Hello out there in blogger land. I have not been posting lately because I have been working all the time at a new job and also I made a new website.
I made 650gs.com. I was really surprised that the name was available so I snatched it up as soon as I could. I have been working on it a lot and it is on its third redo. Hopefully I can stick with this version and get some hits.
I have already got a 3rd page listing on google.com for "650gs" and I have been getting hits from around the world from people just typing 650gs.com into their address bar.
Well, that is my quick update for now and hopefully I can get out for a ride tomorrow and post some more pictures for all of my lack of readers.
Peace.
Thursday, August 6, 2009
Thursday, June 25, 2009
2008 BMW F650GS Review
I just found a really great article about my bike that I would like to share with my lack of readers.
It is really an 800 cc, but downplays size to appeal to more riders, unlike its coming sibling
Jun 28, 2008
Steve Bond
Special to the Star
Last year, BMW's announcement that an 800 cc GS model would hit North America in the fall of 2008 set the adventure touring crowd salivating.
Even I, someone who pooh-poohs Internet rumours until I can actually plant my bottom on the bike, waited in eager anticipation, because I love middleweights.
BMW also announced that the successful single-cylinder 650GS was toast; replaced by this 800 model but in two stages of tune. And with the full-on 800GS yet to come. Confused yet?
A very low-tune variation won't be imported here. The other, now arriving in Canada, is tuned to produce 71 horsepower, but it's called "F650GS," (see Exhibit A, my test unit).
BMW's defence in oddly naming an 800 cc motorcycle a 650, is that the single-cylinder GS was very popular with beginning riders, women riders and those short of inseam, so the "650" designation was adopted so as not to alienate that group of potential buyers.
My first thought when I first read this was, "Yawn, wake me when the `real' 800 gets here" later this year.
The old 650 single was narrow and the 650GS twin likewise, is very narrow through the waist. Where the upcoming 800GS's seat height is a lofty 880 mm (34.7 inches), the 650's 19-inch front wheel and shorter travel suspension brings that down to a more manageable 820 mm (32.3 inches).
Both a lower seat and lowered suspension are available at no extra charge and the combination drops the seat height to 765 mm (30.1 inches) – although the suspension alteration means no centrestand.
The $8,990 650GS has 14 horsepower less than the high-zoot 800GS twin motor, but 71 ponies are more than enough for almost anyone's daily requirements and substantially more than the 50 horsepower from the old 650 single. Heck, 20 years ago, we would've killed for a 71 horsepower, oil-tight, vibration-free, torquey twin.
Torque difference? Even less significant with the 650 having 55 lb.-ft. compared to the 61 of the 800GS. And the 650's torque peak is much lower at 4500 rpm.
Throttle response is smooth and linear and the power is well-controlled. It's fairly strong right off the bottom and is very smooth. Rev it past 5000 and it pulls strongly and eagerly right to the 8500 rpm redline.
All controls are light, smooth and progressive and the seat-to-handlebar-to-peg ratio creates an almost ideal workspace environment.
Non-adjustable 41 mm conventional forks handle the front end while a preload and rebound damping adjustable shock brings up the rear. BMW got the damping and spring rates right as the 650GS floats along over our deteriorating secondary-road system with nary a jolt getting through to the rider.
The steering is very light, assisted by the fairly narrow 110/140 tire size combination, but once into a turn, the GS holds its line perfectly. It's only during quick right-left-right transitions that you notice a bit of chassis windup.
The 650GS makes a perfect commuter or city bike as the comfy, upright seating position allows you to look over most traffic; the wide bars, exceptional steering lock, responsive motor and claimed dry weight of 171 kg make it really easy to shoot through narrow gaps and manoeuvre around four-wheeled obstacles. This GS has no dirtbike pretensions so don't even bother trying the single-track or mudbogs.
The Brembo twin-piston front caliper gripping the single front 300 mm disc provides all the stopping power most people will ever need. Braking power is progressive and feel and feedback are exemplary. Plus, a single disc is lighter and the reduction in unsprung weight aids handling.
At highway speeds, the minimal-looking windscreen actually provides better wind protection than it should and at 100 km/h, the motor just purrs at 3500 rpm. And the mirrors are looking-glass quality, no matter what the speed or rpm.
During my tenure, the 650's fuel consumption averaged between 3.93 and 4.5 L / 100km – and I was riding it fairly hard. And with fuel at much loot per litre, the 650GS sips regular unleaded, rather than the 91-octane, champagne-tastes of the high-tech 800GS – a significant saving every time you fill up.
Standard equipment includes heated grips, adjustable levers, an accessory plug and a three-year unlimited mileage warranty with roadside assistance. BMW also offers an amazing array of extras for the GS including GPS, expanding hard luggage, tank bag, top box, taller screen, Akrapovic muffler, hand guards, engine guards and a skid plate.
The 650GS is an incredibly competent, do-it-all motorcycle that's not intimidating for new riders or those short of inseam but more than capable enough to keep an experienced rider salt like myself entertained and amused.
Riders waiting for the "real" 800GS to arrive in the fall are missing out, especially if they're not committed mudboggers.
I think you'll see more motorcycles like BMW's 650GS over the next few years – it's gotta be the way of the future. In fact, the 650GS is so freaking impressive, it's ousted Suzuki's 650 V-Strom from the top of my "bikes I'd spend my own money on" list.
The King is dead. Long live the King.
Freelance writer Steve Bond reviews motorcycles for Wheels. stevebond8@yahoo.ca
Toronto Star
http://www.wheels.ca/Motorcycles/article/266738
It is really an 800 cc, but downplays size to appeal to more riders, unlike its coming sibling
Jun 28, 2008
Steve Bond
Special to the Star
Last year, BMW's announcement that an 800 cc GS model would hit North America in the fall of 2008 set the adventure touring crowd salivating.
Even I, someone who pooh-poohs Internet rumours until I can actually plant my bottom on the bike, waited in eager anticipation, because I love middleweights.
BMW also announced that the successful single-cylinder 650GS was toast; replaced by this 800 model but in two stages of tune. And with the full-on 800GS yet to come. Confused yet?
A very low-tune variation won't be imported here. The other, now arriving in Canada, is tuned to produce 71 horsepower, but it's called "F650GS," (see Exhibit A, my test unit).
BMW's defence in oddly naming an 800 cc motorcycle a 650, is that the single-cylinder GS was very popular with beginning riders, women riders and those short of inseam, so the "650" designation was adopted so as not to alienate that group of potential buyers.
My first thought when I first read this was, "Yawn, wake me when the `real' 800 gets here" later this year.
The old 650 single was narrow and the 650GS twin likewise, is very narrow through the waist. Where the upcoming 800GS's seat height is a lofty 880 mm (34.7 inches), the 650's 19-inch front wheel and shorter travel suspension brings that down to a more manageable 820 mm (32.3 inches).
Both a lower seat and lowered suspension are available at no extra charge and the combination drops the seat height to 765 mm (30.1 inches) – although the suspension alteration means no centrestand.
The $8,990 650GS has 14 horsepower less than the high-zoot 800GS twin motor, but 71 ponies are more than enough for almost anyone's daily requirements and substantially more than the 50 horsepower from the old 650 single. Heck, 20 years ago, we would've killed for a 71 horsepower, oil-tight, vibration-free, torquey twin.
Torque difference? Even less significant with the 650 having 55 lb.-ft. compared to the 61 of the 800GS. And the 650's torque peak is much lower at 4500 rpm.
Throttle response is smooth and linear and the power is well-controlled. It's fairly strong right off the bottom and is very smooth. Rev it past 5000 and it pulls strongly and eagerly right to the 8500 rpm redline.
All controls are light, smooth and progressive and the seat-to-handlebar-to-peg ratio creates an almost ideal workspace environment.
Non-adjustable 41 mm conventional forks handle the front end while a preload and rebound damping adjustable shock brings up the rear. BMW got the damping and spring rates right as the 650GS floats along over our deteriorating secondary-road system with nary a jolt getting through to the rider.
The steering is very light, assisted by the fairly narrow 110/140 tire size combination, but once into a turn, the GS holds its line perfectly. It's only during quick right-left-right transitions that you notice a bit of chassis windup.
The 650GS makes a perfect commuter or city bike as the comfy, upright seating position allows you to look over most traffic; the wide bars, exceptional steering lock, responsive motor and claimed dry weight of 171 kg make it really easy to shoot through narrow gaps and manoeuvre around four-wheeled obstacles. This GS has no dirtbike pretensions so don't even bother trying the single-track or mudbogs.
The Brembo twin-piston front caliper gripping the single front 300 mm disc provides all the stopping power most people will ever need. Braking power is progressive and feel and feedback are exemplary. Plus, a single disc is lighter and the reduction in unsprung weight aids handling.
At highway speeds, the minimal-looking windscreen actually provides better wind protection than it should and at 100 km/h, the motor just purrs at 3500 rpm. And the mirrors are looking-glass quality, no matter what the speed or rpm.
During my tenure, the 650's fuel consumption averaged between 3.93 and 4.5 L / 100km – and I was riding it fairly hard. And with fuel at much loot per litre, the 650GS sips regular unleaded, rather than the 91-octane, champagne-tastes of the high-tech 800GS – a significant saving every time you fill up.
Standard equipment includes heated grips, adjustable levers, an accessory plug and a three-year unlimited mileage warranty with roadside assistance. BMW also offers an amazing array of extras for the GS including GPS, expanding hard luggage, tank bag, top box, taller screen, Akrapovic muffler, hand guards, engine guards and a skid plate.
The 650GS is an incredibly competent, do-it-all motorcycle that's not intimidating for new riders or those short of inseam but more than capable enough to keep an experienced rider salt like myself entertained and amused.
Riders waiting for the "real" 800GS to arrive in the fall are missing out, especially if they're not committed mudboggers.
I think you'll see more motorcycles like BMW's 650GS over the next few years – it's gotta be the way of the future. In fact, the 650GS is so freaking impressive, it's ousted Suzuki's 650 V-Strom from the top of my "bikes I'd spend my own money on" list.
The King is dead. Long live the King.
Freelance writer Steve Bond reviews motorcycles for Wheels. stevebond8@yahoo.ca
Toronto Star
http://www.wheels.ca/Motorcycles/article/266738
Westney Road.
The other day it was an absolutley beautiful day outside so I found my way over to Westney road in Ajax Ontario. From there I headed North through winding gravel roads and very hilly asphalt. It was quite a blast and I put about 200 km on the F650 before I got home. I got a few pictures of the roads and one of my moms roses.
These first two pictures are from the same spot on the road facing North and South.
I don't mind straight stretches of gravel and dirt but this stuff started to twist and made this newbie get a wee bit nervous.
I know this has nothing to do with my bike at all but they are really blooming nicely and im sure my mom wants to show them off.
These first two pictures are from the same spot on the road facing North and South.
I don't mind straight stretches of gravel and dirt but this stuff started to twist and made this newbie get a wee bit nervous.
I know this has nothing to do with my bike at all but they are really blooming nicely and im sure my mom wants to show them off.
Tuesday, May 26, 2009
Tube?
Just a quick update. No ride today because it was too cold and windy outside. I know I'm a wuss but at least im a warm one. As for the tube that was hanging off, I went to the dealership yesterday and checked out the floor model. It had the same tube hanging down, so I'm just gonna assume that it is a normal thing. The sales person was busy with other customers so I didn't ask and just hung around for a while and talked with Herman. Herman is a super friendly german fellow that has been at the dealership every time that I go. He rides a BMW K1300S, an absolute monster with 175hp.
Sunday, May 24, 2009
Sunday Ride to Pine Ridge
It was the most beautiful day for a ride that I could possibly hope for today. So I hopped on my 11 day old BMW F650GS and headed out. I always go up north out of town because riding around the suburbs with the angry locals in SUV's scares the crap out of me. I didn't really know where I was going so I just decided to head back west to my old high school. It was exacly as I remembered it except it seemed smaller now (maybe i've gotten bigger). Went there, took a couple of pictures, had a smoke in a non-smoking area (i'm still a rebel), then left and headed north for some country roads adventures. I went up to the seaton hiking trail near Whites Road and followed a dirt road up to some random houses. As I was turning around in the dead end I dropped my bike in some damn sand. It was the third time ive dropped it and luckily none of them were faster than 10kph.
Two tiny scratches just behing my left leg on the underseat tank almost brought me to tears but luckily I didn't notice them on the road because I heard a few big dogs barking so I hopped back on and took off. I stopped at the parking lot and brushed myself off in the presence of various on-lookers wearing pastel coloured hiking gear. I managed to clean up my jacket and my pride before heading out again. This time i just followed Highway 7 back home to whitby where I spent about an hour cleaning the dirt road off of my beautiful new bike.
During the marathon polishing event I noticed that there is a small tube hanging off the bike near the engine. I have absolutley no idea where it goes or what its for because it leads to the rear of the bike near the tail lights. Everything works fine on the bike so i'm just gonna ride it to the dealership tomorrow morning to ask about it.
I think all this new riding is having a toll on my body because my lower back has been pretty sore for that past few days. But then again, I have been sitting in a computer chair all winter long.
230 km's and still in love.
Wednesday, May 20, 2009
Hello Internet
Hello Internet.
Seven days ago on May 13th I got myself a BMW F650GS. It has been a good week of learning and I have finally gotten comfortable enough to go on longer cruises.
I went to Lakeridge ski hill today and learned that riding on the dirt backroads does not inspire confidence.
Even thought the speed limit was 80kph I was still tailgated for most of the trip. I just dont understand why some people can be such ******** while they are hiding behind the safety of their steering wheel. Oh well, all I can do is hope that I don't get killed like the three other people that i've heard of this summer.
I only have my M1 and no lessons yet. I'm still a rookie but more that happy to be out on the road and learning to avoid the "cagers".
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