What do you get when you take one, slightly re-vamped time-tested 650cc single and multiply by X? For BMW an equation like that results in not one, but three different and new motorcycles for 2007. Relying on the heritage of the F650 series engine, BMW Motorrad made a few modifications and updates to their successful four-valve DOHC fuel-injected -cooled 652cc five-speed single-cylinder to create the basic platform that is the heartbeat for the G650 Xchallenge, G650 Xmoto and G650 Xcountry. These bikes represent BMW's latest effort to broaden "its model line-up."

In what was probably a wise move, BMW called on Aprilia for development assitance with Aprilia also handling production. The astute single-cylinder fans out there might be asking, "Yeah, but who's building the engine?" If you're sharp enough to ask that question then you probably already have the answer. The mighty Rotax, that's who. And really, who better to do the job? Before we go much further two things need to be mentioned. First off, the new G650 series isn't replacing the F650GS. It will remain in the line-up at least through model-year 2007, but the F650GS Dakar has been dropped. Secondly, and for your edification, the "X" in the various names isn't pronounced as "X" but as "cross." It goes a little something like this: G650 X(cross)country, and so on.

"Although the three machines share many components they wear different clothes."

The Xmoto -- as one would expect from the name -- is a supermoto machine and the most obvious of the three. Next, the Xchallenge looks suspiciously like a dirt bike but is in fact street-legal and loosely referred to by BMW as a "hard enduro" and not a hard core motocrosser. Lastly, the Xcountry -- probably the friendliest of the bunch -- is a kind of a jack-of-all-trades. As such it is aptly targeted as a dual-sport, or in BMW's eyes a "genuine scrambler." How the engine on the G650 bikes differs from that on the F650 is in subtle refinements. For example, the alternator has been lightened and magnesium covers hide the starter and alternator.

The balancing shaft remains in order to smooth out the ride; but the cylinder head has been redesigned, and in these bikes is a stressed member of the frame. Additionally, a new dry-sump oil tank resides behind the cylinder head while the same five-speed gearbox is retained from good ol' reliable, Mr. F650. When it's all said and done the refining and lightening of various bits here and there are said to have saved a healthy 4.4lbs. Spinning more freely these days, the single is claimed to produce 53hp -- apparently a three bhp increase -- at 7,000 rpm with a claimed and respectable 44 ft-lb of torque at 5,250 rpm.

Beyond the single-cylinder mill, the trio also share the same "bridge-type" tubular steel frame with cast aluminum side sections, aluminum sub-frame and alloy swingarm. Suspension is also similar with all models sharing the same shell of the Marzocchi 45mm USD fork. However, the Xchallenge and Xmoto have the addition of rebound and compression adjusters. The Xcountry and Xmoto share the same dial operated pre-load adjustable rear gas shock, while the Xchallenge the much-talked about BMW Motorrad Air Damping System found on the HP2 Enduro.

Because of a heavy focus on dirty environs, the Xchallenge has a healthy spring travel of 10.6 inches at both ends. The Xmoto comes pretty close with 10.6 inches up front and precisely one inch less travel at the back. With a more casual riding attitude the Xcountry doesn't require as much bounce so travel is 9.4 inches up front and 8.3 inches under your tushy. The stopping process is a function of the new "two-channel" 3.3lbs Bosch ABS system as found on the R1200S and the new F 800 S/ST. Thinking of the hooligans among you, BMW has graced each bike with the ability to disable the optional ABS.

This is especially handy -- or not -- on the Xcountry and Xchallenge when dirt comes your way. And for owners of the Xmoto disabling ABS would make efforts to "back it in" much easier. The Xcountry and Xchallenge have a single dual piston caliper clamping down on a 300mm rotor -- the Xchallenge utilizes a more modern wave-type rotor -- and the Xmoto beefs things up with a four-piston caliper crushing a 320mm floating rotor.

"A smart hold over from the F series is the center-of-gravity-conscious fuel tank tucked beneath the saddle."

Brake rotors have to be attached to something, right? In the case of the Xchallenge that would be a pair of spoked wheels. The Xchallenge rolls on a 21-inch front with a 90/90-21 tire and an 18-inch unit for the rear with a 140/80-18 tire. The Xcountry also spins gleefully down pavement or dirt on a set of spoked rims. The front measures 19 inches and carries a 100/90-19 tire while the rear is a 17-incher with a 130/80-17 tire attached. The Xmoto is the mold here with its cast, 17-inch wheels front and rear which carry 120/70-17 and 160/60-17 tires respectively.

A smart hold over from the F series is the center-of-gravity-conscious fuel tank tucked beneath the saddle. This location does well to keep weight low, but an unfortunate function of the tank is the location of its filler neck. The gas cap is easy enough to access just below the saddle on the right.

Take note though that the bike must be on its side stand when fueling; if not you'll have petrol in all the places except where you want it. I realize this is a ridiculous observation unless you're someone who normally rides with an exceptionally strong grinder monkey trained to hold the bike steady. After wiping down the right rear of the bike from you're first fueling, thumb the starter button and you'll be on your way, or as far as two and a half gallons will take you. BMW figures the range to be about 155 miles. Once the raw fuel you did manage to get in the tank is ingested by the injection system, burned in the combustion chamber and its remains pushed out through the exhaust valves past the catalytic converter -- damn those tough EU3 standards! -- they'll greet the world
via a high-mount single exhaust can on the left.

The German bike maker did a nice job of tucking such a bulky looking device up and out of the way. They did an even better job of blending it with each bike's unique look.

Continuing with the share and share alike mentality the bikes use the same tough -- take my word on that -- tapered Magura handlebar and control levers. Instrumentation keeps the pattern of one for all and all for one; the tidy little unit has a large LCD display offering a digital speedo, clock, battery voltage indicator, the usual odometer and two trip meters. A virtual Christmas tree of idiot lights does the rest by indicating low fuel, low oil, turn signal direction, ABS malfunction -- or that it has been disabled -- and so on. Each bike is tastefully adorned with clear turn signals and a brilliant LED . Shouldn't all bikes these days have crisp LED taillights? The Xcountry sets itself apart with a traditional round headlight snatched from the HP2 while the other two paint nighttime paths with light via a "new asymmetrical bilux headlamp."

Lastly, all three have chain final drive. The Xchallenge changes things up with different ratios by running a 15/47; the others turn a 16/47 combo.

Now that we've clearly determined that these motorcycles share much of their DNA is it possible that they ride differently? There's only one way to know. BMW invited the press to the beautiful Sonoran desert surrounding Tucson, Arizona to sample each bike.

G650 Xchallenge
"Hard Enduro"
$9,025.00 (includes adjusted destination charge)

My first outing was on the machine closely resembling a dirt bike. But before I could ride it I had to get on it. I'll admit that I just scratch the surface of "average" when it comes to my height -- at least I'm taller than Gabe! -- and my 31-inch inseam isn't something to brag about. Nevertheless, I would strongly someone of my height or less who doesn't have a robust dirt riding resume from owning or even riding this bike.

With a seat height of 36.6 inches, the Xchallenge presents its own challenge before the shorties among us even push the bloody starter button. There is some wiggle room with the air damped rear suspension, but letting out what may seem like just a quick squirt of air can quickly negate its good damping qualities. Too little air will have a heavy or aggressive -- could be both I guess? -- rider bottoming out straightaway once rough terrain is part of the picture. After some cautious releasing of what we humans all too often take for granted, I was underway and feeling much more secure about coming to a stop without thinking about writing BMW a check for various broken or scratched bits. Unless you can guarantee a sure-footed stop in off-road settings, stopping -- or starting again -- could be the hardest or costliest part of your ride. Regardless, I was able to find a happy medium between tippy-toe and tip over.

The first leg of the ride consisted of at least 45 minutes of pavement and a good opportunity to get acquainted with the usual suspects. Fuel delivery was essentially seamless and precise. Braking was typical BMW quality courtesy of the simple but effective "two-channel" Bosch-built system with plenty of power and good feel. Turning off the ABS is a simple procedure. With the bike at a stand still in neutral and the ignition switched on, push and hold an obvious red button on the left switch gear labeled "ABS." Watch as the ABS idiot light turns from flashing to solid to let you know all bets are off.

"The claimed 53hp single gets up to speed quickly and rowing through the slick five-speed tranny is a thoughtless affair and clutch operation easy."

The Xchallenge seemed to provide the most vibes -- coming on fully around 60mph -- in three days of riding three different bikes. Lest we forget though, this is a thumper running on semi-knobby tires so the buzz is easy to forgive. Surface street and freeway manners are what one would expect riding a bike with a 21-inch front wheel; that is to say a little twitchy, but the 59.1-inch wheelbase keeps the ride in order.