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BMW Motorrad Six-Cylinder Technology Day: 3. Chassis.

3rd July 2010

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 latter's 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.

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 latter's 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.