Models and options
Two models were available. The '125' model featured a 124 cc capacity four valve, four-stroke, water-cooled, fuel injected engine producing Template:Convert/LonAonDbSoff. The '200' model sported a 176 cc engine producing 18 bhp (13.4 kW). Both engines were manufactured by Rotax and included a CVT gearbox.
Accessory options could be added at point of sale or sometimes retrofitted such as:
- Anti-lock brakes (ABS)
- 'Fun Audio System' (music system, volume linked to speed)
- Interior reading light
- BMW Immobilizer alarm system
- Lockable glove box with power socket
- Sunroof (as opposed to the standard 'hard top')
- Heated grips and/or seat
Three different options were available for the space behind the rider, all of them with matching key/lock and could be swapped out quickly:
BMW build quality is particularly noticeable in the pillion seat after market kit. It provides not only the seat itself, but warning/safety stickers, foot pegs and a kit for adjusting the headlights tilt angle as the attitude of the bike changes with different payloads.
A windscreen wiper with washer fluid completes the 'two wheeled car feel' and together with the roof/passenger cell creates a bike which has a higher centre of gravity than just about any other. In addition the rider is held upright against the seat's backrest by a four-point seat-belt. This makes handling at slow speed, and in particular taking corners in tight spaces or manoeuvring the bike at walking pace difficult until experience is acquired. The C1 weighed approximately 185 kg (408 lb) with a 40/60 weight distribution towards the back.
BMW's intention with the C1 was to appeal to car drivers in crowded city streets. The idea was to offer the convenience of a scooter or motorbike but without many of the associated dangers or hassles. The C1's most innovative design feature was its emphasis on safety. BMW tried to add passive safety and car-like crash testing to the scooter. It claimed that in a head-on collision, the C1 offered a standard of accident protection comparable to a European compact car. That was the prime marketing strategy to convert car buyers; the C1 was claimed to be so safe that the rider did not need to wear a helmet to ride it. This was achieved by using two shoulder-height roll bars, a crumple zone around the front wheel and an aluminium roll cage creating a car-like safety cell. It also had twin seatbelts reminiscent of an aviation style four-point harness to keep the rider in place.
Many countries deemed the use of seatbelts in conjunction with wearing a helmet to be unsafe. The added strain on the riders neck from the added weight of the helmet could cause significant injury to the restrained rider even in a low speed head-on collision. Germany, Switzerland, Italy, France, Israel and Spain authorities were quick to allow an exception to the helmet law for the C1. However, poor C1 sales in the United Kingdom may in part be attributable to the British government's refusal of BMW's request to change helmet regulations for C1 riders. Another country that requires C1 riders to wear a helmet is Sweden, although wearing the seat-belts is voluntary.
|“||It is a shame that the UK government is slow to foresee change when other countries have grasped the idea of a convenient, environmentally sound and safe solution to urban personal transport. With pressure for manufacturers to develop innovative transport solutions which benefit the environment I hope that legislators will become more receptive to our approach.||„|
—Kevin Gaskell, Managing Director of BMW (GB)
After selling 10,614 units in 2001, BMW only sold 2,000 units in 2002, and ceased production of the C1 in October 2002. It was never made available in the USA.
The '200' model's name is confusing to some as the engine is actually 176 cc. Its 50% capacity increase, 18 bhp (13.4 kW) power output and different gearing in the continuously variable transmission assembly make it faster accelerating than the 15 bhp (11.2 kW) '125' version.
Used prices are holding well as many enthusiasts and collectors still purchase models to add to their collections. Some C1 owners are known to own up to five or six C1s, pretty much covering each model in the range. These can be extensively modified to compensate for the above average number of design faults that are often found in the first production run of any new vehicle. Many riders use the more than nine European C1 Forums on the internet for the purpose of implementing these modifications as well as meeting up and helping maintain the vehicle.
- Chapman, Giles (11 May 2004). "The decline of the house of Bertone". The Independent. http://www.independent.co.uk/life-style/motoring/features/the-decline-of-the-house-of-bertone-562858.html. Retrieved on 2008-11-02.
- "BMW C1 - A Concept takes Shape". BMW World. http://www.bmwworld.com/models/concepts/c1.htm. Retrieved on 2007-07-13.
- "Cover me beautiful". The Daily Telegraph. 25 August 2001. http://www.telegraph.co.uk/motoring/main.jhtml?xml=/motoring/2001/08/28/emfbm25.xml. Retrieved on 2007-08-26.
- Making of BMW C1, Makar Verigo. Photos and CAD visualisations.
- Jeremy Clarkson review of the C1. Times Apr 2000. "... the only bikes worth having cost £12,000 or more."