1/27/2024 0 Comments Bmw x moto g650I suspect the Xcountry will appeal to the traditionalists out there – it's a no-nonsense set-up with a simple round headlight that gives every impression of being understated. Quite elegant in its own way. The differences extend beyond the rubber, with the Xcountry going for long-travel and relatively soft suspension, while the Xmoto is predictably going for a tighter front and firmer rates overall.Īnd then there are the brakes: a 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. Meanwhile the Xmoto has 17in hoops at both ends running 120/70 at the front and 160/60 at the rear, running a dedicated sports compound. It's running street-oriented rally rubber. The Xcountry runs a 19in front rim and 17in rear with a modest 100/90 section tyre at the front and a 130/80 at the rear. Nothing denotes the difference between these two variants better than their respective tyre sizes. The basic frame is identical for both machines – a steel bridge main member with alloy attachments. In any case, they were happy workers that did not feel strangled despite the catalytic converters and clean emission claims. The younger of the two was a little stiff, but the older was predictable and free of false neutrals. 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. All of that translates to top speeds in the region of 170km/h. The claimed performance figures reveal the plot: max power of 53 horses at 7000rpm and max torque of 6.12kg-m at 5250rpm – it's an engine-room that's designed to be kept spinning. 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. Someone, somewhere, has done a lot of work to get this right. Its fuel-injection is accurate, particularly at low throttle settings – which is often the catch for powerplants like these. 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. The 53 horses claimed by the powerplant is entirely believable. Then there's the unique styling and a sharp-edged attitude which makes it a more memorable toy.īoth have good-quality running gear and feature a number of practical touches such as easy suspension adjustment. The higher-spec suspension and brakes alone will account for the price difference. However, the Xmoto starts to look more reasonable when you add up what it would cost to modify or build your own motard. It has the same drivetrain as its more nutter stablemate and, for most, will deliver similar performance in a more user-friendly package. Neither one is cheap for a 650 single, and the Xcountry is the pick of the pair when it comes to value for dollar. The Xcountry, which is what we spent most of our time on, 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. 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. And that, in our view, has to be good for the market as a whole. Other formerly specialist makers have, from time to time, blathered on about the idea, but Bimm is actually doing it. This range is ample evidence the company is very, very, serious about expanding its footprint on the motorcycle market. More versions are promised and we rode the first two. Light and powerful, they're based around a super-willing powerplant with very distinctive features offered for the three variants so far – the Xcountry (dual purpose), Xmoto (motard) and Xchallenge (enduro). BMW has been playing with 650 singles for a long time, but these, the X-series bikes, are effectively a new animal. In amongst all that, we've also been introduced to the new 650 single line-up. No-one could accuse the company of being a shrinking violet… And just to keep everyone on their toes, the new boss effectively declared a sales war on the big four Japanese firms. Plus of course there was the really big one: the unveiling of the 1000cc supersport prototype destined to carry the corporate flag into the world superbike series. In 2008, there's a dizzying range of new models being launched. It's becoming increasingly difficult to keep up with BMW of late.
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