BMW G 650 GS and Husqvarna TR 650 Strada in comparison

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The all-rounders from BMW and Husqvarna in the test

BMW G 650 GS and Husqvarna TR 650 Strada in comparison

After Husqvarna Nuda 900 and TE 449, the third model follows with support from Bavaria: The Italians modified the large BMW single-cylinder for the TR 650 Strada. A comparison with the Munich original clarifies whether this is crowned with success.

The sonorous roar of the large single cylinder floods the underground car park. You immediately vanish from the fanaticism of performance, at the same moment you feel transported back to the beginnings of your motorcycle career. It is wonderful how the fat piston stomps up and down again, every combustion cycle is reflected through the closed space. Motorcycling can be so nice even when standing still! The new Husqvarna TR 650 Strada is no prole, but acoustically it already gives an idea that it is of a considerably different caliber than the somewhat conservative-looking and tight-sounding BMW G 650 GS standing next to it. It’s not really that surprising, but it’s quite interesting. Because the same single cylinder works in both candidates, which was already used in the old F 650 GS (until 2007). An old friend, so to speak. Built and proven thousands of times in China by Loncin, which is why the Strada engine is also manufactured there.

D.och, Husqvarna – at least since the takeover by BMW – would not be Husqvarna if they didn’t give the engine a lot more steam with a number of modifications. In contrast to the Nuda 900 model, which is based on the in-line twin cylinder of the F 800 R, this time there is no need to increase the displacement, but the young Wilde should nominally push 10 hp more than her – let’s say – organ donor. Whether this is at the expense of smoothness and suitability for everyday use? When interpreting an independent single-cylinder motorcycle, the Italians have at least made a lot of effort to differentiate themselves visually and technically from the BMW counterpart – you can see that at first glance: new steel bridge frame, fancier swingarm, an upside-down fork from Sachs with 190 millimeters of spring travel, very narrow silhouette, over two degrees steeper steering head angle. So there can be no question of a cheap copy of the BMW, and it is not so important that the handlebars and fittings, the rims and the brake units come from the same parts shelf as the small GS.

The all-rounders from BMW and Husqvarna in the test

BMW G 650 GS and Husqvarna TR 650 Strada in comparison

Gargolov

Despite its weight, the BMW is robust and develops linear propulsion.

The clutch can be dosed precisely, and the motor pushes the bike forwards powerfully and without any gaps as soon as it starts. However, you shouldn’t be too timid with the throttle grip. Then it sometimes “bopp” and the engine stops. It’s the same with BMW. Big single cylinders. So go on! In Stuttgart’s city traffic, both mopeds have to roll in slowly first. It’s amazing how gently the Husqvarna engine hangs on the gas – despite the substantial extra power. He reacts directly and without any nervousness to changes in the throttle valve position, accelerates the 188 kilogram Strada from 2000 revolutions with even power output, never hacks on the chain. That is a very promising announcement – but one that BMW can skilfully parry in this regard. Will it stay that way??

Curvy country roads are finally in sight. Then fire can be given. Despite its weight of 198 kilograms, the BMW is robust and develops a linear propulsion up to the limiter of 7400 revolutions. The measured 52 HP might not knock you off your feet, but it is enough to accelerate quickly out of the corners with plenty of torque. While the G can still be moved extremely easily at low speed and easily tilted into an inclined position, a little force on the handlebars is required when driving quickly. Once turned into the bend, however, the BMW stoically and very neutrally follows the targeted line. The fact that the damping front and rear (the spring strut can be adjusted in the spring base and rebound) is more comfortable, fits the overall concept and is also acceptable because the motorcycle does not rock worryingly at brisk pace and pocky asphalt. A successful, pretty sensible presentation of the BMW.

Gargolov

The Strada leads to a brisk pace on the route.

And the Strada? She now wants to show what is really in her. The Husqvarna climbs through the rev range with a good portion of ease, adds a few briquettes at around 5000 revs and easily pulls past the Mini-GS up to the maximum revs of 8500 revs. The fascinating thing about it:

No significant vibrations penetrate the driver over the entire speed range. It was completely different on the BMW, wasn’t it? The direct comparison follows again, then it is clear: The numerous modifications to the engine have not only increased the performance to a measured and tangible 59 hp, but also resulted in an astonishing smoothness. As smoothly as the single cylinder runs in the Husqvarna, it rattles as much in the BMW.

The Strada engine features a lighter forged piston, weight-reduced crankshaft and balance shaft, a new cylinder head with camshaft and larger inlet and outlet valves. Finally, the compression was also increased from 11.5 to 12.3. All measures have done the drive extremely good. The additional consumption of 0.3 liters per 100 kilometers is therefore really okay. The base engine in the BMW has to admit defeat. Hat!

Gargolov

The Husqvarna TR 650 Strada and BMW G 650 GS in a comparison test.

Unfortunately, the Husqvarna is not quite as civil and balanced on the chassis side. If it is a bit more maneuverable than the G, especially at higher speeds, it cannot be turned as precisely and precisely on the slow course. On the other hand, it lies more solidly on the road in an inclined position and provides better feedback to the driver. It’s a shame that the non-adjustable Sachs fork responds so badly and chugs over bumps quite unabashedly. Otherwise the feeling for the front wheel would be even better. The sporty, stiff shock absorber, which can be adjusted in terms of the spring base and rebound damping, doesn’t need any criticism. However, this does not apply to the ABS-assisted brakes of both test candidates, which are standard equipment on both machines. These require a lot of manual strength for only average deceleration services.

All in all, the cheaper Husqvarna surprises its rival from the same company with a grandiose single cylinder. Ultimately, however, it remains a matter of taste: the BMW is a decent touring bike, the Strada is more for the young dynamic. Fortunately, you’re only as old as you feel. Thank you Husqvarna – and BMW.

Scoring

Gargolov

BMW G 650 GS and Husqvarna TR 650 Strada.

engine

The modified engine in the Husqvarna is a magnificent single cylinder. Compared to the BMW, it is not only significantly more powerful and more powerful, but also plays in a different league in terms of smoothness. In turn, both can boast low load changes and a decent transmission. On the other hand, they acknowledge cold starts with a high idle speed.

Winner engine: Husqvarna

landing gear

The TR 650 Strada only barely wins this chapter. The poorly responding upside-down fork and a slight swing around the longitudinal axis at high speed prevent better cutting. The BMW shows itself from the solid, comfortable side. On the other hand, the feedback is a bit worse, and the side stand keys down quite early in left turns.  

Chassis winner: Husqvarna

everyday life

Here the hour of the G 650 GS strikes. Those who go on a big tour prefer to use the BMW. The passenger sits better, there is a bit of wind protection and if it gets dark, the light illuminates the road properly. The Strada offers its driver a nice place, but fails with wind protection, light and workmanship. Both offer long ranges, the BMW even up to 400 kilometers.

Winner everyday life: BMW

security

The brakes aren’t great on either. The identically constructed single-disc brakes at the front require high manual forces for only moderate deceleration. The ABS regulates roughly, but safely.

Safety winner: Husqvarna

costs

The BMW is more economical. Because of the 10,000 intervals, both (presumably) don’t need to be inspected too often.

Winner costs: BMW

Price-performance

The Strada costs significantly less and offers a lot for it. A real recommendation.

Price-performance winner: Husqvarna

Max points BMW G 650 GS Husqvarna TR 650 Strada Overall rating 1000 590 592
placement 2. 1.
Price-performance note 1.0 1.8 1.5

Gargolov

Husqvarna TR 650 Strada – a convincing motorcycle thanks to the modified single cylinder.

Husqvarna TR 650 Strada

The modified BMW single-cylinder is convincing all along the line and can score so many points that it is ultimately enough for victory. Except for the fork set-up and the poor brakes a really great, not too radical motorcycle.

Gargolov

BMW G 650 GS – an uncomplicated all-rounder.

BMW G 650 GS

A direct comparison reveals it: the original single cylinder generates more vibrations with less power. Otherwise the GS remains an all-rounder. Uncomplicated, solid and well made. Only the brakes should tackle more research.

Data and performance measurements

Gargolov

Both the BMW and the Husqvarna can cruise through the forest.

BMW G 650 GS Husqvana TR 650 Strada
engine 
type design Single cylinder four-stroke engine Single cylinder four-stroke engine
injection Ø 43 mm Ø 43 mm
coupling Multi-disc oil bath clutch  Multi-disc oil bath clutch
Boron x stroke 100.0 x 83.0 mm 100.0 x 83.0 mm
Displacement 652 cm3 652 cm3
compression 11.5: 1 12.3: 1
power 35.0 kW (48 hp) at 6500 rpm 43.0 kW (58 hp) at 7250 rpm
Torque 60 Nm at 5000 rpm 60 Nm at 5750 rpm
landing gear
frame Bridge frame made of steel Bridge frame made of steel
fork Telescopic fork, Ø 41 mm Upside-down fork, Ø 46 mm
Brakes front / rear Ø 300/240 mm Ø 300/240 mm
Systems assistance SECTION SECTION
bikes 2.50 x 19; 3.50 x 17 2.50 x 19; 3.50 x 17
tires 110/80 R 19; 140/80 R 17 110/80 R 19; 140/80 R 17
Tires Metzeler Tourance EXP, front "B" Metzeler Tourance EXP
DIMENSIONS + WEIGHTS
wheelbase 1477 mm  1501 mm 
Steering head angle 61.9 degrees 64.0 degrees
trailing 113 mm 101 mm
Front / rear suspension travel 170/165 mm 190/190 mm
Seat height ** 790-820 mm 865 mm
Weight with full tank ** 198 kg 188 kg
Payload ** 182 kg 196 kg
Tank capacity / reserve 14.0 / 0 liters 14.0 / 0 liters
Service intervals 10,000 km 10,000 km
price 7300 euros 6.690 euros
Price test motorcycle 7618 euros *** 6.690 euros
Additional costs 390 euros 300 Euro
MOTORCYCLE readings
Top speed * 170 km / h 175 km / h
acceleration
0-100 km / h 5.1 sec 4.8 sec
0-140 km / h 11.3 sec 9.6 sec
Draft
60-100 km / h 5.7 sec 5.1 sec
100-140 km / h 7.5 sec 6.7 sec
Consumption highway 3.5 liters / normal 3.8 liters / super
Reach country road 400 km 368 km

* Manufacturer information

** MOTORCYCLE measurements

*** Incl. Main stand 121 euros, including heated grips 197 euros

motorcycles

Behind the scenes of the 1000-point evaluation

Special: This is how MOTORRAD tests

read more

Performance measurement of the BMW G 650 GS and Husqvarna TR 650 Strada

The BMW and Husqvarna engines develop their power very homogeneously. Both provide a lot of torque from idle. The kink in the curve of the Strada is not really noticeable. The extra power from around 5000 revs, however, already. Subjectively, the Husqvarna pushes through the rev range with greater ease. Also recognizable: the different maximum speeds.

Modifications to the single cylinder of the Strada

Gargolov

Famous single cylinder at the Husqvarna, which runs extremely quietly and very easy to turn. Perfect!

• New cylinder head with flow-optimized inlet and outlet ports
• New fuel injection system
• Diameter of the inlet valves increased from 36 to 38.5 millimeters, exhaust valves from 31 to 34 millimeters
• Camshaft with longer valve timing, new valve lift curves and increased valve lifts
• Compression ratio increased from 11.5 to 12.3: 1
• Forged pistons lighter by 112 grams in comparison to the BMW weight-reduced crankshaft and balance shaft
• redesigned airbox
• New stainless steel exhaust system with two rear silencers

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