K 1600 Grand America, American Way of Riding, German style though! [ROAD TEST]

Wide bodywork, large trunk, xenon headlights, central locking, audio system ready for navigator, heated seats, cruise control. 1600 cc six-cylinder in-line engine, six gears, automatic transmission... So far we're sure, it's a car. Then you start it, you hear the engine running smoothly, you pull a gear and at a certain point comes a thrilling roar which - as we have already pointed out in our test of the K 1600 GT (here is the article), brings to mind the sound of the M3 from the 90s. The DNA, therefore, comes from there, and there could be nothing better. BMW has always been a six-cylinder specialist in cars. Technology this time applied to a motorcycle.

He runs on a track

There is another aspect that makes you think of a car, safety in support. The center of gravity, the centralized mass in the six-cylinder, its flywheel effect, the lowered driving position, the geometric dimensions, the Duolever and Paralever suspensions controlled by the Dynamic ESA system... In short, the K 1600 project in its entirety ensures solidity of gear that makes you think about the four wheels even when driving. It is noticeable, in particular, in large-radius curves taken at speed: the Grand America follows the trajectory precisely without smudging, without moving a millimeter from the set track. However, it always remains reactive to the commands, sensitive to the corrections it makes with round and harmonious movements (the mass is there), but also quick and precise. When ridden it is very natural, it responds well to braking with the bike at an angle without straightening up, it drops quickly and then instinctively stops at the perfect angle, it goes through the curve with great confidence and then realigns itself naturally under the firm, but not sharp, push of the six-cylinder.

On these routes the handling is superior to what one might imagine when considering the volumes; obviously the limits remain due to the cruiser chassis dimensions (1617 millimeters of wheelbase) and the mass, 364 kilos with a full tank. This is only felt when maneuvering from a standstill, where you need to be careful not to overbalance, given the weight you have to manoeuvre; the reverse gear (standard, operated as a rule by the starter motor) is an essential aid in this case. But then, once you release the clutch and travel the first ten metres, everything becomes surprisingly easy: balance comes naturally even at very low speed and getting through traffic is simpler than you might imagine. In addition to the aforementioned cycling balance, which removes the shame of some inelegant rebalancing kick when walking at low speed - a move that is truly not in keeping with the Grand America's coat of arms - you are accompanied by the fluidity of the engine, which pushes fluidly and perfectly right from the first thousand laps, in first, second, third, fourth... in short, there is no limit, it is impossible to catch him out.

Another very pleasant feature is the naturalness with which the dimensions are evaluated: when driving in traffic you don't even have to think, just a glance is enough to understand if a gap is sufficient to pass unscathed, if the space is sufficient for the front part , the rear one will have no problem following it. In fact, the bags are roomy but well designed, with a size in harmony with the fairing. Still in the city, another very welcome advantage is the effectiveness of the suspensions in absorbing bumps. In this case it is not just a question of stability, but in particular of comfort: in general urban roads are always devastated - in some cities in addition to potholes and various breakages there are large and immutable areas with cobblestones, bad pavements and rails of the tram – and in this case a good suspension filter is a godsend; driving the Grand America we don't even notice the semi-destroyed bottom. Which, in the long run, makes a big difference.

Six, the perfect number

The choice of the six-cylinder is linked to a comfort objective, to offer the maximum both in terms of fluidity and balance. And from this point of view you reach the maximum, you don't feel the slightest vibration. The displacement was chosen to ensure performance, in terms of power (the maximum is 160 HP at just 7.750 rpm, automotive speed) but above all torque, with a peak of 175 Nm at 5.250 rpm.
The large cubic capacity - exactly 1649 cc, like a good sedan - ensures excellent low-end shooting, but rightly so, given the cut of the Grand America, when the accelerator is opened the multi-fractionator does not tear the handlebars from your hands. However, the oomph is abundant and arrives quickly, above 4000 rpm the “6” changes voice, and you wouldn't be surprised if, like a Transformer, the generous granturismo bodywork folded into a compact sport-touring fairing. Up to 8.000 rpm the progression takes your breath away, and you change your attitude: if driving under torque you stroll around enjoying the scenery, with the accelerator wide open it's better to concentrate on the road.

Traveling at this pace you can feel the natural limits of the massive Grand America, which under the lashes of the 1600s begins to run like a sports car, almost as if it had forgotten that it was born as a tourist, and therefore requires careful driving, given the altitudes and mass involved . The suspensions do not create problems, they work very well in the Road mode, the one dedicated to mixed (then there is the Cruise, very soft cushioning for traveling in maximum comfort), even under stress. They support well during acceleration and more decisive braking, eliminating the pitching that is naturally expected, but at speed the mass to be managed still requires driving in advance, carefully evaluating the spaces and reactions in the straits. We mistakenly spoke of "automatic transmission"; in reality our Grand America has installed the electronic gearbox (optional, 440 euros - it is also part of the Comfort Package).

Born from the emulation of race replicas, today it has finally arrived in tourism, certainly not to gain a few tenths in acceleration but for the great comfort it offers. In this specific case it has three advantages: it eliminates the roughness of the clutches recognized in the GT version with the traditional gearbox; it eliminates the progressive pitching, since being very fast it always maintains traction; allows you to ride with your hands firmly on the handlebars, for the benefit of safety and comfort. Operation is very rapid since during acceleration the throttle valve remains open and during shifting there is almost no interruption in thrust; when downshifting, with the throttle valve closed, the system automatically performs a double.

American Way of Riding

At speed you can feel a certain lightening of the front end, certainly due to the flattened tail and the bagger set-up (since the GT does not complain of any inconvenience). Safety, however, is not lacking, also because the maximum speed is limited as standard to 162 km/h, the legendary 100 miles per hour, the psychological boundary of the American Way of Riding that separates the daredevils, who have never reached this speed , by the crazy people, who have the courage to challenge it. BMW declares that it is a safety choice, because overseas these models are always subject to even major customisations, the addition of panels, lights, antennas - just to list the simplest frills; many also attach a trolley - and some modifications could alter the aerodynamics and weight distribution on the axles, in this case already modified by the low tail.
On the Grand America it is also the driving position that determines the rearward arrangement of the weights, in particular if you rest your feet on the advanced footrests, a posture suitable for long journeys on American highways, certainly not for navigating our tortuous Alpine roads, on which , just to reiterate the concept of the American Way of Riding, the same footrests scrape the asphalt prematurely (without however causing danger given that they are tilting). In short, Italian-style driving, yes, but with wisdom.

Queen's setup

Speaking of customizations. The Grand America was born already super equipped and finished, with top finishes: black chassis and engine with matching or two-tone bodywork; chrome exhausts that run parallel to the road; thick chrome logos; permanent panniers with integrated lights and direction indicators; larger capacity top box with a backrest for the passenger and built-in brake lights (all, obviously, LED). Among the technological systems, mention should be made of the driving modes - Rain, Road and Dynamic - to which the traction control adapts and obviously there is no lack of semi-integral ABS.

Everyone can choose the options and accessories they like best - for the complete list we refer to the site, even a simple enumeration would be too long - but we recommend taking the (already praised) Shift Assistant Pro assisted gearbox. Another piece of advice is to choose, when ordering, the saddle that best suits your tastes, both that of the rider, who in addition to the standard 780 mm version can opt for the low one (750) or the extra high one (810), and of the passenger, who in addition to the comfort of the lowered seat, an effect of the bagger style, it has a seat available that is 30 millimeters higher or lower. The magnificent forged wheels of this example certainly won't be an indispensable option (they cost a whopping 1.600 euros), but they certainly have an effect.

The price of the K 1600 Grand America starts from 27.650 €, not even too many, if you think about what it offers, almost in line with the 26.700 of a much less stylish K 1600 GTL. Here, compared to a "classic" K 1600, the Grand America gives up something in terms of practicality (an example is the storage compartment in the front right portion of the fairing), but it has a decidedly higher "wow effect". The glances at the traffic lights are all for her. The consumption? Not that they are a central element in the choice of the Grand America, but even with very disinterested use at the level of the 26.5 liter tank, they can be done in 15 with a liter (not far from the declared figure of 5.7 l/100 km).

PROS AND CONS
We like it:
The engine and comfort
We do not like it:
Stability on fast speeds and the limit at 160 km/h

BMW K 1600 Grand America: the Motorionline Report Card

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In the test we used technical clothing and BMW Motorrad helmet