BMW C650 Sport MY2016, the Premium sports scooter [ROAD TEST]

BMW C650 Sport MY2016 – Don't be fooled, the displacement was and remains that of 647 cc. At BMW they say that during the launch phase it was necessary to differentiate the two scooters, Sport and GT, but the solution of fictitiously changing the displacement (C600 Sport and C650 GT) was not very popular with the public. So now that the need is less felt since the differences between the two are clear, we can return to normality. Name aside, there is some substantial news, because in addition to some physiological updates, there have been receive and manage reports from those who complain about defects in the “old” C600 Sport. No revolution, but refinements like those that concern the transmission and shock absorber calibrations, as well as aesthetic adjustments, with redesigned instrumentation and materials in the handlebar area finally up to the Brand's standards. The transition to Euro 4 he then imposed a new split terminal, more captivating both from an aesthetic and sound point of view. Finally on the electronics front we find true traction control, which replaces the particular torque management system that had been chosen on the previous generation, which in some cases did not intervene, but partly left the task to the skills of those in the saddle. Having largely resolved the defects of the old model, only one remains in our opinion: the binding price. In partial defense of the product pricing policy, it must be said that all the improvements made are not paid for with a noticeable increase, given that the price list remains almost unchanged at 11.450 €.

Aesthetics and finishes:

rating:  

It improves some flaws, it remains the sportiest and most elegant, unmistakably BMW

We had already written it when testing the first C600 Sport: we like BMW's interpretation of the maxi sports scooter concept. We can only confirm this with the updated C650 Sport, which remains true to itself in appearance. It has the right amount of character and personality, without losing reference to elegance and good taste. The distinctive elements are thehorizontal rear shock absorber in plain sight (which in fact on the more sober GT is partly hidden by the fairing), the taut and angular lines, with a high ponytail to streamline the ensemble visually and a nice aggressive and partially renewed front (it loses the beaks of the side sides, now connected in a more harmonious way), with the split headlight and plays of chromatic contrast. In MY2106 some aspects change, such as the new colors (an example is matt metallic “valenciaorange” of the sample under review), but also with some refinements dictated above all by the opinions on the previous model. In fact, it improves the quality, real and perceived, in the area of ​​the handlebars and the doors of the two storage compartments in front of the knees of the driver (the one on the left is locked and locks by inserting the steering lock). New chrome inserts for the opening buttons, but above all greater attention to the entire fairing (now in more pleasant and quality materials) in that area, largely resolve the discontent of even the most fussy. The instrumentation is partially redesigned, also changes in the external part, now in the same color and more one with the rest of the dashboard, but above all with the odometer with a brand new graphic design, much more attractive and featuring the model name. The full scale remains at 180 km/h, curious because it is the actual speed that the C650 Sport can reach, which therefore theoretically should go even beyond this threshold in the indicated value. Also new exhaust terminal, which now changes to a split element, for Euro 4 homologation requirements, smaller in size, but with a good aesthetic result. Another new feature is the appearance of automatic daytime running lights with LED technology. Then there remain those many peculiarities of the "C Sport", from adjustable plexy manually with the two fixing wheels (photos aside, we have always held it in the most comfortable, highest position among the three possible), to the "BMW Flexcase” which allows, when the vehicle is stationary (when moving, a sensor prevents it from being left out of position), to increase the capacity of the saddle pad thanks to a "bellows", exploiting all the space up to almost touching the rear tyre, so as to be able place two full-face helmets without any problem. Details that are popular this season are also confirmed, such as the grips and the saddle (with a specific button also for the passenger portion) which can be heated on two levels plus an automatic one which regulates the temperature based on the atmospheric temperature. The handbrake system is also excellent, with a dedicated caliper in the lower part of the rear disc, activated automatically by lowering the side stand.

Engine and performance:

rating:  

A confirmation of "power" with its 60 horsepower improves the transmission

Under “the dress” everything remains as it was, or almost. The engine is therefore confirmed, at the top in terms of power and performance thanks to its 60 horsepower at 7.500 rpm, in addition to 66 nm torque at 6.000, which can drop to 48 (HP) and 54 (Nm) for new drivers. Precisely because of the exuberance of the Elica's in-line twin-cylinder, theadoption of ASC (Automatic Stability Control) as standard (previously you couldn't even have it as an option). It takes the place of the device with a somewhat particular functioning that the first generation BMW scooters were equipped with, which kept the torque under control, but which in certain conditions left the rear tire free to slide as long as the throttle was kept wide open. Now everything is safe and kept at bay by the careful reins of electronics. In addition to this, the calibration of the transmission, with heavier variator rollers and with the clutch which now releases more quickly and allows you to start from a standstill in a more aggressive way, eliminating some of the delay that some had complained about in the past. In short, if previously the sportiest rival among maxi scooters, the T-Max, could (at least in the first few meters) put its nose in front of the traffic lights, now the greater power of the C650 Sport is felt immediately and not there's more story. The greater spacing of the relationships also led to 5 km/h more top speed, with an impressive (for a scooter for sure) 180 km/h effective which can also be achieved with reasonable ease (where it is permitted to do so...). Performance-wise the challenge with the competition is therefore won hands down (a T-Max stops at 46 HP and 165 km/h top speed, just to give an example). The sound, already well recognizable in the past, thanks also to the 270° crank mechanism of the 2 in line, it is now more charming and full of character, thanks to the transition to new exhaust terminals, split and larger, but without the pre-silencer.

Ride and handling:

rating:  

Less rigid, otherwise it confirms its high-level chassis

BMW listened to the complaints and made the C650 Sport less stiff, with softer fork and mono spring settings by 10%. The advantage in terms of comfort, especially in city driving full of bumps and manholes, more than compensates for any other factor. In fact, on fast speeds the Elica sports scooter remains "sharp" despite the cost of greater weight compared to the best competition. The choice to use the same platform for both models, which differ essentially in the "outfit" and other elements in the superstructure and driving setup, in fact makes the Sport larger and heavier than its Yamaha rival, with a gap on the scale close to 30 kg. An excellent balance hides this factor both at speed and in maneuvers from a standstill in traffic, where to do the "slalom" between the cars at the traffic lights you don't need to be physically fit and tall, but just accompany the movements with the accelerator to raise and move the vehicle left and right. The brake sector is confirmed, with a modern one Bosch 9.1MP ABS dual channel to assist the operation of a system with double 270 mm diameter front disc, floating calipers and single 270 mm disc at the rear. The impression remains that, in light of the performance of which this maxi scooter is capable, as well as its size, the brake master cylinders could "help" more, given that when it breaks away hard, a fair amount of pressure is needed on the levers to exploit all the braking force. Worth noting is a convenient innovation with the direction indicators now automatically returning after a few seconds. The aerodynamic protection is fair, with the plexy which, as mentioned, must always be kept in the highest position to do its duty. Moving from one of the three positions to another is quite simple, but not lightning-fast, it cannot be done safely unless the vehicle is stationary and you end up using it only in one position. The ergonomics of the controls are well designed, made simple immediately given the excellent intuitiveness in their operation. This season the C650 Sport is much appreciated for the warmth afforded by the heated saddle and grips. The driving position is comfortable, a good mix of comfort and sportiness, with the double possibility of being able to position the feet forward for long straight stretches in relaxation, further back when you want greater control and reactivity. The only small flaw is the fact that when you ride in a more dynamic way, to avoid sliding forward when braking with your bum, you need to point your feet, keeping them a little forward.

Price and consumption:

rating:  

11.450 euros is not a small amount, even with everything that the C650 Sport brings to the table

The price, even if the improvements are not few, undergoes only a small adjustment from the previous model (+150 euros). The C650 Sport is listed at 11.450 euros, including the first service. We are around 500 euros more than a T-Max ABS (11.290). For completeness of information, some of the details that we have told you and praised (LED daytime lights, heated saddle and grips, in addition to tire pressure sensors), are part of the only optional package offered, the Highline (970 euros additional) . At no cost you can instead have the low saddle (-20 mm thus going to 780). If it is true that it remains one of a kind, the Premium sports scooter par excellence costs a really significant amount, justified by the contents, but which in our opinion makes it less attractive than it could be. The new transmission settings do not affect consumption, which remains in line with that of the old C600 Sport. If you don't exaggerate, 20 per liter are always within reach, not bad in light of the performances it is capable of!

PROS AND CONS
We like it:
Engine and performance clearly superior to the competition, some finishes improved, high level comfort
We do not like it:
Challenging price, weight and dimensions higher than a T-Max

BMW C650 Sport MY2016: the Motorionline Report Card

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Test clothing:
Jacket: Dainese Black Hawk
Trousers: Dainese Jeans Prattville
Shoe: Dainese Street Rocker
Helmet: Caberg Freeride