BMW F650 CS vs Ducati 620ie

There's no doubt about it - mindsets are hard to change, and I'm as guilty as anyone when it comes to that. For example, I've been a staunch supporter of the lime thickshake since I was a porky adolescent growing up on the NSW/Victorian border. Even though my fixation with lime didn't receive widespread approval from my peers, I've continued on that same path, despite aggressive overtures to join the chocolate or vanilla camps. I'm just way too committed to contemplate a defection.

And I've never watched another aerobics program since the trio of Rankin Sisters went their separate ways - Aerobics Oz Style or Jane Fonda videos just don't have the same universal (sex) appeal. Sure, they are both praise-worthy alternatives, but that's simply not enough to sway me.

I could go on and on: Commodores versus Falcons, straight-cut jeans versus flares, Deb mash potato versus the natural, Coke versus Pepsi, dogs versus cats, white versus brown bread, et al. All separate manifestations of, in most cases, the heart ruling the head. And isn't that a nightmare for the pony-tailed marketeers who have to try and change peoples' perceptions about their products. Then get them to buy them.

NO FUSS
Motorcycles are no different to the above examples. I'm not talking about blatant discrimination against particular manufacturers per se, but more against market niches. Here's a classic case-in-point.

To this day, people continue to dismiss mid-sized street machines as nothing more than skeletal runarounds which provide a simple, orthodox means for zipping around town.

You know, machines like the Cagiva 650 Raptor, Kawasaki ER-5, Suzuki SV650, Ducati Monster 620ie, and the latest addition to the scene, the BMW F650 CS (aka Scarver).

Yes, I agree, they've all been farewelled from the factories with an innate love of city lights (the full-page Scarver advertisement that's appeared in these pages even has the bike lane-splitting traffic), but at the same time they encapsulate the very essence of what no-fuss motorcycling is all about. And just because they are comfortable, fairing-less and lack ball-tearing horsepower, that doesn't mean they don't possess just a little daring.

However, the all-rounder tag still struggles to make a positive imprint on a large chunk of the two-wheel community, who fail to understand the nuances of the mid-sizer. Pity, because they are missing out on a great deal - and forfeiting the chance to save themselves a few bucks in the process.

SPLITTING HAIRS
The two machines on test in these pages - the Monster and Scarver - represent the old and new ends of the city lights market. The former has enjoyed a solid ride on the Australian market since its debut in 1994, before it was discontinued in late 2001 to make way for its successor - the fuel-injected Monster 620ie. Amazingly, today's Monster is only $450 dearer than the original ($11,495 versus $10,995), despite the plunge of the Aussie dollar on the cross-rates during the intervening years.

The standard 600 Monster also enjoyed a brief market sabbatical between 1998 to 2000, when only the Dark version of the machine was available. However, that's splitting hairs a little, as the Dark has nearly the same gene pool as the standard Monster anyway.

That is, the air-cooled, two-valves-per-cylinder, desmodromic V-twin powerplant (or L-twin in Ducati speak!) has remained a constant through all the bike's phases, supported by a long-serving and dependable tubular-steel trellis frame.

On the flip side of the coin, the Scarver is BMW's latest take on 'recreational' motorcycling, and is loosely described as a tarmac version of its F650 GS, which has long been regarded as the benchmark machine in the single-cylinder dualsport market.

Despite both BMWs sharing the same Rotax-powered, liquid-cooled 100mm x 83mm engine, pumping out a claimed 50ps, that's where the major similarities end - as it probably should be when the whole point of the Scarver exercise is to open up a whole new market.

The differences between the two are fairly wide-ranging, all the way from the cast-aluminium single-sided swingarm on the Scarver for mounting the rear pulley for the belt drive, to the American-derived offbeat styling.

The last named includes such zany attractions as the 'StuffBay', which has already been touched upon in Ken Wootton's first Australian ride of the machine in Vol 51 No 19. Domiciled between the frame rails, courtesy of the fuel tank residing under the seat, the 'Bay provides a myriad of practical alternatives; everything from a water-repellent shoulder bag (whose zipper called it quits during the test) to a 10lt hardcase, water-resistant audio system, to a storage box. And if the Queen owned one, it'd easily house a corgi or two.

By the way, the StuffBag is standard with the $13,635 machine, in addition to two-stage heated hand grips and the rear rack.

I labour on the Scarver 'packaging' just a little bit, because ultimately that 'outside the square' thinking (why not outside of the isosceles triangle?) will play a pivotal role in how well it is accepted. Irrespective of who it is pitched at.

FATTENING UP
Okay, enough of the preamble, and on with the adventure. For a start, how well do these two jiggers go? Well, considering that my last Monster outing was on the muscular 916-engined S4 at the end of last year, the 620ie did seem quite tame in comparison!

However, in stand-alone mode it produces the goods better than ever, with the extra zeal a function of the hike in capacity from 583cc to 618. The extra capacity has been achieved by lengthening the stroke 3.5mm (from 58mm to 61.5mm).

In fact, claimed horsepower for the 620ie is only a few horsepower less than the 750 Monster, which, combined with a heftier pricetag, is a major reason why you won't find the latter on local showroom floors.

The engine delivers smooth all-round performance - in other words, the signature purr that I've come to expect from this donk. Ducati claims 60ps at 9500rpm, which is still around 10ps less that what you'd get from a fellow twin like the 90-degree V-twin Suzuki SV650. However, with a wet weight of 177kg, a light flywheel and excellent fuel-injection characteristics, the 620ie offered the type of V-twin punch that kept me more than entertained.

The gear ratios in the five-speed box are well supported by the meaty flat torque curve, providing a relaxed V-twin gait, the type of which provides fuel economy in the 16-17km/lt range on a steady throttle. That equates to around 260km out of the 15lt tank.

The Scarver is really a different box of bananas, with the big four-valve single offering a more agricultural ride compared to the 620ie. That's not intended as a slight, but there's no denying the typical single-cylinder form and function - they take a fair while to get up and running, but once there, there's plenty of bite.

The Scarver undoubtedly produces its best work above 4000rpm, with BMW claiming 50ps at 6800rpm, and 6.32kg-m of torque at 5500rpm.

The bike does have quite a wide-ratio gearbox - especially the two top cogs. So much so that third gear probably sees it out around town at 60kmh, with fourth gear pushing the machine below the 4000rpm threshold - the onset of labour pains. I suppose it doesn't help that the bike is quite heavy (a claimed 189kg wet weight), with a massive catalytic converter obviously providing a lot of the lard.

But, surprisingly, it doesn't feel like a whopper, the wide and high handlebars mated to a low seat height (780mm) seeing to that. Hence, it's an easy proposition to punt around at low speeds, with the biggest spoiler the induction roar, which can be quite an intrusion sans ear plugs.

On the open road, the tall gearing on the Scarver came into its own, helping to deliver a frugal 21.5km/lt fuel consumption for a range of around 400km.

And, like the F650 GS, the Scarver is surprisingly feisty through the turns under the excellent command of the Bridgestone BT010s - what was I saying earlier about all-rounders?

SO MUCH MORE
The Monster 620ie has an even lower seat height than the Scarver (770mm), although it provides a more sporting riding position. Nothing too outrageous mind you - just sensible enough so things don't get out of hand. Cripes, it sounds like I am tabling the latest budget in parliament! Okay, I'll say it - this is an honest bike for the times, and a platform for the future!

There's also a low centre of gravity, precise steering and progressive Brembo four-piston braking to add to the mix.

For $11,495, that spells excellent value for money, especially with other little touches like braided brake and clutch lines, quality Dunlop D205 rubber and Ducati's electronic anti-theft ignition. However, I couldn't come at the instruments fogging up over two mornings - and winter hasn't really taken a foothold in Melbourne just yet!

As you'd expect, the 620ie is not left alone in the nice touches department, with the Scarver yet another example of BMW convenience and foresight - amply illustrated by the extensive list of accessories for one.

Around town both of these bikes are a gem. They can be slipped in and out of traffic with ease - but that's only part of the equation. As I alluded to in the opener, it's an injustice to leave it at that, because they offer so much more - competency across all levels. That's something that can't be said for all bikes. Come on board.