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
