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BMW Unveils Long Anticipated Maxi Scooters: C 600 Sport and C 650 GT

C 650 GT

As expected, BMW today revealed two production, large displacement scooters, the C 600 Sport and C 650 GT.  Both bikes displace 647 cc from a parallel twin with CVT transmission.  They are rated at a healthy 60 hp.  BMW is touting the handling and performance of both models, with the GT tilted more toward long-distance comfort.  Here are the details from BMW in its press release.

There have been drastic changes in the requirements for individual mobility concepts, specifically for conurbations. The challenges facing inner city traffic in future will be growing traffic volume, rising energy costs, and greater stringency of CO2 stipulations.

C 600 Sport cockpit

The BMW Group has recognised these challenges and is developing series solutions for the mobility needs of today and tomorrow. As an integral part of the BMW Group, BMW Motorrad is also dealing with the issues of individual single track mobility and the future needs of customers. In this context,
BMW Motorrad is expanding its business activities to include urban mobility.

As its first offers on this sector, BMW Motorrad will be presenting two premium vehicles on the maxi scooter segment. The BMW C 600 Sport and the BMW C 650 GT combine the outstanding riding properties of a motorcycle with the specific agility and conceptual comfort of a scooter for a new kind of dynamic riding experience.

The new maxi scooters will be built at the BMW Motorrad plant in Berlin.

Two dynamic maxi scooters for sports and touring.

The differing characteristics of the concepts behind these two maxi scooters appeal to a wide target group: the C 600 Sport for the riders with sports ambitions, and the C 650 GT for customers attaching greater importance to comfort and touring ability.

Irrespectively of their differing concepts, the C 600 Sport and the C 650 GT present the unique design language of BMW Motorrad, setting new standards on this segment in this category as well. Modern and dynamic, they are the perfect examples of the BMW Motorrad design philosophy.

C 650 GT

Powerful 2-cylinder inline engine with CVT and characteristic sound.

The 2-cylinder inline engine of the C 600 Sport and C 650 GT is an all new development by BMW Motorrad with a displacement of 647 cc. In both models, its rated power output is 44 kW (60 hp) at 7500 rpm, and its max torque of 66 Nm is available at 6000 rpm. The power is transferred via a directly integrated CVT, or continuously variable transmission.

The engine owes its low position and therefore low centre of gravity to its cylinder bank, which is inclined to the front through 70°. The characteristic sound and low vibration levels are the result of the 90° crank pin offset, 270° ignition spacing, and two balancer shafts driven by spur gears.

An electronic fuel injection system supplies the four valves under the two overhead camshafts. Oil is supplied from a dry sump with double oil pump, and an efficient cooling concept optimises the thermal equilibrium in the 2-cylinder engine.

The exhaust system is made completely of stainless steel and complies with motorcycle specifications. Fitted with a closed loop catalytic converter and an oxygen sensor, the C 600 Sport and C 650 GT fulfil today the Euro-4 emission limits of tomorrow.

C 600 Sport

Suspension with playful handling and best riding stability.

One objective in the development of the C 600 Sport and C 650 GT was to combine directional stability at high speeds on the motorway with playful handling in city traffic and clear feedback to the rider – just like a motorcycle.

Accordingly, the design of the C 600 Sport and C 650 GT suspension features a torsionally rigid hybrid interconnection of a tubular steel bridge frame and a diecast aluminium unit at the swingarm bearing. In addition, the 2-cylinder inline engine functions as a bearing element, presenting a particularly rigid construction for stable and high precision response.

The greatest possible riding stability is also provided by the bearing for the cast light-alloy single swingarm with coaxial centre of rotation.

Also the suspension elements fulfil more fastidious needs for sporting character and comfort. At the front, an upside down fork presents a generous fixed fork diameter of 40 mm. The tail presents a reclining spring strut on the left side. The spring travels are each 115 mm, as they also occur quite commonly on the motorcycle sector. Also the tyre widths and cross sections of the C 600 Sport and the C 650 GT are aligned to motorcycle dimensions.

600 Sport

Powerful braking system with BMW Motorrad ABS fitted as standard.

The new C 600 Sport and C 650 GT are fitted with a generously sized braking system consisting of a two-rotor disc brake at the front and a single disc brake at the rear, each 270 mm in diameter. At the same time, the BMW Motorrad ABS fitted as standard ensures maximum possible safety.

Multifunctional instrument cluster and optional LED daytime running light.

The instrument cluster of the C 600 Sport and C 650 GT presents a large, easily readable LCD display with integrated engine speed readout and an analogue speedometer. The instrument cluster presents considerably more functions than usual in this vehicle class.

For the first time, BMW Motorrad is also offering an LED daytime running light as an optional equipment feature on its C 600 Sport and C 650 GT.

C 600 Sport with the world premiere FlexCase.

The FlexCase for the C 600 Sport is an innovative stowage space concept.
A flap in the tail base under the seat enlarges the stowage space on the stationary vehicle. This can be used e.g. to hold two helmets.

The highlights at a glance

•      Efficiency optimised 2-cylinder inline engine with high torque and CVT.

•      The most powerful and efficient engine of its class.

•      Compact design with dry sump lubrication.

•      Power output 44 kW (60 hp) at 7500 rpm, max torque 66 Nm at 6000 rpm.

•      Punchy sound and low vibration levels thanks to the 90° crank pin offset, 270° ignition spacing, and two balancer shafts.

•      Low fuel consumption and low emissions thanks to electronic fuel injection and closed loop catalytic converter.

•      Suspension concept similar to a motorcycle; particularly rigid and hence more stable suspension system of tubular steel bridge frame and diecast aluminium unit at the swingarm bearing.

•      Generously dimensioned upside down fork with 40 mm standpipe diameter.

•      Swingarm with wide bearing base and reclining spring strut on the side.

•      Swingarm’s centre of rotation coaxial with the output shaft, so constant chain tension and reduced reaction torques.

•      Low maintenance, encapsulated secondary drive via roller chain in oil bath.

•      High level of active safety thanks to generously sized braking system and dual channel ABS fitted as standard.

•      Hold brake engaged automatically via the side stand.

•      Multifunctional instrument cluster with onboard computer.

•      Optional LED daytime running light and way home function.

•      Either sporty, dynamic or luxurious, elegant in the characteristic BMW Motorrad design language.

•      Generously sized stowage space. C 600 Sport with the world premiere FlexCase as an innovative stowage space concept.

•      Powered (C 650 GT) or manual (C 600 Sport) windscreen adjustments for the optimal protection against wind and weather.

•      Three colour variants for each.

•      Extensive equipment and custom accessories of the familiar high BMW Motorrad quality.

The differences between the C 600 Sport and the C 650 GT at a glance

The sporty, dynamic scooter BMW C 600 Sport is characterised by a seat positioned for extremely active riding. This was made possible by the arrangement of the foot boards, seat, and handlebar in an ergonomic triangle. More fastidious needs for touring and long distance capabilities, on the other hand, are fulfilled by the luxurious C 650 GT. The rider and passenger can therefore adopt a more relaxed sitting posture that is highly appreciated especially over long stretches. The ergonomics designed for even greater passenger capability and comfort can be felt in particular on a more comfortable seat with adjustable backrest for the rider in conjunction with a higher handlebar and comfortable floor boards in lieu of separate footrests for the passenger. In addition, the C 650 GT presents a larger, powered windscreen for even better protection against wind and weather.


•      C 600 Sport with dynamic seat position as a result of flatter handlebar, sporty seat design for both one and two persons, and sporty footrests for the passenger; seat height 810 mm.

•      C 650 GT with emphatically comfortable seat position as a result of higher handlebar, more comfortable and larger seat with adjustable backrest for the rider, and foot boards for the passenger as well; seat height 780 mm.


•      C 600 Sport with windscreen adjustable mechanically to three positions.

•      C 650 GT with larger windscreen adjustable electrically over 10 cm for even greater comfort and protection from wind and weather.

Body and design

•      C 600 Sport with sporty, spartan panels. The lean tail with the dynamic upswing and emphatic body edges lend it lightness and dynamics.

•      C 650 GT with an organic design language emphasising comfort attributes. Generously sized panel parts for outstanding comfort and protection against wind and weather.

Headlights, turn indicators, rear light

•      C 600 Sport: front turn indicators integrated in the panelling, twin circular headlights with two side lights on the left and right, LED rear light cluster with single turn indicators

•      C 650 GT: front turn indicators integrated in the mirrors, twin circular headlights with side lights between them presenting a vertical light strip of three elements, LED rear light cluster with integrated turn indicators.

Stowage space

•      C 600 Sport with world premiere FlexCase and hence variable stowage space concept in the tail under the seat. Despite its sporty, spartan tail section, two helmets can be easily stowed in the parked vehicle.

•      C 650 GT with a large stowage space of about 60 litres in the tail for taking two helmets and other utilities.


•      C 600 Sport:

Cosmic blue metallic matt

Titanium silver metallic

Sapphire black metallic

•      C 650 GT:

Sapphire black metallic

Platinum bronze metallic

Vermilion red metallic


  1. bob kelley says:

    Owned an old boxer and loved it. Time passed…had to sell due to a move….currently run a Majesty and love it as much as the R-100RT. Not a great interstate bike, too light for my taste…but outstanding on rural roads up to 65-70mph. Also routinely hit 60-62 mpg. Much easier to manage in towns, stop and go, etc…than a big bike. Bottom line, buy what you like and feel like you need. Got lots of great choices out there.

  2. Olaf Hall says:

    I would rather buy a Honda Integra….

  3. Brian Shearer says:

    I wonder what the long range capabilities of this type of vehicle are? Although its supposed to be capable of 109 mph, is it legal on American interstates? Could you travel say, 250 miles, at interstate speed without overheating/damaging the drivetrain and CVT?

    • sliphorn says:

      These are absolutely legal on Interstates and are very capable of long distance travel. I have 3 friends that have maxi scoots. One with a Suzuki Burgman 650, one has a Kymco Xciting 500, and one has a Yamaha Majesty 400. All three of them have done very long trips with me. I ride a 1050 Sprint ST and these scooters handle the Interstates with ease.

  4. James Allmond says:

    BMW-Honda battles? Sniping at each other. This Harley riders is LMAO. Gonna be nice to just sit back and watch the rumble…

  5. George says:

    BMW reliability has suffered during the last few years, rear drive failures, etc. Then if you do have a breakdown while touring, dealers are few and far between. Another annoying thing is when they reduced their warranty protection from 36 months with unlimited mileage to 36 months or 36000 miles, that bothered me. I switched to Honda from my old R1150RT. 46000 miles on my ST1300, zero problems. I’ll stick with Honda reliability. Plus, Honda motorcycles are not put together by a bynch of union goons. If Honda workers don’t do their job, they are fired!!

  6. Fat Old Man says:

    Add “encapsulated secondary drive via roller chain in oil bath” to the shaft, chain, and kevlar belt debate. I know its an old idea, they go way back, saw one on a bike in the Smithsonian. Never owned one. I imagine they are quiet and not messy.

  7. Norm G. says:

    (bavarian accent) “das UBER scoot-er”…! (/bavarian accent)

  8. AndrewF says:

    You don’t know who buys giant scooters? Many Europeans, that’s who.

  9. sliphorn says:

    They both use the same 647cc motor yet they decided to call one a 600 and the other a 650. BMW is wacky.

  10. Fred M. says:

    A 2011 BMW S1000RR lists for $13,950. The 2011 Suzuki GSX-R1000 and Yamaha R1 each list for $13,600 (+/- $10). Does a $350 premium for the BMW seem “stupid high” to you? To me, the BMW is the steal of the liter class, with a motor that is substantially more powerful and electronics that are top-notch.

    BMW is very capable of being price-competitive. Will it cost as little as the T-Max? Probably not. It will probably be competitive with the Suzuki Bergman 650 and the Honda Integra 700.

    • sliphorn says:

      Granted, the S1000RR is a relative bargain, but that can’t be said for most of their product line. MSRP is one thing, I still don’t trust BMW when it comes to overall reliability, and the cost of parts and labor are too high.

      • Nate says:

        You don’t trust BMW reliability? Then you’re pig ignorant. My R1150rt has 50,000 miles on it… that is to say… its finally broken in. My brother’s 1150 GS has 115,000 miles on it. For crying out loud. Nothing compares to BMW for reliability. Honda makes junk by comparison.

        • sliphorn says:

          Oink, oink. I’ve heard it all from you BMW guys. Honda makes junk by comparison? Fascinating. I knew my feelings about BMW’s would draw out the fanatics.

          Over the years I’ve ridden with way too many BMW owners that have had their beloved BMW leave them stranded by the roadside. And it’s always been one of two things. An electrical system problem or the shaft drive. No thanks.

      • Fred M. says:

        So where can you get a better price on a 1200cc boxer twin bike than BMW? When you sell a unique product, and there is strong demand for it, the price reflects that.

        Your comments on reliability seem to fly in the face of reality. BMW motorcycles consistently have some of the longest powertrain lifespans. They are trusted by people riding in some of the most desolate, rugged terrain in the world. They are used by countless police departments all over the world. Generally, police departments frown on bikes that leave their motor officers stranded.

        As to parts and labor costs, that’s in the “who cares?” category of my life. I do all my own service (even rebuilt a few engines), so labor isn’t an issue for me. Plus, all motorcycle shop labor is expensive. Parts? I guess if you’re some kid who crashes twice a year during track days, that’s a big deal. It’s not for me. I seldom need parts beyond expendables (brake pads, clutch discs, tires, oil & air filters, etc.).

        • sliphorn says:

          Yup, I’m a 58 year old kid, Freddie boy! The CAN-bus systems on the newer BMW’s suck. Period. Those that are faithful to the brand and want the latest greatest BMW sell them at the end of the warranty period. Why? Because if they haven’t already had loads of troubles they know that they soon will. Older BMW’s are a different story.

  11. bikerrandy says:

    Well, they look like current BMWs, that’s for sure. Wonder what their price is going to be ? Seems like 650cc is as big a motor as maxi-scooters are going to have, at least for now. Since scooters aren’t trying to compete speed wise with the fastest MCs, that’s OK with me. Scooters are more about convenience, comfort, storage.

    • sliphorn says:

      Agreed, but these types of scooters, new BMW, and TMAX are also about great handling because of the rigid motorcycle chassis and the motor not being mounted on the swingarm. The TMAX will embarrass a lot of sport bikes in the twisties and I’m sure these new BMW’s will too.

    • Fred M. says:

      For at least three years, there has been a Gilera GP-800 with an 839cc engine — same drive train as the Aprilia Mana 800. A version of that scooter will be sold under the Aprilia name, possibly in the U.S. Honda has just introduced a 700cc Integra maxi scooter.

  12. sliphorn says:

    Interesting. Certainly more power than the new 530cc TMAX, but in typical BMW fashion, msrp, parts, and labor will be stupid high. Especially parts and labor. And if the electrical system is typical of the marque, no thanks. I’d trust the TMAX much more than this. But, time will tell.

    It’s still nice to see this segment grow. Scooters that handle like sport bikes is a good thing.

  13. Yoyodyne says:

    Apparently BMW can’t afford to hire a competent translator? Incredible, just an appallingly bad press release…

  14. BoxerFanatic says:

    No BMW sport-touring boxer bike, and no half-faired K-bike, but this?


    • Fred M. says:

      It’s great to see BMW exploring exciting new market segments like this, rather than just rolling out yet another uninspired boxer or K-bike aimed at an ever narrower niche.

      I’m glad that BMW has been widening their line to include parallel twins, true off-road bikes, a superbike, and now maxi-scooters.

      I’d much see these than yet another weird suspension system (Paralever, Telelever, Duolever — they’ve got more levers than Harley has Glides). You’ll notice that the S1000RR returned to conventional suspension at both ends.

      • BoxerFanatic says:

        And that is precisely why I don’t have any interest whatsoever in the S1000RR. If I wanted a bike like that there are plenty around.

        If by weird, you mean superior, then yes. Telelever and especially Duolever are inherently better engineered than telescopic damping forks, they have almost no development compared to 50+ years of telescoping fork development, though. Duolever is as far better from a fork as double-wishbone suspension is better than a MacPherson strut on a car.

        And Paralever (as in parallelogram) rear suspension is similarly proper rear suspension geometry.

        A Boxer or K-bike doesn’t need to be uninspired, and doesn’t need to be narrower in scope.

        A brand new R1200RS DOHC need not be a niche bike, and could potentially be a better, and also easier to own bike than a VFR1200 (that COPIED BMW’s Paralever, BTW…) If BMW would build one instead of fooling around with an over-grown moped.

        Talk about a niche market. Who buys giant scooters rather than a better performing PROPER motorcycle, or a more practical compact car?

        I would buy one of those new Honda parallel twin motorcycles before I would mess around with a giant moped like this from ANY brand.

        • sliphorn says:

          Giant moped? Get real, and don’t knock ’em ’til you’ve tried ’em. Ever ride a TMAX? Handles better than any porky “PROPER” BMW Boxer. Telelever=lousy feel. Vague as can be. Not for me.

          And to each their own! BMW is smart for introducing these types of machines. They will attract new and different riders to the world of two wheeling and that’s a good thing.

          • BoxerFanatic says:

            CVT… I don’t need to try it to know that I don’t want transmission behavior like a riding lawn mower. Not on a bike, or in a car that I want to enjoy piloting.

            And I have yet to hear anyone describe an -S or -R model boxer BMW as “porky”. And they are not carbon copies of every other motorcycle on the market.

            Mince vocabulary all you like, but physics and geometry don’t lie. Parallelogram suspension is proven technology, and correct engineering, motorcycling or otherwise.

            Most people who talk about being “open minded” tend to accept anything they are presented with, without discernment. An open mind tends to let any riffraff in, and lets critical thinking fall out.

        • Ruefus says:

          Any time I see the word proper used this way, it’s usually from a close-minded person. That trend remains unchanged.

          Moving on……

    • sliphorn says:

      Okay, BF, somehow you know what riding one of these maxi scoots would be like without actually riding it. That’s one heck of a trick. It’s clear that you love BMW motorcycles, I don’t. I’ve ridden plenty and they leave me cold. You’ve yet to hear anyone refer to them as “porky”. Well, you heard me do so. So that’s one. I was trying to be nice with the “porky” reference, because I actually think they’re over engineered expensive unreliable pigs, like most German machinery. How’s that for critical thinking?

  15. Ian Danby says:

    Finally – The game is on at last. When will HONDA come out to play (in CANADA)?

    Ian Danby – Oshawa, Ontario

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