Es not much was missing and they would have hugged and kissed each other, the fat GTL and its driver. With relief. Arrived safely at the top after an adventure that consisted of negotiating a road that was a paved mule track and corkscrewing its way up the slope. When planning the route, they underestimated what the tangled weave on the map would actually mean on the mountain flank.
The K 1600 GTL is not a mountaineer, but Germany’s most comfortable motorcycle. Mass in princely forms, pomp and splendor, pure luxury. She provides her crew with everything you can imagine, aside from citizenship. With something like this you roll relaxed through the expanse and avoid the stress of holey mule tracks.
Serpentines are fun
The switchbacks were really sharp, steep and narrow. After the first five or six of those, it was clear that going back wasn’t an option. The risk of falling over when turning is too great. So on, first gear, gas against foot brake and the shame of the slipping clutch.
The fuel tank of the GTL with a capacity of 26.5 liters enables a transfer from Munich to Lake Garda in one go. Unfortunately, he was packed to the brim that night, so he brought out the maximum possible weight. Very difficult, as the chancellor would say. The concentrated corpulence of 360 kilograms plus 80-kilo driver struggled uphill, plus provisions for a picnic with a beautiful view of the lake. It consisted essentially of white bread, gorgonzola and tomatoes, although the huge storage spaces of the BMW would have offered capacity for a feast.
BMW K 1600 GTL
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The devil drives Prada
A road with such serpentines can be fun with a wiry, light machine, but not with the Bavarian long-distance engine. It led from the shore of Lago di Garda up to the village of Prada, whose name had aroused high expectations, but which turned out to be an unadorned cluster of dwellings. It should also be mentioned that there was a pillion in the back seat.
Up until this idyllically planned trip at sunset, she had always praised the unsurpassed comfort of her upholstered furniture. Not now. While her driver sweated, she remained icily silent in a rigid horror. It was clear that there would be a lecture later. All in all half a ton on two wheels and 20 switchbacks. In every single one of them we felt like a sperm whale being asked to jump through a tamer’s hoop.
Endless pulling power
There was one good thing about this ride. What had already become apparent over many kilometers with earlier K-1600 models was now clearer than ever: the sixfold bang. Endless torque, silky smooth elasticity and refinement with creases make up the special character of the six-cylinder engine. Without losing composure, the 1649 cc unit could be forced into the lowest regions of crankshaft activity, where speeds were only found sporadically. To a certain extent unstoppable and therefore savior in need.
The in-line six-cylinder underpinned its exceptional position with three times the Olaf’s boom, pushed out from below with a booster sound, sounded like a racing engine when it came up to speed, became snappy when it was asked to leave the middle of the speed range behind. The engine generates up to 180 Newton meters of torque, and its rated output is 160 hp at 6750 rpm. He’s not thrifty. For two weeks we consumed 5.8 to 6.3 liters per 100 kilometers – with a very moderate driving style, out of consideration for speed limits and the pillion alike.