinder engine in serial motorcycle production to date, the K 1600 GT and the K 1600 GTL penetrate a whole new dimension in terms of riding properties, long-distance suitability and comfort. They combine maximum agility and riding dynamics with a luxurious overall package. With an engine output of 118 kW (160 bhp) and a maximum torque of approx. 175 newton metres, their six-cylinder engine provides superb propulsion in all conditions.


An overview of highlights of the BMW K 1600 GT/GTL.

- Supreme in-line six-cylinder engine with a high level of pulling power, especially in the lower and medium engine speed range.
- Engine output 118 kW (160 bhp) at approx 7 500 rpm and maximum torque approx. 175 Nm at approx. 5 000 rpm.
- Over 70% of maximum torque available from 1 500 rpm.
- Lightest and most compact six-cylinder in-line engine in serial motorcycle production, weighing just 102.6 kg and measuring 560 mm in width.
- Consistent lightweight construction throughout the entire vehicle (magnesium front panel carrier, aluminium rear frame, crankshaft etc.).
- E-Gas (ride-by-wire).
- Three modes to choose from ("Rain", "Road", "Dynamic")
- High active safety due to standard BMW Motorrad Integral ABS (part integral).
- Traction control DTC (Dynamic Traction Control) for maximum safety when accelerating (optional extra).
- Chassis with Duolever and Paralever and ideal concentration of masses for dynamic riding properties combined with optimum comfort.
- Electronic Suspension Adjustment ESA II for optimum adaptation to all uses and load states (optional extra).
- World premiere in motorcycles: Adaptive Headlight (optional extra) in conjunction with standard xenon headlight and lighting rings for increased safety at night.
- Integrated operating concept for the first time with Multi-Controller, TFT colour screen and menu guidance.
- Audio system with preparation for navigation device and controllable interface for iPod, MP3, USB, Bluetooth and satellite radio (only USA and Canada) (standard in the K 1600 GTL).
- Innovative design with outstanding wind and weather protection.
- K 1600 GT with active riding ergonomics for proactive touring.
- K 1600 GTL with very comfortable, relaxed ergonomics set-up for long trips with pillion passenger, as well as luxury touring features.
- Extensive fittings and individually tailored accessories at the familiar high level of BMW Motorrad.


Technology, Features and Benefits


BMW K 1600 GT and BMW K 1600 GTL - fascination with six
cylinders.

Since BMW Motorrad presented the concept study Concept 6 in autumn 2009, the six-cylinder in-line engine featured in it has captured the imagination of many motorcycle fans. With BMW, six-cylinder in-line engines have stood for fascinating engine technology in automobiles for over seven decades, in a way which is unique among brands. In the near future, BMW motorcycles will also be available with an internally developed six-cylinder inline engine.

With the BMW K 1600 GT and the BMW K 1600 GTL, BMW Motorrad is penetrating a whole new dimension in the Touring world of experience . Both motorcycles stand for a supreme, impressive and equally distinctive appearance, arousing a desire to travel at first sight.

This press release contains a range of information on all aspects of BMW Motorrads new touring bikes. Additional data and background information will be added for the world premiere.

Riding dynamics, long-distance suitability and comfort.

For decades, six-cylinder in-line engines have offered a special fascination. In addition to their perfect running smoothness they also offer supreme output and torque, giving the rider powerful emotional impressions, too. And of course the sound of a six-cylinder engine is beyond compare.

In addition to safety, equipment and prestige, the key criteria for a supreme touring bike are comfort and dynamics. With the most compact in-line sixcylinder engine in serial motorcycle production to date, the K 1600 GT and the K 1600 GTL penetrate a whole new dimension in terms of riding properties, long-distance suitability and comfort. They combine maximum agility and riding dynamics with a luxurious overall package. With an engine output of 118 kW (160 bhp) and a maximum torque of approx. 175 newton metres, their six-cylinder engine provides superb propulsion in all conditions.


1. Overall concept.


BMW K 1600 GT with active riding ergonomics for proactive touring. The dynamic touring bike BMW K 1600 GT is characterised by an active
seating position which nonetheless offers a high level of long-distance comfort. The reason for this is the favourable set-up of the ergonomics
triangle made up of footrests, seat and handlebars. The K 1600 GT has a very extensive range of standard features ex works consisting of xenon (HID) headlight, heated grips and seat, cruise control and on-board computer. These features in conjunction with the supreme riding qualities of the new BMW Motorrad six-cylinder engine leave nothing to be desired for the proactive tour rider.

BMW K 1600 GTL with very comfortable, relaxed ergonomics set-up for long trips with pillion passenger.

The luxurious touring bike BMW K 1600 GTL meets the highest demands. Rider and pillion passenger benefit from the relaxed, upright seating position as is especially appreciated over long distances. The ergonomics design is geared towards even further enhanced comfort and derives from a two-level seat in conjunction with rider footrests which are positioned further forward and lower down, as well as handlebars which reach further back. The standard topcase rounds off the range of comfort features for the pillion passenger. Like the K 1600 GT, the K 1600 GTL has a very extensive range of standard features consisting of xenon headlight, heated grips and seat, cruise control and on-board computer. The overall impression of this fascinating six-cylinder motorcycle with a carefully conceived storage concept, audio system as standard and numerous design elements make the BMW K 1600 GTL the flagship among BMW touring bikes.


An overview of highlights of the BMW K 1600 GT/GTL.
- Supreme in-line six-cylinder engine with a high level of pulling power, especially in the lower and medium engine speed range.
- Engine output 118 kW (160 bhp) at approx 7 500 rpm and maximum torque approx. 175 Nm at approx. 5 000 rpm.
- Over 70% of maximum torque available from 1 500 rpm.
- Lightest and most compact six-cylinder in-line engine in serial motorcycle production, weighing just 102.6 kg and measuring 560 mm in width.
- Consistent lightweight construction throughout the entire vehicle (magnesium front panel carrier, aluminium rear frame, crankshaft etc.).
- E-Gas (ride-by-wire).
- Three modes to choose from ("Rain", "Road", "Dynamic")
- High active safety due to standard BMW Motorrad Integral ABS (part integral).
- Traction control DTC (Dynamic Traction Control) for maximum safety when accelerating (optional extra).
- Chassis with Duolever and Paralever and ideal concentration of masses for dynamic riding properties combined with optimum comfort.
- Electronic Suspension Adjustment ESA II for optimum adaptation to all uses and load states (optional extra).
- World premiere in motorcycles: Adaptive Headlight (optional extra) in conjunction with standard xenon headlight and lighting rings for increased safety at night.


- Integrated operating concept for the first time with Multi-Controller, TFT colour screen and menu guidance.
- Audio system with preparation for navigation device and controllable interface for iPod, MP3, USB, Bluetooth and satellite radio (only USA and Canada) (standard in the K 1600 GTL).

- Innovative design with outstanding wind and weather protection.
- K 1600 GT with active riding ergonomics for proactive touring.
- K 1600 GTL with very comfortable, relaxed ergonomics set-up for long trips with pillion passenger, as well as luxury touring features.
- Extensive fittings and individually tailored accessories at the familiar high level of BMW Motorrad.


Lightest and most compact serial production six-cylinder in-line
engine in a motorcycle.

Previously the in-line arrangement of six cylinders resulted in either very long or very wide constructions, depending on installation position, which in turn led to drawbacks in terms of chassis geometry, weight distribution and centre of gravity. This where the K 1600 models break new ground. The engine is approximately 100 mm narrower than all previous serial production six-cylinder in-line engines used in motorcycle construction. This extremely compact construction and reduced width was achieved in particular by means of a just slightly undersquare stroke-bore ratio of 67.5 to 72 millimetres (0.938) with a relatively long stroke and very small cylinder centre distance spacings of 77 millimetres. The effective distance between the cylinder sleeves is thus only 5 millimetres.

Weighing 102.6 kilograms (basic engine including throttle valve, intake system, clutch, gearbox and alternator), the engine is by far the lightest serially produced six-cylinder in-line engine for motorcycles. Supremacy and drive comfort.

The transversely mounted six-cylinder in-line engine of the BMW K 1600 models has a capacity of 1649 cc. Its rated output is 118 kW (160 bhp) at
approx. 7 500 rpm. The maximum torque of approx. 175 Nm is reached at approx. 5 000 rpm. 70 per cent of maximum torque is available from just 1500 rpm. The development goals here were highly superior touring characteristics and ridability combined with maximum running smoothness. Compact overall design and space-saving construction.

In order to achieve the narrow construction, the electrical ancillary units and their drive units were shifted behind the crankshaft into the free space above the gearbox. This also made it possible create a drivetrain with ideal concentration of masses at the centre of the vehicle. The total width of the

2. Drive.

engine is 560 millimetres. This means that the engine is only slightly wider than a current large-volume four-cylinder in-line power unit. Due to the perfect mass balance created by the construction, the six-cylinder engine does not require a compensation shaft and the required drive elements, which results both in weight benefits and increased running smoothness.

In its layout, the six-cylinder in-line engine is based on the familiar fourcylinder in-line engine of the K 1300 series and, like the latter, has a cylinder
axis which is tilted forwards by 55 degrees. This not only results in a low centre of gravity but also a balanced weight distribution of 52 to 48 per cent (K 1600 GT unladen) - imperative for a precise ride feel and transparent feedback of the front section when driving dynamically. The tilt of the engine also creates space for an aerodynamically optimised intake system directly above the engine, as well as providing the ideal frame profile design in accordance with the distribution of forces.

Crankshaft drive and basic engine - narrow and light construction with six cylinders and 1649 cc capacity.

The crankshaft of the K 1600 engine is a single-piece construction forged in heat-treated steel. It has counterweights and inertia-optimised discs as well as the usual six-cylinder offset of 120 degrees for even firing intervals. Particular attention was also paid here to the issue of lightweight construction, so the weight of the crankshaft is only vey slightly in excess of a comparable four-cylinder engine at just 12.9 kilograms. The crankshaft is friction-bearing. All main bearings are supplied directly with pressure oil. The lubrication supply to the connecting-rod bearing comes from the main bearings.

One of the crankshaft web counterweights acts as a cogwheel for the primary drive to the clutch. Another cogwheel on the outer crankshaft web is used for engine speed sensing. The drive of the camshafts in the cylinder is effected by means of a tooth-type chain which runs over a compressionmoulded toothed chain wheel on the right-hand end of the crankshaft. The friction-bearing connecting rods are light forged parts made of heat-treated steel. Measuring 124.45 millimetres in length, they benefit smooth engine running and ensure low lateral forces in the pistons, thereby ensuring a low


level of inner friction in this area. The well-established crack technology is used for horizontal partitioning.

Lightweight slipper pistons with a short piston skirt, two narrow piston rings optimised for frictional loss and a narrow oil scraper ring are used. The flat design of the combustion chamber means that in spite of the high compression ratio of 12.2:1, it was possible to keep the piston head and piston relief flat. This supports thermodynamically favourable combustion and enables a weight-optimised piston head shape.

Horizontally separated case in open-deck design.

The dual-section cylinder crankcase is made of highly rigid aluminium alloys. The partition level is at the centre of the crankshaft. The compact sand-cast upper section forms a highly rigid composite unit made up of the six cylinders and the upper bearing pedestal for the crankshaft. The cylinder block with water jacket is designed in open-deck construction, the running surfaces having a wear-resistant, low-friction nickel-silicon dispersion coating. The die-cast lower section forms the counterpiece to the main bearing of the crankshaft and carries the six-speed gearbox.
Cylinder head with barrel camshafts and bucket-type tappets. The output, characteristics, efficiency and therefore fuel consumption of engines are largely determined by the cylinder head and valve gear. The design of the chill-cast four-valve cylinder head in the K 1600 models GT and
GTL is designed for optimum channel geometry, compactness, excellent thermodynamics and a reliable heat balance.

With a view to maximising inspection intervals in particular, the BMW Motorrad engine experts opted for a valve operating system using bucket tappets. This also combines the qualities of rigidity, compact construction and reliability.

The two overhead shafts are powered by a tooth-type chain. The tooth-type chain drive is hydraulically tensed and damped, and is characterised by a high level of running smoothness.


The design and manufacture of the camshafts represents an innovation in motorcycle engine construction. They are composite camshafts in which the individual cams are compression-moulded for positive coupling with the shaft, which has a tubular design. The advantages as compared to conventional clear-chill cast or steel camshafts derive mainly from the reduced weight. Around 1 kilogram is saved here. The rotational speed limit defined for serial production is 8 500 rpm, though the purely mechanical rotational speed tolerance is much higher.

In the attempt to reduce the weight of the drive unit as far as possible the valve cover and the clutch cover are made of light magnesium. High compression for maximum efficiency.

A tight valve angle enables a very compact combustion chamber with a flat calotte, thereby providing the basis for a high geometrical compression ratio of 12.2:1 with a thermodynamically favourable, largely evenly designed piston head. This high level reflects the effectiveness of the combustion chamber design in terms of achieving an ideal combustion process and optimum efficiency.

Integrated dry sump lubrication for optimum oil supply.

The six-cylinder in-line engine of the K 1600 GT and GTL uses an integrated dry sump lubrication system. In addition to providing a high level of operating reliability, it enables flat construction of the crankcase and therefore a lower installation position of the engine and a concentration of masses close to the centre of gravity. This makes it possible to do without a conventional oil sump with oil reservoir, so the engine can be placed much lower in the vehicle than would be the case with a conventional design. The oil reservoir forms an integrated oil tank in the rear section of the engine casing. A separate tank is therefore not required, which again has a positive effect in terms of the compact construction of the motorcycle and overall weight. Carefully conceived cooling concept for maximum thermal stability. A sophisticated cooling concept ensures perfect thermal balance in the sixcylinder engine. Coolant flows transversely through the cylinder head. The intake of the cooling agent is effected via the cylinder bank on the "hot" outlet side, which is also cooled in this way. Precisely at the point where the greatest


thermal stress occurs, the intensive cooling at the cylinder head ensures rapid heat dissipation and therefore an excellent temperature balance. The reduced water flow at the cylinders reduces the warm-up phase and reduces coldrunning wear-and-tear and friction, which also benefits fuel consumption. The water pump is powered together with the oil pump by the primary drive via cogwheels. The radiator is trapezoid and curved in shape and housed in the trim at the bottom front to optimise the centre of gravity. Power transmission: narrow three-shaft transmission and selfenergising clutch with anti-hopping function.

Torque is transmitted from the crankshaft to a self-energising 10-disc wet clutch with anti-hopping function via a straight-toothed primary drive. Here, the developers paid particular attention to a low level of control force at the hand lever.

The gearbox complete with bevel gear is integrated in the engine casing. In order to reduce construction width in the area of the rider footrests in
particular, the gearbox is designed as a three-shaft transmission with three gearbox shafts arranged one on top of the other. The cogwheels are helicalcut, enabling a particularly low level of running noise to be achieved.

Shifting between transmission stages is effected by means of a shift drum, shift forks and shift sleeves to achieve a force-fit connection. In order to save weight, the hollow shift drum is made of a highly rigid aluminium alloy and supported by antifriction bearings.

E-Gas (ride-by-wire) for excellent response and precise fuel dosage. The control of the central throttle valve with a diameter of 52 millimetres is
effected via an E-Gas, also known as a ride-by-wire system. This means that the riders wishes are transferred directly from the sensor in the accelerator twist grip. The fully electronic engine management system converts this command into a torque requirement and electronically regulates the throttle valve accordingly.

The sensing of all factors in terms of torque makes it possible to achieveoptimum ridability in the most diverse situations, as well as enabling electronic cruise control and traction control. The use of the electromotive throttle actuator via various selectable modes also opens up new potential in terms of fuel consumption and riding dynamics.

Intake system with long tract lengths for excellent torque.

The central throttle valve enables the achievement of long induction tract lengths, which benefits an especially full torque development in the lower and medium engine speed ranges - a desirable characteristic in a touring bike. For example, some 125 Nm of torque is already available at 1 500 rpm. The heavily tilted engine position means that an air box in perfect shape and position can be installed directly above the engine. With a volume of 8.5 litres, the air box with upright panel air filter contributes to superior power delivery and high torque development.

Low fuel consumption due to efficiency optimisation.

Low engine speed level, high gas velocities, efficient combustion and minimised frictional loss in the engine of the K 1600 GT and GTL result in a
high degree of efficiency and therefore a low level of fuel consumption. The exact fuel consumption figures will be announced at a later date. In view of its power potential, the engine achieves top figures in this area, which are at the level of a comparable four-cylinder motorcycle when a touring-oriented riding style is maintained. This is largely due to the high geometrical compactness and the orientation of the in-line six-cylinder engine towards maximum efficiency.

A choice of three modes - "Rain", "Road" and "Dynamic" - for optimum adaptation to surface conditions and riding style.

The rider has three different riding modes available at the press of a button at the right-hand end of the handlebars ("Rain", "Road", "Dynamic") so as to be able to adapt to different uses such as touring on the road, riding on wet surfaces and dynamic motorcycling.


Low overall centre of gravity, very favourable concentration of masses and ideal static wheel load distribution.

The chassis of the BMW six-cylinder motorcycles is based on the innovative BMW Motorrad concept as already used in the current four-cylinder models of the K series. The essential elements are the light alloy bridge frame, Duolever and lightweight construction Paralever for wheel control at front and rear.

However, the masses have been newly balanced for the special demands posed by a touring bike with a six-cylinder engine. All in all, the interplay of
chassis and engine position, together with the seating position of the rider, not only makes for a low overall centre of gravity with a very favourable
concentration of masses, it also provides an ideally balanced static wheel load distribution of 52 per cent at the front to 48 percent (K 1600 GT unladen) at the rear. Even with a pillion passenger and a heavy load, this guarantees outstanding riding properties.

Bridge-type main frame made of light alloy.

The central bearing component is the main frame in bridge-type construction. Due to the fact that the engine is tilted heavily forward, the profiles of the main frame can run above the cylinder head, so their configuration is largely independent on the latters width. This means that the frame can be very narrow, especially in the ergonomically important knee area. The main frame weighs just 16 kilograms. The six-cylinder in-line engine is firmly bolted to the frame at eight points and thus acts as a rigidifying and supporting element. Adapted Paralever swing arm and cardan shaft drive.

In large-volume BMW touring bikes in particular, the cardan shaft drive is an indispensable part of the overall concept due to its numerous advantages. Starting from the familiar Paralever swing arm, the rear wheel control and cardan shaft drive have been adapted to the new six-cylinder engine in terms of their design. In keeping with the high performance figures, the propeller shaft, cardan joints and rear axle final drive were newly designed.


3. Chassis.


Electronic Suspension Adjustment ESA II for optimum adaptation to all uses and load states.

The new BMW K 1600 GT and K 1600 GTL also benefit from the innovative Electronic Suspension Adjustment ESA II, which is offered as a special
equipment feature ex works.

With this system, globally unique on the motorcycle market, the rider can conveniently press a button to electronically adapt not only the rebound
damping properties of the front and rear spring strut but also the spring rest ("spring preload") of the rear spring strut as well as the latters spring rate and therefore the "hardness" of the suspension. The additional adaptation of the spring rate allows the settings "Sport, Normal, Comfort" to be spread widely in ESA II, giving them clearly perceptible characteristics on the road. In the "Sport" mode, the two motorcycles are more dynamic and precise, in "Comfort" mode they offer even greater comfort while retaining excellent stability.

EVO brake system with BMW Motorrad Integral ABS (part integral) for optimum deceleration.

The very highest safety standards are provided by the well-established EVO brake system with the BMW Motorrad Integral ABS in the part integral
version, which is fitted as standard. It has been revised for enhanced controllability and even more sensitive control response. This has been achieved in particular by the use of an additional pressure sensor, which also enables shorter braking distances. In this way, maximum yet controllable deceleration at low levels of control force give the rider additional safety. Traction control DTC (Dynamic Traction Control) for maximum safety when accelerating.

For both K 1600 models, traction control DTC (Dynamic Traction Control) is available as a special equipment feature ex works. This contributes
significantly to a high level of riding dynamics and exemplary riding safety. Traction control DTC was used for the first time in the supersports bike BMW S 1000 RR. It provides the rider with valuable support especially in changing conditions, on surfaces with limited grip and where there are big changes in friction levels.


By comparing the rotational speeds of the front and rear wheel via the ABS sensors and using the data collected by the sensor box, the electronics
system detects spin in the rear wheel and cuts back drive torque accordingly by reducing the ignition angle as well as adapting injection via the engine management.

Unlike previous BMW Motorrad ASC systems, the traction control system DTC also calculates the banking position of the vehicle by means of sophisticated sensor clusters, taking this into account in its control response. Traction control DTC is combined individually with the different modes and is fully harmonised with these so as to provide maximum riding safety.


The first motorcycles in the world with adaptive xenon headlight for even greater safety at night.

With the new BMW Motorrad touring bikes, the first ever "Adaptive Headlight" for motorcycles is available as option ex works, in addition to the standard xenon (HID) headlight.

The main headlight fitted as standard consists of a centrally positioned, movable xenon projection module with reflector mirror. Level sensors at the
front and rear axle provide data for permanent headlight levelling. Due to the pitch compensation, the headlight sheds light in the optimum pre-set area when the motorcycle is travelling straight ahead, regardless of riding and load conditions.

The optional extra "Adaptive Headlight" also features a stepper motor which turns the standard static reflector mirror into a movable mirror. In relation to the banking angle the mirror is then turned on an axis and compensates for the roll angle. In addition to pitch compensation, the light of the main headlight is also balanced in relation to the banking angle. This results in significantly improved illumination of the road when cornering and therefore an enormous increase in active riding safety.

Calculation of the vehicles banking angle is carried out by means of a centrally positioned sensor box as already used in BMW Motorrads
supersports bike, the S 1000 RR. The information is distributed by the CAN bus and used by the traction control system DTC as well as by the ABS. The complex algorithms used here were developed entirely by BMW Motorrad. The two halogen high beam lights with lighting rings, positioned to the right and left of the xenon module, give the K 1600 GT/GTL a striking face. And for the first time, BMW Motorrad uses the side lights which are so characteristic of BMW automobiles.


4. Electrical system and


Integrated operating concept, for the first time with Multi Controller, TFT colour monitor and menu guidance.

The instrument panel of the K 1600 models based on digital technology comprises a speedometer and tachometer - each powered by a stepper
motor - as well as an information display which takes the form of a 5.7-inch colour monitor. The design of the display is also completely new to the motorcycle field and provides a very high level of brightness. Among other things, the display enables the attractive presentation of text and graphics over several lines. The entire instrument unit is controlled by a photovoltaic cell and is automatically illuminated in the dark.

Another new feature to motorcycles in this form is the Multi-Controller, presented in the R 1200 RT at the end of 2009 as part of an integrated
operating concept. Positioned on the inner side of the left-hand handlebar grip and therefore always within optimum reach, it replaces the functional unit previously installed on the handlebars. The significant advantage of the Multi- Controller as compared to a cluster of operating buttons is that the riders hand can remain on the handlebars during operation. Operation is carried out by rotating the control up and down as well as toggling to the left or right. Unlike a key pad, this means that operation is possible without taking your eyes off the road.

The functional range of the Multi-Controller has been significantly expanded for use in the new touring bikes. In addition to operating the audio system, it is also possible to select other functions with the Multi-Controller with reference to the menus shown on the TFT colour monitor. The on-board computer, ESA II, the navigation system as well as grip and seat heating can all be operated in this way. What is more, the set-up menu can be used to configure settings specific to both rider and vehicle. For example, different languages are available as is the adjustment of the "Adaptive Headlight" to riding on the right-hand or left-hand side of the road. The menu structure was specially developed for the specific demands of motorcycling and optimised by means of user tests. Flat hierarchies completely do away with the need for complex clicking through sub-menus during travel. The rider also has the option to program his or her most important function on a bookmark button, thus providing constant direct access to this menu (e.g. navigation system).


Audio system with extended range of functions.

The audio system itself has likewise been newly designed. It has interfaces for MP3 players, iPod and USB stick as well as for conventional devices such as a CD player. These are housed to the right in the interior trim and available for the K 1600 GT as a special equipment feature ex works, while the K 1600 GTL has them as standard. With USB/MP3 and iPod it is possible manage a number of playlists. Alternatively, all titles can be played randomly. The selected volume level and current title are shown on the TFT colour monitor. External devices can be housed in a lockable, waterproof and ventilated storage compartment in the interior trim on the right where they are excellently protected from the weather. They are operated using the Multi-Controller and the audio control panel.

The radio function also includes the satellite radio Sirius XM, available in the USA and Canada, and offers a 24-channel memory. Channels can be chosen either manually in conjunction with the memory function or using the scan function which selects the station with the best reception (Autostore). The current channel is shown on the colour monitor. The speed-related volume control function can be set at three different levels. In addition to the functions provided by the Multi-Controller, the audio system can also be operated by four buttons in the interior trim on the left (audio control unit).

Navigation system integrated in the vehicle electrical system.

The BMW Motorrad Navigator IV available as a special accessory is integrated in the vehicle electrical system if the customer chooses the special equipment features audio system or preparation for audio system, which are available ex works. This means that the most important functions such as zoom or voice output can be operated using the Multi-Controller. In this way, the riders hands can stay on the handlebars - there is no need to use the touchscreen.

Data is also exchanged between the navigation system and the vehicle electrical system. For example, the navigation system automatically relays the date and time to the instrument panel or suggests the nearest filling station after a certain residual range has been covered. The TMC data of the audio platform also enables dynamic routing so as to avoid congested traffic.


Innovative design which sets the benchmark for touring bikes.

As new high-end products among the BMW Motorrad touring bikes, the new K 1600 GT and K 1600 GTL stand for a supreme, impressive and equally distinctive appearance, arousing a desire to travel at first sight. What is more, their striking lines and surfaces and the visibility of the six-cylinder engine radiate a powerful sense of dynamic performance, with a perfect finish standing premium value and quality.

The front view includes elements of the overriding design line of BMW Motorrad. Although the two new models K 1600 GT and K 1600 GTL offer a powerful visual presence from the front, they nonetheless come over as slim-lined with the extremely narrow six-cylinder engine, thus conveying agility and dynamism very much in keeping with their proactive riding character.

Lightweight construction: magnesium front panel carrier with vibration isolation and aluminium rear frame.

The upper trim section, headlight, cockpit and rear mirror are all supported by a highly rigid front panel carrier. With the aim of achieving optimum concentration of masses near to the machines centre of gravity, this dual section front panel carrier is made of a very light but highly rigid magnesium alloy.

In spite of the demands made by a motorcycle such as the K 1600 GT/GTL in terms of pillion passenger riding and load, the BMW Motorrad developers
have nonetheless succeeded in creating a rear frame as a light aluminium construction. It consists of welded aluminium extruded sections and is bolted to the main frame at four points.

Optimum storage concept.

In keeping with the dynamic touring aspiration of both K 1600 models, the standard panniers are designed to be removable but fit into the vehicle line seamlessly as design elements. The K 1600 GTL is fitted as standard with a



5. Body and design.

topcase featuring two gas-filled dampers which support opening and interior lighting.

Seats and seating positions for supreme, dynamic long-distance comfort.

The new K 1600 GT and GTL benefit from a very slim design in the area of the riders seat. This has been made possible by the use of a three-shaft
gearbox and a very slim-line frame configuration. Due to the special design of the gearbox, the clutch has been placed much further inwards, thereby
creating space for the riders foot. The design of the ergonomics triangle made up of footrests, seat top and handlebars makes for a proactive seating position on the K 1600 GT while retaining a high level of long-distance comfort. The rider and pillion passenger enjoy a comfortable knee angle but the seating position is geared towards the front wheel for a proactive riding style. The two-section seat of the K 16000 GT is height-adjustable in the rider area so that it can be adapted to individual needs.

The K 1600 GTL offers outstanding pillion passenger suitability and ergonomics geared towards an even higher level of comfort. It has a singlesection, two-level seat and in conjunction with rider footrests which are placed further forward and lower down, as well as handlebars which reach further backwards, the seating position is very relaxed - something which is especially appreciated over long distances. The K 1600 GTL also does justice to individual adjustment requirements with an adjustable foot shift lever. The pillion passenger likewise benefits from a slightly longer and wider seat top on the K 1600 GTL, as well as the comfortable backrest in the standard topcase. The K 1600 GTL can also be equipped with pillion passenger armrests as a special accessory in order to further enhance safety.

For both the K 1600 GT and the K 1600 GTL the BMW Motorrad equipment range offers special comfort seats so as to enhance individual touring
enjoyment further still.


Special equipment features and special accessories - perfect individualisation from BMW Motorrad.


Both the K 1600 GT and the K 1600 GTL fulfil their Gran Turismo promise with a fascinating blend of supremacy, dynamic performance and comfort to a virtually perfect degree even in standard trim. In addition, BMW Motorrad offers its usual extensive range of special equipment features and special accessories for further optimisation.

Special equipment features are supplied directly ex works and are integrated in the production process.

This includes such features as the Electronic Suspension Adjustment ESA II, traction control DTC, the tyre pressure control system RDC, the Adaptive Headlight and (for the K 1600 GT) the audio system.

Special accessories are installed by the BMW Motorrad dealer. These are features which can be retrofitted, too. Special accessories which will be available include the topcase for the K 1600 GT, a wide range of chrome parts for the K 1600 GTL and a sports silencer.

Further details of technology and fittings for the new BMW touring bikes K 1600 GT and K 1600 GTL will be published at a later date. 6. Equipment program.



BMW PRESS RELEASE


BMW Motorrad Six-Cylinder Technology Day.

BMW K 1600 GT and BMW K 1600 GTL - fascination with six cylinders.

Since BMW Motorrad presented the concept study Concept 6 in autumn 2009, the six-cylinder in-line engine featured in it has captured the
imagination of many motorcycle fans. With BMW, six-cylinder in-line engines have stood for fascinating engine technology in automobiles for over seven decades, in a way which is unique among brands. In the near future, BMW motorcycles will also be available with an internally developed six-cylinder inline engine.

With the BMW K 1600 GT and the BMW K 1600 GTL, BMW Motorrad is penetrating a whole new dimension in the Touring world of experience . Both
motorcycles stand for a supreme, impressive and equally distinctive appearance, arousing a desire to travel at first sight.

This press release contains a range of information on all aspects of BMW Motorrads new touring bikes. Additional data and background information will be added for the world premiere.

Riding dynamics, long-distance suitability and comfort.

For decades, six-cylinder in-line engines have offered a special fascination. In addition to their perfect running smoothness they also offer supreme output and torque, giving the rider powerful emotional impressions, too. And of course the sound of a six-cylinder engine is beyond compare.

In addition to safety, equipment and prestige, the key criteria for a supreme touring bike are comfort and dynamics. With the most compact in-line sixcylinder engine in serial motorcycle production to date, the K 1600 GT and the K 1600 GTL penetrate a whole new dimension in terms of riding properties, long-distance suitability and comfort. They combine maximum agility and riding dynamics with a luxurious overall package. With an engine output of 118 kW (160 bhp) and a maximum torque of approx. 175 newton metres, their six-cylinder engine provides superb propulsion in all conditions.



1. Overall concept.


BMW K 1600 GT with active riding ergonomics for proactive touring.
The dynamic touring bike BMW K 1600 GT is characterised by an active
seating position which nonetheless offers a high level of long-distance
comfort. The reason for this is the favourable set-up of the ergonomics
triangle made up of footrests, seat and handlebars. The K 1600 GT has a very
extensive range of standard features ex works consisting of xenon (HID)
headlight, heated grips and seat, cruise control and on-board computer.
These features in conjunction with the supreme riding qualities of the new
BMW Motorrad six-cylinder engine leave nothing to be desired for the
proactive tour rider.

BMW K 1600 GTL with very comfortable, relaxed ergonomics set-up
for long trips with pillion passenger.

The luxurious touring bike BMW K 1600 GTL meets the highest demands.
Rider and pillion passenger benefit from the relaxed, upright seating position
as is especially appreciated over long distances. The ergonomics design is
geared towards even further enhanced comfort and derives from a two-level
seat in conjunction with rider footrests which are positioned further forward
and lower down, as well as handlebars which reach further back. The
standard topcase rounds off the range of comfort features for the pillion
passenger. Like the K 1600 GT, the K 1600 GTL has a very extensive range
of standard features consisting of xenon headlight, heated grips and seat,
cruise control and on-board computer. The overall impression of this
fascinating six-cylinder motorcycle with a carefully conceived storage
concept, audio system as standard and numerous design elements make the
BMW K 1600 GTL the flagship among BMW touring bikes.


An overview of highlights of the BMW K 1600 GT/GTL.
o Supreme in-line six-cylinder engine with a high level of pulling power, especially in the lower and medium engine speed range.
o Engine output 118 kW (160 bhp) at approx 7 500 rpm and maximum torque approx. 175 Nm at approx. 5 000 rpm.
o Over 70% of maximum torque available from 1 500 rpm.
o Lightest and most compact six-cylinder in-line engine in serial motorcycle production, weighing just 102.6 kg and measuring 560 mm in width.
o Consistent lightweight construction throughout the entire vehicle (magnesium front panel carrier, aluminium rear frame, crankshaft etc.).
o E-Gas (ride-by-wire).
o Three modes to choose from ("Rain", "Road", "Dynamic")
o High active safety due to standard BMW Motorrad Integral ABS (part integral).
o Traction control DTC (Dynamic Traction Control) for maximum safety when accelerating (optional extra).
o Chassis with Duolever and Paralever and ideal concentration of masses for dynamic riding properties combined with optimum comfort.
o Electronic Suspension Adjustment ESA II for optimum adaptation to all uses and load states (optional extra).
o World premiere in motorcycles: Adaptive Headlight (optional extra) in conjunction with standard xenon headlight and lighting rings for increased safety at night.


o Integrated operating concept for the first time with Multi-Controller, TFT colour screen and menu guidance.
o Audio system with preparation for navigation device and controllable interface for iPod, MP3, USB, Bluetooth and satellite radio (only USA and Canada) (standard in the K 1600 GTL).

o Innovative design with outstanding wind and weather protection.
o K 1600 GT with active riding ergonomics for proactive touring.
o K 1600 GTL with very comfortable, relaxed ergonomics set-up for long trips with pillion passenger, as well as luxury touring features.
o Extensive fittings and individually tailored accessories at the familiar high level of BMW Motorrad.


Lightest and most compact serial production six-cylinder in-line
engine in a motorcycle.

Previously the in-line arrangement of six cylinders resulted in either very long
or very wide constructions, depending on installation position, which in turn
led to drawbacks in terms of chassis geometry, weight distribution and centre
of gravity. This where the K 1600 models break new ground.
The engine is approximately 100 mm narrower than all previous serial
production six-cylinder in-line engines used in motorcycle construction. This
extremely compact construction and reduced width was achieved in particular
by means of a just slightly undersquare stroke-bore ratio of 67.5 to
72 millimetres (0.938) with a relatively long stroke and very small cylinder
centre distance spacings of 77 millimetres. The effective distance between
the cylinder sleeves is thus only 5 millimetres.

Weighing 102.6 kilograms (basic engine including throttle valve, intake
system, clutch, gearbox and alternator), the engine is by far the lightest serially
produced six-cylinder in-line engine for motorcycles.
Supremacy and drive comfort.

The transversely mounted six-cylinder in-line engine of the BMW K 1600
models has a capacity of 1649 cc. Its rated output is 118 kW (160 bhp) at
approx. 7 500 rpm. The maximum torque of approx. 175 Nm is reached at
approx. 5 000 rpm. 70 per cent of maximum torque is available from just
1 500 rpm. The development goals here were highly superior touring
characteristics and ridability combined with maximum running smoothness.
Compact overall design and space-saving construction.

In order to achieve the narrow construction, the electrical ancillary units and
their drive units were shifted behind the crankshaft into the free space above
the gearbox. This also made it possible create a drivetrain with ideal
concentration of masses at the centre of the vehicle. The total width of the

2. Drive.

engine is 560 millimetres. This means that the engine is only slightly wider
than a current large-volume four-cylinder in-line power unit.
Due to the perfect mass balance created by the construction, the six-cylinder
engine does not require a compensation shaft and the required drive
elements, which results both in weight benefits and increased running
smoothness.

In its layout, the six-cylinder in-line engine is based on the familiar fourcylinder
in-line engine of the K 1300 series and, like the latter, has a cylinder
axis which is tilted forwards by 55 degrees. This not only results in a low
centre of gravity but also a balanced weight distribution of 52 to 48 per cent
(K 1600 GT unladen) - imperative for a precise ride feel and transparent
feedback of the front section when driving dynamically. The tilt of the engine
also creates space for an aerodynamically optimised intake system directly
above the engine, as well as providing the ideal frame profile design in
accordance with the distribution of forces.

Crankshaft drive and basic engine - narrow and light construction
with six cylinders and 1649 cc capacity.

The crankshaft of the K 1600 engine is a single-piece construction forged in
heat-treated steel. It has counterweights and inertia-optimised discs as well
as the usual six-cylinder offset of 120 degrees for even firing intervals.
Particular attention was also paid here to the issue of lightweight construction,
so the weight of the crankshaft is only vey slightly in excess of a comparable
four-cylinder engine at just 12.9 kilograms. The crankshaft is friction-bearing.
All main bearings are supplied directly with pressure oil. The lubrication
supply to the connecting-rod bearing comes from the main bearings.

One of the crankshaft web counterweights acts as a cogwheel for the primary
drive to the clutch. Another cogwheel on the outer crankshaft web is used for
engine speed sensing. The drive of the camshafts in the cylinder is effected
by means of a tooth-type chain which runs over a compressionmoulded
toothed chain wheel on the right-hand end of the crankshaft. The
friction-bearing connecting rods are light forged parts made of heat-treated
steel. Measuring 124.45 millimetres in length, they benefit smooth engine
running and ensure low lateral forces in the pistons, thereby ensuring a low


level of inner friction in this area. The well-established crack technology is
used for horizontal partitioning.

Lightweight slipper pistons with a short piston skirt, two narrow piston rings
optimised for frictional loss and a narrow oil scraper ring are used. The flat
design of the combustion chamber means that in spite of the high
compression ratio of 12.2:1, it was possible to keep the piston head and
piston relief flat. This supports thermodynamically favourable combustion and
enables a weight-optimised piston head shape.

Horizontally separated case in open-deck design.

The dual-section cylinder crankcase is made of highly rigid aluminium alloys.
The partition level is at the centre of the crankshaft. The compact sand-cast
upper section forms a highly rigid composite unit made up of the six cylinders
and the upper bearing pedestal for the crankshaft.
The cylinder block with water jacket is designed in open-deck construction,
the running surfaces having a wear-resistant, low-friction nickel-silicon
dispersion coating. The die-cast lower section forms the counterpiece to the
main bearing of the crankshaft and carries the six-speed gearbox.
Cylinder head with barrel camshafts and bucket-type tappets.
The output, characteristics, efficiency and therefore fuel consumption of
engines are largely determined by the cylinder head and valve gear. The
design of the chill-cast four-valve cylinder head in the K 1600 models GT and
GTL is designed for optimum channel geometry, compactness, excellent
thermodynamics and a reliable heat balance.

With a view to maximising inspection intervals in particular, the
BMW Motorrad engine experts opted for a valve operating system using
bucket tappets. This also combines the qualities of rigidity, compact
construction and reliability.

The two overhead shafts are powered by a tooth-type chain. The tooth-type
chain drive is hydraulically tensed and damped, and is characterised by a high
level of running smoothness.


The design and manufacture of the camshafts represents an innovation in
motorcycle engine construction. They are composite camshafts in which the
individual cams are compression-moulded for positive coupling with the shaft,
which has a tubular design. The advantages as compared to conventional
clear-chill cast or steel camshafts derive mainly from the reduced weight.
Around 1 kilogram is saved here. The rotational speed limit defined for serial
production is 8 500 rpm, though the purely mechanical rotational speed
tolerance is much higher.

In the attempt to reduce the weight of the drive unit as far as possible the
valve cover and the clutch cover are made of light magnesium.
High compression for maximum efficiency.

A tight valve angle enables a very compact combustion chamber with a flat
calotte, thereby providing the basis for a high geometrical compression ratio
of 12.2:1 with a thermodynamically favourable, largely evenly designed piston
head. This high level reflects the effectiveness of the combustion chamber
design in terms of achieving an ideal combustion process and optimum
efficiency.

Integrated dry sump lubrication for optimum oil supply.

The six-cylinder in-line engine of the K 1600 GT and GTL uses an integrated
dry sump lubrication system. In addition to providing a high level of operating
reliability, it enables flat construction of the crankcase and therefore a lower
installation position of the engine and a concentration of masses close to the
centre of gravity. This makes it possible to do without a conventional oil sump
with oil reservoir, so the engine can be placed much lower in the vehicle than
would be the case with a conventional design. The oil reservoir forms an
integrated oil tank in the rear section of the engine casing. A separate tank is
therefore not required, which again has a positive effect in terms of the
compact construction of the motorcycle and overall weight.
Carefully conceived cooling concept for maximum thermal stability.
A sophisticated cooling concept ensures perfect thermal balance in the sixcylinder
engine. Coolant flows transversely through the cylinder head. The
intake of the cooling agent is effected via the cylinder bank on the "hot" outlet
side, which is also cooled in this way. Precisely at the point where the greatest


thermal stress occurs, the intensive cooling at the cylinder head ensures rapid
heat dissipation and therefore an excellent temperature balance. The reduced
water flow at the cylinders reduces the warm-up phase and reduces coldrunning
wear-and-tear and friction, which also benefits fuel consumption.
The water pump is powered together with the oil pump by the primary drive
via cogwheels. The radiator is trapezoid and curved in shape and housed in
the trim at the bottom front to optimise the centre of gravity.
Power transmission: narrow three-shaft transmission and selfenergising
clutch with anti-hopping function.

Torque is transmitted from the crankshaft to a self-energising 10-disc wet
clutch with anti-hopping function via a straight-toothed primary drive. Here,
the developers paid particular attention to a low level of control force at the
hand lever.

The gearbox complete with bevel gear is integrated in the engine casing. In
order to reduce construction width in the area of the rider footrests in
particular, the gearbox is designed as a three-shaft transmission with three
gearbox shafts arranged one on top of the other. The cogwheels are helicalcut,
enabling a particularly low level of running noise to be achieved.

Shifting between transmission stages is effected by means of a shift drum,
shift forks and shift sleeves to achieve a force-fit connection. In order to save
weight, the hollow shift drum is made of a highly rigid aluminium alloy and
supported by antifriction bearings.

E-Gas (ride-by-wire) for excellent response and precise fuel dosage.
The control of the central throttle valve with a diameter of 52 millimetres is
effected via an E-Gas, also known as a ride-by-wire system. This means that
the riders wishes are transferred directly from the sensor in the accelerator
twist grip. The fully electronic engine management system converts this
command into a torque requirement and electronically regulates the throttle
valve accordingly.

The sensing of all factors in terms of torque makes it possible to achieve
optimum ridability in the most diverse situations, as well as enabling electronic


cruise control and traction control. The use of the electromotive throttle
actuator via various selectable modes also opens up new potential in terms of
fuel consumption and riding dynamics.

Intake system with long tract lengths for excellent torque.

The central throttle valve enables the achievement of long induction tract
lengths, which benefits an especially full torque development in the lower and
medium engine speed ranges - a desirable characteristic in a touring bike. For
example, some 125 Nm of torque is already available at 1 500 rpm.
The heavily tilted engine position means that an air box in perfect shape and
position can be installed directly above the engine. With a volume of 8.5 litres,
the air box with upright panel air filter contributes to superior power delivery
and high torque development.

Low fuel consumption due to efficiency optimisation.

Low engine speed level, high gas velocities, efficient combustion and
minimised frictional loss in the engine of the K 1600 GT and GTL result in a
high degree of efficiency and therefore a low level of fuel consumption. The
exact fuel consumption figures will be announced at a later date. In view of its
power potential, the engine achieves top figures in this area, which are at the
level of a comparable four-cylinder motorcycle when a touring-oriented riding
style is maintained. This is largely due to the high geometrical compactness
and the orientation of the in-line six-cylinder engine towards maximum
efficiency.

A choice of three modes - "Rain", "Road" and "Dynamic" - for
optimum adaptation to surface conditions and riding style.

The rider has three different riding modes available at the press of a button at
the right-hand end of the handlebars ("Rain", "Road", "Dynamic") so as to be
able to adapt to different uses such as touring on the road, riding on wet
surfaces and dynamic motorcycling.


Low overall centre of gravity, very favourable concentration of
masses and ideal static wheel load distribution.

The chassis of the BMW six-cylinder motorcycles is based on the innovative
BMW Motorrad concept as already used in the current four-cylinder models
of the K series. The essential elements are the light alloy bridge frame,
Duolever and lightweight construction Paralever for wheel control at front and
rear.

However, the masses have been newly balanced for the special demands
posed by a touring bike with a six-cylinder engine. All in all, the interplay of
chassis and engine position, together with the seating position of the rider,
not only makes for a low overall centre of gravity with a very favourable
concentration of masses, it also provides an ideally balanced static wheel load
distribution of 52 per cent at the front to 48 percent (K 1600 GT unladen) at
the rear. Even with a pillion passenger and a heavy load, this guarantees
outstanding riding properties.

Bridge-type main frame made of light alloy.

The central bearing component is the main frame in bridge-type construction.
Due to the fact that the engine is tilted heavily forward, the profiles of the
main frame can run above the cylinder head, so their configuration is largely
independent on the latters width. This means that the frame can be very
narrow, especially in the ergonomically important knee area. The main frame
weighs just 16 kilograms. The six-cylinder in-line engine is firmly bolted to the
frame at eight points and thus acts as a rigidifying and supporting element.
Adapted Paralever swing arm and cardan shaft drive.

In large-volume BMW touring bikes in particular, the cardan shaft drive is an
indispensable part of the overall concept due to its numerous advantages.
Starting from the familiar Paralever swing arm, the rear wheel control and
cardan shaft drive have been adapted to the new six-cylinder engine in terms
of their design. In keeping with the high performance figures, the propeller
shaft, cardan joints and rear axle final drive were newly designed.



3. Chassis.


Electronic Suspension Adjustment ESA II for optimum adaptation to
all uses and load states.

The new BMW K 1600 GT and K 1600 GTL also benefit from the innovative
Electronic Suspension Adjustment ESA II, which is offered as a special
equipment feature ex works.

With this system, globally unique on the motorcycle market, the rider can
conveniently press a button to electronically adapt not only the rebound
damping properties of the front and rear spring strut but also the spring rest
("spring preload") of the rear spring strut as well as the latters spring rate and
therefore the "hardness" of the suspension. The additional adaptation of the
spring rate allows the settings "Sport, Normal, Comfort" to be spread widely
in ESA II, giving them clearly perceptible characteristics on the road. In the
"Sport" mode, the two motorcycles are more dynamic and precise, in
"Comfort" mode they offer even greater comfort while retaining excellent
stability.

EVO brake system with BMW Motorrad Integral ABS (part integral)
for optimum deceleration.

The very highest safety standards are provided by the well-established EVO
brake system with the BMW Motorrad Integral ABS in the part integral
version, which is fitted as standard. It has been revised for enhanced
controllability and even more sensitive control response. This has been
achieved in particular by the use of an additional pressure sensor, which also
enables shorter braking distances. In this way, maximum yet controllable
deceleration at low levels of control force give the rider additional safety.
Traction control DTC (Dynamic Traction Control) for maximum
safety when accelerating.

For both K 1600 models, traction control DTC (Dynamic Traction Control) is
available as a special equipment feature ex works. This contributes
significantly to a high level of riding dynamics and exemplary riding safety.
Traction control DTC was used for the first time in the supersports bike
BMW S 1000 RR. It provides the rider with valuable support especially in
changing conditions, on surfaces with limited grip and where there are big
changes in friction levels.


By comparing the rotational speeds of the front and rear wheel via the ABS
sensors and using the data collected by the sensor box, the electronics
system detects spin in the rear wheel and cuts back drive torque accordingly
by reducing the ignition angle as well as adapting injection via the engine
management.

Unlike previous BMW Motorrad ASC systems, the traction control system
DTC also calculates the banking position of the vehicle by means of
sophisticated sensor clusters, taking this into account in its control response.
Traction control DTC is combined individually with the different modes and is
fully harmonised with these so as to provide maximum riding safety.


The first motorcycles in the world with adaptive xenon headlight for
even greater safety at night.

With the new BMW Motorrad touring bikes, the first ever "Adaptive
Headlight" for motorcycles is available as option ex works, in addition to the
standard xenon (HID) headlight.

The main headlight fitted as standard consists of a centrally positioned,
movable xenon projection module with reflector mirror. Level sensors at the
front and rear axle provide data for permanent headlight levelling. Due to the
pitch compensation, the headlight sheds light in the optimum pre-set area
when the motorcycle is travelling straight ahead, regardless of riding and load
conditions.

The optional extra "Adaptive Headlight" also features a stepper motor which
turns the standard static reflector mirror into a movable mirror. In relation to
the banking angle the mirror is then turned on an axis and compensates for
the roll angle. In addition to pitch compensation, the light of the main
headlight is also balanced in relation to the banking angle. This results in
significantly improved illumination of the road when cornering and therefore
an enormous increase in active riding safety.

Calculation of the vehicles banking angle is carried out by means of a
centrally positioned sensor box as already used in BMW Motorrads
supersports bike, the S 1000 RR. The information is distributed by the CAN
bus and used by the traction control system DTC as well as by the ABS. The
complex algorithms used here were developed entirely by BMW Motorrad.
The two halogen high beam lights with lighting rings, positioned to the right
and left of the xenon module, give the K 1600 GT/GTL a striking face. And for
the first time, BMW Motorrad uses the side lights which are so characteristic
of BMW automobiles.



4. Electrical system and


Integrated operating concept, for the first time with Multi-
Controller, TFT colour monitor and menu guidance.

The instrument panel of the K 1600 models based on digital technology
comprises a speedometer and tachometer - each powered by a stepper
motor - as well as an information display which takes the form of a 5.7-inch
colour monitor. The design of the display is also completely new to the
motorcycle field and provides a very high level of brightness. Among other
things, the display enables the attractive presentation of text and graphics
over several lines. The entire instrument unit is controlled by a photovoltaic
cell and is automatically illuminated in the dark.

Another new feature to motorcycles in this form is the Multi-Controller,
presented in the R 1200 RT at the end of 2009 as part of an integrated
operating concept. Positioned on the inner side of the left-hand handlebar
grip and therefore always within optimum reach, it replaces the functional unit
previously installed on the handlebars. The significant advantage of the Multi-
Controller as compared to a cluster of operating buttons is that the riders
hand can remain on the handlebars during operation. Operation is carried out
by rotating the control up and down as well as toggling to the left or right.
Unlike a key pad, this means that operation is possible without taking your
eyes off the road.

The functional range of the Multi-Controller has been significantly expanded
for use in the new touring bikes. In addition to operating the audio system, it is
also possible to select other functions with the Multi-Controller with reference
to the menus shown on the TFT colour monitor. The on-board computer,
ESA II, the navigation system as well as grip and seat heating can all be
operated in this way. What is more, the set-up menu can be used to configure
settings specific to both rider and vehicle. For example, different languages
are available as is the adjustment of the "Adaptive Headlight" to riding on the
right-hand or left-hand side of the road. The menu structure was specially
developed for the specific demands of motorcycling and optimised by means
of user tests. Flat hierarchies completely do away with the need for complex
clicking through sub-menus during travel. The rider also has the option to
program his or her most important function on a bookmark button, thus
providing constant direct access to this menu (e.g. navigation system).


Audio system with extended range of functions.

The audio system itself has likewise been newly designed. It has interfaces
for MP3 players, iPod and USB stick as well as for conventional devices such
as a CD player. These are housed to the right in the interior trim and available
for the K 1600 GT as a special equipment feature ex works, while the
K 1600 GTL has them as standard. With USB/MP3 and iPod it is possible
manage a number of playlists. Alternatively, all titles can be played randomly.
The selected volume level and current title are shown on the TFT colour
monitor. External devices can be housed in a lockable, waterproof and
ventilated storage compartment in the interior trim on the right where they are
excellently protected from the weather. They are operated using the Multi-
Controller and the audio control panel.

The radio function also includes the satellite radio Sirius XM, available in the
USA and Canada, and offers a 24-channel memory. Channels can be chosen
either manually in conjunction with the memory function or using the scan
function which selects the station with the best reception (Autostore). The
current channel is shown on the colour monitor. The speed-related volume
control function can be set at three different levels. In addition to the functions
provided by the Multi-Controller, the audio system can also be operated by
four buttons in the interior trim on the left (audio control unit).

Navigation system integrated in the vehicle electrical system.

The BMW Motorrad Navigator IV available as a special accessory is integrated
in the vehicle electrical system if the customer chooses the special
equipment features audio system or preparation for audio system, which are
available ex works. This means that the most important functions such as
zoom or voice output can be operated using the Multi-Controller. In this way,
the riders hands can stay on the handlebars - there is no need to use the
touchscreen.

Data is also exchanged between the navigation system and the vehicle
electrical system. For example, the navigation system automatically relays the
date and time to the instrument panel or suggests the nearest filling station
after a certain residual range has been covered. The TMC data of the audio
platform also enables dynamic routing so as to avoid congested traffic.


Innovative design which sets the benchmark for touring bikes.

As new high-end products among the BMW Motorrad touring bikes, the new
K 1600 GT and K 1600 GTL stand for a supreme, impressive and equally
distinctive appearance, arousing a desire to travel at first sight. What is more,
their striking lines and surfaces and the visibility of the six-cylinder engine
radiate a powerful sense of dynamic performance, with a perfect finish
standing premium value and quality.

The front view includes elements of the overriding design line of
BMW Motorrad. Although the two new models K 1600 GT and K 1600 GTL
offer a powerful visual presence from the front, they nonetheless come over
as slim-lined with the extremely narrow six-cylinder engine, thus conveying
agility and dynamism very much in keeping with their proactive riding
character.

Lightweight construction: magnesium front panel carrier with
vibration isolation and aluminium rear frame.

The upper trim section, headlight, cockpit and rear mirror are all supported by
a highly rigid front panel carrier. With the aim of achieving optimum
concentration of masses near to the machines centre of gravity, this dual
section front panel carrier is made of a very light but highly rigid magnesium
alloy.

In spite of the demands made by a motorcycle such as the K 1600 GT/GTL in
terms of pillion passenger riding and load, the BMW Motorrad developers
have nonetheless succeeded in creating a rear frame as a light aluminium
construction. It consists of welded aluminium extruded sections and is bolted
to the main frame at four points.

Optimum storage concept.

In keeping with the dynamic touring aspiration of both K 1600 models, the
standard panniers are designed to be removable but fit into the vehicle line
seamlessly as design elements. The K 1600 GTL is fitted as standard with a



5. Body and design.

topcase featuring two gas-filled dampers which support opening and interior
lighting.

Seats and seating positions for supreme, dynamic long-distance
comfort.

The new K 1600 GT and GTL benefit from a very slim design in the area of
the riders seat. This has been made possible by the use of a three-shaft
gearbox and a very slim-line frame configuration. Due to the special design of
the gearbox, the clutch has been placed much further inwards, thereby
creating space for the riders foot.
The design of the ergonomics triangle made up of footrests, seat top and
handlebars makes for a proactive seating position on the K 1600 GT while
retaining a high level of long-distance comfort. The rider and pillion passenger
enjoy a comfortable knee angle but the seating position is geared towards the
front wheel for a proactive riding style. The two-section seat of the
K 16000 GT is height-adjustable in the rider area so that it can be adapted to
individual needs.

The K 1600 GTL offers outstanding pillion passenger suitability and
ergonomics geared towards an even higher level of comfort. It has a singlesection,
two-level seat and in conjunction with rider footrests which are
placed further forward and lower down, as well as handlebars which reach
further backwards, the seating position is very relaxed - something which is
especially appreciated over long distances. The K 1600 GTL also does justice
to individual adjustment requirements with an adjustable foot shift lever. The
pillion passenger likewise benefits from a slightly longer and wider seat top on
the K 1600 GTL, as well as the comfortable backrest in the standard topcase.
The K 1600 GTL can also be equipped with pillion passenger armrests as a
special accessory in order to further enhance safety.

For both the K 1600 GT and the K 1600 GTL the BMW Motorrad equipment
range offers special comfort seats so as to enhance individual touring
enjoyment further still.


Special equipment features and special accessories - perfect
individualisation from BMW Motorrad.


Both the K 1600 GT and the K 1600 GTL fulfil their Gran Turismo promise
with a fascinating blend of supremacy, dynamic performance and comfort to a
virtually perfect degree even in standard trim. In addition, BMW Motorrad
offers its usual extensive range of special equipment features and special
accessories for further optimisation.

Special equipment features are supplied directly ex works and are integrated
in the production process.

This includes such features as the Electronic Suspension Adjustment ESA II,
traction control DTC, the tyre pressure control system RDC, the Adaptive
Headlight and (for the K 1600 GT) the audio system.

Special accessories are installed by the BMW Motorrad dealer. These are
features which can be retrofitted, too. Special accessories which will be
available include the topcase for the K 1600 GT, a wide range of chrome
parts for the K 1600 GTL and a sports silencer.

Further details of technology and fittings for the new BMW touring bikes
K 1600 GT and K 1600 GTL will be published at a later date.
6. Equipment program.


Source: http://www.totalmotorcycle.com/photos/2011models/2011-BMW-K1600GTL.htm