How much scooter is too much scooter? Well, if a person is not a scooter person, any amount of scooter is too much scooter. I am not a scooter person, but this one, the BMW C 400 X… is a little different. As the title says, it is more motorcycle than scooter in terms of both the looks and the performance. I got the chance to ride one in Australia, and I enjoyed it a fair bit. 

Before the review, if you think I do those, a little introduction. Our readers in India might already be aware of a little thing called the BMW C 400 GT. That is the family this scooter belongs to. It has the same engine but is aimed differently. While the C 400 GT, as the name suggests, is geared more towards touring, the C 400 X is aimed at a more dynamic and agile ride. 

Does it offer that? Yes. The C 400 X has a 5mm shorter wheelbase and is nearly 11 kilos lighter. So the engine that felt punchy and relaxed on the C 400 GT feels punchy and… punchy on the C 400 X. Anyway, that is more or less it. That is my review of the C 400 X, but for those who are already familiar with the C 400 GT. For those who are not, read on. 

In terms of looks, the BMW has done a great job with the C 400 X. The front end, especially, looks smashing. It resembles BMW’s GS lineup. BMW has done a great job carrying over design elements from its motorcycles to the scooter. 

That works in two ways: one, there’s familiarity, especially with the iconic front design of the motorcycles being carried over; and two, it fits into the garage of a BMW family. For instance, if a household has a seasoned rider who owns a GS, the C 400 X would be a great addition to the garage for someone who is learning to ride. 

The exhaust looks more like a motorcycle exhaust than a scooter’s. The bodywork has the BMW badging placed prominently so people know you’re riding a scooter, but a premium one. The seat is one of the highlights: plush, with good lower back support, and premium. You can open it at the push of a button, and there’s good under-seat storage. Plus, there’s a 43-litre top case that’s electrified, has lighting inside, and supports wireless charging.

Inside the cockpit, it almost feels like looking at a BMW motorcycle’s dashboard. It’s easy to forget you’re even on a scooter. The windscreen could have been bigger. On the highways, there isn’t a lot of wind protection. The C 400 GT nailed that aspect, but the C 400 X falls a little short. 

Overall, it looks big and futuristic. It would get a lot of attention, especially on Indian roads. So you do not have to worry if you were ever “caught” riding a scooter. 

Let’s get to the engine. The C 400 X and the C 400 GT  share the same 350cc, water-cooled single-cylinder engine. Yes, despite the “400” badge, this is actually a 350cc engine, putting out about 34 horsepower and 35 Nm of torque. 

Interestingly, this engine isn’t made by BMW itself. It’s sourced from a Chinese company. Since its launch, BMW has been getting these engines from them. But that’s not unusual. Even the BMW 310s have engines made by TVS in India. It’s all about the overall package and quality BMW brings to the table.

The engine feels strong on the C 400 X. There’s lots of torque, and the peak arrives well before 6,000 rpm. So you have a lot of shove right from the word go. Cruising at 100 kays an hour is a breeze for the C 400 X. You can even push it further if you’d like, but over 110, it starts to show signs of fatigue. 

Also, since this is a single-cylinder engine, the vibrations are there. But considering it is a large-capacity single-cylinder engine, the refinement levels are BMW-worthy. Overall, it is a relatively smooth operator.

Dynamically, the BMW C 400 X impresses. I rode it on some twisty roads as well, and it felt right at home. The C 400 GT felt very relaxed, but this one has some urgency to it. The wheels are big, 15” at the front and 14” at the rear, the tyres are wide, 120 at the front and 150 at the rear, and the tyres are quite sticky as well. 

The suspension is well-tuned and in tune with the overall geometry of the scooter. It absorbs bumps and undulations quite well, but the bigger ones do unsettle it a bit. The brakes, dual-discs at the front, are very good though. So while I may not go corner-carving on it, chasing lap times, it is not boring either. 

So you have enough agility and ability to make you forget that you are riding a scooter and not a motorcycle, but if pushed too far, it does a good job of reminding you that it is indeed a scooter. That is not to say it will have you face down in a ditch, thanks to the comprehensive electronics. You get BMW Motorrad ABS Pro with DBC (Dynamic Brake Control), DTC (Dynamic Traction Control) and MSR (engine drag torque control). 

Now, who is it for? It is ideal  This scooter is ideal for someone who values style, brand presence, and practicality in an urban or semi-urban setting. It’s a great pick if you already own a BMW motorcycle and want something in the same family for shorter rides or another rider in the house.

It also works well for new riders who want something reliable and premium, without jumping directly to a big motorcycle. There’s familiarity in the interface, it looks sharp, and the brand carries weight.

And now, the big one (literally), the price. It costs 12,800 AUD. That is a lot of money. But for the money, you get a lot of electronics and that premium BMW finish. It’s not just the badge. It is the quality of materials and the attention to detail that add to the premium experience.

In India, the C 400 GT is around INR 10 lakh. So this one, if it makes it to India, would be around that price too, which is going to make it a hard sell. If these scooters were made in India, the price might be more digestible. Still though, if I had an unlimited money cheat code, I might just get the C 400 X… or maybe the C 400 GT.