2012 BMW C600 Sport and C650 GT review
in NewBike
BMW moves back into the scooter market with the C600 Sport and C650GT.
The BMW C650GT costs from £9,705 and is capable of long commutes.
There’s no market sector safe from attack by BMW, it seems. The German company broke from tradition in spectacular style with the S1000RR superbike, which demonstrated that the Japanese are far from unassailable.
BMW has been busy at the other end of the two-wheeler spectrum, too, producing a pair of executive scooters for 2012.
The C600 Sport and C650GT are not the first BMW scooters; that honour goes to the unsuccessful C1, a Rotax-powered machine with 125cc and 200cc engines, most notable for its roof and crash safety systems. It was heavy and costly, but its biggest failings were its top-heaviness and awkward riding position.
No such quirkiness from the C-series scooters, despite their mix of motorcycle and scooter technology. Both have the same engine and chassis, which means a 59bhp, parallel twin engine of 647cc, laid forward to lower the centre of gravity. It drives the rear wheel through a conventional, scooter-style fully automatic transmission, a simple version of the old Daf car system in which a V-belt runs on pulleys.
A train of three gears takes the power via an enclosed chain to the rear wheel, a heavy and convoluted system which BMW admits is not the most efficient – it would prefer a dual clutch automatic for greatest efficiency – but it doesn’t want to scare off regular scooter users with something too different.
That might well change when BMW is established in the sector, but for now you get an entirely conventional twist-and-go arrangement: turn the twistgrip and the scooter goes forward, no clutch or gears, with front and rear brakes operated from the handlebar, bicycle style.
The chassis is a tubular steel trellis with a high centre section to improve stiffness, to the point where these scooters are more step-over than step-thru , and importantly and unusually, the front forks are held by a pair of yokes, like a motorcycle’s. BMW always intended to give the C600 and C650 motorcycle levels of handling.
The Sport has lighter, leaner bodywork with lower handlebars and a different seat, while the 650GT offers better wind protection and a more upright riding position, for which you pay a little more. The lights and indicators are also different.
The Sport has sharper steering and is more willing to change direction, but the GT is still one of the best large scooters in the way it handles. Only Yamaha’s 2012 T-Max handles to this standard, a level at which you can really push the machine in corners and get some proper feedback and confidence, and enjoy the whole experience.
The heavier-feeling GT was less comfortable as the lower spine support forced me to sit on a narrower part of the seat, and while the wind protection is better, I’d willingly sacrifice that for greater agility. Shorter riders won’t sit as far back so the difference will be reduced.
The engine and transmission work well together, not always a given with this kind of CVT drivetrain.
On many scooters there’s a small delay between opening the throttle and the drive being taken up, making low-speed riding awkward, but on the BMWs it’s immediate, smooth and predictable, and when you give it a handful the acceleration is strong: 0-60mph takes less than 6sec, which might be slow in two-wheeler terms but it keeps you well in front of most traffic.
Economy matters and while the engine no doubt is as class-leadingly efficient as most other BMWs, the transmission means you’ll never achieve motorcycle levels. The on-board computer was suggesting anything from 48-56mpg, which isn’t bad in this class, and it means the range could be up to 190 miles, enough to think about touring as well as long commutes.
Luggage capacity is average, with the GT just about taking two full face helmets beneath its seat, albeit less bulky ones. The Sport takes one while you’re riding but when you park the space can be extended on to the rear wheel, creating enough room for two. There are two small storage spaces in the fairing panel, but only the left one locks and the covers are flimsy. The mirrors on the GT also vibrate irritatingly.
These things aside, the overall build quality appears to be good, if not quite to Yamaha’s very high standards, and BMW dealers are among the best should anything go wrong.
Where most people will baulk, though, is at the price. The base model C600 Sport is £9,395, with the C650GT with Highline pack costing £10,455. We were expecting lower prices, but the Italians and Spanish willingly pay this kind of money and the UK importer can’t undercut those without fuelling a parallel import market.
The upside is that depreciation is likely to be low.
THE FACTS
BMW C600 Sport and C650GT
Price/on sale: From £9,395 (650 GT from £9,705)/May 5
Power/torque: 59bhp @ 7,500rpm/49lb ft @ 6,000rpm
Top speed: 109mph
Fuel tank/range: 3.5 gallons/190 miles
Verdict: Fine scooters capable of long commutes and even touring, with outstanding handling and an excellent engine. But the price is high
Telegraph rating: Four out of five stars
RIVALS
Yamaha T-Max, £8,870
Renewed for 2012 with more power and torque. Great handling. Cheaper than BMWs but no ABS braking.
Aprilia SRV850, £7,799
The world’s fastest scooter, but it’s heavy and lacks the handling of the BMWs. No ABS, but it’s keenly priced.
Honda Integra, £7,500
With a dual clutch auto transmission, it’s likely to be frugal. At that price, a convincing alternative.
Source : http://www.telegraph.co.uk The chassis is a tubular steel trellis with a high centre section to improve stiffness, to the point where these scooters are more step-over than step-thru , and importantly and unusually, the front forks are held by a pair of yokes, like a motorcycle’s. BMW always intended to give the C600 and C650 motorcycle levels of handling.
The Sport has lighter, leaner bodywork with lower handlebars and a different seat, while the 650GT offers better wind protection and a more upright riding position, for which you pay a little more. The lights and indicators are also different.
The Sport has sharper steering and is more willing to change direction, but the GT is still one of the best large scooters in the way it handles. Only Yamaha’s 2012 T-Max handles to this standard, a level at which you can really push the machine in corners and get some proper feedback and confidence, and enjoy the whole experience.
The heavier-feeling GT was less comfortable as the lower spine support forced me to sit on a narrower part of the seat, and while the wind protection is better, I’d willingly sacrifice that for greater agility. Shorter riders won’t sit as far back so the difference will be reduced.
The engine and transmission work well together, not always a given with this kind of CVT drivetrain.
On many scooters there’s a small delay between opening the throttle and the drive being taken up, making low-speed riding awkward, but on the BMWs it’s immediate, smooth and predictable, and when you give it a handful the acceleration is strong: 0-60mph takes less than 6sec, which might be slow in two-wheeler terms but it keeps you well in front of most traffic.
Economy matters and while the engine no doubt is as class-leadingly efficient as most other BMWs, the transmission means you’ll never achieve motorcycle levels. The on-board computer was suggesting anything from 48-56mpg, which isn’t bad in this class, and it means the range could be up to 190 miles, enough to think about touring as well as long commutes.
Luggage capacity is average, with the GT just about taking two full face helmets beneath its seat, albeit less bulky ones. The Sport takes one while you’re riding but when you park the space can be extended on to the rear wheel, creating enough room for two. There are two small storage spaces in the fairing panel, but only the left one locks and the covers are flimsy. The mirrors on the GT also vibrate irritatingly.
These things aside, the overall build quality appears to be good, if not quite to Yamaha’s very high standards, and BMW dealers are among the best should anything go wrong.
Where most people will baulk, though, is at the price. The base model C600 Sport is £9,395, with the C650GT with Highline pack costing £10,455. We were expecting lower prices, but the Italians and Spanish willingly pay this kind of money and the UK importer can’t undercut those without fuelling a parallel import market.
The upside is that depreciation is likely to be low.
THE FACTS
BMW C600 Sport and C650GT
Price/on sale: From £9,395 (650 GT from £9,705)/May 5
Power/torque: 59bhp @ 7,500rpm/49lb ft @ 6,000rpm
Top speed: 109mph
Fuel tank/range: 3.5 gallons/190 miles
Verdict: Fine scooters capable of long commutes and even touring, with outstanding handling and an excellent engine. But the price is high
Telegraph rating: Four out of five stars
RIVALS
Yamaha T-Max, £8,870
Renewed for 2012 with more power and torque. Great handling. Cheaper than BMWs but no ABS braking.
Aprilia SRV850, £7,799
The world’s fastest scooter, but it’s heavy and lacks the handling of the BMWs. No ABS, but it’s keenly priced.
Honda Integra, £7,500
With a dual clutch auto transmission, it’s likely to be frugal. At that price, a convincing alternative.
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