We tested the BMW C 400 X: The same urban scooter for the A2 card, now with a better staging and a plus of equipment

BMW Motorrad scooters are being updated. A few weeks ago we met the new electric BMW CE-04 that represents the future of mobility for the German brand, but traditional gasoline scooters still have a reel left.

We have tested the new BMW C 400 X, and we found it to be an even more interesting scooter than before thanks to the updates that have been made to both the engine and the chassis. Of course, it maintains the urban character that characterized it before.

BMW C 400 X: few changes, but relevant

In 2018 the first BMW C 400 X arrived, a groundbreaking scooter within the Bavarian firm that meant the reintroduction of BMW in the scooter segment half cylinder. A proposal that seemed risky but instead has come to prove them right and the C 400 have survived the C 650 that are going to pass away.

At Motorpasion MotoFirst impressions of the BMW CE-04: a groundbreaking-style electric scooter with up to 130 km of autonomy, for 12,050 euros

For this 2021, the Germans have subtly updated the C 400 X for the first time, with few changes both outside and inside, but that serve so that the BMW mid-range continues to have years of life ahead. A life that is going to overlap with the electrical proposal that is about to fall.

In the meantime, let's see what the new BMW C 400 X brings us to make it more interesting than the previous version. Because it is, although other issues would still have needed to be improved, but let's not get ahead of ourselves.

On the outside we have exactly the same proposal that we already knew from previous years. It is a compact scooter in which the leading role is taken by a front headlight inherited from the intermediate GS with LED technology and which gives it a very particular appearance, especially accompanied by that duck beak that gives it a very trail vibe.

Above we have a small transparent screen (non-adjustable) and below the LED flashers integrated into the sides of the bare shield that give it a modern image. In the middle area we have a seat with quite generous dimensions and with good lumbar support and handles for the passenger, quite elongated platforms and retractable footrests.

In the rear part we found the same problem that happened to us in the previous version (and in other models of the brand). BMW prefers to include the optical groups (LED by the way) in the license plate instead of at the end of the body, leaving the rear topped by a piece of plastic that makes the whole look ugly instead of integrating the headlight and turn signals. A matter of taste, I suppose.

There are no changes under the seat. Or well, yes, because the chest lighting has been improved. The capacity is still too bare, with a fixed gap for an open helmet and an integral only when stationary. The FlexCase system allows us to deploy the lower part from 32 to 45 liters. The downside is that a full-size helmet can only be stored when stationary. The scooter will not start with the FlexCase open, for safety.

The design is very BMW, that's for sure. What may seem inappropriate to some of us may delight others, but what is clear is that the C 400 X has a lot of character and does not look like others. In fact, if we look closely, on the rear side covers it has some indentations that remind us in a way of the brand's trail bikes. It is full of winks.

An improved engine but with the same figures as before

If we get behind the controls of the BMW C 400 X, the first thing we find is the large digital screen inherited from other models of the brand, although with caveats. It is the same configuration and has the same graphics, but its resolution and functionalities have been simplified. It's not standard, it's an accessory.

It is a well resolved device with 6.5 inches, with good readability and above all it gives a very modern look to the interface that we are going to use every time we get on the motorcycle and at the same time it is a differentiating proposal; It is unique in the segment. It has some cons, such as the sensitivity of the glass, which gets dirty or scratched quite easily.

At the usability level it is simple thanks to the control by means of the rotary control of the left pineapple, the navigation is fast and the menus are intuitive. What there isn't is too much information on the main screen beyond the speedometer and tachometer apart from the partials.

Regarding the Connected Ride system, it is compatible with both Android and iOS and will allow us to control calls if we have an intercom, manage music or view step-by-step navigation instructions on the panel. The experience has seemed to us that it saturates the capacity of the mobile, it gets hot and ends up slowing down too much on hot days.

Behind the front shield we have two lockable glove compartments that are not waterproof, but now includes, apart from the 12 V socket, a new USB charging port on the right side that will make life easier, especially if we use the smartphone with the Connected Ride.

The position is comfortable and you reach the ground relatively well. The seat is wide and forces us to open our legs, but it is located at an accessible 775 mm in height, so we can reach the ground with both feet with a height of 170 cm. What is still missing and what we miss is adjustment for the levers.

We start the engine of the BMW C 400 X and we don't notice changes at first, but there are. The scooter assembled by Loncin in China uses the same mechanical base with a 350 cc single-cylinder engine that produces 34 CV and 35 Nm of torque, figures that are similar to those of the outgoing version but that this time exceeds the Euro5 standard. .

Internal changes affect the intake body with a completely new throttle box, tuned cylinder head and a new control unit, as well as a complete exhaust gas recirculation system to lower emissions and a tuned idle system. This is on paper, in reality we find subtle but noticeable differences.

When we start to move with the C 400 X you can see that there is a better response. Not in terms of gross benefits, but in terms of dosage. This is because apart from the changes to the engine, a new electronic throttle has also been introduced, replacing the wire throttle of the previous version. In theory there are also changes in the management of stability control, but the truth is that we have not seen it act during the test.

The feel of the right grip has improved remarkably, a better connection is felt between what we do with our hand and what happens on the rear wheel. The experience of use has won integers. The outgoing version surprised us with how well its engine worked, but now it's even better.

This upgrade is also prompted by two major changes: the torque curve peaks 250rpm earlier, and the centrifugal clutch has slightly stiffer springs. This results in more consistent operation.

The engine's response is smooth at low revs and forceful when we want to look for a little more power. In urban driving it is more than enough and moves well thanks to a set with a very low center of gravity, although it feels somewhat heavy (206 kg in running order). The good thing is that it turns very well and you have a very good feeling of control over the front end.

When it comes to heading out into more urban environments, the C 400 X performs with joy thanks to the generous response of the engine. Let's remember that BMW came up and called it a 400 being a 350 cc because they claimed that it ran more than what is expected of its displacement. We will not say so much, but it is true that it is going very well and that, for example, the Kymco Super Dink 350 gets more than 5 CV.

At the same time as the C 400 X, BMW has also launched its more gentrified brother, the C 400 GT. We especially liked the X that despite having worse aerodynamics that makes it more uncomfortable on interurban journeys, the ergonomics with a different seat and closer to the handlebars allow us a more vehement position. You have better control and in the end it translates into more fun rides.

At the chassis level there are no changes. The same steel tube frame from before is kept with a conventional suspension set: 35mm telescopic fork and double rear shock. Both trains work progressively and although they do not have a sporty setting, far from it, they hold the whole firmly in curves. They could be a little softer to better digest the bumpy areas, but the balance is correct.

Where there are changes is in the brakes section. Here those of BMW have seen a possibility of improvement and have replaced the previous ByBre brake calipers with other J.Juan ones. They are still four pistons and radial anchorage, but now their bite is superior. We would have liked this adjustment to have improved the feel and since we are dealing with a less intrusive ABS, because it enters too soon.

Scooter, medium and premium

The combinations of paints and finishes are also new, with the arrival of metallic Blackstorm (free of charge) and Granite Gray (54.26 euros), in addition to the Sport finish that It is the one that equipped the most attractive unit with the graphics in white, gray and blue (217.03 euros).

The starting price of the BMW C 400 X is 6,990 euros, 140 euros more than the outgoing model and a well justified price difference given the number of changes that have been introduced.

At this price we would have to add the Comfort package (heated grips and seat, 444.89 euros), keyless start (347.23 euros), LED lighting (135.64 euros) or the Connected Ride (678, 21 euros). In total, our unit has touched 9,000 euros, with a total price of 8,926.93 euros. A much higher price than rivals such as the Honda Forza 350 (6,050 euros), Kymco Super Dink 350 TCS (5,699 euros) and Xciting S 400 (6,399 euros) or the Yamaha XMAX 300 (5,999 euros).

BMW C 400 X 2021 - Assessment

6.6

Engine8Vibrations7Change7Stability6Agility7Front suspension7Rear suspension6Front brake7Rear brake6Rider comfort6Finishes7Aesthetics6

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BMW C 400 X 2021 - Data sheet

< tr>< td>< td>Front tire< tr>

Engine< /th>
	Type	Single-cylinder four-stroke, 4-valve< /td>
	Displacement	350 cc
	Bore x Stroke	80 x 69.6 mm
	Compression	11.5: 1
	Power	34 CV at 7,500 rpm
< /td>	Torque	35 Nm at 6,000 rpm
	Cooling	Liquid
	Starting	Electric
	Clutch	Automatic centrifugal
	Transmission	Continuous variator
Cycle part
	Chassis	Tubular steel with cast aluminum part
	Front suspension	35mm hydraulic telescopic fork, 110mm travel
	Rear suspension	Double shock with adjustable preload, 112mm of travel
	Front brake	Dual 265mm discs, radially mounted four-piston calipers with BMW Motorrad ABS
Rear brake	265mm disc, single piston caliper with BMW Motorrad ABS
	120/70ZR15
	Rear tire	150/70ZR14
Dimensions and weights
	Launch	63.6º
	Feed	81 mm
	Length	2,210 mm
	Width	835mm
	Height	1,305mm
	Wheelbase	1,565 mm
	Seat height	775 mm
	Dry weight	195 kg
	Weight in running order	206 kg
	Tank	12.8 liters
Price		6,990 euros

See complete gallery » BMW C 400 X 2021, test (31 photos)

For more information, consult our company relations guide. The equipment used during the test has been: Bell RaceStar helmet, RST Warrior jacket, Spidi Furious Pro pants, XPD X-Village boots.

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