Share this Article Print Email a Friend Photos by: Jon Beck and BMW BMW HP4 Race Editor Score: 92.5% Engine 20/20 Suspension/Handling 15/15 Transmission/Clutch 9.0/10 Brakes 10/10 Instruments/Controls 4.5/5 Ergonomics/Comfort 9.0/10 Appearance/Quality 9.0/10 Desirability 10/10 Value 6.0/10 Overall Score 92.5/100 If you’re a fan of high-performance sportbikes, BMW’s new HP4 Race should be at or near the top of your must-ride list.
This carbon-framed and -wheeled ultra-sportbike achieves new levels of what’s possible from a production superbike. Imagine about 200 horsepower in a bike weighing less than a Ninja 300! One downside, aside from its stratospheric price, is that the HP4’s lucky and affluent owners won’t be able to flaunt it at the local Burger Barn, as it lacks lights and other accoutrements that would enable it to be sold for street use.
It’s a track-only special limited to just 750 units worldwide. BMW says about 10% of them will make their way to our shores. BMW HP4 Race Revealed In All Its Carbon Fiber Glory 2018 BMW HP4 Race Priced At $78,000 Okay, now the price: $78,000. To most of us, that’s a lot of cash. To others, like Ducati Superleggera owners, it’s a palatable number for a ne plus ultra sportbike with World Superbike levels of componentry and a carbon-fiber frame.
Get the Flash Player to see this player. Allow your eyes to linger over the HP4 Race and they’ll observe scads of luscious moto jewelry sprinkled throughout, with its clear-coated aluminum tank proudly on display. Check out the swingarm manufactured by GP supplier Suter, the same component used in WSB competition. Its forward end is machined from billet aluminum and its rear section features captured spacers for quick wheel changes.
Its retail price is supposedly about $17,000; presumably BMW’s purchase of 750 units got them a bulk discount. The references to the $80k Superleggera are analogous not only because it and the HP4 Race are both equipped with carbon frames and wheels and are similarly priced, but also because several SL owners were on hand with their bikes at the Circuit of the Americas racetrack earlier this week where we sampled the HP4 Race.
A few of them had already placed deposits on the new BMW. This is the playground for wealthy moto enthusiasts. 2013 BMW S1000RR HP4 Review +Video At first glance, the HP4 Race appears as merely an S1000RR with a titanium Akrapovic exhaust system and a carbon race fairing slathered with sponsorship decals. A closer look, however, reveals a mother lode of top-spec componentry that can’t be found anywhere else but a World Superbike paddock, and some of them (like the carbon frame and wheels) not even allowed in WSB.
Brothers from the same mother: The rational one is on the right; the wild child HP4 Race is on the left. Let’s start with the HP4’s gorgeous carbon frame. The seamless unit is produced by a resin-transfer molding process based on technology BMW uses in its carbon i8 supercar chassis – its construction isn’t via traditional layers of c-f that are structurally compromised by how each layer is joined.
Amazingly, BMW says its Carbondrive c-f process can build the frame in just one hour with all metal inserts and pivots already molded in. The Race’s wheels are fabricated by German subcontractor Thysen Krupp using a similar process that braids the c-f fibers into the wheel shape in a single piece. The one-piece carbon fiber frame is perhaps the coolest item on the HP4 Race. It’s said to weigh 17.
2 pounds, which is nearly 9 pounds less than the S1000RR’s aluminum frame. All this carbon, including the subframe made from traditional layered c-f, along with titanium bolts and a lightweight lithium-ion battery, adds up to a claimed wet weight of 378 pounds with its aluminum tank filled with 4.6 gallons of fuel, which is a huge reduction from the S1000RR’s curb weight claim of 459 pounds. And consider this: The minimum weight of a World Superbike at the end of a race (with its tank mostly empty) is 370 pounds, which means the HP4 genuinely is lighter than a World Supers racebike! For comparison’s sake, Ducati says the Superleggera scales in at 364 pounds with its 4.
5-gallon tank 75% full, which would translate into about 371 pounds filled. Overall, based on factory specs, the Duc is a lighter package, as it’s equipped with street equipment while the BMW is not. FWIW, Ducati says the SL’s dry weight is 339.5 pounds, compared to BMW’s dry claim of 322 pounds. But keep in mind these weights are declarations from the manufacturers and might not be directly or accurately comparable.
The HP4 ready to Race… The weight loss was clearly evident as the HP4 Race was rolled off its stand and put into my anxious hands for the first of my two sessions aboard this dream machine. I had earlier spun laps on a stock S1000RR to prepare for the HP4, and I had yet to gain solid confidence navigating the challenging 3.4-mile COTA circuit. My brain was in a heightened state of arousal as I considered whether the more powerful and lighter HP4 Race would be easier or scarier to ride, and my breathing got shallower when we were warned that we really shouldn’t crash BMW’s pricey wunderbike.
It fires up with a growl from the EPA-non-compliant Akra exhaust after pressing the starter button on the HP4’s bespoke racebike switchgear. The seat is placed 32.7 inches from the ground, but the subframe layout allows adjustability from 32.1 to 33.3 inches. A 2D digital instrument panel provides an array of info for the rider, including rpm, lap times, and traction-control and engine-brake torque settings.
The ECU also has launch control, wheelie control and a pit-speed limiter. Additionally, the system has a mechanic mode that shows logged data such as throttle position, suspension travel, brake pressure and lean-angle info. Instrumentation is by 2D as used in World Superbike competition. The upper triple clamp is unique to the HP4 Race and includes the bike’s number out of the 750 to be produced.
The transmission has revised internal gearing and its shifter can be oriented in either a street pattern or inverted race layout. Having a few sessions aboard an S1000RR earlier, I opted to retain the street pattern to avoid potential confusion. The bike is fitted with HP Shift Assist Pro that enables clutchless up- and down-shifts. Milled footpeg mounts offer a choice of eight positions. The HP4’s reduced weight makes itself evident in the run through COTA’s series of ess turns early in the lap, and the drastic increase in agility is largely by virtue of its carbon wheels.
They lop off 1.7 pounds each from a forged aluminum wheel for a purported 30% weight reduction, let alone what the weight loss would be from a cast-aluminum wheel. Combined with the bike’s minimal mass, it has shockingly light turn-in response, with no apparent loss of stability. The efforts BMW made to reduce weight from the S1000RR are readily apparent in its adroit and immediate steering responses.
As delivered for our ride, the HP4 Race seemed perfectly set up for COTA’s fabulous but newly bumpy track. It was a lot smoother when I tested Ducati’s 1199R there in 2013. If you like to geek out on chassis geometry in the quest to slash tenths of seconds from your lap times, the Race is adjustable for steering angle, swingarm-pivot height and ride height from the Öhlins TTX36 GP shock absorber, the same model fitted to the Duc SL.
The HP4 is also delivered with six sprockets to hone in on perfect gearing for different tracks. After rounding the low-speed Turn 11, nearly 0.7 mile of straightish pathway stretches out in front, an ideal testing ground for the HP4’s uprated four-cylinder motor. Inside, higher-lift camshafts conspire with longer intake funnels to produce a claimed 215 horsepower at its 0.4-pound lighter crankshaft.
Forged-steel conrods are used to help handle the 14,500-rpm rev limit, up 300 from the RR which is factory rated at 199 hp. Peak ponies arrive at 13,900 rpm, 400 revs higher than the RR. Maximum twist of 88.5 lb-ft is found at 10,000 rpm, this compared to the RR’s 88.3 lb-ft at 10,500 rpm. For reference, BMW’s WSB engines crank out around 225 hp, according to Josef Miechler, BMW’s Product Office Strategy and Product Management responsible for BMW’s 4- and 6-cylinder platforms.
Ducati claims 215 hp in street trim from the Superleggera’s 1285cc V-Twin, or 220 with its race exhaust fitted. Trick bits are seen everywhere you look at the HP4 Race, including its carbon frame and subframe and the adjustable quickshifter, footpegs and swingarm pivot. Interestingly, the bikes we rode were fresh out of their crates, with no break-in miles on them. Unlike any production bike we can think of, BMW runs-in the motor on a test bench and then thoroughly inspects it, adjusts its valves and swaps oil before the engines are installed in their frames, “ready to reach its full potential on the racetrack right from delivery,” according to BMW.
So, I pinned the throttle and held on tight as the HP4 gathered speed with a voracity not far removed from a proper superbike. Shortly after clicking into sixth gear, the drop-away from a small rise in the track surface caused the front end to lose contact at about a-buck-70! The HP4’s power-to-weight ratio ain’t no joke. I saw a breathtaking 180+ mph on the RR’s speedo that day, and by the ferocious way the HP4 tore through the gears, I’m sure I was approaching Turn 12 with about 190 mph of energy needing to be dispersed for the 35-mph turn ahead.
Thankfully, the Brembo monoblock brakes are sublime in their effectiveness and usability. They offer a surprisingly soft initial bite, but there’s scads of power that can be applied in an exceedingly linear fashion. Out back resides a remarkably compact four-piston Brembo caliper (with ti pistons) and a 220mm disc. Here’s a front end you’ve never tried before unless you race in a world championship series.
The 46mm Öhlins fork is its high-end FGR300 unit with titanium-nitride-coated sliders that is ubiquitous in WSB competition, fully adjustable, of course. Braking is ably handled by Brembo GP4 PR (for professional racing) nickel-plated calipers filled with four ti-nitride-coated pistons biting on 320mm rotors, 6.75mm thick to better resist heat degradation. You’ll see these binders in WSB and sometimes in wet-weather MotoGP races.
Upper-top-shelf kit! Next up is COTA’s stadium section that presents tight turns and short straights that are an ideal testing ground for the HP4’s traction-control system. Designed to be uniquely audible to its rider, BMW says it’s a better way to be informed about TC intervention than by trying to observe a TC lamp on the instrument panel. The TC can be switched among 15 levels. I initially went out with the ECU set to its Intermediate ride mode, in which the preset TC level actuated early and often.
Its clearly audible stutter when intervening was reassuring to know when it was kicking in. After two laps I toggled on the fly to the Dry1 ride mode, which had a TC level of +7 programmed in and allowed more aggressive throttle application and harder drives out of corners. This being a racebike, +6 of TC on the HP4 is equal to the RR’s -4 setting. Here’s the teeniest four-piston caliper we’ve ever seen, along with a truly gorgeous carbon-fiber wheel.
In my second session, I toggled the TC back to +3 and enjoyed the stellar grip offered by the Pirelli Diablo SC2 slick tires. I pushed harder to try to approach the limits of the HP4 Race, but I came much closer to my own personal limits than those of the bike. The HP4 competently sucked up bumps that made the RR nervous, and it became a willing accomplice to shaving down lap times in my hands. Riding the ultra-capable HP4 Race around the awesome COTA circuit was a thrill I won’t soon forget.
The underlying question is whether this HP4 is worth the $45,000 surcharge over an optioned-up S1000RR. To those with depth of pockets as shallow as my own, I can’t make that case for the HP4 Race. But to sportbike enthusiasts like the Ducati Superleggera owners who lined up for a spin on BMW’s hottest-ever production superbike, it might seem reasonably priced for what is a highly exclusive and unique piece of sportbike machinery.
One last note: The HP4 Race’s engine has a 5,000-kilometer limit before it needs to be exchanged for a new motor at a cost of 17,000 euro. But, while this is an onerous fee, one needs to consider how long it will take to rack up those 3,100 miles of track use. To those who can afford $78k for the bike, perhaps the charge for an engine change won’t fully drain their bank account. BMW HP4 Race + Highs The most capable sportbike I’ve ever ridden Upper-crust componentry Carbon-framed exclusivity – Sighs Major-league price Costly engine changes No ride-outs to bike night BMW HP4 RACE Specifications Engine Type Water/oil-cooled 4-cylinder four-stroke in-line engine, four titanium valves per cylinder, two overhead racing camshafts, milled oil sump, Pankl connecting rod, precision-balanced and lightened crankshaft Bore x stroke 80 mm x 49.
7 mm Capacity 999 cc Horsepower 215 hp (158 kW) at 13,900 rpm (maximum speed 14,500 rpm) (claimed) Torque 88 lb-ft (120 Nm) at 10,000 rpm (claimed) Compression ratio 13.7-13.9 : 1 Engine management Electronic racing injection, variable intake pipe length, four selectable modes Emission control Akrapovic full titanium 4 in 2 in 1 WSBK exhaust system Maximum speed Over 186 mph Fuel type Superplus unleaded, minimum octane number 98 (RON) Clutch Multi-disc clutch in oil bath, anti-hopping clutch, mechanically operated Gearbox Constant-mesh 6-speed racing transmission (EVO) with straight-cut gears (gears 1, 2, 4, 5 and 6) Drive 16/43 (adjustable as part of equipment pack: sprocket 15, 16, 17, chainwheel 41, 42, 43, 44, 45) Alternator 406 W Battery 12 V/5 Ah, Li ion maintenance-free Frame Carbon monocoque RTM frame with steering head angle and swing-arm pivot adjustment, load-bearing engine Front Suspension Öhlins FGR 300 WSBK fork, adjustable rebound and compression-stage damping, adjustable spring preload, Öhlins SD052 adjustable steering damper, front wheel quick-change system thanks to rotatable forklegs with front-wheel cover mounted (brake calipers need not be removed to change a wheel) spring stiffness 10.
5 N/mm Rear Suspension Aluminum WSBK swing arm, Öhlins TTX 36 GP central spring strut, adjustable rebound and compression-stage damping, adjustable spring preload, top spring strut pivot point adjustable (0/3 mm), adjustable spring strut deflection (tension strut), contact surfaces for wheel spacer bush on chain tensioners for simple/hands free wheel fitting, chain tensioner titanium on outside, aluminum on inside, CFRP auxiliary stand mountings on swing arm, spring stiffness 95N/mm Suspension travel front / rear 5.
1” / 4.7” (130 mm / 120 mm) Wheelbase 56.7” (1440 mm) Castor 4.0” (adjustable between 3.7” – 4.4”) Steering head angle 65.5° (adjustable 0.0°, +/-0.5°, +/-1°) Wheels Carbon wheels including press-fitted wheel spacer bushes for easy wheel fitting Front Wheel 3.50 x 17″ Rear Wheel 6.00 x 17″ Front Tires 120/70 ZR 17 Pirelli Diabolo Superbike Slick SC2 Rear Tires 200/60 ZR 17 Pirelli Diabolo Superbike Slick SC2 Front Brake Brembo Racing twin disc brake, T-floating racing brake discs, 320×6.
75 mm diameter, 4-piston monobloc WSBK GP4-PR fixed caliper with titanium pistons, Brembo Racing RCS19X18 master cylinder, including adjustable Brembo Racing brake lever, Brembo Racing clutch lever (without clutch switch) Rear Brake Brembo Racing single-disc brake, 4-piston WSBK fixed caliper with titanium pistons, brake disc diameter 220×4.0 mm Length 81.6” (2,070 mm) Width (incl. mirrors) 30.6” (777 mm) Height (excl.
mirrors) 47.0” (1,193 mm) Seat height, unladen weight 32.7” (831 mm) rider seat low / high, 32.1” / 33.3” (816 / 846 mm) Inner leg curve, unladen weight Approximately 73.2” (1,859 mm) rider seat low/ high, 72.0” / approx. 74.4” (1,829 mm / approx. 1,889 mm) Unladen weight, road ready, fully fueled 1) 378 lbs (171.4 kg) Dry weight 322 lbs (146 kg) Usable tank volume 4.6 gal (17.5 l) Reserve Approx.
1 gal (4 l)See Also: Appliance Repair Franklin Indiana
An appliance is among the most significant investments you will at any time make. Appliances are generally hefty purchases, and they are a person on the most critical aspects of your house. You rely upon appliances for every little thing from cooking to cleansing, and especially considering the amount of dollars you'll be putting forth for it, it only makes sense that you would choose to be sure you take advantage of sensible get.
Home appliances is actually a time period which can be used incredibly commonly right now but what does it stand for? Home appliances stand to the mechanical and electrical products and solutions which are applied at your house to the working of the normal residence.
Share this Article Print Email a Friend Photos by: Kevin Wing 2018 BMW K1600B Editor Score: 93.0% Engine 19.5/20 Suspension/Handling 14.5/15 Transmission/Clutch 8.5/10 Brakes 9.0/10 Instruments/Controls 4.5/5 Ergonomics/Comfort 9.5/10 Appearance/Quality 9.0/10 Desirability 9.0/10 Value 9.5/10 Overall Score 93/100 What’s a “bagger” anyway? I may not have been aware of the term as it applies to motorcycles until I saw a copy of Baggers on the newsstand, back when we had those (newsstands).
They really were the rage there for a while and maybe still are. I mean, what’s better for the average Joe America Motorcyclist than a hot-rod Harley with integrated hard bags to transport your stuff in? A bike with a windshield you can go places on but still be cool, man. Especially if you can crank up a little Molly Hatchet en route. Hot mamas in bikinis will be lining up to pose on your bike for photography.
Baggers were really for people at the the opposite socioeconomic end of the BMW crowd, but any niche that can support its own publications cannot be ignored. Harley-Davidson’s Street Glide isn’t just a bagger, it’s also possibly the biggest selling big bike in America. Hence the K1600B. BMW never uses the word “bagger,” but I think one look is all we need to know what the B stands for here.
Roland Sands helped build the Concept 101 a couple years ago to float the idea. Now, we ride the finished product. The rear end is about 2.8 inches lower than the other Ks, but we only lost 10mm wheel travel, front and rear, compared to the GT and GTL. The new bags hold 37 liters each. The 101 in Concept 101 is how many cubic inches there are in 1649 cubic centimeters, and it’s that amazing, bodice-ripping inline-Six that makes this Bagger so unique.
Not only does an inline-Six offer perfect primary and secondary balance, for ethereal smoothness, that smoothness allows the Six in the BMW to also be remarkably small. BMW says the whole unit, including clutch, gearbox, and alternator, weighs 226 pounds. And very narrow cylinder spacing has the whole thing just 21.9 in. wide, making it the lightest, slimmest Six (of over 1000cc) ever produced for a motorcycle.
You can feel it. With its 7-gallon tank filled up, BMW says the B weighs 741 pounds (5 more than the K1600 GT). In 2014, our official MO scales had the GT at 732 pounds. The B’s closest competitor might be the Boxer-Six-powered Honda F6B, which Honda specs say weighs 844 pounds. Meanwhile, the H-D Street Glide and Indian Chieftain Dark Horse that tied for first in last year’s Baggers Brawl, weigh in at 830 and 831 lbs.
Muffler volume doesn’t appear to be a limiting factor for the Six-zylinder. For a thing this big, then, the Beemer Bagger is terribly light, which you can feel every time you lift it off the sidestand. And though our dyno tells us BMW’s 160-horsepower claim is a bit exaggerated, the 123.4 hp our last K1600 GT spat out to its rear wheel is more than enough to greatly overpower its Bagger competition.
Its 108 pound-feet of torque also stymies those big Twins, even if the BMW’s six-cylinder has to spin to 5000 rpm to achieve it. The engine in the B is supposedly identical to the ones in the K1600 GT and GTL. So even if the Bagger design brief for most manufacturers is relaxed cruising, this bagger can do that, but it can also propel you from corner to corner on tight, twisty backroads, or fast flowing ones, in a way that will leave most baggers sucking its clean, Euro4 emissions as it disappears over the horizon.
Those forward floorboards are optional. I used them now and then on the highway, the regular footpegs most of the time, and the passenger ones too. Funny how an inline-Six has more cornering clearance than any other bagger I’ve ridden. Electronic Suspension Adjustment, standard on the B, has a Cruise and a Road setting. In Cruise, you’re riding on top of your own dark cloud, soft and pillowy.
A touch of the button gives you Road, and immediately girds the ESA for whatever combination of speed and conditions you throw at it. Adjust your Dynamic Traction Control to Rain, Road or Dynamic, and that lean-sensitive system works with the lean-sensitive ABS brakes to ensure nothing could possibly go wrong as you carve up the Great Smoky Mountains in a way you wouldn’t usually associate with “bagger.
” Shorter of wheelbase and trail than the H-D and Indian Chieftain, it’s got plenty of cornering clearance, very strong brakes, and an exhaust wail from its big duals that’s more than a little addictive. Below 4500 rpm or so, she’s a bagger. At about 5000 rpm she becomes a large sportbike, and up around 7000 rpm, you’re riding a snarling vintage race car missing a couple of wheels. The harder you ride, the firmer the ESA adjusts itself, in milliseconds, keeping both ends of the bike perfectly composed.
The only thing keeping you from taking pole is an automatic shifter that requires too much pressure to downshift, but that’s optional equipment anyway; I’m happy to give a big blip of the throttle and downshift in the time-honored way. The quickshifter does fire off nice full-throttle upshifts, a nice function all other baggers have probably never even considered. For just toddling along, the B’s not bad either.
Basically, BMW reengineered the subframe to lower the whole rear of the bike about 2.8 inches, and down with it came the seat, to 30.7 inches – low enough for my 30-inch legs to have an easy time flat-footing the bike, high enough that my legs never felt cramped. (There’s a low seat option too.) There’s a new steel handlebar clamped in the triples in just about the right spot, though with a slightly imperfect bend at the grips for my paws.
If you don’t like it, the cast bars on the GT and GTL are offered as a no-cost option. At least one guy on our ride complained about the seat being too firm. I thought it was fine, and we put in about 180 miles on the bike on Day One, not quite that much on Day Two. Suspension set to Cruise is like injecting Novocaine into your cheeks. In Road mode, you feel all the bumps, but only the nastiest ones register.
Part of the rear fender pivots up so you can change the rear tire without removing the bags. Electric-adjustable windscreen? But of course. I raised mine about ¾ of the way up the first morning and barely moved it again except to lower it all the way in the really sporty sections. At ¾, I could see over it, but it diverted enough wind over my head that things were pretty quiet inside my full-face Schuberth even with no earplugs.
With them in, you could almost be in a car. Sound system, check. Not as powerful as the one in the Indian, but not bad. And as a BMW guy you’d use the Bluetooth connectivity to your helmet speakers anyway, and not waste your Rachmaninoff on the hoi polloi. Your GPS display goes in where the plastic 6 is, for a few dollars more. A nice 80-mph cruise has the tachometer indicating a smoooooth 3500 rpm.
We were in North Carolina riding these on the day of the solar eclipse, August 21, under the “zone of totality” in the Great Smoky Mountains. Verily, I have never seen so much adipose tissue in a national park. We got stuck in bumper-to-bumper traffic on I-40 after the eclipse had eclipsed, a thing that gave us a chance to sample the bike’s heat management. Really good, I would say. My lower body barely got hotter than my upper one crawling along with temps in the 90s.
In fact the only time I felt heat coming off the bike, on my right foot, was when I was flogging it, vintage race car style in the mountains, with revs between 5 and 7000 a lot. It’s gettin’ dark, too dark to see… Lane splitting is verboten in North Carolina, but we wound up doing a fair bit of it anyway – an interesting social experiment. More than a few people were angry and expressed themselves, but only a handful were really incensed about it.
Most cars just ignored us, quite a few moved over a bit and gave us room. Even the angry were usually angry in a pleasant way down there in the Bible belt. One guy really wanted to drop the F-Bomb on me out his Camry window, but the best his upbringing would allow him was, “THAT’S ILLEGAL, FRICK!!” Before we started being outlaws, though, what I found out was I could just leave the bike in first gear and it would crawl along at idle speed and 8 mph, completely jerk-free, also in second gear at about 13 mph on level ground.
Kind of a traffic-jam cruise control. Anyway, a quiet, smooth Beemer felt like an easier place to be stuck in traffic on a hot day than an open-piped Harley, a few of whose riders were more indignant than the car people as we split lanes past them while the kudzu crept closer to their feet… Downtown Gatlinburg, Tennessee. It’s culture shock, man. BMW’s not really out to convert the H-D faithful as much as it’s out to possibly woo a few aging sportbikers.
This bagger works well enough, I could actually see it. When they are able to cut a Harley rider from the herd to go for a test ride, though, BMW’s people say that person comes back bowled over by the bike’s power, smoothness and refinement. Other potential customers, they think, will be attracted by the attractive design and price, but they’ll buy based on outstanding performance, handling, comfort, and a superior level of standard equipment, technology and rider friendliness.
I haven’t got a good argument against any of it. The B has all that. Yes, there’s Reverse (but it’s optional). A worm drive off the starter motor backs you out of tough spots when you push the R button on the handlebar. Big V-Twin riders will play the character card next, but they’d be in for a rude surprise if they were to take this light, fast, nimble, supersmooth thing for a serious ride.
If that six-cylinder warbling at 7000 rpm isn’t character, then I don’t want any. Maybe it’s too subdued and quiet for bar-hopping use, but it’s the bagger you’d want if your bars are a few hundred miles apart. Standard equipment includes a self-leveling xenon headlight (the Adaptive one is optional), ABS Pro, dynamic brake light, Dynamic Traction Control DTC, heated grips and seat, multi-controller, three ride modes, cruise control… BMW’s USA VP Mike Peyton says even though BMW’s never done a bagger (I think he did use the b-word), they’re investing heavily in the segment.
Which only seems smart, since “American-style bikes” are what most Americans buy. If nothing else, Peyton thinks the B will bring lots of curious riders who’ve maybe never been in a BMW dealer before into one. Again, aging sportbikers are another target. Finally, serious BMW owners have more than one BMW. A K1600B would be a fine complement to the R1200GS out there in the carriage house, and the M3 saloon.
Define “aging” please? Come to think of it, I am right on the cusp of being an aging sportbiker, but I’ve never really considered owning anything as big as a full-on touring bike, or even a bagger. Too big, too unwieldy. Too uncool, really. Too old guy. Some baggers come close to ticking my boxes, but none of them can touch the performance level of this BMW, in large part due to its lightness and therefore ease of use.
You can ride it in the curves like a maniac, ride it for days on end, ride it to the grocery store for supplies, all good. And look pretty damn swell doing all of it, without the appearance of crying out desperately for attention. I think I’m a big fan. I think BMW just knocked another one out of the park. Everybody loves Gina, who not only looks fabulous but rides like the wind. Mama mia! 2018 BMW K1600B + Highs Perfect primary and secondary balance = smooth 741 pounds is way light for a bagger Goes, stops and turns more big sportbike than bagger – Sighs A little driveline lash on trailing throttle Auto downshifter needs too much pressure (upshifts are great) 160 horsepower claim isn’t close to what the Dynojet says, but it’s plenty fast anyway 2018 BMW K1600B Specifications MSRP $19,995 + $495 destination fee Engine Type Liquid cooled, 4-stroke in-line 6-cylinder engine, four valves per cylinder, double overhead camshafts, dry sump lubrication Bore x stroke 72mm x 67.
5mm Displacement 1649cc Rated output 160 hp (118 kw) at 7,750 rpm (claimed) Max. torque 129 lb-ft (175 Nm) at 5,250 rpm (claimed) Compression ratio 12.2:1 Mixture control / engine management Electronic fuel injection with ride-by-wire throttle system Emission control Closed-loop 3-way catalytic converter, emission standard EU-4 Maximum speed Over 125 mph Fuel Consumption 41 mpg (WMTC) Fuel type Premium unleaded Alternator Three-phase 700 W alternator Battery 12 V / 19 Ah, maintenance-free Clutch Multi-plate wet clutch, hydraulically operated Gearbox Constant-mesh 6-speed gearbox with helical cut gears Drive Shaft drive 2.
75:1 Frame Aluminum bridge-type frame with load-bearing engine Front suspension BMW Motorrad Duolever; central spring strut Rear suspension BMW Motorrad Paralever Suspension travel front / rear 4.5” / 4.9” (115 mm / 125 mm) Wheelbase 63.7” (1,618 mm) Castor 4.2” (106.4 mm) Steering head angle 27.8° Wheels Cast aluminum wheels Rim, front 3.50 x 17″ Rim, rear 6.00 x 17″ Tires, front 120/70 ZR 17 Tires, rear 190/55 ZR 17 Brake, front Dual floating disc brakes, 4-piston fixed calipers, diameter 320 mm Brake, rear Single disc brake, diameter 320mm, dual-piston caliper ABS Standard ABS Pro (partly integral) Length 98.
1” (2,489mm) Width (incl. mirrors) 39.4” (1,000mm) Height (excl. mirrors) 51.2” (1,300mm) Seat height, unladen weight 30.7” (780mm) Standard, Low Seat: 29.5” (750mm) * OE Inner leg curve, unladen weight 69.7” (1,770mm) Standard, Low Seat 67.8” (1,720mm) * OE Unladen weight, road ready, fully fueled 741 lbs (336 kg) Permitted total weight 1,235 lbs (560 kg) Payload (with standard equipment) 494 lbs (224 kg) Usable tank volume 7.
0 gal (26.5 l) Reserve Approx. 1 gal (4 l) Safety Plus Package ($735) Adaptive HeadlightHill Start Control Audio, Communication, GPS Prep Package ($1,405) Bluetooth Interface ControlAudio System w/ Radio, Sirius & GPS prepRadio Software Luxury Plus Package ($1,410) Keyless RideGear Shift Assist ProCentral LockingLED Aux. Lights Touring Package ($1,850) Reverse AssistAudio System w/ Radio, Sirius & GPS prep Premium Package ($3,550) Adaptive HeadlightBluetooth Interface ControlKeyless RideHill Start ControlGear Shift Assist ProAudio System w/ Radio, Sirius & GPS prepRadio SoftwareCentral LockingTire Pressure MonitorLED Aux.