We tested the BMW C 400 GT: a premium scooter for the A2 license well equipped but with little cargo space
BMW Motorrad is ready to make its way in one of the most competitive sectors of the market. Apart from large touring motorcycles, the Germans want to compete with the Japanese in one of the juiciest niches: that of the maxiscooter for the A2 license.
The BMW C 400 GT presented last November is the confirmation of an expected movement, making the BMW C 400 X more refined, comfortable and pleasant to use for those who want the bike for a radius of action a little wider than the urban.
BMW C 400 GT: A2 maxiscooter offensive
Excluding the BMW C1, BMW Motorrad was not represented in the scooter sector until 2012. In that year the first BMW C 650 appeared and since then its range has been extended until 2019 with a total of five models located in the maxiscooter category.
At Motorpasion MotoWorking at Bultaco: from making a dream come true to living a nightmare with Stockholm syndromeWithin the urban mobility vehicle market, the displacement sector between 250 and 500 cubic centimeters is the one with the greatest pull , but at the same time it is the most competitive. For BMW, entering this market is a large-scale challenge and it wants to do so by looking for success with a very propeller product.
The new BMW C 400 GT takes the base of the BMW C 400 X, with a tubular chassis, conventional suspensions and a single-cylinder engine and adds extra luxury and comfort. Leaving the more urban environment represented by the X version, this GT aims to be a tough contender among the A2 card maxiscooter.
On the outside the BMW C 400 GT is, as always in BMW designs, very personal. In this model, the asymmetric front headlight is abandoned in favor of a symmetrical one with a horizontal arrangement with four groups of 100% LED technology that give it a very modern appearance. The lines are angular and although it is a bulky scooter, it doesn't seem so bulky due to its rather dynamic design.
The front indicators are vertically integrated into the fairing and at the rear the taillight is also 100% LED, with a very C 650 GT style design, with the indicators on its flanks. In general terms and despite the similarities, the C 400 GT is much more elegant than its city brother.
The time has come to get on top of this maxiscooter and we have to raise our leg on the central beam or pass it over the seat. We put ourselves at the controls and, okay, the position feels quite different from that of a C 400 X. The seat, foot plates and handlebars are different, while the seat remains 775 mm from the ground.
Ergonomic tweaks favor a much more relaxed position. With the butt attached to the new lumbar support of the seat, we can almost completely stretch out the legs for a user of average height thanks to larger platforms that allow the feet to be carried much further or leave them flat on the ground. The hands are also closer, improving control with minimal fatigue.
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— carley Sat Aug 24 14:31:53 +0000 2019
We took advantage of the standard keyless start on the model to start your engine. Its sound is quite attenuated and pleasant and during the first few meters it works again discreetly and with hardly any vibrations.
Immediately we realize that apart from the ergonomics, the driving position is much more pleasant thanks to a much better protection. The screen is notably larger but also the front of the scooter, so the rider and his passenger are much more protected.
Moving at the pace of the highway, the C 400 GT manages to mark legal cruises with total ease, but also to sustain them with a much higher comfort than the X in which too much air whipped us. In the GT it is the opposite, and it is appreciated, although for asking they could have implemented an adjustable screen, even manually.
One of the points that we liked the most, again, is the engine. The BMW C 400 GT is equipped with a Loncin single-cylinder engine (well, in fact the entire scooter is assembled by the Chinese manufacturer) which, with 350 cubic centimeters, produces 34 CV of maximum power and 35 Nm of torque.
The first response to the throttle is not brilliant, especially considering that it is 8 kg heavier than the BMW C 400 X, it pushes from a standstill quite smoothly and progressively, but the variator shift is very good raised to be able to gain speed sufficiently and give his best face in recoveries. Once underway, it pushes hard and it is easy to overtake in medium-radius movements.
The performance of the BMW C 400 GT is, like its brother the X with which it shares all the chassis and mechanical parts, a well-balanced scooter in general terms. It is medium to large, but it is not a scooter that feels heavy.
The changes of direction are not flashy, it is agile and at the same time when starting the turns it feels well supported, with a chassis that does not flex forcing the rhythm in the curve and that gives the driver a great feeling of confidence.
The suspensions also have a lot to do with this section because the conventional 35-millimeter front fork and the rear monoshock contain good inertia in turns and respect a good compromise with comfort the rest of the time. There are neither hard nor soft suspensions, a midpoint resolved appropriately except for some dryness in the reactions of the rear end to unforeseen bumps.
At the point of dropping the anchor, it's time to apply the brakes, equipped with ByBre (By Brembo) material. The feel of the levers is uneven. While the left lever that operates the rear brake has a short and hard but precise path, the right lever with which we usually brake has less sensitivity. To brake effectively with the front brake you have to apply more pressure and the sensitivity is more spongy.
The C 400 GT comes standard equipped with ABS and ASC traction control. Both tend to kick in too early, even when braking hard the front ABS kicks in earlier than desired.
At a practical level we have the keys that characterize all scooters beyond being mere vehicles. Up front the BMW C 400 GT has two good-sized glove boxes that lock on ignition. At the rear, the hood is possibly one of the most critical points of the model.
As successful as it claims to be, the C 400 GT has a hood that only fits a full-face helmet when stationary. The FlexCase system can only be deployed with the scooter parked and then a full face helmet (although not all of them will fit well) and something else will fit in the front. While the FlexCase cannot be unfolded, we will therefore not be able to carry a second helmet.
This factor is decisive for many customers and, for example, the Suzuki Burgman 400 has received countless criticisms in this regard now that in the latest version the gap has been reduced and two full-face helmets no longer fit as before.
Connectivity as a claim
During the test of this BMW C 400 GT we also had the opportunity to test again the BMW Motorrad Connected Ride system. In addition to using the optional fully digital dashboard common to all new Munich motorcycles, associated with a BMW helmet with intercom we can make use of all the connectivity potential.
Managing the control panel from the rotary controller of the left pineapple we can access the functionalities of our mobile phone connected via bluetooth. Thus, without letting go of the handlebars, we can listen to music, receive GPS instructions acoustically and visually on the dashboard, and receive or make calls.
We tested the communication of the system with several calls and the truth is that we did not achieve optimal quality to maintain a fluid conversation, in addition to suffering numerous disconnections of the smartphone with the scooter.
In any case, this type of element, despite the fact that it can be useful from time to time (music functions on the road, intercom to talk with fellow travelers or GPS navigator), access to communications poses a risk for the driver of motorcycles because it reduces the levels of attention considerably.
BMW C 400 GT and its competition outside and within the brand
Regarding consumption, BMW Motorrad announces an average approved according to the WLTP cycle of 3.5 liters per 100 kilometers with which It can cover a theoretical autonomy of 300 km, but during our journey carried out with fairly smooth driving, the on-board computer gave us a liter above that figure, somewhat below 4.5 liters.
The price of the BMW C 400 GT is 7,950 euros, a price above average but quite competitive considering the standard equipment (Suzuki Burgman 400 for 7,799 euros, Yamaha X-Max 400 for 6,799 euros , Honda Forza 300 for 5,800 euros). Obviously, BMW's financing programs are the great asset of the Bavarian manufacturer to make its way in the segment.
In Motorpasion MotoSuzuki GSX-R750: a journey through 33 years and 13 generations of a two-wheeled mythPossibly its biggest rival is its own close relative, the BMW C 400 X we tested last year, and that offers a quite similar proposal although something more urban for 1,100 euros less.
Ultimately, the decision will be more adjusted to a matter of taste, if the C 400 GT enters through the eyes of its customers, if they hook more through the financing options of the Select program or if the load capacity is a determining factor. In any case, the BMW C 400 GT is a good maxiscooter, well finished, well equipped and optionally one of the technological leaders in the sector. But yes, it is also one of the most expensive.
BMW C 400 GT 2019 - Rating
7.0
Engine8Vibrations7Change8Stability7Agility6Front suspension7Rear suspension6Front brake6Rear brake6Rider comfort8Passenger comfortN/AConsumptionN/AFinishes8Aesthetics6For
Against
BMW C 400 GT 2019 - Technical sheet
| Engine | ||
|---|---|---|
| Type | Single-cylinder four OHC times | |
| Displacement | 350 cm3 | |
| Compression | 11.5:1 | |
| Cranking | Electric | |
| Bore x Stroke | 80mm x 69.6mm | |
| < /td> | Power | 34 HP at 7,500 rpm |
| Torque | 35 Nm at 6,000 rpm | |
| Cooling | Liquid | |
| Power | Electronic | |
| Power | BMS-E2 | |
| Clutch | CVT | |
| Cycle part | < /th> | |
| Chassis | Tubular steel | |
| Front suspension | 35mm conventional fork, 110mm travel | |
| Suspension rear | Monoshock, 112mm travel | |
| Front brake | Double 265mm disc with calipers four-piston | |
| Rear brake | 265mm disc with single-piston caliper | |
| Front wheel | Aluminum 3.50x15", 120/70-15 | |
| Rear wheel | 4.25x14" aluminum, 150/70-14 | |
| Dimensions and weights | ||
| Wheelbase | 1,565 mm | |
| Length | 2,210 mm | |
| Width | 835 mm | |
| Seat height | 775 mm | |
| Feed | 81 mm | |
| Weight in running order | 212 kg | |
| Tank | 12.8 liters | |
| Price | 7,950 euros |
See complete gallery » BMW C 400 GT 2019 test (12 photos)
See full gallery » BMW C 400 GT 2019 (18 photos)
Note:The equipment used during the test was: Icon El Bajo boots, Icon Retrograde gloves, Icon Squalborn jacket, Knox Richmond pants and undershirt Knox Jacob Sport Thermal.
