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Bike Review: 2009 BMW G650GS - From RoadBike April 2009
 Déjà Vu -- It’s Back… Better Than Ever By Tricia Szulewski, Photos By Jon Beck
If this “new bike” looks familiar, it’s not déjà vu. Due to popular demand, BMW’s US division has fought, screamed, and pleaded with corporate headquarters in Germany to bring back the single-cylinder F650GS, which was discontinued after the 2007 model year. In keeping with its system of categorizing the engine configurations, the prefix G classifies it as a single cylinder while the F now designates the twin-cylinder models. Why it was ever discontinued in the first place is the million-dollar question. After all, the old F650 was highly successful as the company’s popular entry-level dual-sport. Perhaps the company assumed that the 2007 introduction of three new G650X models would satisfy the vacant position. Apparently it didn’t.
The original F650 was developed in 1993. It was the first BMW with a chain drive, and also the first to be produced outside of Germany. It was designed in cooperation with Rotax, the Austrian engine specialist, and produced by Aprilia at its Noale factory, next to the Italian company’s Pegaso model. BMW purists resisted the new bike at first, but it was extremely successful anyway. In 2000, production was brought back to Berlin, and BMW sold a whopping 105,800 units until the model was discontinued in 2008.
The new G650GS is virtually the same model, resurrected with a few updates. A newly designed windscreen, heated grips, and ABS come standard. The engine you see here is virtually the same Rotax-engineered power plant from the old F650, now coated in black, with the BMW logo replacing the Rotax one. In order to remain competitive in the US, engine production has been relocated from Berlin to the Loncin Group in Chongqing, China. This is the same facility where BMW’s ’09 G650X-country engines are also being manufactured. While this move in the origin of the engine’s production has raised a few skeptical eyebrows on some forum boards, there’s nothing to worry about — unless you’re a German assembly worker, of course. BMW’s top engineers have conducted hidden side-by-side comparisons between the Rotax/Aprilia and the Chinese-produced engine, complete with disassembly and reassembly and weren’t able to tell the two apart. And to further put concerns to rest, BMW quality control engineers are stationed at the assembly line to inspect and maintain the integrity of each unit. What is noticeable is the price tag; the move to China saves the consumer about a grand off MSRP, which, at $7,670, keeps the new 650 competitive in its class.
BMW invited the press out to California in December to test the new GS on a one-day, 180-mile ride through the roads in and around San Diego. I’d ridden the old F650GS back in 2004 on similar roads and remembered what an easy rider it was. The new G is no different. The sit-up seating position, high, wide bars, and easy, smooth operation will appeal to new riders, but works equally well for more experienced ones. Comfortable, light, and easy to maneuver, the GS is true to its roots, and is at home on pavement, gravel, or dirt. The single feels about the same as I remember — buzzy. Felt more through the handlebars than anywhere else, I noticed that some of the taillights on the GSs in front of me had a faint flutter at times, and the tail sections would vibrate at stoplights. Still, images in the tall, round mirrors were pretty clear, and I didn’t experience any hand fatigue or numbness from the buzzing. The hand controls are a bit utilitarian, but easy to use. The red engine cutoff and horn switches seemed a bit bulky, and I hit the horn a few times while getting used to finding the signal switch underneath it. The clutch lever is three-way adjustable, but, oddly, the brake lever is set. The reach is fine for me, but BMW ought to reconsider this in keeping with the bike’s appeal to smaller riders. Clutch engagement is solid, and the five-speed transmission is smooth. I did miss the fifth-gear upshift several times, but I attribute that to not having the shifter peg adjusted to my liking. The 650’s power has improved from the previous model. Registering 53 hp at 7000 rpm, it sports a 3 hp gain over the old F650. It’s enough that you actually feel the difference. I had the most fun in the twisties, but it’s more than adequate for flowing in steady highway traffic. New software mapping and accurate fuel injection results in smooth, quick throttle response. This makes for seamless lane changes and sudden moves. New riders will appreciate it the most, even if they don’t realize it. Nothing squashes confidence more than grabbing a fist full of throttle and receiving a moment of hesitation before the power kicks in. No worries here. While the thumper has plenty of power, it also delivers in its braking abilities. A single disc in front is stopped with a dual-piston floating caliper. The lone disc in back is slowed with a single-piston floating caliper. Used together, the stopping power is respectable. Though, used on its own, you can barely feel the rear braking at all. The G650GS’ price tag also includes BMW’s next-generation ABS. The analog ABS allows for continuous control of the inlet valves, and does away with the pulsing at the lever. This is said to provide smoother operation while the ABS is activated, again, keeping a rider’s confidence in mind. The system can be turned off, via a dash-mounted switch, for off-road riding.
Speaking of off-road riding, we weren’t let off the pavement as part of our test ride. The GS is fitted with off-road friendly spokes: 19" in front, and 17" in the rear. The tires are more suitable for the road, the frame is a bridge type, made of tubular steel, and the lower subframe is bolted to the main frame surrounding the engine. This means maximum rigidity and protection for on- and off-roaders alike. Suspension components include a Showa 41mm telescopic fork with 6.7" of travel. The front end feels too light for my liking, especially on quick sweepers. The rear shock is a bit better, with 6.5" of travel complemented with adjustable preload and rebound damping. Still, I never got comfortable with the squishy way the front end seemed to bounce when going from a hard right to a hard left. A dry sump lubrication system is located up high. This in turn allows BMW to lower the bulk of the engine, keeping the center of gravity low and improving ground clearance, which I did find impressive. As a versatile machine that can do a lot of things well, aggressive street-riding will leave a few things to be desired. Perhaps this is partly why most new 650GS owners will return to their BMW dealership to purchase another, bigger bike within 18 months. But the GS following is a fierce one. For those yearning to enter the club, purchase of the 650 yields all the status and prestige that comes with BMW ownership, including dealer services that raise the bar. Available accessories for the G650GS are plenty, and we were told that all the old F650 accessories will indeed fit this bike. A great all-around package in a small frame, this GS is ready for adventure. RB Options Not low enough? For an extra $175, BMW offers the G650GS with a “low suspension” option, which lowers the seat height over a full inch to 29.5". This is accomplished with a different set of suspension components instead of compromising ride integrity by raising the fork legs up through the triple tree. Too low? You can use the accessory catalog to order a taller seat that will raise you up a couple inches. Another option that BMW obviously likes enough to fit every press bike with, but not enough to make standard, is the centerstand. Instead, it’s a $150 option. Tech Sheet 2009 BMW G650GS |
Keeping entry-level and inseam-challenged riders in mind, a key selling point of the G650GS is the low seat height. Granted, compared to cruiser specs, the 30.7" measurement seems like a skyscraper. But this stock spec on a dual-sport is, by far, the lowest available. I’ve heard many beginning riders, particularly women, complain that there are simply no motorcycles, other than cruisers, that they feel comfortable on. One of the most important aspects for new riders developing confidence is the ability to have flat (or almost flat) feet on the ground. For many, the G650GS is the only option for a dual-sport without major modifications. For others, the low seat height will feel cramped before long.