BMW F650GS
When BMW introduced the F650GS Funduro in 1993, they must have held their collective breaths – the Funduro was a radical departure from their traditional design philosophy. It was the first chain-driven BMW bike, as well as their first bike not to use the tried-and-tested boxer engine layout. But the Funduro and its successor went on to become critical successes, racking up very respectable sales figures.
But time marches on, and the F650GS gradually found itself outclassed by its Japanese competitors, with the likes of the Suzuki DL650 V-Strom and the Honda XL700V Transalp representing more bang for the buck. So BMW took a bold decision – they took the F800GS, detuned it, dressed it in roadwear, called it (rather confusingly) the “new” F650GS and put it on the market at a very competitive price.
With the kind assistance of Auto Alpina in Boksburg, I was able to lay my hands on one for a road test. I spent several days with the bike, subjecting it to my normal commuting-and-runabout routine, and I walked away suitably impressed.
Let’s look at the technicalities first. To start with, the increase in engine size has increased the Beemer’s power output from 37 kW to 52 kW – that’s a whopping 28% increase. Torque has been increased from 59 Nm to 75 Nm, and the torque peak now comes in at 4 800 rpm as opposed to 5 200 rpm on the old version.
This translates into a much more tractable bike, with a lot of usable low-end power that makes it a pleasure to ride in commuting conditions. Power is now transmitted to the rear wheel via a six-speed gearbox, instead of the five-speed box found on the previous-generation bike.
While the rim circumference remains the same, the wheels are now shod with slightly wider tyres – 110/80-R19 on the front wheel and 140/80-R17. Also notable is the 10mm drop in the profile of the front tyre. Rear suspension is by way of a double-strut aluminium swing arm cast in one piece, giving 170mm wheel travel.
On the front end, a 43mm telescopic fork allows 180mm wheel travel. Front braking comes compliments of the familiar single 300mm disc clamped by a two-piston calliper, but the rear brake now sports a 265mm disc as opposed to the 240mm platter of the older bike.
From the pilot seat, you are immediately aware that this is a BMW. The expected Teutonic workmanship quality is abundantly evident, and the array of buttons and switches on the handlebars will not leave this bike lacking in comparison with its pricier brethren. Two of my review days yielded unexpectedly chilly mornings, and the standard grip heaters proved themselves very effective (and extremely welcome).
On the downside is BMW’s incredibly impractical dual-paddle indicator switches. Whoever devised this system ought to be taken out at dawn and shot for ignoring the expression “if it ain’t broke, don’t fix it”. It works like this: you have a paddle on either end of the handle bar. Pressing one activates the indicator on that side, and pressing both activates the hazards.
There was also the minor irritation of the brake-fluid reservoir mounted on a spindly stalk and bobbing around like a punch-ball in a Rocky movie, but the upside is that the indicator switches keep you so busy that you hardly notice it. In all fairness, though, those were the only two negative aspects I noticed on what is otherwise an excellent bike. As a commuter it is light and flickable in traffic, and narrow enough to cut through the smallest gaps with ease.
It has ample power throughout the range, and on the open road it only runs out of breath way in excess of the national speed limit. It responds well to the sudden bursts of acceleration that is needed when commuting, while the brakes are competent and confidence-inspiring.
While its tall stance and chunky appearance ooze macho appeal, the F650GS is a bike that is likely to be equally appealing to women riders. It’s standard seat height of 820mm can be lowered to 790mm, the wide handle bars ensure that the bike can be made to change direction with the minimum effort, and its gear-changing action is easier than I have encountered on most other bikes.
It would seem that BMW has taken cognisance of the fact that a number of these bikes never catch as much as a whiff of anything other than tarred roads, and have pitched the F650GS squarely at that market. By giving it an 800cm3 engine, BMW has realised the full potential of the F650GS. They once again have a midsize contender that will force their competitors to sit up and take notice.
The bar for this class has been raised, something we fortunate consumers will only benefit from.
But time marches on, and the F650GS gradually found itself outclassed by its Japanese competitors, with the likes of the Suzuki DL650 V-Strom and the Honda XL700V Transalp representing more bang for the buck. So BMW took a bold decision – they took the F800GS, detuned it, dressed it in roadwear, called it (rather confusingly) the “new” F650GS and put it on the market at a very competitive price.
With the kind assistance of Auto Alpina in Boksburg, I was able to lay my hands on one for a road test. I spent several days with the bike, subjecting it to my normal commuting-and-runabout routine, and I walked away suitably impressed.
Let’s look at the technicalities first. To start with, the increase in engine size has increased the Beemer’s power output from 37 kW to 52 kW – that’s a whopping 28% increase. Torque has been increased from 59 Nm to 75 Nm, and the torque peak now comes in at 4 800 rpm as opposed to 5 200 rpm on the old version.
This translates into a much more tractable bike, with a lot of usable low-end power that makes it a pleasure to ride in commuting conditions. Power is now transmitted to the rear wheel via a six-speed gearbox, instead of the five-speed box found on the previous-generation bike.
While the rim circumference remains the same, the wheels are now shod with slightly wider tyres – 110/80-R19 on the front wheel and 140/80-R17. Also notable is the 10mm drop in the profile of the front tyre. Rear suspension is by way of a double-strut aluminium swing arm cast in one piece, giving 170mm wheel travel.
On the front end, a 43mm telescopic fork allows 180mm wheel travel. Front braking comes compliments of the familiar single 300mm disc clamped by a two-piston calliper, but the rear brake now sports a 265mm disc as opposed to the 240mm platter of the older bike.
From the pilot seat, you are immediately aware that this is a BMW. The expected Teutonic workmanship quality is abundantly evident, and the array of buttons and switches on the handlebars will not leave this bike lacking in comparison with its pricier brethren. Two of my review days yielded unexpectedly chilly mornings, and the standard grip heaters proved themselves very effective (and extremely welcome).
On the downside is BMW’s incredibly impractical dual-paddle indicator switches. Whoever devised this system ought to be taken out at dawn and shot for ignoring the expression “if it ain’t broke, don’t fix it”. It works like this: you have a paddle on either end of the handle bar. Pressing one activates the indicator on that side, and pressing both activates the hazards.
There was also the minor irritation of the brake-fluid reservoir mounted on a spindly stalk and bobbing around like a punch-ball in a Rocky movie, but the upside is that the indicator switches keep you so busy that you hardly notice it. In all fairness, though, those were the only two negative aspects I noticed on what is otherwise an excellent bike. As a commuter it is light and flickable in traffic, and narrow enough to cut through the smallest gaps with ease.
It has ample power throughout the range, and on the open road it only runs out of breath way in excess of the national speed limit. It responds well to the sudden bursts of acceleration that is needed when commuting, while the brakes are competent and confidence-inspiring.
While its tall stance and chunky appearance ooze macho appeal, the F650GS is a bike that is likely to be equally appealing to women riders. It’s standard seat height of 820mm can be lowered to 790mm, the wide handle bars ensure that the bike can be made to change direction with the minimum effort, and its gear-changing action is easier than I have encountered on most other bikes.
It would seem that BMW has taken cognisance of the fact that a number of these bikes never catch as much as a whiff of anything other than tarred roads, and have pitched the F650GS squarely at that market. By giving it an 800cm3 engine, BMW has realised the full potential of the F650GS. They once again have a midsize contender that will force their competitors to sit up and take notice.
The bar for this class has been raised, something we fortunate consumers will only benefit from.