BMW Xcountry & Xmoto

All-Rounder or Corner-Hound?

OVERVIEW
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 - 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.

PRICE AND EQUIPMENT
The Xcountry 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 are 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.

DRIVETRAIN
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 the carburetion 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 60Nm at 5250rpm - it's an engine-room that's designed to be kept spinning.

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.

CHASSIS
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 19-inch front rim and 17 rear with modest 100/90 section tyre at the front and 130/80 at the rear. It's running street-oriented rally rubber.

Meanwhile the Xmoto has 17-inch hoops both ends running 120/70 at the front and 160/60 at the rear, running dedicated sports compound.

The differences extend beyond the rubber, with the Xcountry going for long-travel and relatively soft suspension, with the Xmoto predictably going for a tighter front and firmer rates overall.

And then there is the brakes: 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.

PACKAGING
I have a suspicion the Xcountry will appeal to the traditionalists out there - it has a no-nonsense set-up with simple round headlight and 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 it as the utilitarian stealth bike versus the wheelie-pulling extrovert.

Both claim a dry weight under 148 kilos, which makes them 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.

COMPETITORS
BMW has no shortage of competitors and as good an example as any is Suzuki's ageing but still effective DR650SE, priced at $7690 plus ORC. The Bimm Xcountry (the closest equivalent) is far more sophisticated and a better ride. But that's nevertheless a heck of a price difference. There are other Japanese equivalents which deserve a look.

As for the Xmoto, it certainly does not have this relatively tiny market (locally) to itself. Husqvarna has its sexy-looking 610SM available for $12,795. Experience suggests the BMW would give it a serious run for its money and is probably more powerful. Again, there are more offerings out there.

Ultimately, BMW will be relying heavily on the intrinsic value of the brand name to make up any pricing gap. Oh, and the fact it offers a far better-integrated list of add-ons and support for rider and bike.

ON THE ROAD
I'll happily admit the Xcountry in particular came as a real surprise - and a pleasant one. It's a very willing companion with good performance and pleasing, easy-going manners. The chassis may be the basic version, but it does the job in most situations and is surprisingly comfortable after a couple of hours in the saddle.

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 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 the ABS safety net. Its performance added up to something 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 sports road. A real corner-hound.

In both cases, these G-series models are serious contenders.

NOT SO MUCH