BMW HP2 Megamoto

There's always a tastier option and they don't come much tastier than this. This is to an ordinary BMW what a Marks & Spencer ready meal is to tin of Sainsbury's Basics baked beans. Get on a BMW HP2 Megamoto and you'll certainly Taste the Difference!

BMW's 'High Performance' or HP2 models are about to introduce another newcomer to their exclusive garage. First up was the HP2 Enduro, then the HP2 Megamoto was released and for 2008, the HP2 Sport will flex 128bhp of toned, track-ready muscle.

Exclusive appeal

Although each of these bikes lives in separate categories - enduro, street supermoto and sports bike - they all share a common ground; quality. And that, my friend, comes at a price. We're talking about bikes that don't even entertain the principles of mass production. The HP2 bikes are the two-wheeled versions of BMW's M cars. No expense spared, quality components and looks that'll set you apart from the crowd with the "I'm-a-success" BMW badge of honour. So of course, the HP2 Megamoto's dripping in design detail. It's a head turner capable of wrenching unsuspecting neck muscles as you turn to admire and then find you can't actually stop staring at the supermoto inspired Beemer.

Its massive presence is exaggerated by the 890mm seat height, which doesn't faze me, but I may be swimming in a fairly small pond here. It'll be a fair reach to the slimline saddle for many riders who'll no doubt be forced to perform tip-toe balancing acts at traffic lights. Hey-ho - stilettos and push up bras aren't exactly comfortable either, but we still wear them because they look good (and at this point, I realise I've just jumped into an even smaller pond, although bra wearing bikers are apparently on the increase).

Extreme experience

The HP2 Megamoto boasts a fine array of special parts. The rear suspension uses BMW's Paralever with an Ohlins shock whilst the front's guided by 45mm Marzocchi upside-down forks as opposed to the Telelever system usually found on other Boxer-engine bikes. The twin pipes curve beneath the 1170cc powerhouse and finally emerge with an Akrapovic rear muffler. Carbon fibre, top quality paint and a claimed 113bhp and 84ft lb of torque completes the sweet icing on an already rich cake. So it's fancy, but does it work? You bet your £12,595 it does! Assuming, of course, you've a penchant for naked brutality, complete lack of wind protection and a teacup for a tank.

The ride experience is just that - an experience! Blip the throttle at a standstill and 179kgs of bike, lurches to the right with the familiar Boxer beat. Do the same on the open road and the bike sprints forwards like Linford Christie fresh out of the blocks. The rush is intoxicating, the 8,000rpm redline reminding you to change up and relight the fuse. But, when enthusiasm engulfs you like a loosely packed bean bag the overzealous gear changes your right hand insists upon will have the tall front end shimmying. Interrupt the equilibrium of the handlebars and the bike gets a wriggle on. Less pressure on the bars and a more controlled approach and the bike's steady again.

Heavy handling

Other than that, the handling's predictably good. Supermoto styled, leg-out riding on this Boxer's a definite no-no unless you're wearing shin guards. However, the flat cylinders protruding from either side only restrict your movement if it's inappropriate, and riding the Megamoto like you're the current British supermoto champion, on the road, is by definition, wholly inappropriate. It's not a supermoto; it's a road bike - a very capable and very expensive road bike, dressed in the finest supermoto clothing.

Compared to Ducati's ultra flickable Hypermotard, the more neutral BMW feels heavier to throw around, but its steadiness in the corners is encouraging. That said, if the going gets really rough, the suspension set up as standard feels on the stiff side. It's adjustable and you're sure to find the setting to suit you, I must admit though, I really enjoyed the focused feel of the bike. As top speeds go, the BMW holds its own, delving well into three figures, but I doubt you'd want to stay there long, even if you make it there in the first place, so scrub off speed with the very impressive BMW branded brakes.

Verdict

The HP2 Megamoto looks good, feels good and is good. Even the price is good - good for creating a sizeable dent in your bank balance.

KTM 690 range

KTM's new generation of LC4 bikes was launched a year ago and now three more models have been introduced into its single-cylinder family - the 690 Duke, 690 SMC and 690 Enduro.

All three bikes are powered by the same 654cc, single-cylinder engine, which was first used in the 690 SM (although they have a different camshaft). But each model has a separate focus and the Duke has slightly more power due to the bigger volume of its underslung exhaust system.

The Duke is a streetfighter aimed at lifestyle riders, the SMC (which stands for Supermoto Competition) is honed for extreme supermoto riding (more so than the existing SM and SM Prestige) and the Enduro is the most versatile of all, being able to handle off-road terrain and tarmac alike.

690 Duke

The 690 Duke is designed for street riding and is very useable, motorway speeds achievable without too much neck pain and triple figures easily reached in short bursts. I blasted along the Spanish highway on the launch route and hit 80mph before I really had to tuck in and dodge the oncoming blast.

The riding position feels fairly natural, but my long legs didn't naturally make contact with the slim 13.5-litre tank. In sixth gear and at 80mph or less, the counterbalance shaft does a decent job of keeping vibrations to a minimum. But hang on to the first few gears past 5,500rpm and the bike vibrates so much it almost tickles.

Out on the twisties, the Duke is agile and easy to ride, and my most limiting factor was the dusty, pebble-strewn roads that dissuaded me from really throwing the bike on its ears. The WP front suspension is fully adjustable and the rear monoshock has adjustable rebound and compression.

Not only is the handling responsive, but the bike only weighs 148.5kg, so the Duke is very unintimidating to ride and tight manoeuvres are a breeze. The steering lock is adequate, but with the tall 865mm seat height, tight turns could require a little extra attention for some riders. The Brembo brakes are characteristically good.

690 SMC

The 690 SMC (Supermoto Competition) is a super-slim machine and in comparison to last year's SM and SM Prestige, it feels sharper and more focused. Power is 62bhp and on the Supermoto track on the launch in Spain, I left the engine setting in mode three and it was great fun.

I'd turned into a tight left hander and found a fellow rider steaming up the outside ready to slice in front of me before the next turn. My right hand responded with a sudden and almost involuntary snatch of the throttle (otherwise referred to as the descent of red-mist).

The front wheel rose eagerly from the asphalt and my belly began to churn with the excitement of the inevitable giggles - this was ridiculously good fun. By now, my hip flexor muscles had begun to ache with the constant leg-out supermoto action, but wild horses couldn't have dragged me into the pits.

Lap upon lap, the SMC flick-flacked through chicanes, and fell into turns like a drunk falls into his favourite bar. The seat is long and slim and the 12-litre fuel tank is hidden away below it, doubling as a rear subframe and helping to lower the centre of gravity.

Shifting my bodyweight forwards or backwards as I steamed around the track was so easy it felt like second nature. I could slide way back to tuck in for the mini straights (it all helps) or push forwards towards the race-bike derived airbox which sits just above the engine block.

On the road, I doubt whether I'd find the 900mm seat quite so comfortable. And yes, it is really that high but the bike's proportions seemed to detract from that fact. Or then again, perhaps it's just simply so much fun that even the vertically challenged won't give two hoots whether it's a lofty bike or not.

Banging down the six-speed gearbox was made all the easier with the slipper clutch. Although the SMC is a totally focused supermoto, it's light, feels handy and has a really unintimidating playfulness to the ride.

The high wide bars mean you'll be chopping direction faster than Jamie Oliver with a freshly sharpened knife. I didn't take the bike off the standard suspension settings, and the handling was spot on, as was the grip from the Pirelli Dragon Supercorsa Pro tyres.

690 Enduro

KTM's 690 Enduro is just as exciting as the 690 SMC, but it's also more versatile. It bridges the gap between softer all-rounders like Aprilia's Pegaso 650 and the full-on KTM Enduro EXC 450. It's been designed for all roads with consideration to entry-level riders too.

The three engine settings are available on the 690 Enduro but where the first setting feels too subdued on the SMC and Duke, it could prove useful here. Novice off-roaders can take full advantage of the reduction in power, and if the terrain becomes too difficult for more experienced riders, it's not too much hassle to stop and change the setting.

And that's the Enduro's real attraction, off-roading, whether it's a full-on assault on the countryside or a gentle green-lane meander. It's slightly heavier than some of the competition and relatively expensive, but it's also a very capable machine. As standard, it's shod with Metzeler Enduro tyres which offer a good deal of grip.

Slippery mud or very loose sand is best left to knobblies, but the Enduro's rubber is capable of dealing with less extreme surfaces and tarmac alike. For riders looking to invest in either of these two new LC4 bikes, the Enduro's more likely to entice new customers simply because it's a ride-anywhere-anytime bike rather than a supermoto track-tool.