Top test: BMW F 650 GS
New two-cylinder BMW in the test
No trace of nervousness: It doesn’t matter whether it is to get bread, on the house route or on a long tour ?? the new F 650 GS winks at you and does the job.
The nice thing about the understatement is that nobody expects too much. The bad thing is that you run the risk of selling something below value. With BMW, which has never sold even the smallest thing below its value, there is of course no such risk. Understatement is therefore the perfect business strategy for the people of Munich.
The marketing people recognized this crystal-clear and immediately named the new 800 twin-cylinder entry-level model F 650 GS. Just like the old stew. Despite 798 cubic centimeters, despite the tubular space frame and 71 instead of the previous 50 hp. Nothing is as it was. Only the name remained ?? and the tank in the rear frame. Amazingly, the price too. The new one costs as much as the old one at 7800 euros. So the first dumping offer from Munich after all? Certainly not! Before bargain hunters rush to get on their socks, it’s worth taking a look at the list of accessories. Or to put it another way: Munich would not be in Bavaria if it did not succeed in lifting the new F 650 GS to a price level with sensible and popular extras that even solvent prospects would have to swallow.
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Top test: BMW F 650 GS
New two-cylinder BMW in the test
Nevertheless, the F 650 GS has every reason to casually wink with the asymmetrical headlight. After all, it’s a real 800. And ?? so would with one "Blind tasting" even proven experts type ?? a real boxer. 360 degrees ignition delay make it possible. The parallel twin sounds almost like its big sisters despite its displacement. Therefore, he collects the first plus points from the traditional BMW supporters, while the single freaks from the 650 faction polish their ear canals in amazement. But they already suspected while walking through the considerable dimensions that this F 650 GS has nothing in common with its predecessor.
The wheelbase grew by almost ten centimeters (1479 to 1575 millimeters) and the overall length by as much as 13 centimeters. The seat height increased by four to 83 centimeters, unless you order the lowering kit to 76.5 centimeters for 125 euros or the low bench seat (220 euros). Overall, the new GS looks much more mature than its predecessor due to these guard dimensions alone, but without deterring it from the sheer height, like many real big enduro bikes. It is rather the elongated proportions that make the F 650 GS an entry-level motorcycle without a beginner’s flair. The assumption that the F 650 GS has not become a handling miracle with these dimensions hits the mark. In this respect, the 650 clearly follows the tradition of its 800 sisters and demands an energetic impulse on the wide handlebar, in order to then follow the given radius in a relaxed manner. There is hardly a step, a wave or a joint that disturbs her decisively, and she even accepts braking maneuvers in an inclined position with equanimity.
The smallest GS sails relaxed from one bend to the next and smoothly irones even rough bumps, with the tall 19-inch front wheel, with a narrow 110 tire, definitely taking the lead. This is particularly helpful on unfamiliar terrain, where otherwise hectic overreactions spoil the bottom line even with experienced drivers. Therefore, only very experienced road foxes will want a more impulsive character on the hot ride on the home route, while a little more temperament in the engine room would garner the applause of the broader audience. But in this respect, the 800 is the 650 ?? according to the BMW model philosophy ?? completely committed to the initial idea. It accelerates as smooth as butter, but always with a slight delay and develops its performance in a calculable linear manner, except for a hang between 3500 and 4500 rpm. From 5000 rpm, however, when, for example, the twin-displacement F 800 GS packs on a decent shovel and swings up to a brisk 88 hp, the small GS slowly coasts to a halt and makes do with a measured 68 horsepower. Add an incredibly long gear ratio (to 236 km / h at 189 km / h top speed), and you have an engine characteristic that doesn’t scare beginners when they turn the throttle? but not even advanced students.
Just don’t rush
Everything new: tubular steel frame, parallel twin with 798 cubic centimeters displacement.
It comes leisurely out of the hooves, the incognito 800s. Even in first gear, which is translated to an unbelievable 92 km / h, the clutch and gas need to be carefully dosed. No wonder, because the gear ratio has been taken over by the 650er from its big sisters 800 S and 800 GS, and it is also secondarily geared longer than the big Enduro. That saves your nerves and your wallet? With an average of four liters on the country road and 4.6 liters at the recommended motorway speed, the twin is one of the stingers in the best F 650 tradition. On the other hand, it gives away potential driving performance. Before misunderstandings arise: Even with the nominally smallest GS you can gasp heartily on the country road, if you follow the old BMW motto "let run" considered. In addition, it is hardly worthwhile to turn the twin above the torque peak at exactly 5000 rpm and lapse into hectic. Shift up early, don’t anchor too hard and take a lot of momentum into the curve? This is the decades-old recipe for success on BMW boxers, with which F-650-GS drivers are also well advised.
Speaking of anchoring: The lonely 300-millimeter disc on the front wheel decelerates sufficiently well and effectively, but needs the handshake of an iron bender. 9.9 m / s2 are then possible, because the GS remains quietly on track despite its comfortable suspension setup and the ABS controls sensitively. This also applies to pillion rider operation, whereby it should be noted that the spring preload and rebound stage damping of the directly hinged central spring strut should be adapted to the load condition and largely increased or turned off. The preloading of the shock absorber in particular benefits handling in solo operation, but it slightly worsens comfort. In return, the GS sweeps through the fast slalom at almost 100 km / h and through the slow slalom at a good 56 km / h and does not show any nakedness on the circular path either.
The entry-level BMW is available for 7800 euros.
The dynamic talents of the F 650 GS are not excessive, but they are undoubtedly there when you tease them out. Rather, however, the F 650 is a reliable companion for every day. In addition, as expected, the touristic aspects are not neglected with the entry-level BMW. You sit well in the first row, and people with a short torso and extremities benefit from the short distance to the handlebars, while tall people sometimes have a? Breech position ?? complain and would like the handlebar ends a little further forward. Backbenchers have no reason to complain regardless of height. Both enjoy the decent upholstery and the smooth-running engine, which only tends to vibrate at high speeds. The touring suitability is supplemented by the typical BMW case system with its assembly in seconds and variable storage space and an on-board computer that provides information about everything that is somehow relevant on two wheels at the push of a button on the left end of the handlebar. do not you believe?
So: ambient temperature, average speed, average consumption, current consumption, the gear currently in use, the fill level of the fuel tank, the cooling water temperature, the current time, the driving time, the kilometers covered ?? can you want to know more? Yes, for example how the windbreak behind the small pane turns out. The answer: not intoxicating, but without any annoying turbulence. So the F 650 GS does what it always does, even on stretches of the motorway. She stays calm? and in view of the seventh place in the registration statistics with 1815 units (as of July) that has its appeal for many.
Comments MOTORCYCLE scoring
Not bad for a 650, but not great for an 800: the performance of the GS. Nevertheless, you will rarely miss anything in everyday life. A more spontaneous response perhaps. Or a more suitable gear ratio and a shorter secondary ratio, because here BMW was clearly doing too much of a good thing. The transmission itself, however, is easy to shift, the starting behavior gives no cause for complaint.
If there is one point of criticism of the chassis of the new F 650 GS, it is certainly the limited handiness. But this somewhat stubborn design also has advantages, especially in terms of steering behavior. The F 650 pulls its course calmly, springs sensitively and runs neatly straight ahead. With suitcases ?? even more with suitcases and a full load ?? however, it tends to be fickle. A little more progressiveness in the chassis tuning would be desirable.
As always, it depends on the size. Smaller and medium-sized drivers feel extremely comfortable on the GS, very tall ones with very long arms want a more front-wheel-oriented position. When it comes to wind protection, there is still room for improvement in terms of tourism; thanks to the optional on-board computer and luggage system, there is hardly anything to be desired in terms of equipment. Payload and range are worth all honors, the processing is rather (medium) mediocre.
Traditionally a strong BMW chapter. This is also followed by the new F 650, which is only equipped with an average brake, but a well-functioning ABS. In addition, a minimal righting moment when braking and no risk of kickback. It’s okay.
Inexpensive consumption, low inspection costs, comparatively modest maintenance: the F 650 GS is a motorcycle for every day and many occasions.
653 points are a lot of wood for a mid-range motorcycle with ambitions for beginners. No wonder that the F 650 GS performs well despite its price.
The new BMW F 650 GS should offer more motorcycle.
The new BMW F 650 GS also has a very special quality that already distinguished its predecessor: it makes things easy for its drivers. Beyond that, however, it is not quite the same. She has more of everything. More displacement, more cylinders, more power. It is simply more of a motorcycle and therefore a delightful offer not only for the old F-650 clientele.
Top speed * 189 km / h
0 – 100 km / h4.4 sec
0 ?? 140 km / h8.4 sec
60 ?? 100 km / h 4.8 sec
100 ?? 140 km / h5.9 sec
140 180 km / h 10.1 sec
Effective (display 50/100) 49/98 km / h
Display red area 8000 / min
Effective 8000 rpm
Country road 4.0 l / 100 km at 130 km / h 4.6 l / 100 km
Theor. Range of the country road 400 km
Fuel type: normal
Dimensions + weights
L / W / H 2300/890/1350 mm
Seat height 830 mm
Handlebar height 850 mm
Turning circle 5350 mm
Weight with a full tank 215 kg
Payload 221 kg
Wheel load distribution f / r46 / 54%
The linear power curve is paired with the 800 twin with an extended torque plateau of 3000 to 6000 rpm. The small drop at around 4000 rpm is also noticeable when driving. The gear ratio is extremely long for a 68 hp engine, so that the temperament of the F 650 GS is within manageable limits.
The F 650 GS needs a powerful steering impulse. It springs in wide, touches the footrests. Steers sufficiently precisely with neutral cornering behavior.
Good handiness. Despite the comfortable set-up, a neutral, safe cornering behavior. Restricted freedom of inclination due to the main stand.
Stable steering behavior in an inclined position, which is limited by the center stand that touches down. The rear wheel stamps over the parting line, and the speed has to be reduced.
Good deceleration with ABS, but high manual strength. Despite the soft suspension setup, the GS stays quietly on track. Without ABS, good feedback with a finely adjustable limit range. Little fading.
+ Only in comparison with a motorcycle with today‘s common 17-inch wide tires do the pleasant properties of moderate tire sizes and a 19-inch front wheel really stand out.
+ The F 650 GS steers in wonderfully neutrally and never lets itself be disturbed by bumps on an incline
+ The capacity and thus the overall width of the practical Vario cases can be varied between 19 and 29 liters on the left and 28 and 38 liters on the right with a single movement
– Attention with the side stand: If it is not fully folded forward, it will not lock. Acute risk of falling over and embarrassment!
– Loveless processing: Sausage weld seams, cheap chain set with plenty of wear? savings were made on the F 650 GS.
Technical data BMW F 650 GS
Practical in everyday life: the steering angle is unusually large and allows easy turning even on narrow streets. The socket should not be missing.
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
Steel tubular frame, load-bearing engine, telescopic fork, Ø 43 mm, two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base and rebound damping, double disc brake at the front, Ø 300 mm, double-piston floating calipers, disc brake at the rear, 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
Bridgestone BW 501/502 tires tested
Dimensions + weights
Wheelbase 1575 mm, steering head angle 64.5 degrees, caster 97 mm, spring travel f / r 180/170 mm, permissible total weight 436 kg, tank capacity 16.0 liters.
Service intervals every 10000 km
Oil and filter change every 10000 km 3.0 l
Idle speed 1250 ± 50 / min
Tire pressure solo (with pillion passenger) front / rear 2.2 / 2.5 (2.2 / 2.9) bar
Warranty two years
Colors blue, silver metallic, red
Price 7800 euros
Price test motorcycle * 9720 euros
Additional costs around 269 euros
All good things come in two?
The predecessor as if cut off the face? Certainly not in the case of the new F 650 GS.
It is probably a unique process in motorcycle history: A manufacturer is completely rebuilding its entry-level model, instead of a single cylinder, hanging a twin with around 150 cubic centimeters more displacement in a completely new chassis ?? and continues to call the child by its old name. Well, be that as it may: What matters is what comes out at the back. Especially since bigger and stronger doesn’t necessarily mean better and the old F 650 GS was a real success model for years.
But the new F 650 is better, in practically all respects. An example of this is the driving performance (bottom right), in which the new pours the old according to every trick in the book and does not even punish this with a significantly increased fuel consumption.
But it’s not just about displacement and performance. In the 1000-point ranking, the new F 650 GS stands out from its predecessor with around 100 points. It clearly wins the engine chapter (103 to 137 points) even without taking the driving performance into account. In terms of chassis, she stands out unmatched with 176 to 136 points, especially in terms of the criteria "Stability in turns" as "Steering behavior" excels, and even in everyday life it collects significantly more points than the single due to its more extensive equipment in the case of the test machine and the high payload. The fact that in the end it does not lose touch with regard to costs rounds things off. And the two-cylinder F 650, which is actually an 800, a worthy successor.
Technology news – F-650 engines: make two out of one
The two-cylinder in the F-650 configuration with increased displacement and superior performance, but also slightly larger dimensions.
Two instead of one cylinder, 798 instead of 652 cubic centimeters? So much has happened with the entry-level model in the BMW motorcycle world that the model change would have justified a new name. The differences in the engine room alone are enormous.
The dimensions are not even as far apart as the displacement and engine concept would suggest. At 405 millimeters, the new 800 twin is only 55 millimeters wider and 60 millimeters (410 by 350 mm) longer than the single. To do this, it is 56 millimeters (600 to 544) higher. Significant differences in weight, however: the two-cylinder weighs 64 kilograms, 16 kilograms more than the single-cylinder. Of course, these data say little about the different characters of the two drives. Because although the 650 four-valve engine goes above and beyond as a gentleman with fine manners even at low speeds and a decent turning capacity, there is still a lot missing from the broad performance spectrum of the 800 parallel twin. The comparison of the power and torque curves shows a lot, but not everything.
The smoothness that BMW achieved thanks to an auxiliary connecting rod that runs on a rocker arm offset by 180 degrees to the two conventional connecting rods cannot be represented any more than the boxer sound, because both pistons run parallel, but with a 360 degree ignition offset ( i.e. alternately) be fired. The superior performance in the upper speed range and the around 20 Newton meters higher torque in the speed range between 2000 and 4000 rpm, which is important for country road use, can, however, be read off perfectly in the performance diagram and may stand as further evidence that the great single times are over.
The Transalp as a competitor from Honda.
Two-cylinder four-stroke V-engine, five-speed gearbox, 60 hp, weight 240 kg, 0100 km / h in 5.1 seconds, vmax 172 km / h, consumption 4.6 liters, 8530 euros *
Two-cylinder four-stroke in-line engine, six-speed gearbox, 64 HP, weight 220 kg, 0100 km / h in 4.1 seconds, vmax 185 km / h, consumption 3.9 liters, 7475 euros *
Suzuki V-Strom 650
Two-cylinder four-stroke V-engine, six-speed gearbox, 67 hp, weight 221 kg, 0100 km / h in 4.5 seconds, vmax 180 km / h, consumption 4.5 liters, 7525 euros *
*Additional costs included
Price comparison of the BMW F 650 GS against the competition
Used BMW F 650 GS, Honda Transalp, Kawasaki Versys, Suzuki V-Strom 650 in Germany
Would you like the new edition of the BMW F 650 GS? Or would you prefer the Honda Transalp, or Suzuki V-Strom 650, with their iconic V-engines? Or the Kawasaki Versys? Both those who have already decided and those who are undecided should take a look at the used motorcycle exchange. There the BMW F650GS, Honda Transalp, Kawasaki Versys and Suzuki V-Strom 650 face each other in direct price comparison: used BMW F 650 GS, Honda Transalp, Kawasaki Versys, Suzuki V-Strom 650 in Germany
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