First Ride: BMW 650 Xchallenge

Not a McBike

BMW like to do things differently and that manifesto expresses itselfin every bike they make. Nothing on the planet looks like a 1200 GS, for example, and the opposition would certainly have to work hard if they wanted to make a bike that resembled the new 650 Xchallenge.

Mind, you, that presupposes that they'd want to. This is not your average trailie. It's not a McBike. BMW admits, and is even proud that the Xchallenge refuses to pretend it's everyone's ideal ride from a technical or a practical point of view. For BMW the objective is always to make bikes that look different from the very formulaic WR or CRF, and to make the design work. If the GS 1200 didn't work as well as it does it would merely be a sculpture commemorating folly, the price paid when self-conscious eccentricity falls in a heap.

But what is this new Xchallenge all about, and does it work? BMW's Motorrad marketing manager Miles Davis answered the first question when he told assembled scribblers at the Xchallenge launch in Victoria in April, "What we aimed for with the 650 was a solid, reliable and low maintenance machine, something along the lines of the Honda XR650 or Suzuki DR650. It's not an adventure bike it's a trail bike".

But that's open to interpretation. In my opinion the Xchallenge is whatever you want it to be - as well as a distinctive piece of jewellery for any Beemer fan who thinks he'd like BMW's version of a trail bike. It does fly in the face of convention though, but that's on page one of the manifesto.

And if you want a list of how it avoids the WR/CRF formula you don't have to delve very far into that weighty tome:

When you combine that with the very tall seat height it can be difficult just getting your leg over the beast, or touching the ground with a boot when manoeuvring at low speed. More than one scribbler fell off while trying to U-turn on a skinny trail and I was one of them.

But as I say, overall the suspension seems to work very well. Neither end bottomed during a fairly physical 170 kilometre ride, and I think ride quality is very good. The fork behaves well and the rear-end never kicked me in the arse, even on a hundred maliciously shaped drainage humps. The bike steers well too, accurately and predictably, and as someone who doesn't care much for big, heavy bikes I think it more civilised than an XR650, although it doesn't accelerate as quickly, and is a damn sight faster than Yamaha's old but fondly remembered TT600.

This dry sump engine is the F 650 GS powerplant BMW used in the Dakar 650, tickled in this version to produce slightly more horsepower. Maximum grunt is said to be 53hp at 7000rpm, while torque peaks at 60Nm at 5250rpm, giving you a 2000rpm playground where either power or torque are close to their best.

The engine's characteristics I would describe as strong and friendly, kind of like the old XR600 or that likeable ol' TT600. This bike wouldn't smell the aftershave on a Husaberg 650 in an acceleration shootout though so in that sense I wouldn't describe it as 'fast', but it does have a top speed of between 160 and 180kph and that's worth a letter to the relos.

The good thing about this engine isn't speed though, it's torque. It pulls like a dentist. It doesn't rev hard, and the throttle has a very slow action, but there's torque all over the surgery, which means you don't have to rifle through the box for the right gear every time you see a corner. Standard gearing is 15/47 but BMW switched to a 14/47 combo on some of the launch bikes and in the bush they felt a lot better for it.

All the tractive effort is shunted through a five-speed transmission and frankly I think the shift action is coarse compared to the best from KTM or Honda. The throw between ratios is noticeably long, and several of the honourable scribblers had difficulty adjusting the shift lever to a comfortable height. One thought his boot was the problem; another thought the lever was too short. As a consequence these blokes suffered more false neutrals and unwanted downshifts than they expected. I was one of them too.

The mechanical clutch uses a very long lever, and its action is comparatively stiff, although given this engine's chug-a-lug personality you won't be doing a lot of clutch dancing. All in all though I think the clunky shift action is one of the BMW's least attractive features.

I hope the men who buy this bike are looking for more than another lump of distinctive jewellery because it does have a lot to offer if what you're looking for is a modern version of an XR600. The range may be an issue with some long distance riders - BMW claims that 200km from the 9.5 tank is a reasonable expectation - but I guess only trial and error will sort that one. Right now, if you want extra fuel on this bike you'll have to carry it in external tanks, adding to the already substantial purchasing price of $14,350.

I have to be honest, this is not my kind of bike; I found it too heavy and way too cumbersome at low speed, but if I had to go to Cape York tomorrow I know an Xchallenge would get me there quickly and with very little drama (as long as I didn't drown it).

And the big fat price tag of $14,350 around its neck? That doesn't matter. BMW makes bikes for BMW fanatics, a clan with an unswerving loyalty that keeps this particular premium brand prosperous. If you have the dough you can afford the go.