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Driving report BMW F 650 GS
Comeback with a new drive
Others pretend to be tough, but the new BMW F 650 GS is understatement: it now has a two-cylinder engine? and real 800 cubic.
It was once a real hit, selling like sliced bread: In the nineties, BMW’s single-cylinder enduro F 650 GS was at the top of the charts for years. But times are changing, at some point even such a long-running favorite has to say goodbye to the top ten. The public’s taste wanted more cylinders, more smooth running, more power, more motorcycle. So the soloist had to give way to Japanese duets or quartets.
Now Bayern are starting a new attack on the hit parade. Even if the proven title is on the cover, the melody of the new F 650 GS is completely different. The main difference is made by the drive, whose regular rhythm is immediately familiar. The two-cylinder comes from the F 800, but the top performance has been reduced a little for the entry-level model. Instead of 85 hp, it leaves it at 71. This places the F 650 GS in the middle of the current competition, but has a clear advantage in terms of torque over the 600/650 two- and four-cylinder engines. And plays in a whole different league than the previous single-cylinder, which had a good 50 hp. From its sister model, the F 800 GS (see driving report in MOTORRAD 6/2008), the 650 series is initially separated by a lot of cash: at a basic price of 7800 euros, the buyer saves around 1800 euros.
In addition to the reduced performance, the F 650 are characterized by simpler spring elements, cast wheels (19 instead of 21 inches in front diameter), a lower seat height and simpler brakes. In terms of equipment, the two models only differ in small details, such as steel instead of aluminum handlebars or a smaller wind deflector. To describe the 650 as a “slimmed down” version of the 800 GS would not be entirely accurate. Sure, the Munich-based company was also interested in saving, but at the same time the 650 was given a different direction. While the long-legged 800 with long suspension travel and spoked wheels mimics the adventurer, the 650 aims to be a road-oriented all-rounder that appeals primarily to beginners and less demanding pilots. Upon first contact, they are happy about the moderate seat height of 820 millimeters. Optionally, the customer can order a three-centimeter lower bench. And if that’s not enough, there is even a lowering kit that lowers the seat to 765 millimeters. The seating position is just as comfortable as on the 800 GS, so everything fits perfectly.
New driving force
BMW looks confidently into the future and relies on the new F 650 GS.
When driving, the reduction in performance compared to the more powerful sister model is noticeable at all times. The harmonious, even development of power was retained. The in-line two-cylinder starts from below with a lot of flavor, hangs cleanly and easily controllable on the gas. And turns properly when required, but without offering the liveliness of some 650 V-engines. And in the upper speed range, the twin vibrates quite strongly despite the ingenious mass balancing by means of an auxiliary connecting rod and oscillating swivel arm under the crank drive. The chain drive is new. While the two 800 series road models S / ST drive the rear wheel with a belt, BMW has converted the GS versions to chain to ensure off-road suitability. Now you have to use the chain spray regularly. On the gear? a point of criticism in the street versions up to the conversion to the rubber-mounted pinion ?? If the switch to the chain has no effect, the GS switches itself on without being noticed without any accompanying noises.
The chassis responds cleanly, is designed to be significantly softer than the 800. When braking, the conventional, non-adjustable fork dips deeply. The rear shock also works less progressively than in the 800 GS. As with this one, it is adjustable in the spring base and rebound damping. Certainly no coordination for a sporty driving style, but the suspension fits well for tourist hiking. An advance in relation to the old F 650 is the stability at higher speeds, which is not at the expense of handling or steering behavior. The stiff lattice tube backbone certainly contributes to this, as it allows a large steering angle despite the three-dimensional connection of the steering head. In general, the two-cylinder 650 does not look any more cumbersome than the single-cylinder version, its weight is only slightly higher at around 200 kilograms including 16 liters of fuel.
Compared to the F 800 GS, the 650 is eight kilograms lighter, partly because it does not have one of the front brake discs. Nevertheless, it decelerates a lot in everyday use, but it needs a lot of manual force when braking hard and then looks a bit doughy. Definitely recommendable, very good and unobtrusively regulating ABS costs 710 euros extra. If you add this and a few other extras to the basic price, the F 650 GS is not a bargain, but remains at the level of the single-cylinder GS. With its hammering blow it had perhaps more character for some, but objectively speaking, the two-cylinder can do everything better. It has more power, a wide rev range, feels good on the road, and with its smoother drive has better travel qualities? and thus brings the best conditions for a new hit.
Data BMW F 650 GS
Compared to its big sister, the F 650 GS only has a small windshield.
engine
Water-cooled two-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, injection, ø 46 mm, regulated catalytic converter, 400 W alternator, 12 V / 14 Ah battery, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 41:17.
Bore x stroke 82.0 x 75.6 mm
Displacement 798 cc
Compression ratio 12.0: 1
Rated output 52.0 kW (71 hp) at 7000 rpm
Max. Torque 75 Nm at 4500 rpm
landing gear
Lattice frame made of steel, load-bearing motor, telescopic fork, ø 43 mm, two-arm swing arm made of aluminum, central spring strut, directly articulated, adjustable spring base and rebound damping, front disc brake, ø 300 mm, double-piston floating caliper, rear disc brake, ø 265 mm, single-piston floating caliper.
Cast aluminum wheels 2.50 x 19; 3.00 x 17
110/80 R 19 tires; 140/80 R 17
mass and weight
Wheelbase 1575 mm, steering head angle 64.5 degrees, caster 97 mm, spring travel f / r 180/170 mm, seat height 820 mm, dry weight 171 kg, tank capacity 16.0 liters.
Warranty: two years
Colors: blue, silver metallic, red
Power variant: 25 kW (34 PS)
Price: 7800 euros
Additional costs: 264 euros
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