2019 BMW C 400 X and C 400 GT review

There’s no doubt the level of mid-size to maxi-scooter ownership in Australia doesn’t replicate the same fervour that is shown in places like Europe, where they love ’em – including BMW’s pair of latest releases, the C 400 X and C 400 GT.

The modest uptake of those scooters in Australia isn’t an indictment on the hardware, with Bikesales having ridden numerous examples of the genres over the years and almost without fail coming away impressed.

There are now two more to add to that list: the aforementioned single-cylinder pairing from BMW, which join the C 600 Sport and C 650 GT in the company’s local ‘urban mobility’ line-up.

Bikesales recently rode the BMW C 400 X and BMW C 400 GT for the first time during an abysmal cold and wet Melbourne winter’s day – but one which wasn’t as torrid as it could have been thanks to the optional scooter canopy accessory fitted to most of the test units.

The waterproof canopies, or ‘blankets’ for those who prefer a warmer and fuzzier moniker, are everywhere in the UK and Europe – understandable considering the winter temperature plunges – but as a Victorian who lives near the mountains I’d also own one for my scooter as well. Sure, the canopies don’t particularly look fetching, but I'm no oil painting either...

There are various other C 400 X and C 400 GT accessories – top cases, crash bars, navigation equipment, smartphone cradles and USB chargers – but let’s take a look at what the base products offer.

And the first of those is keen price, with the base C 400 X, which has a smaller trim panel than the 400 GT as well as a shorter and slimmer windscreen, retailing for $8990 plus on-road costs. Pricing is as follows for the other models:

• C 400 X ion: $11,290 plus on-road costs
• C 400 GT: $10,240 plus on-road costs
• C 400 GT ion: $11,890 plus on-road costs.

In the case of the C 400 X, the ion derivative adds in a daytime riding light, keyless ride, connectivity (6.5-inch TFT display and BMW’s excellent collared multi-controller), heated grips and a heated seat, while the C 400 GT already has keyless ride and a daytime running light as standard.

That means the ion part of the C 400 GT adds in connectivity (phone, music and navigation, heated grips and heated seat.

For full information on what the four separate models offer, click here.

And while we’re at it, here’s a ‘how to’ video on BMW’s connectivity system:

Blankets neatly in place, it was time to face the Melbourne weather. I was aboard the C 400 X, which was to be my primary mount for the day as the conditions continued to deteriorate into the afternoon and bike swaps became a secondary concern as opposed to making it back to base in good time.

As alternatives to “normal” biking, the C 400 X and C 400 GT – like their competitors – have a lot to give, and as a premium motorcycle brand BMW hasn’t taken any short cuts to get into the mid-size scooter game.

As urban and ‘urban fringe’ scooters, the C 400s are excellent practitioners and, if you think that they turn into snooze fests once the open and twisty roads beckon, think again. We took the Kymco AK550 on our 2018 Bike of the Year deliberations in Tasmania, and it surprised more than a few…

The C 400 X and C 400 GT rely on a single-cylinder 350cc singe-cylinder engine for their urges, with power and torque of 34hp and 35Nm. That’s in the same performance ballpark as Suzuki’s Burgman 400, for example, and a reason why so many scooters have an homogeneous feel to them – twist and go, with a flat torque curve and a powertrain that’s completed by a CVT transmission. The BMWs are no different, but they do tip the scales at a lot less than the Suzuki.

However, what really sets the C 400 X and C 400 GT apart from the opposition is, in my books, the superior styling – the form and function layers just right. The contrasting finishes and small GS adventure-inspired touches (love that little beak and asymmetric headlight) help to generate a very decent-looking silhouette.

Related:
Launch: BMW C 600 Sport and C 650 GT

With a low centre of gravity that is the feature of the scooter genre, the BMWs turn and steer well – and more importantly felt beautifully planted and held their line well on the wet launch roads. In the dry that would parlay into carving out some impressive and fast lines.

The front suspension is a 35mm fork, while there are vertically mounted preload-adjustable twin shocks at the rear – which kinda look like they have been introduced into the equation as an afterthought. BMW isn’t alone in that regard….

Suspension travel is 110mm at the front and 112mm at the rear, while the machines have a steel tubular frame and ride on 15-inch (front) and 14-inch Pirelli Angel tyres. Stability is also rock-solid, while the twin-disc Bybre-calipered front end produces plenty of power and feel.

With a seat height of 775mm, the BMWs are as egalitarian as they come, with taller riders able to stretch out in the footwells if the floorboards become a little too cramped – while there is an option to buy a lower 660mm seat for those who want the perch even lower.

The GT’s seat also has a backrest, offering more lumbar support than the C 400 X’s.

However, what I really enjoyed about the C 400 seats is that they were heated – all the launch units were of the ion variety. Add in the heated grips and waterproof canopy, and the conditions were at least bearable as the mercury plunged to six degrees.

Meanwhile, convenience and larger scooters go hand-in-hand, and BMW has taken that to the next level with its Flexcase, a unique storage compartment located under the seat that can be extended downward via a flap in the rear base when the bike is parked.

Made from a durable Kevlar-like material, the storage space creates a dirt-resistant and waterproof environment – but remember to retract it before you depart…

Two additional storage compartments can be found in the front section and are operated via a button. The right-hand storage compartment includes a 12-volt power socket to allow for convenient charging, while a USB adapter is available as an accessory.

The scooters also come equipped with a cleverly designed kinematic centrestand that makes propping up the bike convenient and effortless.

As opposed to the C 600 Sport and C 650 GT, which probably cost too much to be your ‘second bikes’, the C 400s don’t require as much coin – and I’d happily have one in the garage for urban duties while the ‘real’ bike remains in the garage for weekend shenanigans.

And if that ownership model doesn’t come to pass, simply buy a C 400 X or C 400 GT and enjoy what they have to offer! That includes an ideal mix of agility and stability – even at high speeds – and the ability to exert some serious force on the chassis and suspension. The seats are also very accommodating for riders and pillions.

Yep, there’s plenty to get enthused about.

ENGINE
Type: Liquid-cooled, OHC four-stroke single-cylinder
Capacity: 350cc
Bore x stroke: 80mm x 69.6mm
Compression ratio: 11.5:1
Fuel system: Electronic fuel injection
Emissions: Euro 4

PERFORMANCE
Claimed maximum power: 34hp (25kW) at 7500rpm
Claimed maximum torque: 35Nm at 6000rpm

TRANSMISSION
Type: Continuously variable
Clutch: Centrifugal dry

CHASSIS AND RUNNING GEAR
Frame type: Steel tubing
Front suspension: 35mm fork, 110mm travel
Rear suspension: Twin shocks, preload adjustment, 112mm travel
Front brakes: Twin 265mm discs with four-piston calipers
Rear brake: 265mm disc with single-piston caliper
Wheels: Cast aluminium – front 3.5 x 15, rear 4.25 x 14
Tyres: Front 120/70-15, rear 150/70-14

DIMENSIONS AND CAPACITIES
Claimed kerb weight: 204kg (212kg)
Seat height: 775mm
Wheelbase: 1565mm
Fuel capacity: 12.8 litres

OTHER STUFF
Price: from $8990 plus on-road costs (from $10,240 plus on-road costs)
Colours: Storm Metallic, Zenith Blue Metallic or Alpine White (Alpine White, Moonwalk Grey Metallic or Black Storm Metallic)
Test bike supplied by: BMW Motorrad Australia
Warranty: Three years, unlimited kilometres