These multitasking moves, designed by Kira Stokes, an instructor at Reebok Sports Club/NY in New York City, will create sleek, sexy curves and accelerate your metabolism.
Trimming tap
Works: Works butt, thighs
Stand with feet hip-width apart, a resistance band around ankles. Squat with hands clasped at chest (as shown). With right heel, tap in front, return to center; tap to right, return to center; tap behind, tap right, return to center for one rep. Do 15 reps. Switch sides; repeat.
Super squat
Works: Works arms, butt, thighs
Stand with feet wide, toes turned out 45 degrees, a weight in each hand with arms down. Squat, then bend at hips until back is flat; return to squat. Stand as you curl weights to shoulders (as shown). Keeping weights near shoulders, point elbows toward ceiling, then straighten arms to bring weights directly overhead. Reverse arm sequence to return to start. Do 15 reps.
Waist whittler
Works: Works shoulders, abs, obliques
Start in a side plank with left wrist under shoulder, right hand behind head, elbow out; stack legs, left foot in front of right. Keeping abs tight, bend left knee toward chest as you draw right elbow toward knee (as shown). Return to start. Do 15 reps. Switch sides; repeat.
Get-lean lunge
Works: Works shoulders, arms, butt, thighs
Stand with a stability ball pressed between your lower back and wall. Hold a weight in right hand, arm extended overhead, left hand on hip. Step forward with left foot and place sole of right foot flat against wall. Lunge until right knee hovers above floor as you bend right elbow, bringing weight toward shoulder (as shown). Return to start. Do 15 reps. Switch sides and repeat.
Saturday night slimmer
Works: Works shoulders, abs, obliques, butt, legs
Stand with right foot about 2 feet in front of left, left heel lifted. Hold a weight in left hand, right hand on hip. Bend knees and lower torso to right thigh, reaching left hand to right foot. Stand as you pivot feet and torso forward, raising weight overhead on a diagonal (as shown). Reverse sequence to return to low lunge. Do 15 reps. Switch sides; repeat.
Crunch and punch
Works: Works arms, shoulders, abs, obliques
Lie back on a stability ball, feet flat, holding a weight in each hand, elbows bent. Pull abs in and slowly crunch up several inches as you punch right, then left, rotating torso in direction of punch (as shown). Lower to start. Repeat. Do three sets of 15 reps.
Toning twist
Works: Works arms, abs, obliques, butt, thighs
Start in a deep squat, holding one weight in both hands outside of right hip (as shown). Stand as you sweep weight across body to left and overhead to right while extending right leg to right side. Reverse sequence to return to start. Complete 15 reps. Switch sides; repeat.
Wall walker
Works: Works chest, abs, butt, thighs, calves
Lie faceup in front of a wall with a weight in each hand, arms straight up, palms facing in. Place toes on wall, with knees bent and directly above hips, and raise butt off floor. Maintain hip lift as you draw left knee toward chest and open right arm to side (as shown). Return to start and repeat on opposite side for one rep. Do 15 reps.
Brooklynite. Wielder of hammer, spatula and pen. I ride the moguls, but not the waves. Yet.
SELF does not provide medical advice, diagnosis, or treatment. Any information published on this website or by this brand is not intended as a substitute for medical advice, and you should not take any action before consulting with a healthcare professional.
Neat styling, high safety rating, great diesels, fun handling, frugal diesels
CONS
Cramped rear cabin, vague five-speed gearbox, sluggish petrol engines
Peugeot 207 Hatchback rivals
Written by Simon McBride on
The 207 is proof that Peugeot is still a master when it comes to small cars. It's roomy, well equipped, attractively styled and comes with strong petrol and diesel engines. Peugeot's 207 is also good to drive with decent steering and a comfortable ride. It's not as refined as alternatives like the Renault Clio and Vauxhall Corsa, however, while the sloppy five-speed gearbox is disappointing. The boot capacity trails behind other small cars too. On the plus side it's good value for money, inexpensive to maintain and safe.
Wide range of engines
As you'd expect, the 207 is available with a selection of engines. Numerous 1.4-litre and 1.6-litre engines are on offer, with both diesel and petrol versions available to buyers. All are relatively frugal and shouldn't break the bank when it comes to running costs. The diesel engines are particularly beneficial for those who commute long distances each year. Most buyers will be happy with the economical petrol versions. Even those looking for a 207 with more performance aren't left unaccounted for, with versions like the 1.6-litre 16V GTi THP offering a 0-60mph time of 6.9 seconds. These are now only available second-hand, however.
Extensive trim levels and options
There's a whole host of various trim levels, options and accessories for the Peugeot 207. Numerous tastes are catered for. There are models to suit those who simply want a durable and cost-effective runaround, right through to versions with creature comforts like air-con and sat-nav. Peugeot even produces eco-friendly versions called the Oxygo, which benefit from low emissions. That means further reductions in running costs and these models are also ideal for those who have to commute into the London Congestion Charging zone.
Something to suit most tastes
If you're not looking for a small hatchback however, the 207 is also available as a convertible and small estate. Buyers of the 207 hatchback can also pick between three- and five-door variants, with the five-door versions being more practical for those who frequently carry passengers. With other small hatches in the range Peugeot, it seems, has a small car for all budgets. So, how does the Peugeot 207 stand up to rivals like the Renault Clio, Vauxhall Corsa, Ford Fiesta or Mazda 2? Find out in the full Parkers review.
2022 is shaping up to be the year of the sports tourer. Kawasaki's long-established, best-selling Ninja 1000SX is already facing renewed competition from Yamaha's excellent, nimble and well-spec'd Tracer 9 GT, and next year Honda will join the sports touring party with the Africa Twin-powered NT1100.
But before that, Suzuki is making a pitch for the sport touring spotlight with their new GSX-S1000 GT – and Bennetts BikeSocial is riding it on the slightly moist launch in Scotlandshire.
New Suzuki GSX-S1000GT (2022) Review | 2 days in Scotland
We spend two days in Scotland with BikeSocial's King of the Sports Tourers, Simon Hargreaves, as he explores the good, bad and ugly of the brand new for 2022 Suzuki GSXS1000GT sports tourer motorcycle.
Suzuki GSX-S1000 GT price and availability
The GT will be on sale a few weeks after you read this, at the start of November 2021. It comes in three colours: Metallic Triton Blue (mid-blue), Metallic Reflective Blue (navy blue) or Glass Sparkle Black (er, black). It costs £11,750 on the road.
That's £600 more expensive than the 2022 Kawasaki Ninja 1000 SX base model (£11,150, equipped to roughly the same spec level as the Suzuki) – or £452 cheaper than Yamaha's Tracer 9 GT (£12,202, but which comes with much higher spec as standard: semi-active suspension, heated grips and panniers).
Suzuki GSX-S1000 GT PCP details*
*assuming a deposit of £3000, such as trade-in on existing bike
Cash price
Deposit
36 monthly
Total payable
Final payment
APR
Max mileage
£11,750
£3000
£137.77
£12,976.72
£5017.00
5.9%
8000
Suzuki GSX-S1000 GT power and torque (all figures claimed) v rivals & predecessor
Suzuki GSX-S1000 GT
Kawasaki Ninja 1000 SX
Yamaha Tracer 9 GT
Suzuki GSX-S1000F (2017)
150bhp @ 11,000rpm
140bhp @ 10,000rpm
117bhp @ 10,000rpm
148bhp @ 10,000rpm
78 lb/ft @ 7000rpm
82 lb/ft @ 8000rpm
69 lb/ft @ 7000rpm
80 lb/ft @ 9500rpm
Taken at face value, Suzuki's dyno graph for the GT (in red) against the previous model GSX-S1000F (black) agrees with their quoted figures and is identical to the motor in the current GSX-S1000 naked bike. The graph shows the new GT makes marginally more peak horsepower at higher revs than the GSX-S1000F – 150bhp at 11,000rpm v 148bhp at 10,000rpm – and slightly less peak torque at lower rpm, down from 80 lb.ft to 78 lb.ft.
Against its rivals, new GT is 10bhp up on Kawasaki's 140bhp peak figure for the Ninja SX (but at higher revs), and 28% fitter than the lower capacity Yamaha Tracer 9 GT.
The GT (and current GSX-S) motor is modified over the previous GSX-S engine to meet Euro 5 regs – which, as per the 2021 Hayabusa, includes narrowed throttle bodies, reshaped airbox, less valve overlap, combustion chamber reprofiling, and adding a cat in the exhaust.
This makes Suzuki's claimed increase in peak power slightly odd because reducing valve overlap for Euro 5 usually lowers an engine's ability to make torque at high revs, and therefore lowers top end power. But, as with Suzuki's 2021 Hayabusa, the overall effect of Euro 5 mods has been to improve the engine's midrange performance – you can see the way the dips in the old engine's torque curves are filled in. So if you were offered an engine with one of these two power and torque curves, you'd take the new GSX-S1000 GT, thank you.
Engine feel and performance
Given the GT's inline four is the same 999cc unit as the 2021 GSX-S1000, even down to gearing, it's no surprise it feels exactly the same to use. And that's a very good thing. Suzuki have put in a lot of development work on fuelling, throttle control and general civility since the old GSX-R1000 K5 motor was debuted in the GSX-S in 2016 – that first iteration was harsh, lean-running, snatchy beast. But now the GT engine is blissfully, creamily, drip-melted-butter-on-my-nipples smooth; it feels refined, sophisticated, and utterly buzz-free. It's a doddle to access its performance and finesse its fulsome power delivery, even in torrential launch conditions; the throttle in your hand trims the butterfly valves exactly the way you want them to, and the GT's engine responds with an instinctive, human nuance.
The GT's 150bhp peak power is around the same as a GSX-R1000 K5 back in the day, so the sports tourer is anything but slow – and the motor feels quicker and more responsive, more eager to rev, than Kawasaki's Z1000SX. But it's not quite enough to overwhelm or astound – which, given the bike's sport touring role (and the way it drinks petrol; see later) that's probably a good thing.
And there's not much more to say about the GT's motor, really – not because it's dull or characterless, but because it really is simple to describe. There are no rough edges to trip you up, no vibes or charismatic thumping or rumbling, and not even much exhaust or induction noise. And so there's nothing to get a sexy adjective or clever metaphor going (nipples aside). Power is always abundant when you want it for overtakes (as well as just going really fast for the hell of it), there's ample friction-free grunt to shimmer you silently along through 30s and 40s in top gear like an apparition on two wheels, and it's flexible enough to not have to change down when the road opens up. Just open the taps and it runs you a bath. Cruising at 85mph-ish sees revs at around 5750rpm and there isn't even the faintest hint of a tingle through the bars even then – wide mirrors on fat stems remain crystal clear. The GT's motor is really, really good at being a civilized, fuss-free, big bike, bike engine.
Back in 2005 I watched an experienced engine tuner strip down a GSX-R1000 K5 lump and then stand back to admire it. "This engine…" he said, stroking his chin, "…this is the best engine Suzuki will ever build." So far he's not wrong. And now it's in a sports tourer. I'll take that.
Gearbox and exhaust
The GSX-S GT comes with an up and down quickshifter as standard. It's not as directly accurate as Yamaha's Tracer 9 GT – I've had cramp in my left shin buzzing that thing up and down the box for fun – and, twice, the Suzuki's quickshifter couldn't work out what I was trying to do when I was crawling up to traffic lights and left downward pressure on the lever – it cut in an out like traction control. But it only happened on two occasions and was probably just me being lazy; the rest of the time the box was neat and tidy with no missed gears – and a world more decisive than Kawasaki's squidgy SX quickshifter.
The Suzuki's exhaust makes almost no noise. Not that you can hear while you're riding with earplugs in. The loudest sound is a faint transmission whine.
Fuel economy
The GT's tank is 19 litres wide and Suzuki claim an average mpg of 46.3mpg, giving a theoretical range of 194 naughtycal miles. On the launch ride (mostly sopping wet, but pushing on a bit) I got an average of 35.4mpg on day one and 44.4mpg on day two – giving a much shorter range of 148 miles, to empty, at worst; you'd be refilling at 130-ish. That's not great. It's backed up by a real-world refill, from a full tank, after around 120 miles of riding with some 30 miles left on the predicted tank range. So tank range isn't special and if Suzuki hope to attract a few customers who've had enough of managing the bulk of a big adventure bike, they might need to think again about how willing those riders are prepared to compromise on refuelling stops (even if half the reason for the bulk is a massive fuel tank – a kind of adventure bike Catch 22).
Handling: frame, suspension and weight
Like the GT's motor, its chassis is familiar to anyone with a passing acquaintance with the GSX-S1000 – same ally twin spar, same ally swingarm, same fully adjustable KYB forks and preload and rebound shock. Suzuki say the suspension has different 'settings', but Japan haven't yet told GB if that means different internal settings (like different valving or springs) or simply the adjusters are in a different position.
But either way, Suzuki spec their base suspension setting very, very well – the GT has great ride quality, delivering an un-jarring ride even over some gnarly Scots potholes – and, equally, the springs also control the dynamic attitude of the bike nicely, with a bit of initial nose dive but otherwise keeping it civil in the corners. No wobbles, no weaves, no silliness. The wheels were in line the whole time, m'lud. Admittedly it's hard, after a predominantly wet ride, to be definitive – but the fact we could tramp on so significantly in such miserable conditions speaks volumes (of water) about the GT's poise and control. This thing rocks. We can, however confidently state the rear preload has no remote adjuster, marking the unwelcome return of the C-spanner and bruised knuckles.
All-in, Suzuki says the GT weighs 226kg, which is 9kg less than Kawasaki claim for the Ninja SX, and it feels about right – the GT isn't a small, light thing, but it's not unmanageable and certainly not at the lardy dad-bod end of the scale. Pushing it around in gravel is easy enough, and the bike feels balanced at low speed.
Wheels, tyres and brakes
The GT comes on Dunlop Roadsmart 2s, and wet or dry they felt predictable, stable and confident – but with a nagging feeling there's better rubber out there at dealing with either condition.
But why oh why do manufacturers put their bikes on 190/50 tyres, when a 190/55 often suits them much better? Suzuki's own Hayabusa comes on a 190/50; with a 190/55 it steers like someone took a steering damper off – with no downsides I can detect. The GT similarly feels like it'd be much, much easier to steer with a taller rear tyre on. It's not as bad as the leaden front end of Kawasaki's Ninja SX, but there's definitely a sliver of resistance to steering the GT, especially at low speed, as if there's not enough air in the front. It's easy to overlook the sensation and become inured to it after 100 miles, but in the wet on long, drawn-out sweeping corners where you're constantly focussing on holding a line balanced with grip conditions, lean angle and velocity, the last thing you need is weighty feedback from the front resisting your handlebar pressure. It's not cripplingly bad and I wouldn't punch the bike on its considerably long nose for doing it, but I would try and fix it if it was mine. After it's worn out, obviously.
The GT's brakes are the same monoblock Brembos as fitted to the GSX-S, and they pull the GSX up sharply and with good feeling at the lever if you squeeze hard – the rate of bite isn't sportbike instant, which is probably a good thing for most riders.
Equipment, styling, ergonomics and comfort
These are areas the GT finally differs sharply, literally, from the 2021 GSX-S – they're the things that make it a sports tourer, not a naked bike. Like, a fairing – the GT's long, pointy nose isn't beautiful and bears no family resemblance to anything in Suzuki's line-up or history – but neither did the RF series in the 1990s and look how successful… oh. The GT's not a bad-looking creature, and it's certainly distinctive. Its new, tubular rear subframe looks good too – extended and reinforced for extra pillion and luggage requirements.
On the spec features front, the GT gets about halfway there. The screen is unadjustable, and short – it's actually the right height to not cause any buffeting I could detect, and it's the right height to let wind balance the rider's body for high-speed comfort. But it would be nice to have the option to flip it higher, either to suit the preferences of different riders, or simply to offer a bit more protection from wind noise or rain. Suzuki make and aftermarket touring screen option, but that's not quite as convenient.
Not having a centrestand is also inconvenient, and not having the option to fit one is worse. Kawasaki's Ninja SX is the same – maybe Suzuki saw Kawasaki's exhaust design and decided because the SX didn't have one, it was okay for the GT not to have one either. Maybe customer research shows Suzuki owners never lube their chains. Only they know why.
The GT hasn't got heated grips as standard either, only as an accessory. This is less surprising, but Yamaha's Tracer 9 GT has them and they come in very handy.
The GT has got a very natural, spacious riding position – with what feels like lower pegs than the naked GSX-S1000, slightly higher bars and an accessible 810mm seat height, the GT is immediately comfortable – a 'just right' riding position that simple doesn't occur to you to think about until, presumably at some point, it gets uncomfortable. But that didn't happen to me over a couple of hundred miles in two days.
On the electronics front, the GT hasn't got a 6-axis IMU (in fact Suzuki say it hasn't got an IMU with any number of axes). So there's no cornering ABS, no sophisticated TC and anti-slide, no smart wheelie or launch control – and hammering about in the sopping wet, none of the above were missed. The GT does have multiple TC levels, three throttle response mappings and cruise control – and a truly magnificent 6.5in TFT dash that manages to look sharp, crisp and attractive, and present all the relevant information without being cluttered, at the same time. It's a fab bit of design – almost, to be honest, unexpectedly good. It can even hook up with your phone (charged via the USB port) and show sat nav maps, as well as manage phone calls if you're into that sort of thing.
Suzuki GSX-S1000 GT: VERDICT
For a bike so simple to explain – a recycled 2021 GSX-S1000 with a fairing, a roomier riding position, a beefed-up subframe and a sweet dash – the GT is frustratingly hard to describe without sounding like it's being damned with faint praise. It's a hugely competent, civilised, powerful, easy-to-use sports tourer, with no significant vices and much to commend it. It'll fit most people most of the time, deliver them to their intended destination with minimal fuss and optimal convenience – and even considerable excitement, should they wish – and at a reasonable price. As a base to add your own accessories and convert into your personal perfect spec, I'd say it's ideal. Suzuki's 36 litre panniers are huge (they stick out a bit too) and cost around the same as Kawasaki's boxes for the Ninja SX (about a grand for boxes, subframe mounts and key coding). You can also spec heated grips, a taller screen – Suzuki's list of extras goes on (apart from a top box, for some reason), and of course others from third parties will be available in due course. I can see GTs racking up massive mileages in years to come.
And it even looks nice. The GT will be hit, and deservedly so. You're waiting for a "…but…", but there isn't one. Apart from that one.
For and against
engine – smooth, refined, powerful; possibly the nicest inline four out there
dash – one of the best; easy to read, concise, unfussy, attractive – and with maps, too
riding position – you'd have to ride a long way to have a complaint
absurd speed – who doesn't love the potential for misbehaviour?
tank range – could be an issue; with a giddy right wrist it could be empty in 140 miles
lack of centrestand – is it too much to ask not have to use a paddock stand?
remote preload adjuster – is it too much to ask not to have to use a spanner?
2021 Suzuki GSX-S1000 GT - Spec
Capacity
999cc
Bore x Stroke
73.4mm x 59.0mm
Engine layout
inline four
Engine details
16v dohc, l/c
Power
150bhp at 11,000rpm
Torque
78 lb.ft at 9250rpm
Top speed
150mph (est, ish)
Average fuel consumption
39.9mpg
Tank size
19 litres
Max range to empty
166 miles
Rider aids
throttle modes, traction control, ABS, up/down quickshifter, cruise control
Frame
aluminium twin spar
Front suspension
43mm KYB usd forks
Front suspension adjustment
full
Rear suspension
KYB monoshock
Rear suspension adjustment
preload and rebound
Front brake
2 x 310mm disc, four-pot Brembo calipers
Rear brake
disc, two-pot Brembo caliper
Front tyre
120/70-17
Rear tyre
190/50-17
Rake/Trail
25°/100mm
Wheelbase
1460mm
Seat height
810mm
Kerb weight
226g
Warranty
unlimited miles/2 years
Website
bikes.suzuki.co.uk/bikes
Looking for motorcycle insurance? Get a quote for this motorbike with Bennetts bike insurance
Bennetts direct insurance customers get membership for FREE, or you can become a member for just £6 / month and start getting rewarded today.
Discounted track days and rider training at some of the top UK circuits
Exclusive savings and discounts on everything you need from the world of motorcycling
Unique experiences and VIP access at the very best motorcycling events
Scooters certinly make sense as easy, practical urban transport, but neither the Sport or its larger brother the C650 GT make enough sense to warrant spending almost £10,000 - especially with cheap touches such as the cubby holes.
Ride quality & brakes
Next up: Engine
3 out of 5(3/5)
The Sport makes light work of twisty roads, dropping into corners with ease and enthusiasm and responding well to more aggressive rider inputs, although once in the corner the Sport has a tendency to be upset by bumps. A good firm squeeze of both levers is required to bring the Sport to a stop in a hurry. The seat on the Sport lacks the comfort of the GT - lower back ache sets in all too soon - and you never quite feel like you're sat in the correct place on the seat.
Engine
Next up: Reliability
4 out of 5(4/5)
The 647cc parallel twin puts out 60bhp and feels much livelier in the Sport model due to the lighter weight compared to the GT. It's a capable engine, propelling the bike upto motorway cruising speeds with ease, and providing enough oomph to ease past cars once you get there. On greasy Spanish roads the traction control will activate when giving it full throttle from a standing start.
Reliability & build quality
Next up: Value
4 out of 5(4/5)
The 650 is mechanically very similar to the C600 Sport, and we're aware of no problems with the 600, so the 650 should be a solid machine.
Value vs rivals
Next up: Equipment
2 out of 5(2/5)
At £9,600 there's no getting away from the fact the C650 Sport is an expensive scooter, and despite the price it doesn't offer any more than the competition.
Equipment
4 out of 5(4/5)
The Sport comes with a manually adjustable screen, two cubby holes under the handlebars for small items and enough space under the seat for two helmets when the bike is stationary thanks to the clever BMW Flexcase which expands above the rear wheel. The Highline model also comes with heated grips and heated seat.
Specs
Engine size
647cc
Engine type
liquid-cooled, 4V parallel twin
Frame type
Tubular steel
Fuel capacity
15.5 litres
Seat height
800mm
Bike weight
249kg
Front suspension
40mm upside down forks
Rear suspension
115mm travel Monoshock
Front brake
270mm twin discs, 2-piston floating calipers
Rear brake
270mm disc, 2-piston floating caliper
Front tyre size
120/70 ZR15
Rear tyre size
160/60 ZR15
Mpg, costs & insurance
Average fuel consumption
-
Annual road tax
£96
Annual service cost
£250
New price
£9,600
Used price
£9,000
Insurance group
- How much to insure?
Warranty term
-
Top speed & performance
Max power
60 bhp
Max torque
46 ft-lb
Top speed
111 mph
1/4 mile acceleration
-
Tank range
-
Model history & versions
Model history
2012: BMW C600 Sport and C650 GT introduced 2015: Both models updated
Other versions
BMW C650 GT: The SPort's bigger, more touring-focused brother.
Owners' reviews for the BMW C650 SPORT (2015 - on)
3 owners have reviewed their BMW C650 SPORT (2015 - on) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.
Review your BMW C650 SPORT (2015 - on)
Summary of owners' reviews
Overall rating:
4.7 out of 5(4.7/5)
Ride quality & brakes:
3.7 out of 5(3.7/5)
Engine:
4.7 out of 5(4.7/5)
Reliability & build quality:
4.3 out of 5(4.3/5)
Value vs rivals:
3.3 out of 5(3.3/5)
Equipment:
4.7 out of 5(4.7/5)
Annual servicing cost:
£250
5 out of 5Best Scooter around
17 October 2016
Version: Highline
Year: 2016
Annual servicing cost: £250
Fantastic scooter which is equally at home in town and on the motorway. Whilst bike is quite heavy to move around when stationery it is very easy to manoeuvre on the go and also easy to filter through traffic.
Ride quality & brakes4 out of 5
Great - copes well with bumpy roads and brakes are responsive
Engine5 out of 5
Powerful, smooth and reasonably efficient
Reliability & build quality5 out of 5
New bike but so far so good
Value vs rivals3 out of 5
Quite an expensive bike but probably the best scooter you can buy at the moment
Equipment5 out of 5
Heated seats and grips are great
Buying experience: Bought from Riders in Cardiff. Great dealer. Delivered to the other side of the country. Was preregistered and saved a decent amount off listed price
4 out of 5BMW must do better.
18 April 2016by Fred
Version: highline
Year: 2016
feels under developed and a bit crude. goes ok and looks good.
Ride quality & brakes3 out of 5
rides ok but needs more ground clearance. The brakes need a good wrench to stop the bike quickly
Engine4 out of 5
engine is smooth but feels crude for a bike this expensive, sounds good though.
Reliability & build quality4 out of 5
corrosion on bike parts after 2 weeks. (winter), Still going ok no problems
Value vs rivals3 out of 5
more like a £8000 product, when you've put the bits on (box etc) its over 11 grand
Equipment4 out of 5
nice touches, lockable box, checking the oil and tyre pressures on the display. A hugger is a must, mud gets everywhere
Buying experience: New from BMW dealer. No problems but still waiting for my GPS holder after 4 months.
5 out of 5
22 March 2016by converted
Version: Highline
Year: 2016
CVT transmission exceeds my expectations coming from a sport bike. Smooth power delivery and comfortable effortless cruising. My choice came down to Burgman or C650 sport but very happy with the choice of the C650 sport. This bike, sorry...(scooter) is a fun ride that is deceptively fast. I don't need 180HP to ride to work.
Ride quality & brakes4 out of 5
Engine5 out of 5
Reliability & build quality4 out of 5
Value vs rivals4 out of 5
Equipment5 out of 5
Buying experience: exceptional customer service from BMW dealer
Competition is fiercer than ever in the mid-capacity adventure bike market at the moment, with would-be buyers spoilt for choice when it comes to choosing a motorcycle to help fulfill their dreams of adventure. But it's not just the major manufacturers vying for your cash either, with the likes of Aprilia and Husqvarna announcing new mid-sized bikes recently. And, now Italian outfit Moto Morini has thrown its hat into the ring with the all-new X-Cape 650.
Founded in Bologna, in 1937, the company has a rich motorcycle manufacturing history, but it fell upon hard times in 2010 when the firm went into liquidation. And while Moto Morini did manage to continue producing new models in the following years, a new chapter in the company's history began in 2018 when it became part of the Zhongneng Vehicle Group.
This led to ownership and production moving to China, with the design department remaining in Italy, and a new range of motorcycles, including the new X-Cape 650, have followed.
Here's everything we know about the adventure bike so far.
Moto Morini X-Cape 650
First up, we have to talk about those looks. They've divided opinion in ABR HQ, but I'm a huge fan of the styling and it's a bike that is likely to draw plenty of admiring glances when you pull up outside your favourite biker cafe.
Beneath that good-looking bodywork, the X-Cape 650 is powered by a 649cc, liquid-cooled twin-cylinder engine. This produces a modest 60bhp of power and 56Nm of torque, both figures that are lower than the likes of the Yamaha Ténéré 700 (72bhp) and Aprilia's new Tuareg 660 (80bhp).
While the power isn't too much to write home about, it's nice to see Moto Morini has equipped the X-Cape with a spoked 19-inch wheel at the front to offer a balance between on and off-road riding, while the knobbly tyres are also tubeless to make plugging roadside puncture repairs a quick and easy affair. Brakes come from Brembo, an established brand that suggests effort has gone into fitting the bike with high-performing components, and there's also Bosch switchable ABS to allow for rear-wheel lock ups off-road.
The bike's touring credentials look good thanks to an adjustable windscreen, which Moto Morini says can be moved with one hand, a decent-sized 18l fuel tank which should allow for 200-plus miles between fill-ups, and an accessible low 820mm seat height (that can be raised to 845mm), helping more vertically challenged riders be able to flat foot when pulling to a stop.
However, we were concerned to see the listed dry weight as 213kg. Fully fuelled and oiled, that could mean the X-Cape tips the scales at over 230kg. Extra weight may help its road holding at higher speeds but it could also prove a handful off-road, and this is significantly more than some of its competition (the Yamaha Ténéré 700 is 205kg wet).
The X-Cape 650 also impresses when it comes to technology. There's a vast 7″ TFT screen, which supports Bluetooth connectivity to your phone, a dual-USB port for charging on the go, and, from promotional images we've seen, it also looks like there is a Tyre Pressure Monitoring System and multiple rider modes too.
Competitively-priced adventuring
Finally, there's the price. According to our local dealer, located in Birmingham, the Moto Morini X-Cape 650 will be available for just £6,995, a steal for a bike that looks ready to take riders touring on and off-piste.
Of course, we'll have to wait to swing our leg over the Moto Morini ourselves to judge if it's up to the task, but we love seeing new adventure bikes popping up on the market and the prospect of more competition in the mid-capacity world is always a good one.
Don't forget to keep up to date with all of the latest news from the world of adventure biking by subscribing to the weekly ABR Bulletin on the right hand side of this page.
Một chiếc Ghibli Rebelle sản xuất giới hạn vừa được Maserati Việt Nam đưa về nước với giá bán khoảng 6,5 tỷ đồng. Theo đơn vị này, thị trường Việt Nam sẽ chỉ có duy nhất một chiếc thuộc bản này được đưa về.
Được ra mắt thị trường toàn cầu từ năm 2018, ban đầu, Maserati Ghibli Rebelle được sản xuất giới hạn 200 chiếc cho thị trường EMEA (châu Âu, Trung Đông và châu Phi). Tuy nhiên sau đó, hãng xe Ý quyết định sản xuất thêm phiên bản này dành cho thị trường Châu Á với số lượng 30 xe. Một trong số đó đã có mặt tại Việt Nam.
Với số lượng giới hạn, đại diện hãng xe Ý tại Việt Nam cho biết, chỉ có một chiếc duy nhất được sản xuất cho thị trường Việt Nam và hiện đang được trưng bày tại Hà Nội. Đi cùng với số lượng sản xuất rất ít, Maserati Ghibli Rebelle còn có nhiều điểm độc đáo khác biệt với các phiên bản còn lại.
Chiếc duy nhất cho thị trường Việt Nam sở hữu màu sơn "Nero Ribelle" đen ánh kim sang trọng, tinh xảo, thể hiện thiết kế độc đáo của chiếc xe với hiệu ứng ánh sáng tinh tế không thể nhầm lẫn. Bộ mâm hợp kim GTS 20 inch ánh bạc cùng bộ kẹp phanh màu đỏ bắt mắt. Ngoài ra, Ghibli Ribelle cũng được trang bị gói ngoại thất "Nerissimo".
"Ghibli Ribelle" sở hữu nội thất tinh tế, với bảng điều khiển mang hai tông màu đen/đỏ, ốp cửa màu đen và bệ tỳ tay trung tâm màu đen, vô lăng thể thao bọc da cao cấp màu đen với đường chỉ khâu tay cùng tông màu và lẫy chuyển số chủ động. Điểm nhấn nổi bật của nội thất "Ghibli Ribelle" là bộ ghế ngồi thể thao khả năng chỉnh điện đa hướng, nhớ vị trí sử dụng chất liệu da tự nhiên cao cấp, với hai tông màu đỏ đen và đường chỉ khâu tương phản dành riêng cho phiên bản giới hạn này.
Sự độc đáo trong nội thất của phiên bản giới hạn Ghibli mới còn được nhấn mạnh thêm bằng huy hiệu nhôm mạ crôm mang hình cây Đinh ba huyền thoại kết hợp với logo Ribelle mới cùng dòng chữ One of 30. Huy hiệu đặc biệt này được đặt ngay chính giữa bảng điều khiển trung tâm ốp sợi Carbon Twill High Gloss như một biểu tượng của phong cách và cá tính ấn tượng, để tất cả những người ngồi trên xe đều có thể nhìn thấy rõ ràng nét độc đáo, riêng biệt của mẫu xe này. Xe cũng sở hữu hệ thống âm thanh cao cấp Harman Kardon và cửa sổ trời.
Chiếc Maserati Ghibli Rebelle được đưa về Việt Nam dùng động cơ xăng V6twin-turbo sản sinh công suất tối đa 350 mã lực, được thiết kế bởi Maserati Powertrain và chế tạo tại nhà máy Ferrari tại Maranello.
"Ghibli Ribelle" chỉ sản xuất giới hạn 30 chiếc xe và chiếc duy nhất tại thị trường Việt Nam hiện tại đang được trưng bày tại Ngôi nhà Maserati – 18 Lê Phụng Hiểu, Quận Hoàn Kiếm, Hà Nội từ ngày 25 đến ngày 28 tháng 12 năm 2020. Xe có giá bán khoảng 6,5 tỷ đồng.
Ngoài chiếc Ghibli đặc biệt này, Maserati Việt Nam còn trưng bày 2 mẫu xe khác là Levante và Quattroporte cùng không gian đậm chất châu Âu tại ngôi nhà Ý nhằm tiếp đón những khách hàng quan tâm và yêu thích các dòng xe của Maserati.
Ảnh chi tiết Maserati Ghibli Rebelle độc nhất Việt Nam giá 6,5 tỷ đồng
