BMW G 650 Xcountry and G 650 Xmoto

It's becoming increasingly difficult to keep up with BMW of late. In 2008, there's a dizzying range of new models being launched. Plus of course there was the really big one: the unveiling of the 1000cc supersport prototype destined to carry the corporate flag into the world superbike series. And just to keep everyone on their toes, the new boss effectively declared a sales war on the big four Japanese firms. No-one could accuse the company of being a shrinking violet…

In amongst all that, we've also been introduced to the new 650 single line-up. BMW has been playing with 650 singles for a long time, but these, the X-series bikes, are effectively a new animal. Light and powerful, they're based around a super-willing powerplant with very distinctive features offered for the three variants so far – the Xcountry (dual purpose), Xmoto (motard) and Xchallenge (enduro). More versions are promised and we rode the first two.

This range is ample evidence the company is very, very, serious about expanding its footprint on the motorcycle market. Other formerly specialist makers have, from time to time, blathered on about the idea, but Bimm is actually doing it. And that, in our view, has to be good for the market as a whole. From the point of a view of a dealer, it adds to the floor stock you need to carry, but the upside is you can cater to a much wider range of motorcycling tastes.

COUNTRY BOY
The Xcountry, which is what we spent most of our time on, is the entry-level version thanks to the $12,300 sticker price (plus ORC), versus $15,250 for the more exotic spec of the Xmoto.

Neither one is cheap for a 650 single, and the Xcountry is the pick of the pair when it comes to value for dollar. It has the same drivetrain as its more nutter stablemate and, for most, will deliver similar performance in a more user-friendly package. However, the Xmoto starts to look more reasonable when you add up what it would cost to modify or build your own motard. The higher-spec suspension and brakes alone will account for the price difference. Then there's the unique styling and a sharp-edged attitude which makes it a more memorable toy.

Both have good-quality running gear and feature a number of practical touches such as easy suspension adjustment. The 53 horses claimed by the powerplant is entirely believable. While a 650 capacity (actually 652cc) is a big slug in any terms, the powerplant is very willing to rev and prefers to be kept spinning at a reasonable speed rather than being lugged.

Its fuel-injection is accurate, particularly at low throttle settings – which is often the catch for powerplants like these. Someone, somewhere, has done a lot of work to get this right.

Low-end urge is nothing to write home about, while the mid-range is very solid and extends to a top end that is rewarding without being peaky. The claimed performance figures reveal the plot: max power of 53 horses at 7000rpm and max torque of 6.12kg-m at 5250rpm – it's an engine-room that's designed to be kept spinning. All of that translates to top speeds in the region of 170km/h.

Our relatively young examples (one with a few thousand kays, the other just run in) revealed a perfectly acceptable five-speed shift action that improved with use. The younger of the two was a little stiff, but the older was predictable and free of false neutrals. In any case, they were happy workers that did not feel strangled despite the catalytic converters and clean emission claims.

The basic frame is identical for both machines – a steel bridge main member with alloy attachments. Nothing denotes the difference between these two variants better than their respective tyre sizes. The Xcountry runs a 19in front rim and 17in rear with a modest 100/90 section tyre at the front and a 130/80 at the rear. It's running street-oriented rally rubber.

Meanwhile the Xmoto has 17in hoops at both ends running 120/70 at the front and 160/60 at the rear, running a dedicated sports compound. The differences extend beyond the rubber, with the Xcountry going for long-travel and relatively soft suspension, while the Xmoto is predictably going for a tighter front and firmer rates overall.

And then there are the brakes: a basic two-piston caliper up front for the Xcountry and a much more powerful four-piston set-up on the Xmoto running a 320mm disc versus a 300. They share rear brake spec. I suspect the Xcountry will appeal to the traditionalists out there – it's a no-nonsense set-up with a simple round headlight that gives every impression of being understated. Quite elegant in its own way.

So you should not be surprised that the Xmoto is more brash, with a headlight and bodywork package (with flashes of red) that clearly screams the influences of chief designer Andrew Robb, who has never been afraid to make a statement. Think of this G 650 duo as the utilitarian stealth bike versus the wheelie-pulling extrovert. With claimed dry weights of 148kg and 147kg, both bikes are a joy to flick around.

An area where BMW has broken new ground is with its extensive list of optional extras, most importantly including ABS – a first for this class of motorcycle and a clear point of difference. And you can switch it off if you don't want its help in some conditions, like really loose gravel.

It performs well enough on tar and you can slingshot down that dirt side road without fear. There are limits to its bitumen grip, but you get plenty of warning. It's the all-rounder. The only real concern is the overly modest 9.5lt fuel tank (common to the whole range), which is marginal. Fortunately it only sips juice – we were getting close to 24km/lt much of the time, which means a range in excess of 200km. That means you can tour with it, but fuel planning is critical.

What I really liked about it was the willing and easy-going nature, along with the luxury (on our test version) of ABS. Its performance added up to more than the sum of its parts.

As for the Xmoto, you have to like motard-style machinery – which is a very different animal. The ride is taller and harsher, and the grip, accuracy and willingness to fling into a sharp turn at warp speed considerably greater. Braking is stronger, and the ability to finesse the entry into a turn much better. It's a narrower-focus toy and a decent example of the breed (with real ratbag factor) that will not be embarrassed by anything I can think of on a tight road. A real corner-hound.

In both cases, these G-series models are serious contenders. However they face very fierce competition. You can get into this general class for as little as $7690 (plus ORC) with Suzuki's DR650, while relatively exotic motard kit like the Husky 610SM costs $12,750.

What Bimm has going for it is the intrinsic value of the spinning propeller logo, really good warranty support, and a very strong range of add-ons in the form of accessories and riding gear. Plus, of course, the bikes themselves work and are above average in several areas. For me, an Xcountry would be welcome in the shed any time…

NOT SO MUCH
- Fuel range is marginal
- Price is at the premium end

SPECS

ENGINE
Type: Liquid-cooled, four-valve, four-stroke, single cylinder
Bore and Stroke: 100 x 83mm
Displacement: 652cc
Compression ratio: 11.5:1
Fuel system: Electronic fuel-injection

TRANSMISSION
Type: Five-speed, constant mesh
Final drive: O-ring chain

CHASSIS & RUNNING GEAR
Frame type: Welded steel/cast aluminium composite
Front suspension: Xcountry – 45mm inverted telescopic fork; Xmoto – 45mm inverted telescopic fork, adjustable for compression and rebound damping
Rear suspension: Height adjustable monoshock with adjustable pre-load and rebound damping
Front brakes: Xcountry – Single 300mm disc with twin-piston floating caliper; Xmoto – 320mm disc with four-piston fixed caliper
Rear brake: Single 240mm disc with single-piston floating caliper (both versions available with optional switchable ABS)

DIMENSIONS & CAPACITIES
Dry weight: Xcountry – 148kg; Xmoto – 147kg
Seat height: Xcountry – 840mm; Xmoto – 880mm
Fuel capacity: 9.5 litres

PERFORMANCE
Max power: 53hp at 7000rpm
Max torque: 6.12kg-m at 5250rpm

OTHER STUFF
Test bikes from: BMW Motorrad Australia
Warranty: 24 months, unlimited kilometres