December – Motorcycle, scooter and 3-wheeler market figures in December 2019 – Pages available on MNC Premium


In the test: BMW C 650 GT

650 scooter from BMW

Sorry, dear BMW designers, but from the front your scooter looks like a sea bream. Let’s see if he also dives something.

There is, of course, a major difference: while the tasty sea bream is available for around twelve euros per kilogram, you pay around 45 euros for a kilo of touring scooters from the BMW pond.

Tea VS. The basic version of 650 GT costs 11,450 euros. With Highline equipment (daytime running lights, heated seats, heated grips, tire pressure control) the price increases by 790 to 12,240 euros. Not a bargain, but maybe a good catch …

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In the test: BMW C 650 GT
650 scooter from BMW


ith its power output of nominally 60 hp and the 47 hp measured on the MOTORCYCLE test bench on the rear wheel, it can assert itself well among the large scooters.

After the first few meters on the road, a refreshing grin dispels all concerns. The bench is not only wide and comfortable, it can also be heated. You sit extremely relaxed – legs casually stretched, feet on the long running boards. And when the electrically adjustable windshield is extended to the highest position, you actually get a level of comfort that is normally only found on large touring motorcycles.

The term GT stands for Grand Tourismo for a reason. But now to the engine: The newly developed twin has turned out particularly flat due to its cylinder bank inclined forward by 70 degrees and sounds quite robust. With its power output of nominally 60 PS and the 47 PS measured on the MOTORRAD test bench on the rear wheel, it can assert itself well in the round of large scooters. A CVT (Continuously Variable Transmission) with its belt drive ensures stepless power transmission, two balance shafts are supposed to eliminate annoying vibrations, which works extremely well. The engine hangs very softly on the gas and implements gas commands relatively spontaneously. Relatively because the power first has to shimmy backwards via the centrifugal clutch. With hot traffic light starts, you have to describe the acceleration as very restrained over the first five meters. But then the sea bream rushes forward beyond the reach of almost all citizen cages.

This greedy forward thrust only ends on the motorway at a real 175 km / h, braked by the rev limiter. And that with a scooter. With a high windshield. And the perceived aerodynamics of a garage. The nice thing about it: At this speed you sit very comfortably on the C 650 GT, more casual, more relaxed and more protected than with most motorcycles, and think to yourself: Oh, I could actually go on to Italy right away. Even at a constant speed of 160 km / h, the drive looks completely relaxed. And the driver too. The chassis of the C 650 GT also played a key role in this. The data alone (1591 millimeters wheelbase, 64.5 degrees steering head angle and 92 millimeters caster) can be used to establish a reference to modern motorcycle chassis. In addition, the main frame consists of a torsionally rigid bridge tube construction, as it is normally only used on motorcycles. The drive is integrated as a load-bearing element in the frame, and in the area of ​​the swing arm mounting, the tubular steel construction is connected to an aluminum die-cast unit. To put it in a nutshell: The 650 runs stably in all situations. It doesn’t rock or swing when you’re racing over nasty concrete slabs at high speed. Hey takes longitudinal grooves calmly, and even if you drive over bumps in an inclined position, you never really panic.


Raising the pane is very easy at the push of a button. You can make yourself comfortable in this position – good wind protection, little turbulence.

Whereby we are on the keyword. No, don’t panic. Goal inclined position. Because the C 650 GT can not only tour. He can do sports too. The so-called inclined position buttons, also known as fear nipples in motorcycle jargon, are mounted on the main stand. If they actually lose their virginity, you’re damn weird. Especially for a scooter. The great thing about it: The 650 gives excellent feedback. Its tightly tuned frame is anything but wobbly and also offers comfort. On the 15-inch wheels, Metzeler tires roll with good grip and are labeled "FeelFree". It has seldom been a better fit. Once on the move, the scooter is easy to steer despite its heavy weight. But the deceleration also works flawlessly: Take three two-piston floating calipers, ABS-assisted, each with a 270-millimeter disc in the pliers. The result is great and at motorcycle level. The pressure point is great on both levers and the effect is flawless

Flawless. A strong expression that does not fit without restrictions. Because there is something to criticize: For example, the C 650 GT is difficult to jack up on the center stand, there are no handles. The test consumption is quite high at 4.7 liters / 100 km on the country road and 5.8 liters on brisk stages on the motorway. A BMW F 800 R needs around one liter less. Also at speeds above 140 km / h the mirrors wobble back and forth so that you can hardly see anything in them. Opinions can still be divided about the storage space cladding with the charm of a felt slipper. But not over the wobbly fuel filler flap: they are supposed to be locked by dainty nipples. With the test copy, these were quickly canceled …

But let’s not put the fish in the pan at this point. Small things like plastic nipples or mirror mountings can be touched up. And maybe the GT is a bit too fat for bumbling through traffic jams. But it is a lot of fun on the country road and offers a lot of comfort. The C 650 GT is like the sea bream: It feels more comfortable in the open sea than on the plate.

Technical specifications


If something really scratches there, the load is usually more sloping than the touring driver would like. The fact that the scooter does not tilt is fantastic.

Water-cooled two-cylinder four-stroke in-line engine, two balance shafts, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, injection, Ø 38 mm, regulated catalytic converter, alternator 588 W, battery 12 V / 12 Ah, continuously variable CVT transmission, Centrifugal clutch, chain in an oil bath.
Bore x stroke 79.0 x 66.0 mm
Cubic capacity 647 cm³
Compression ratio 11.6: 1
Rated output 44.0 kW (60 hp) at 7500 rpm
Max. Torque 66 Nm at 6000 rpm

landing gear
Trellis frame made of steel, with screwed cast aluminum parts, load-bearing motor, upside-down fork, Ø 40 mm, single-sided swing arm made of aluminum, central spring strut, lying, with lever system, double disc brake at the front, Ø 270 mm, double-piston floating calipers, disc brake at the rear, Ø 270 mm, double-piston floating caliper, ABS.
Cast aluminum wheels 3.50 x 15; 4.50 x 15
Tires 120/70 R 15; 160/60 R 15
Tires put to the test: Metzeler FeelFree

Dimensions + weights
Wheelbase 1591 mm, steering head angle 64.6 degrees, caster 92 mm, spring travel f / r 115/115 mm, seat height * 815 mm, weight with a full tank * 268 kg, payload * 177 kg, tank capacity / reserve 16.0 / 3.0 liters.
Warranty two years
Service intervals every 10000 km
Colors black, bronze, red metallic
Price 11,450 euros
Price test motorcycle ** 12,240 euros
Additional costs around 260 euros

Readings *
Top speed
175 km / h
0-100 km / h 6.4 sec
0-140 km / h 12.9 sec
60-100 km / h 3.4 sec
100-140 km / h 6.2 sec
Speedometer effective deviation (display 50/100) 49/98 km / h
Country road / city 4.7 l / 100 km
theoretical range of highway 340 km
Fuel type super

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