BMW G 650 GS

BMW has written the most significant chapters in the adventure touring handbook, and it won’t put the quill down. In fact, its grip on adventure touring is more vice-like than ever.

Of course, the star of the BMW adventure show is the unpretentious GS range, which has satisfied many a wanderlust over the past 25 years, led by the stately ship that is the twin-cylinder R 1200 GS.

But for a decade between 1995-2005, single-cylinder offerings from BMW played their part in shaping GS lore – the F 650 Funduro, F 650 GS and F 650 GS Dakar.

Okay, so the Funduro didn’t come with the ‘GS’ suffix, but it didn’t take long before people realised that its capabilities also extended to the off-road with its wire-spoke wheels and chain drive. An adventure bike without the formal moniker.

In fact, I remember an erstwhile colleague of mine at Australian Motorcycle News choosing it as his mount for a BMW Safari in outback Queensland. He was a massive wrap for the Rotax-engined Funduro with its nice manners, five-star comfort, excellent spread of power and rock-solid chassis.

In fact, he was so enamoured with the bike that he just kept on riding and got lost. So while his tour companions were enjoying a beer in a remote pub late one afternoon, he was going through a process of self-flagellation, low on fuel and water and thinking he may end up as a meal for a giant lizard or shooting practice for Bradley Murdoch.

But he maintained his composure and finally made it back to base – and in true form still ended up consuming more beer than anyone else at the end of the night.

Eventually a ‘real’ GS replaced the Funduro – the F 650 in 2000. A Dakar version of the F 650 GS was also released with more off-road ability, as well as an SE version with heated hand grips and panniers as standard.

But it was all over in 2007, much to the dismay of the bike’s massive fan base.

But two years later the F 650 GS is back as, ahem, the G 650 GS…  You see, there is still an F 650 GS in the BMW line-up, but it’s now a parallel twin, introduced last year.

That left BMW in a classification pickle when it decided that it wanted to see a LAMS-approved single-cylinder 650 reintroduced to supersede the G 650 Xcountry, Xchallenge and Xmoto triumvirate.

Eventually, G 650 GS was the answer to the catalogue conundrum, and it’s now joined the other single-cylinder G series bike at BMW – the brash 450 X enduro, which has been a podium finisher in this year’s world enduro title with Finn Juha Salminen.

I’ve ridden a few LAMS bikes over the last few months, and I may have just found the hottest ticket in town with the G 650 GS – as well as a bike that is literally tailor made for those looking to get back into biking.

PRICE AND EQUIPMENT
The G 650 GS, built in Berlin, was released in March this year for $11,990 (before dealer and statutory) charges, and comes standard with heated hand grips, switchable ABS, and the choice of either a centrestand or a low seat height (750mm).

With a 50hp and 60Nm mill, manufactured by Chinese firm Loncin, which is also responsible for the G 450 X donk, and weighing in at 175kg dry, the G 650 GS automatically meets the LAMS power-to-weight provisions.

The compression ratio of the F 650 GS is 11.5:1, and it’s a four-valve unit with twin overhead camshafts, and dry sump lubrication – the oil filler cap is on top of the dummy fuel tank. The real fuel tank is located beneath the seat.  The bike meets Euro 3 emission standards and has twin spark plugs.

The standard seat height is a very accommodating 780mm, and the engine is now finished in black, rather than the silver of the previous bikes.

There is a five-speed gearbox, more than enough for a torquey single-cylinder bike, with a wet clutch and low-cost chain final drive.

The G 650 GS has more off-road orientation than the F 650 GS with a light alloy bashplate and wire wheels (19-inch front and 17-inch rear) instead of cast aluminium, although just to throw a curve ball it does have slightly less suspension travel – but only by a few millimetres.

The F 650 GS does have far less trail though (92mm compared to 113mm for the G 650 GS), which certainly errs more towards tarmac riding than the compromise required for the loose stuff.

You can turn off the ABS on the G 650 GS by the simple flick of a switch (which is situated under the handlebar brace), but unless you’re intending to push at a hundred miles an hour, I wouldn’t bother.

The ABS even saved me at home once when I pushed a little too hard into my gravel driveway. You see, word had reached me at work my wife was making gyoza for dinner (a delectable Japanese dumpling, but with Chinese origins) and my exuberance was just too much for the Bridgestone Trail Wing front tyre – but the ABS saved me.

Sure, it would only have been an innocuous crash with minimal damage, but why put yourself through the angst when you don’t have to. If there is a safe haven, why not take advantage of it?

For the record, the gyoza wasn’t the best batch I’ve tasted – Matt Preston would have been aghast (but he would have finished then off regardless).

The dash on the G 650 is good looking, but certainly basic. There is a single trip meter which takes a bit of effort to reset with a heavy-ish button.

There is a huge gap underneath the instrument dash and leading into the front cowl, and it is the perfect place to hide a sandwich if your bag is full. Although the heat generated from the excellent headlights (the high-beam isn’t far off the spectacular Xenon beam on the K 1300 GT) may just render it indigestible.

The commonsense that we saw on the recently introduced K 1300 series, a single-button indicator switch, has been continued on the G 650 GS, which is a protocol that hopefully will drip feed into the rest of the BMW artillery. Rational argument says it should.

Braking is via a single 300mm disc on the front and 240mm on the rear, griped by double and single-piston calipers respectively.

ON THE ROAD
I spent nine days on the G 650 GS and, with apologies to BMW Motorrad Australia, I belted out a gargantuan amount of miles commuting, touring and generally sky-larking.

With its low-slung seat height, the bike’s architecture is all about comfort, and the plush seat just lets you devour the miles with incredible ease.

The handlebars also deliver a comfortable stance, and the steering is quite responsive -- without eating into stability.

It all adds up to a feeling of solidarity with the G 650 GS; the rider is in control and not the other way around. For the LAMS set, that’s a big tick of approval.

While the bike certainly doesn’t belong in the sporting sphere, it can get a bit angry when the time is right. No wiggles or heebie jeebies mid-corner: this one is a prime example of substance over style.

Indeed, that’s why it’s such a great multi-purpose motorcycle; one that can get you from A to B with a variety of personalities. As a total package it lowers its colours to very few. And we’re talking about a bike for under 12K.

The G 650 GS certainly isn’t pretentious in the styling stakes; in fact it’s probably bordering on dowdy. But BMW has given more credence to other attributes such as comfort and user-friendliness.

In the city, the G 650 GS is impossibly easy to ride, with an upright riding stance, good turning circle from the short 1477mm wheelbase, and a nice controllable take up from the hydraulic clutch. On the whole it’s a well balanced package.

The engine is an honest workhorse, with maximum torque at 4800rpm. That’s about the area where you’ll spend most of your time, although it will pull cleanly in top gear from way down in the rpm basement.

There are a few vibes, signature stuff for a big single, and I felt them most at the base of the dummy tank when I wrapped my legs in tight. But certainly nothing that left me feeling cold.

Average fuel consumption for a 50-50 mix of highway and city riding was 4.56lt/100km. Fuel capacity is 17.3lt.

The heated hand grips were on full noise (there are two settings) the whole time I had the G 650 GS, as temperatures are regularly around 2-3 degrees at my place in the morning – and nearly as chilly when I arrive home.

I’ve used some hand grips which are way hotter on the maximum setting, but they are still invaluable items for a southern Australia winter.

The G 650 GS is a gem: there is no other way to put it. I love adventure bikes across the board, so this is the bike I’d be serving my LAMS apprenticeship on.

But it’s more than that – the bike has enough gravitas to satisfy the craving of all but the most discerning of adventure riders. Welcome back.

TRANSMISSION
Type: Five speed
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame type: Bridge-type steel with Bolton on rear section
Front suspension: Telescopic forks, non-adjustable
Rear suspension: Monoshock, adjustable for preload and rebound
Front brakes: 300mm disc with dual-piston caliper
Rear brakes: 240mm disc with single-piston caliper
ABS: Yes, and switchable

PERFORMANCE
Claimed maximum power: 50hp at 6500rpm
Claimed maximum torque: 60Nm at 4800rpm
LAMS: Yes