2014 Vespa Sprint 125 Review – First Ride

Photos by: Milagro

Sitting on the egg yolk-colored Vespa Sprint, I’d be lying if I didn’t say I felt like a spring chick’. It is tiny, agile and fast even with a broiler sized journo onboard. Please join me in welcoming the new “Vespino” one fine spring day in Rome.

Twist and go, it’s yellow, it’s comfortable and I’m in Rome. It doesn’t get much better and as we head off I place myself at the front like the rooster in a hen house. “Cock-a-doodle-doo” the Sprint says and I’m where I like to be, in heavy “be fast or be dead” Rome traffic.

The 31.1 in. high seat is comfortable, black with white piping and I’ve got ample leg space. Under the seat is more space than ever on a Vespa, its storage compartment boasting a massive 16.6 litres of capacity. The extra space has been enabled – and the CG lowered – by moving the battery from underneath the helmet compartment to beneath the floorboards.

Vespa Unveils The Reborn Sprint

The 2.1-gallon fuel tank will take you a long way in the city as the claimed fuel consumption figures stipulate 150 miles per gallon at a realistic average speed for city use of 31 mph (50 km/h). That means 315 miles between fill-ups for the gentle of wrist, your hooligan mileage may vary.

The Vespa Sprint 125 feels quite quick when accelerating away from traffic lights and most of the time it’s the quickest, beating other scooters we met during the test rides. This implies good things about the 125cc 3-valve four-stroke Single that powers the chassis ahead. It has enough grunt to quickly propel you up to 30 mph, but acceleration beyond that point tapers-off and you quickly begin to feel that it’s a small engine. The Sprint will not get a 150cc upgrade, but two different 50cc motors will be available from the Pontedera factory, one four-stroke and one two-stroke.

Thanks to the upgraded suspension, it’s the Primavera-derived steel chassis and body which impress the most. The Sprint feels tight and not flimsy at all. Over Rome’s quaint but rough cobblestone streets, the Sprint handles well and doesn’t transfer too much vibration or shock to the rider. The Sprint is a small-bodied scooter and as such there will always be some extra feel from the tarmac, however it’s more than tolerable.

The front disc and rear drum brakes give plenty of stopping power. Testing on damp roads, it’s interesting to note that next year Vespa will add ABS to its scooters for the first time. ABS is good, but the current setup requires a lot of lever force to lock the wheels anyway.

2013 Vespa LX and S 125/130 3V Review

The new Vespa Sprint 125 gets larger 12 inch wheels which add to both comfort and safety around the city. The Sprint replaces the “S” model as the new youthful and sporty choice in the Vespa range. As with the S and also the ‘60s original, the Sprint continues to signify its existence with a square headlamp.

Vespa sold an impressive 198,600 units in 2013 and it was aptly mentioned in the press conference that Vespa is Piaggio’s Coca-Cola. If the trend continues we should see Vespa pass the incredible 200K unit mark in 2014. I have no doubt that the Sprint will contribute to these figures in a favourable way as it’s a very good product. The 125 has a 6,400 mile maintenance interval which is great for consumers but not as great for dealerships, as they’ll hardly ever be in for service.

Back in ‘68 Vespa was a cute young lady, today she remains just as fresh and pretty at 68, so long may she live.

+ Highs Larger 12-inch wheels Upgraded suspension and chassis are noticeable improvements Comfortable and easy to ride

- Sighs No ABS for 2014 I wouldn’t mind a Sprint with a larger engine

Source : motorcycle.com

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2014 Aprilia Tuono V4R ABS Review

Photos by: Evans Brasfield

Aprilia Tuono V4R ABS

Editor Score: 87%

Engine	19/20
Suspension/Handling	12.5/15
Transmission/Clutch	9/10
Brakes	9.5/10
Instruments/Controls	3.5/5
Ergonomics/Comfort	8/10
Appearance/Quality	8.5/10
Desirability	9/10
Value	8/10
Overall Score	87/100

At the risk of giving away the plot before the end of the story, I’m here to say Aprilia’s Tuono V4R is one of the most scintillating and capable sportbikes ever made. And the subtle modifications for 2014 have made a coveted bike even more coveteder.

Our opinions about the Tuono’s immensely high capabilities and charisma were solidified during our 2012 Literbike Streetfighter Shootout. The Aprilia handily won the racetrack portion, leaving Triumph’s Speed Triple R and MV Agusta’s Brutale 1090 R chasing the Tuono’s magically sweet V-4 exhaust snarl. The Trumpet makes for a comfier and better-balanced street machine, but the Tuono is the clear choice for first-degree hooligans.

For 2014, the Tuono receives several updates, including addressing our beefs about a stiff and slippery seat and a fuel tank that gets depleted too quickly. A new set of Brembo brakes brings ABS into the equation, and the Aprilia Performance Ride Control (APRC) suite of electronics gets software tweaks.

The Tuono V4R’s appearance is polarizing, but its riding experience is unanimously glorious. Now with a comfier seat and slightly more fuel range.

Motor-Head

While the electronics are interesting, let’s begin instead with the Tuono’s most seductive element – its delicious 65-degree V-4 powerplant, one of the finest mills ever bolted between two wheels. Aprilia has doctored up its airbox for greater efficiency and uses taller intakes for the throttle bodies. Together with a revised exhaust system, the 1,000cc Tuono is purported to crank out 168 crankshaft horsepower, a trio of horses higher than previous.

However, our independent dyno testing failed to corroborate Aprilia’s claims for more power. Our bike spat out a considerable 145 horsepower to its rear wheel, but that nice number is lower than the 154 horses we recorded from our 2012 test unit. While it’s true the bikes were tested on different dynos many months apart, we didn’t expect to see this much less power with the new Tuono.

Dyno results are from Gene’s Speed Shop in Torrance, California, which uses a Factory dyno instead of the more common Dynojet brand. It’s equipped with an electric motor which can place additional load on the engine beyond what can be provided via a simpler heavy drum that makes calculations based on inertia, supposedly resulting in more accurate results. The two traces here show both loaded and unloaded runs. Dynojet dynos are far more prevalent than Factory dynos, and most of them (and the ones we use) don’t have the electric resistance.

The Sound of Music

But you’ll never notice the missing ponies riding the Tuono on the street, as it still pushes out 20 or more thoroughbreds than its Triumph and MV rivals, even if its low-end torque curve can’t match its larger-displacement rivals. It always feels eager to romp, almost like a two-stroke, delivering smackdown performance whenever asked. And the transmission’s first three gear ratios are shorter than its RSV4 brother, endowing it with more explosive responses at any street speed.

Luciano Pavarotti’s voice pales in comparison to the soul-stirring song belted out by Aprilia’s engaging V-4. It’s both sweet and nasty at the same time, creating a bellowing tune as sung on world championship racetracks around the world, with a wild crackle on overrun. The Tuono is the closest you can get to a MotoGP streetfighter.
The engine’s appeal is nearly matched by its slick and precise transmission featuring a quick-shifter that allows swift upshifts without touching the clutch lever. The clutch’s slipper function eases sloppy downshifts. The tranny’s only demerit is that neutral access isn’t always reliable, especially while rolling to a stop, and that engaging first gear at a stop is often accompanied by an unbecoming clunk.

Despite its incredibly high sporting potential, the Tuono V4R has fairly accommodating ergonomics. Tall riders might wish for more legroom.

Technobabble

Okay, now that we’ve praised the Tuono’s feral-yet-pleasing drivetrain, we’ll get to the bike’s cutting-edge electro wizardry. While the three-level launch control and quick shift settings remain unchanged, the eight-level traction control employs revised strategies. As for the three levels of wheelie control, the least intrusive setting is updated to bring down the front wheel less abruptly. The pilot also controls which of the four ride modes are used.

Backroad scratching is a hoot on the Tuono, and sophisticated electronics for traction control and ABS aid rider safety.

Also new for 2014 is the Tuono’s braking system, now using new Brembo M432 monoblock brake calipers up front biting on 320mm rotors. Initial response from the new brakes isn’t as sharp as the latest supersports, but their smooth, linear power is about perfect for a streetbike. The rear brake, unchanged, is usefully powerful for street use. Their levers are adjustable front and rear.

But it’s the new ABS system that is the headlining news. It uses Bosch’s sophisticated 9MP brain and adds less than 5 pounds to the bike. Three modes are available: Track, Sport and Rain. Rear-wheel Lift Mitigation (RLM) is enabled in the latter two modes, preventing an unwanted stoppie during extreme braking. ABS, as with all of the Tuono’s electronic rider aids, can simply be switched off if you’re brave or talented.

New brake calipers and the slotted wheel-speed ring identify this as a 2014 version.

Beyond the electronics, there are two other noteworthy changes to the 2014 Tuono that will benefit every street rider. First is a revised seat that’s flatter and better padded for significantly improved rider comfort. While it’s still a far cry from a cushy sport-touring saddle, it now has lots of fore-aft seat room that enables a rider to scoot back for relatively contented highway travel.

Also improved is the Tuono’s fuel range thanks to a 0.4-gallon larger fuel tank, now up to a claimed 4.9 gallons. However, Aprilia’s V-4 continues its reputation for thirst. We averaged barely above 30 mpg during its time in our greedy throttle hands, and it wasn’t uncommon to see the low-fuel light illuminate less than 100 miles after filling up. So, be grateful for the extra fuel, but don’t expect to see more than 140 miles out of each tank.

To a rider, this is most noticeable improvement to the updated 2014 Tuono. It’s a significant step up in comfort while being only a slight step up in height, now at 32.9 inches. Note the grab handles cleverly integrated into the tailsection under the silver trim that give frightened passengers a stabilizing grip.

Framework

The Tuono’s chassis remains unchanged. A modestly long 56.9-inch wheelbase tries in vain to inhibit wheelies, which can be provoked at speeds beyond any posted limit in America.

The notable change is to a new 43mm Sachs fork, now with compression and rebound circuits separated into different fork legs. Both the fork and shock are fully adjustable, allowing a rider to dial in settings suitable for their weight and riding style.

With its comfier seat, it’s not a stretch to imagine the Tuono as a super-sporty sport-touring machine. Its seat-to-peg distance is a little tight, and its short windscreen isn’t very effective. Still, this is a bike that can comfortably inhale hundreds of twisty miles in an entertaining day.

With a frame designed for World Superbike, it’s no surprise the Tuono is blessed with exceptional stability and composure for a streetfighter.

Picking Nits

There has yet to be a motorcycle that isn’t flawed in some respects, and as much as we love the Tuono, it’s not perfect. The electronic instrument panel now appears a bit outdated compared to the gauges on the latest sportbikes. And controlling the myriad of functions from the switchgear on the left handlebar isn’t as intuitive as we’d like.

The Tuono has the same instrumentation as the RSV4. The analog tach is eminently readable, but its square LCD panel displays blocky numbers reminiscent of Atari. Also, red backlighting at night makes the digits less readable.

Conclusion

Compared to a typical repli-racer, the Tuono is much more accommodating during normal streetbike chores, yet there’s no shortage of sporting performance from the engine or the chassis, as we proved on the racetrack during the aforementioned shootout.

But the royal Tuono is facing fresh challenges, most notably from KTM’s terrific 1290 Super Duke R and BMW’s new S1000R, a naked and slightly detuned version of the dominating S1000RR superbike. The Tuono retails for $14,499 in white or black, which might be matched by the yet-to-be-announced price of the BMW. The Super Duker will have a power advantage due to its bigger engine, but it might be saddled with an MSRP a couple thousand dollars higher when it’s revealed.

Read our review of the KTM Super Duke R

But for now, if I had to travel 400 miles on a Saturday to get to a trackday on Sunday, using the same bike for both, I’d easily choose the Tuono V4R ahead of anything else yet on the market.

This tends to happen when riding a Tuono V4R.

+ Highs Glorious motor Sporty without punishment Highly engaging

- Sighs Thirsty Attractive but not beautiful Instrumentation a step behind

Source : motorcycle.com

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2014 Suzuki V-Strom 1000 ABS Review – First Ride

Photos by: Brian Nelson & Enrico Pavia

Suzuki V-Strom 1000

Editor Score:82.5%

Engine	17.5/20
Suspension/Handling	12.5/15
Transmission/Clutch	9.5/10
Brakes	8.25/10
Instruments/Controls	4.5/5
Ergonomics/Comfort	7.75/10
Appearance/Quality	8.0/10
Desirability	7.0/10
Value	7.5/10
Overall Score	82.5/100

The big V-Strom returns for 2014 in a much anticipated reincarnation of its original form. Obvious outward appearances aside, the new Strom boasts increased displacement and midrange power from its redesigned V-Twin, better handling and improved stability from its new chassis, and an electronics package including non-switchable ABS and a three-position Traction Control system; TC a first for any Suzuki motorcycle.

For two days Suzuki subjected a select group of attending journalists to sample, critique and enjoy the virtues of the 2014V-Strom 1000 ABS. Blacktop was the primary surface upon which we travelled, but a short stint atop dirtier roadways emphasized the adventurousness of the Strom as well as reminding a few of the attending journos (me included) to the precariousness of riding a 500-pound motorcycle outfitted with street tires through deep sand.

Fashion inspiration comes from Suzuki’s own late-eighties Dakar entry. Note the beaked front end, a current Adventure-Touring profile associated with competing models, but this bike certainly gives Suzuki original styling cred.

Introduced in 2002 with no major improvements since, it wasn’t necessarily difficult to improve the decade’s old design. But Suzuki didn’t just throw new components at the aged model and call it done. Suzuki sent a team to interview current V-Strom owners to determine the bike’s weak points then address them accordingly. Their findings resulted in focused improvements to:

Highlighted areas represent revised engine components. Suzuki says the new, larger pistons weigh the same as previous ones. Each cylinder boasts two iridium spark plugs compared to a single conventional spark plug in the old model. The two plugs are controlled independently by their own ignition coils.

• Low-to-mid range power/torque
• Increased high speed stability
• Reduced weight and bulkiness
• Updated styling design
• Integrated 3-piece luggage
• Increased range of genuine accessories

Improved engine performance comes via larger displacement (996cc to 1037cc) achieved by increasing the bore from 98mm to 100mm while leaving the stroke the same at 66mm. Throttle bodies now boast 10-hole fuel injectors (replacing the four-hole injectors of the old model) improving fuel atomization.

Overall gearing is shorter due to a numerically higher primary-drive ratio, while sixth gear goes to a 1:1 ratio from the previous model’s slightly overdriven ratio. Both are designed for snappier freeway passing power without an undue increase in engine vibes.

2012 Suzuki V-Strom 650 ABS Review: First Ride – Video

An alligator count resulted in a four-second timeframe for the Strom to accelerate from 65 mph to 75 mph while in top gear. At 55 mph, though, a downshift from 6th to 5th is required to quickly dispatch slower moving traffic. Otherwise, the engine outputs enough low- and mid-range power to keep things exciting and vibrations to a minimum. Above 5,000 rpm you’ll notice some engine vibes sneaking into the bars and footpegs, but you’re never cruising at this rpm (85 mph is still below the 5k-rpm threshold) unless you’re purposefully wanting to experience the rush that comes when the tach sweeps past 6,000.

Cornering clearance is sporty, but aggressive riders will be touching down peg feelers early. The next to go on the right side is the lower edge of the exhaust pipe.

On-road handling manners are vastly improved by virtue of a frame/subframe combo that’s 13% lighter and 33% more torsionally rigid. A fully adjustable, 43mm, inverted KYB fork and pre-load adjustable shock maintain the Strom’s 502-pound (claimed, wet) composure at speed and compliancy when circumstances are more docile.

2012 Adventure-Touring Shootout – Video

The level of flickability is what you’d expect from a tall bike (33.5-inch seat height) with a long wheelbase (61.2 inches), a 19-inch front wheel, long-travel suspension (6.3 inches front and rear), carrying its fuel load (5.3 gal.) in the traditional location – slow. The addition of nearly one inch between contact patches certainly didn’t help increase transition speed but does make for better high-speed stability. In achieving the longer wheelbase Suzuki actually shortened the distance between the front axle and swingarm pivot and lengthened the swingarm.

Like a lot of Adventure-Touring bikes the V-Strom’s off-road worthiness depends on the abilities of its pilot. Some may scoff at the idea of anything less than asphalt beneath the street tires of the Suzuki, but the V-Strom 1000 weighs 69 pounds less than Triumph’s Explorer model.

Given the chance, however, the big Strom will make quick work of a twisty road, its tires and cornering clearance restraining it from higher levels of aggression. Lending to the 2014 V-Strom’s better handling is an overall reduction in curb weight, dropping from 520 pounds to 502 pounds full of liquids.

We’re not engineers but this seems like precarious placement for the delicate ECM-controlled Suzuki Exhaust Tuning butterfly valve – especially for any daring off-road adventurers.

Helping shed weight and improve handling is the redesigned exhaust system that replaces the old dual muffler arrangement with a single muffler and relocates the exhaust can from under the seat to a lower placement on the bike’s right side. Suzuki says the new system saves 10 pounds – more than half of the entire bike’s weight reduction. Increased radiator capacity and the loss of the old model’s oil cooler accounts for another 3.3-pound reduction.

There is big news in the electronics department, courtesy of Suzuki’s first-ever motorcycle traction control system. The switchable, three-mode (1, 2, Off) system monitors front and rear wheel speed, throttle position, crank position and gear position then controls rear wheel slippage via the ignition coil and secondary throttle valve.

Suzuki deserves kudos for developing a first-time TC system that, even when in level two, does not abruptly retard power, but rather softly restricts power delivery without disrupting corner exit drive or chassis composure.

Traction Control levels are selectable on the fly via left handlebar switchgear that also toggles information such as the tripmeters, odometer, fuel range, etc.

Unlike its TC system, the V-Strom’s ABS is non-switchable, and while it works very well, many will prefer to disable the ABS – at least to the rear wheel such as the Enduro Pro mode with BMW’s ABS system on the R1200GS. And while not an electronic rider aid, the Strom 1000 comes equipped with Suzuki’s Clutch Assist System (SCAS). Like other slipper clutches, SCAS helps reduce reverse engine torque when snapping high-rpm downshifts and also reduces clutch pull by a claimed 13 percent.

The V-Strom’s instrument is legible but the one missing electronic rider aid component and corresponding readout we’d like to see added is cruise control. Note the easily accessible 12V power outlet.

Improved rider comfort comes by way of a handlebar that’s 34mm closer to the rider, and a longer seat-to-peg distance that results in an extra 15mm of legroom. The seat/tank junction has also been narrowed, and while this helps disguise the tallness of the Strom’s 33.5-inch seat height, there remains a wide feeling between your knees due to the width of the fuel tank. Seat foam is a little on the stiff side but all-day riding is manageable. Suzuki offers Low and High seat options, reducing and increasing seat height by 1.2 inches and 1.3 inches, respectively.

Passenger pegs were raised 33.1mm and moved forward 7.7mm. A nice design element is the inclusion of passenger grab handles into the rear luggage rack.

The new windscreen is three-position adjustable by simply pressing forward to change its angle, while its vertical positioning requires unbolting the screen from its mount. There’s also an optional touring windscreen that’s 40mm higher and 20mm wider.

MSRP for the 2014 Suzuki V-Strom 1000 ABS is set at $12,699. The V-Strom 1000 Adventuremodel includes hand guards, touring windscreen, side panniers and mounting brackets, engine guards, and bottom cowl for an additional $1,300. Both of which seem appropriately situated between Triumph’s Explorer ($15,699) and Tiger 800 ($10,999).

Once we get a V-Strom 1000 in our test fleet, we’ll be able to evaluate it against the Triumph Tigers and other comparable adventure-touring bikes to discover how its price and performance stack up. Until then, however, you, like us, will have to wait until April when both long-term press bikes and retail units become available.

On display outside the Yoshimura pit at the Anaheim II SX race was this V-Strom outfitted with Continental Twinduro tires – a necessary upgrade for any serious off-roading. Note the Yosh exhaust, pinstriped wheels, blackened rack and air scoops. The only missing component is a metal bash plate for protecting the exposed exhaust pipe and oil filter.

Source : motorcycle.com

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2014 BMW C600 Sport Review

Photos by: Kevin Duke and Adam Wood

2014 BMW C600 Sport

Editor Score:84.25%

Engine	17/20
Suspension/Handling	12.75/15
Transmission/Clutch	7.5/10
Brakes	8.25/10
Instruments/Controls	4.25/5
Ergonomics/Comfort	8.5/10
Appearance/Quality	9/10
Desirability	8.75/10
Value	8.25/10
Overall Score	84.25/100

Occasionally, a bike will capture the collective fancy of the MO staffers to such a degree that we actively seek out new opportunities to ride it again. The BMW C650GT is one of those motorcycles, as it redefines what we expect and what is possible with a scooter. It’s so broadly capable that it has the potential to lure motorcycle enthusiasts to the scooter world.

However, since the GT just won the 2013 Uber Scooter Shootout a little over a month ago, we couldn’t really justify arranging to return it to our stable so soon following publication. After all, the manufacturers don’t just loan us bikes because they’re nice folks (which they are – in case you were wondering). We have to tell them why they should undergo the expense of preparing and providing one of their machines for us to play with evaluate. Fortunately, the GT has a cute, athletic sister who is eager to hang out with her brother’s friends.

Read our 2013 BMW C600 Sport & C650 GT Review – Video

While the designation C600 Sport appears to imply that BMW’s second entry into the “urban mobility” category has a smaller engine than the C650GT, that’s due only to BMW’s non-logical naming system. The Sport and GT share the same liquid-cooled 647cc parallel-Twin power plant. The siblings’ physical resemblance is more than skin deep; they share the same chassis.

Step-through scooters haven’t always been known for their performance (both in the engine bay and cranked over in corners). Happily, BMW has chosen to approach scooters as exciting utilitarian transportation rather than as perky two-wheeled baubles. So, what you get when you ride the C600 Sport is surprisingly energetic acceleration and class-leading cornering capability.

The Sport, like its sibling, the GT, has more than enough power to handle urban commuting duties – both on surface streets and highway.

When you roll on the throttle, the claimed 60 hp and 49 ft-lb. of torque feel completely accurate to the seats of our pants. The power comes courtesy of a thoroughly modern 79mm x 66mm parallel-Twin, breathing through four valves per cylinder. The 11.6:1 compression ratio necessitates the use of premium unleaded.

Since the C600’s continuously variable transmission (CVT) can’t be tested on a standard dyno, we are unable to give you numbers produced at the rear wheel. Still, when you launch the Sport, it pulls away with authority – after the brief pause associated with centrifugal clutch CVT transmissions. City traffic doesn’t stand a chance. Just twist the grip and go.

And go it will – all the way up to triple digits! So, in the more mundane world of commuter traffic, the C600 Sport can hold its own on both the surface streets and the highway. When considering the ability to generate such impressive speed with a step-through scooter, you might think that it would get kinda squirrelly with 15-inch wheels at an elevated pace. Although the steering is responsive, thanks to the small wheels, the 62.6-inch wheelbase puts it in the shorter end of cruiser specifications which makes the Sport a stable partner in high-speed crime. The 25.4 degrees of rake and 3.9 inches of trail, no doubt, contribute to this responsive yet stable character.

Read our 2012 BMW C 600 Sport Review

Get the C600 Sport outside of the urban centers it was designed to inhabit, and it feels just as comfortable when the pavement gets twisty. Although responsive, side-to-side transitions reveal the heft of the scooter. With a claimed wet weight of 549 lb., the Beemer’s CG is kept low, thanks to the cylinders’ 70 degree forward lean and the 4.2-gallon under seat gas tank. Although the Sport has a 26-lb. weight advantage and slight forward weight bias compared to the GT, any difference in handling is negligible.

The C600 Sport’s riding position allows the rider space to sit in either a traditional, feet under you or a relaxed feet forward position.

The C600’s suspension consists of a 40mm inverted fork in the front with a single-sided swingarm and a preload adjustable, lay-down shock in the rear. Connecting the two is a tubular steel frame that uses the engine as a stressed member. The stoutness of the chassis coupled with the Sport’s ample ground clearance combine to make this one bike that you can really get your scoot on. The ground clearance, however, comes at the cost of a high 31.9 in. seat. Although we commend BMW for making a scooter you can truly lean over, the tall seat might scare away some shorter riders.

With all that ground clearance and a willing motor, riders will naturally find themselves traveling at higher velocities – but without the engine braking provided by standard transmissions. Fortunately, the C600’s three 270mm brake discs do a good job of scrubbing off the excess speed. While the brakes are plenty powerful, riders more inclined towards sporting machinery will miss some of the lever feedback to which they are accustomed. BMW’s standard ABS is ready to lend a hand should braking effort exceed the available traction.

With the windshield in its highest position, only taller riders can see completely over it.

The comfortable feet-forward riding position may feel unusual for a bike with such cornering capability, but after a while, you no longer notice. A rider has the option of placing feet horizontally below knees or set at an angle further forward.

Weather protection of the C600 Sport is good but not as complete or as adjustable as the GT. The windshield is slightly smaller and only offers three manual adjustment positions. In its highest setting, turbulent air is directed at the top of the helmet of riders in the six-foot range, making for more wind noise. The other positions are better but offer less wind protection. If we hadn’t experienced the GT’s electrically adjustable windshield, we probably would have liked the Sport’s screen more.

Our test unit, like most of the BMW C scooters sold in the US, was equipped with the Highline accessory package, giving the rider access to heated grips and seat plus a tire pressure monitor. While the package adds $605 to the cost of the bike, BMW says that most buyers select this option. We probably don’t need to mention how nice it is to have a warm butt and fingers on chilly mornings, do we?

Another feature that contributes to the popularity of scooters is convenient storage. The Sport has two small cargo compartments in the fairing. The one on the left has an electrical outlet and locks with the fork. The C600’s underseat storage is unique in that it has the ability to expand when the bike is parked, enabling it to hold two helmets. This “flexcase” actually drops the bottom of the storage so that it almost rests on top of the rear tire. Consequently, the engine will not run with the flexcase in the lower position, as it would interfere with rear suspension travel. That storage and the LED light in the storage compartment are two premium features that make the BMW stand out among other scooters.

Read our 2012 BMW C600 Sport And C650GT Scooter Preview

Perhaps our favorite little detail of the Sport and the GT is the parking brake that is engaged by the side stand. The implementation of the parking brake is so low-tech that it seems almost un-BMW like. A bar actuates a caliper on the rear brake when the side stand is deployed. We have to wonder why all scooters don’t have this simple device instead of a separate parking brake.

When considering all that the BMW C600 Sport has to offer – from its roomy accommodations to plentiful storage to backroad scratching capability – BMW is clearly trying to appeal to a more well-heeled buyer than the typical person looking just for economical transportation. The $9,590 supports that assumption. Add to that the $605 Highline Package, and you’ve got some serious change invested in a scooter. You do, however, get what you pay for in terms of performance, fit and finish (which are all top-notch). The 2014 colors are Alpine White, Cosmic Blue Metallic Matte, and Sapphire Black Metallic. (The Titanium Silver Metallic on our test bike is no longer available.)

If you’re in the market for a performance-oriented scooter, you owe it to yourself to check out the BMW C600 Sport.

Source : motorcycle.com

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