Launch: BMW C 600 Sport and C 650 GT

The luxury brand BMW isn’t new to the scooter segment, but must be hoping that its new duo of feet-forward models hit the mark more precisely than its C1 effort did. Launched over a decade ago, the C1 came with a roof, dual seat belts and a “How much!?!” price tag, often associated with the German brand. It was a great example of a machine being the answer to the question very few were asking.

But that was the “old” BMW. Things have changed. Their new maxi-scooters fit into a marketplace where Yamaha’s TMAX, Suzuki’s Burgman and Aprilia’s new SRV 850 are real alternatives to “normal” biking. The Europeans love ‘em – travel around Paris or Rome at rush hour and their presence is huge. But we’re yet to see that level of ownership replicated over here and that’s why BMW has set a lowish goal of only selling 100 of these scooters in the first year. As you’d expect, they’re suitably “luxury” when it comes to the ticket price. At $13,999 for the C 600 Sport and $15,999 for the C 650 GT, they’re not second bike coin. Instead, the company is trying to get you off your normal bike on one of these or at least ease you out of your car.

The first thing to note is that both bikes are essential the same under the bodywork. Powered by a 647cc parallel-twin engine – engineered by the Germans but made by now-scooter rival Kymco – the 600 is labelled so because BMW’s think-tank reckons it sounds less intimidating than 650. One cat, two skins, eh?

Coupled to the engine is the continuously variable transmission, the mainstay of scooter automatic gearboxes. With upside-down forks, ABS and a twin-disc front, it’s clear these bikes are what other scooters want to be when they grow up.

Swing a leg through either machine and the view is typical scooter. Even with a motorcycle-level of instrumentation (time, date, outside air temperature, three trip meters, fuel gauge, etc.), there’s really not too much more to do than twist the throttle and scoot away.

Needing the side stand up and brake on to start, the engine fires into an inoffensive burble. The comfortable seat splays your legs wide and the running boards offer flat or angled forward foot positions. With an instant take up, you’ll be first away from the lights. On a slight throttle, you can detect the gearbox’s change from low to high range and its desire to disengage drive once your speed falls under about 25km/h. All very smooth and all very normal in a very short distance.

It’ll get you to work in style but it’s the weekend where its other side comes out. This is when the majority of scooters get parked up for a two-day rest after five days of traffic battling. But the BMWs aren’t looking for a sabbatical here.

Heading out of Sydney on the test route, it’s clear that these bikes bridge the gap between purpose and passion. Their performance isn’t lacking. With a top speed in excess of 180km/h, they’re no slouches, but it’s the decent handling that make these machines flow and give them the ability to keep with (and in many cases overtake) traditional bikes. With no gears and ABS, it’s easy to ride these swiftly and safely.

With the 15-inch wheels big enough to avoid the dreaded small-wheel-scooter-wobble, and the rear preload only adjustable suspension offering 115mm of travel at each end, the 237kg dry (Sport – claimed dry weight) and 249kg (GT)  stick to the tar with sportsbike levels of composure, even to the point of laying dark lines out of corners. Road undulations are taken in their stride and even square-edged imperfections are handled in a non-eyes-closed manner.

As you’d expect from BMW (and demand for the price), there are some neat touches across the pair. The GT version comes with heated grips, heated seat, electric screen and tyre pressure monitors as standard. These are all options on the Sport (apart from the screen where it’s three-way manually operated). However, the “cheaper” bike does come with an expandable storage area under the seat. This can only be used once the bike is parked but can accommodate two helmets. The GT also comes with a better distance seat, footboards for your pillion and a slightly roomier cabin area.

Economy-wise, expect a range of about 300km from the 16-litre tank.

BMW has a car history of offering something new to a segment and being successful with that product. However, with bikes it’s been different. The GS owns the adventure arena, whereas they’ve had to be more “normal” with the S 1000 RR to be competitive. It’ll be interesting to see how and where these two new models find owners.

PERFORMANCE
Claimed maximum power: 60hp (44kW) at 7500rpm
Claimed maximum torque: 66Nm at 6000rpm

TRANSMISSION
Type: Continuously variable
Final drive: Chain
Clutch: Centrifugal

CHASSIS AND RUNNING GEAR
Frame type: Aluminium bridge with aluminium sub-frame
Front suspension: Upside-down fork, preload adjustment, 115mm travel
Rear suspension: Cast swingarm, preload adjustment, 115mm travel
Front brakes: 270mm discs with four-piston calipers
Rear brake: 270mm disc with single-piston caliper
Wheels: Cast aluminium -- front 3.5 x 15, rear 4.5 x 15
Tyres: Front 120/70-15, rear 160/60-15

DIMENSIONS AND CAPACITIES
Rake: 25.4 degrees
Trail: 92mm
Claimed kerb weight: 249kg (261kg)
Seat height: 810mm (780mm)
Wheelbase: 1591mm
Fuel capacity: 16 litres

OTHER STUFF
Price: $13,999 ($15,999)
Colours: Cosmic blue metallic matt, Titanium silver metallic or Sapphire black metallic (Sapphire black metallic, Platinum bronze metallic or Vermilion red metallic)
Test bike supplied by: BMW Motorrad Australia, www.bmwmotorradaustralia.com.au
Warranty: 24 months, unlimited kilometres