2013 Uber Scooter Shootout – Video

BMW C650GT vs. Honda Silver Wing vs. Kymco MyRoad 700i vs. Suzuki Burgman 650 ABS

Here at MO we like scooters, especially big ones. Laugh if you want, but when it comes to practical, versatile, comfortable, and fun two-wheeled transportation, scooters often get overlooked. Well, we’re here to give them their fair share. What other motorcycle will take you to the grocery store, have room for the box of cereal, gallon of milk and six-pack of beer you just bought, then welcome the chance to take the twisty road back home – all while having your left hand free to sip a latte?

Here, we’ve gathered the biggest heavy hitters in scooterdom currently available in the United States capable of doing just that. They are: the BMW C650GT, Honda Silver Wing, Kymco MyRoad 700i and Suzuki Burgman 650 ABS. The task, then, is to see where these Uber Scooters shine and where each falls short.

Starting in the engine department, these four parallel-Twins are remarkably evenly matched, and each can easily haul to 80 mph (or more) quicker than many cars on the road. The Kymco and its 699.5cc engine might be the biggest surprise. Kymco claims 59 hp and 46 ft.-lb. of torque, which is one horse and three ft.-lb. less than the 647cc BMW.

We thought it would flex its muscle in dominating fashion. Instead, FNG Evans Brasfield felt it was sluggish off the line, while Head Cheese Kevin Duke felt it to be excessively vibey. That said, both Kevin and minivan editor Tom Roderick praised the torque and passing power, with Duke saying, “it feels almost like a diesel, with buckets of low-end torque.” We’re impressed at Kymco’s effort at a big-bore engine, but all of us wished for more refinement – a theme that would be carried throughout this test.

At the other end of the spectrum, Honda’s smallest-in-class 582cc mill tried its best to punch above its weight. With a claimed 49.6 hp and 39.8 ft.-lbs., “acceleration potential is likely quick enough for the majority of riders interested in such a machine,” says Duke, “but it’s outgunned in this relatively hi-po group.” Still, it emits a pleasing exhaust growl that could fool its rider into thinking they are going faster than they really are. Ultimately, it’s likely that if you’re looking at the Silver Wing, zero-to-60 and quarter-mile times aren’t a priority.

Splitting the difference between the Honda and Kymco are the Suzuki and BMW at 638cc and 647cc, respectively. As one would expect from BMW, the C650GT with its class leading 60 hp and 49 ft.-lb. (claimed) is incredibly refined, with its power delivered smoothly. Under normal circumstances the CVT transmission operates in harmony with the engine, but Duke noticed some slight hesitation from a stop. “The engine revs at launch but the clutch doesn’t fully bite, limiting its initial pull,” he says. “But then the CVT clutch bites harder and revs fall just below the snappy part of its powerband before finally delivering its full thrust.” But that was his only engine-related gripe.

At 638cc, the Suzuki Burgman 650 ABS doesn’t feel like it has any disadvantage to the bigger engines in the pack. Packing a claimed 54 hp and 45 ft.-lb., this sensation is bolstered by the remarkably refined CVT transmission, which benefits from a complete update with new materials and electronic solenoid activation for more precise and efficient operation – all part of the Burg’s 2013 revamp, covered here. It boasts a couple of class-exclusive abilities: a choice to switch between Eco and Power modes and, most interesting, being able to operate in a manual mode that mimics a six-speed gearbox. “It ensures, when desired, that the engine is placed in the fat part of its powerband rather than waiting for the CVT to catch up to your demands,” says Kevin. “It also removes some of the freewheel effect when entering corners.”

“Although I know it’s just a software trick, I liked the ‘thumb shifting’ feature,” says Evans.

“Being able to hold one gear through a series of corners gave me the feeling of more control of my entry speed through engine braking than the others.” While a neat feature, we wish the shift buttons were operated with the index finger and thumb.

Eco and Power modes live up to their billing, too. The former understandably dulls power by keeping the CVT in “high gear” to keep revs down and boost MPG (we averaged 46 mpg in a mixture of riding conditions). It’s an effective feature during average riding, but Power mode is the place to be when you really want to pile on the coals. It keeps the revs higher for near-instant reaction to throttle inputs. “Off-the-line acceleration is the best of the bunch, even beating the BMW away from a stop,” Kevin observed, “And the Power mode also adds a useful amount of engine braking.”

However, this technology doesn’t come without downfalls. In this case weight and price. At 613 lbs., the Burgman is the second-heaviest scoot, and with a starting price tag of $10,999, it’s the most expensive ride of the bunch. Which then begs the question: Is it worth it? We all appreciate the technology behind the innovative CVT, some more than others, but Tom provides an interesting perspective about manually changing gears on a scooter. “I like scooters for their ease of operation. If I want to shift gears I’ll ride a motorcycle. I also wonder how many Burgman owners will actually utilize the electronic shifting function on a regular basis.”

Considering their quasi sport-tourer status, these uber scoots all provide the comfortable semi step-through seating position that places the rider in a La-Z-Boy posture rather than the cowboy-like saddle-straddle of a conventional motorcycle. From here, however, the four contestants start to differentiate themselves from the others.

Individual Video Reviews

With the tallest seat height in this class at 31.7 inches (two inches taller than the Honda and Suzuki, one inch taller than the Kymco), the BMW C650GT is a challenge to mount for those with stubby legs. Even Brasfield noted some difficulty with the C650.

“I have a 32-inch inseam, and I couldn’t flat foot on the BMW,” he says. Fellow tall guy, Roderick, echoes these sentiments noting, “The biggest knock against the C650 is its ridiculously tall seat height.” Conversely, the Suzuki’s legroom is only marginally less than the BMW, but its seat is two inches lower and features an adjustable backrest the others can’t claim. This allows riders of various sizes to feel comfortable and flat foot with greater ease.

Once moving, the BMW proudly displays its comfort amenities. There’s enough legroom with the angled floorboards to allow our legs to stretch fully, lounge-chair style, when cruising. “I liked the relationship between the seat and the floorboards,” Evans comments. “My legs were in a much more comfortable bend, particularly when compared to the Kymco.”

Only the BMW and Suzuki come equipped with electronically adjustable windscreens, but the C650’s screen was favored by our testers over the Burgman’s for its greater height variance and its stability at speed. In its highest setting, I found it deflected wind over my helmet and around my torso – handy for chilly rides. Kevin preferred the overall wind protection of the Burgman and its wider fairing and adjustable windscreen “even if its windshield can’t be adjusted as high as the BMW’s, which, for me, provides an unwelcome backdraft in its highest position.”

Speaking of chilly, our C650 came equipped with optional heated grips and heated seat for both rider and passenger as part of the Highline Package, adding $605 to its $9990 base price. They were a godsend during our night ride in 28-degree weather, and even with the options, the BMW is still $400 cheaper than the base Suzuki. Heated grips ($249.95) and seat ($499.95, for rider only) are options on the Burgman, but they raise the price just shy of 12 grand ($11,748.90), $1,153.90 more than the Beemer.

While the $9,699 Kymco doesn’t boast frills like an adjustable screen or heated components, its seat is claimed to be an inch lower than the BMW (30.7 inches). This may seem like a benefit, but the 700i has the widest saddle of the lot, which makes flat-footing difficult. The Kymco gets further demerits from Duke, who comments, “Its long-day comfort is impaired by its forward-sloping rear section where it grabs pants uncomfortably and raises them higher on your waist.”

Things get worse for the MyRoad, as the taller testers complained of cramped riders quarters. There were also complaints of an inferior backrest, which, when combined with the limited leg room, meant the Kymco was “uncomfortable after only an hour ride,” Roderick says.

The $9,270 Honda’s ergonomics are a mixed blessing, feeling cramped front to rear for taller riders. But, Tom notes, “For anyone petite of stature and concerned about managing these beasts at stop lights or during slow parking lot maneuvers, the Silver Wing offers the lightest curb weight (541 lbs) and one of the lowest seat heights.” And despite the Silver Wing’s fixed windscreen, we found it still provides decent wind protection.