2009 BMW F 650 GS and F 800 GS

Concept, claim and characteristics

With two completely new enduro models, the F 800 GS and F 650 GS, BMW Motorrad is not just expanding its range of products but also presenting a worthy successor to the successful single-cylinder F 650 GS.

Even when parked, the amazing off-road-capable parallel twin F 800 GS travel enduro, with its sturdy appearance and long spring travel, implies what it can do off-road. It hints at fun riding on all types of road with added stamina and durability on journeys where the desti¬nation can only be reached on gravel tracks.
The F 800 GS’s smaller brother, the F 650 GS, which also has a parallel twin-cylinder engine, is aimed at people who do not need quite as much spring travel and are looking for a little less adventure. With its low seat height, it is an outstanding all-rounder; easy to control, provides plenty of power combined with economy, and is ideal for everyday use.

High levels of stability allied to easy handling are features shared by the two new GS models. Both offer high-quality workman¬ship, a safe chassis and impressive modern engines for maximum riding pleasure.
The parallel twins’ drive comes from the well-established F 800 model series, but beyond this, the new enduro models have been completely rede¬signed. A new frame and new wheel suspension with new spring-shock absorber elements are strong features. They will surpass the expectations of even the most demanding enduro riders. The previous model’s belt drive and single-strut swing arm, which are ideal for pure on-road use, have been replaced by a light chain drive in combination with a very stable and attractive aluminium profile, double-strut swing arm. These are more advantageous when off-road riding. The new GS models are not only in their element on twisty roads – it will also perform exceptionally off-road too.

The F 800 GS combines road and touring capabilities with superior off-road characteristics. It thus performs on both terrains in a way that has never before been achieved in its class. BMW Motorrad has positioned the versatile travel enduro at an attractive price, thus adding a real asset to the market.

The new F 650 GS differs from its higher capacity variant by featuring a lower seat height, lower weight and slightly reduced engine power. It is ideal for newcomers to the genre or as a sturdy all-round motorcycle for all purposes. Compared with its single-cylinder predecessor, the new F 650 GS is an improvement in every area. Despite its designation, which usually refers to the engine size, the F 650 GS has the same 800cc twin-cylinder engine as the F 800 GS. With slightly reduced engine power (71 instead of 85HP) the focus for the F 650 GS is on high torque at lower engine speeds coupled with excellent economy. Despite this it delivers over 20HP more power than its predecessor. The 800cc (sic) F 650 GS guarantees riding pleasure no matter where it goes.

Vehicle characteristics and technology

For BMW Motorrad, the GS designation is not an empty promise.

This is brilliantly demonstrated by the F 800 GS and continues a long tradition. The new model not only offers the typical qualities of a travel enduro – it also offers superb off-road riding capabilities. While large-capacity enduros sometimes reach their limits because of weight and its associated design, the new F 800 GS is completely uncompromising. The overall package combines balance, power and weight, excellent ground clearance, long spring travel, precise wheel guidance and sophisticated ergonomics. The result is excellent off-road riding and superb long-distance performance.

The chassis combines all the features of a true enduro: a sturdy steel-tube frame that allows a steering lock of 42 degrees; a rigid upside-down forks with 230mm spring travel; a sturdy aluminium double-strut swing arm with a path-dependent cushioned spring strut and 215mm spring travel; and solid wire-spoke wheels. A 21.1-inch front wheel in the classic enduro dimen¬sions of 90/90-21 gives running stability during slow off-road riding. The rear wheel, with dimensions 150/70-17 ensures that the engine power is always efficiently transferred to the surface.

The drive system is the F 800 S parallel twin – now with its cylinders inclined only 8.3 degrees forward – modified for the new demands. The strong, liquid-cooled four-valve twin-cylinder engine is particularly suitable because of its instantaneous response, impressive torque and low fuel consump¬tion. Nominally, the engine provides 63kW / 85HP at 7,500 min–1 and, at 5 750 min–1 outputs a torque value of 83 Newton metres to the sliding bearing-based crankshaft. Thanks to the regulated three-way catalytic converter and secondary air system, the twin releases power that is environmentally friendly. The mass balance is provided by a system that is unique in standard motorcycle design: an additional swivel conrod balances the first and second level mass forces and ensures that the twin-cylinder engine produces minimum vibration.
The low dry weight of 178kg makes a major contribution to the dynamic riding properties. When filled with petrol the F 800 GS weighs only 207kg.

The F 650 GS is 8kg lighter and with a much lower seat height is the ideal motorcycle for newcomers. Technically, it is based on its larger variant but the cast metal wheels and lower ground clearance indicate that it prefers on-road use. Other distinguishing features are the smooth-surfaced side fairings, the low windscreen, other spring elements, and slightly lower engine power. With 52kW / 71HP at 7, 000 min–1 and a maximum torque of 75Nm even at 4,500 min–1, there’s still plenty of power. Because of the reduced power, there is no need for a secondary air system because fewer un-combusted gases enter the exhaust system. A 25kW / 34HP version is also available for riders who have only just passed their test.

The two F models offer an excellent level of seat comfort for the driver and pillion passenger. If an even higher standard of safety is required the enduros can be fitted at the factory with a two-channel ABS that can
be switched off. In addition, the extensive range of BMW accessories meets the individual demands of BMW’s customers.

Overview of the main features of the new GS models

• F 800 GS as a mid-class travel enduro with excellent off-road properties and long-distance capabilities.
• F 650 GS as an all-round variant ideal for newcomers, designed to be slightly stronger for on-road use and easier to control.
• Liquid-cooled parallel twin with 798cc capacity, four-valve technology and unique mass balance.
• Rev-proof DOHC valve drive via cam followers.
• Manifold injection with electronic engine management, BMS-KP, lambda probe and regulated three-way catalytic converter plus secondary air system (only for F 800 GS).
• Closely stepped six-gear transmission for excellent driving performance.
• Dirt-resistant secondary drive via O-ring chain.
• Torsion-resistant tubular steel frame with unusual gusset plate and
  rein¬forced steering head.
• Easy handling and extremely tight turning circle.
• Supple telescopic forks, USD fork with upright tube diameter 45mm
  (F 800 GS) or 43mm telescopic forks (F 650 GS).
• Double-strut swing arm in die-cast aluminium.
• Spring strut with adjustable spring pre-tension and adjustable rebound damping; F 800 GS has WAD function (path-dependent damping as in the R 1200 GS).
• Long spring travel for comfort and off-road suitability on the F 800 GS.
• Excellent seat comfort for rider and pillion passenger.
• Tank underneath seat for best centre of gravity – with easily accessible
  fill opening.
• Powerful braking system, with ABS (if required).
• Air filter and battery positioned behind steering head for easy maintenance.
• Wide range of accessories for offroad and touring use.

The most important differences at a glance

BMW F 800 GS - BMW F 650 GS

• 63kW / 85HP 52kW / 71HP
• Valve timings as per F 800 S Power-reducing valve timing
• Wide cooler Narrow F 800 S cooler
• Off-road-style fairings Street-style fairings
• High windscreen Low windscreen
• USD telescopic fork Conventional telescopic form
• WAD spring strut Gas pressure spring strut
• Spoked wheels Cast metal wheels
• 21" front wheel 19" front wheel
• Double-disc brake, floating front Single-disc brake, front
• Aluminium handlebar Steel handlebar
• 880 / 850mm seat height 820 / 790mm seat height
• Ready-to-drive weight 207kg Ready-to-drive weight 199kg Lowering kit (765mm)
• Power reduction kit (if required)

Modified twin-cylinder engine

The parallel twin familiar from the F 800 S/ST models forms the basis for the GS drive power. For the new system, however, some aspects of the engine have been modified. In order to allow long spring travel with a wheel spacing that remains moderate, plus an ideal distribution of weight, the cylinders are now only angled forward by 8.3 degrees instead of 30 degrees as on the F 800 S / ST. This solution has been made possible by a new design for the lower engine housing made from die-cast aluminium. It contains application points for the engine protection plate and provides the ideal working conditions for the semi-dry sump lubrication. In addition, the cylinder head has been reinforced in the area of the frame connection at the front and on the right. The GS engine has a modified clutch cover which creates more space in the footrest area; more room for a new oil dipstick and a changed clutch release shaft. Finally, the water pump housing and cooling hose connections have been adapted to the new position of the engine. The side effect of these modifications is that the engine is a kilogram lighter than the unit used in the S / ST models.

Like the famous F 800 engine, the transverse parallel twin works with an even firing order (360° ignition offset) without crank offset on the crankshaft. Be¬cause there is one firing cycle for each crankshaft rotation, the sound is deli¬berately like the boxer engines, which work with an identical firing offset. Most importantly, the even firing sequences create the best con¬ditions for a balance load change with high torque yield.

Unique mass balance

The mass forces are offset by a balancing mechanism unique in series engine design. Instead of having conventional counterweight shafts, the oscillating mass forces are balanced by a joint system on the centre of the crankshaft with deliberately positioned counterweight masses: an eccentric on the crankshaft offset against the crank pins by 180° carries what is known as a balancing correcting rod. This connecting rod is hinged to an approximately horizontal balancing rocker. The kinematics are designed in such a way that the balancing connecting rod moves contrary to the two engine connecting rods. Because of being guided through the relatively long rocker, an almost linear swivel movement of the connecting rod head is achieved – to put it precisely, the small connecting rod eye describes a slightly curving path. The mass distribution at the connecting rod head and rocker is chosen in such a way that the mass forces (resulting from the swinging movement) combat, in every crankshaft position, the oscillating mass forces from the crank drive (piston and con-rod proportion). This means that first and second order mass forces are almost completely eliminated, resulting in low engine vibration when running.

Lubrication system

The oil circulation system also includes a number of sophisticated details.

In order to prevent punch losses, a semi-dry sump lubrication system which works without a separate engine oil tank. Lubricant coming from the main bearings collects in a tray which also holds the balancing system and which is sealed off from the actual oil tray. The engine oil in this area is constantly vacuumed by an oil pump and transported to the transmission housing (before running from there) under no pressure, via openings in the crank housing into the oil tray. The oil pressure pump sup¬plies the lubricating oil system from this reservoir.

Camshafts matched to enduro requirements

The cylinders in the GS engines are fitted with a high-tech cylinder head.

As in the new K model range engines, two upper camshafts driven by a toothed chain rotate and control four valves per cylinder, via cam followers. The F 800 GS, unlike the S/ST models, uses slightly modified camshafts which help the engine develop its power in a way that is ideal for enduros; with excellent torque, even and easily controllable. The power reduction of the F 650 GS is via camshafts with different cams which reduce the lift and change valve timing. This results in a shorter valve overlap. The valve drive via cam followers is low-wear, only produces minimal friction losses, and is particular rev-proof. The valve play, therefore, only needs to be checked after 20,000km.

• Valve timings BMW F 800 GS BMW F 650 GS
• Intake opens 14° after OT 28° after OT
• Intake closes 18° after UT 4° after UT
• Outlet opens 18° after UT 4° after UT
• Outlet closes 14° before OT 28° before OT
• Valve lift 9.64 mm 7.2 mm

Mixture preparation

Other features typical of BMW include the mixture preparation, which is via a manifold injection with BMS-KP engine control and two, 46mm throttle valves. The injection quantity is determined by the specially tuned engine control, not only via the injection period but also via the pressure that the petrol pump provides depending on the power requirement. The fuel system operates without return and only carries the quantity the engine actually needs. Because of this economical, patented regulation system the fuel pressure can be modified over a wide range so that the mixture is always ideal. To measure the fuel quantity supplied, not only the well-known parameters such as load, engine speed and temperature are used, but also the residual oxygen content in the exhaust gas.

The corresponding information is provided by a lambda probe positioned at the point where the manifolds join. This is followed immediately by the three-way catalytic converter (provided as standard) which rapidly warms up after a cold start and quickly starts its emission conversion function.

The air necessary to form the mixture reaches the new suction silencers via snorkels positioned in the cool air stream. The positioning well above the engine – which is advantageous during on and off-road riding – and the large volume, which supports torque, were made possible by positioning the fuel tank under the seat. While the suction snorkels of the F 800 GS are visible as a design element, in the F 650 GS they are concealed behind the front fairing.

Exhaust system

The completely new, weight-optimised exhaust system is made com¬pletely from high-grade steel and weighs only 8.5kg. The single-wall manifold system is connected to the silencer via a plug connection with tension spring. The attachment of a slip-on silencer is therefore easy and cheap because the catalytic converter is integrated into the manifold. The end silencer provided as standard is constructed as a two-chamber silencer in a combined absorption/reflection design. This offers a gas flow volume of 8 litres and is mounted half-way up the vehicle on the left side. The F 800 GS is fitted with a secondary air system which, in combination with the regulated catalytic converter, reduces the emission of pollutants (to Euro 3 requirements). Because of the modified valve timings and the associated lower raw emissions, there is no need for a SA system for the F 650 GS.

High-revving with great torque

It is not only the modern injection system that ensures excellent response from the F 800 GS twin; its low centrifugal mass also contributes to its agile power development. Even at the bottom of the rev range, the four-valve per cylinder twin, which has a bore-stroke ratio of 82 to 75.6mm, does not have a particularly short-stroke, quickly speeds up and releases a good 90% of the maximum torque in the broad range between 4 000 and 7500 min–1. Between 5 000 and 8 000 min–1, the engine develops its power dynamically, accompanied by a unique sound. The nominal performance data of the 798 cc twin – 63 kW/85 HP at 7 500 min–1 and 83 Nm at 5 750 min–1 – therefore gives an incomplete picture of the potential that is available in practice.

In combination with the low total weight and closely stepped six-gear trans¬mission, the engine accelerates from 0–100 km/h in about 4 seconds, and the top speed is over 200 km/h.

In this area, the F 650 GS comes close to the 800cc model. It copes with acceleration from 0–100 km/h in less than 5 seconds, and also reaches an impressive top speed of 185 km/h.

But it is not only the acceleration of the new GS models that is impressive; traction is also remarkable. The BMW development engineers have focussed quite deliberately on the smooth, confident development of power in the engine mid-speed range rather than on absolute peak performance. Sporting drivers will be surprised by the engine’s acceleration, while touring riders will enjoy the twin’s excellent traction with minimal gear shifting.

The parallel twin, which has been optimised for enduro operation, is not simply balanced between powerful torsion and dynamic acceleration. It also proves that good performance does not neces¬sarily involve high fuel consumption. Driven over country roads, a consump¬tion of well below 5 litres of Super unleaded petrol per 100km is perfectly possible. If required, the F 800 GS can also be equipped for use with normal petrol, which, however, reduces the peak performance by 1.5 kW/2 HP and slightly increa¬ses fuel consumption. This modification is carried out by selecting a characteristic map in the control software, and can be cancelled again at any time. The F 650 GS is designed for operation with lead-free normal petrol.

BMW Motorrad can also provide, factory fitted, at no extra cost, a throttle version of the F 650 GS with 25 kW/34 HP at 5 000 min–1 and 57 Nm at 3 000 min–1, aimed specially at new drivers with graded driving licences. The power re¬duction is via a modified throttle valve.

The sophisticated engine concept shows additional technical finesse in its peripherals. The water pump, for example, is on the right of the cylinder head and is driven by a cog wheel unit on the camshaft. The advantageous posi¬tioning of the pump – directly behind the cooler with integrated thermostat – means that only short hose connections are needed. The engine therefore looks particularly compact and tidy. An oil-water heat exchanger next to the easily accessible oil filter ensures that the engine warms up particularly quickly after a cold start. In addition, the heat exchange also limits the engine oil temperatures.

Rear wheel drive via robust O-ring chain

Because motorcycles suitable for off-road use are often used on unmade roads, they need a secondary drive that is not sensitive to dirt. Both GS models therefore have an O-ring chain with a division of 5/8 x 5/16.
A chain guide rail protects the aluminium rocker from damage. Four asym¬metrical drive dampers provide shock absorption for the chain wheel bearer which is taken exactly over the full-floating axle via a grooved ball bearing.

While the six-gear transmission is taken from the F 800 S/ST models and only the transmission output shaft has had to be modified to the chain drive, the end transmission ratio has been changed for both GS variants and modified for each model. The F 800 GS thus works with a transmission ratio of 1:2.625 (16/42 Z), and the F 650 GS with a ratio of 1:2.412 (17/41 Z).

A sturdy tubular steel frame

The tubular steel frame designed specially for the new GS models, built as a tubular space frame, offers a whole range of interesting details which improve the extraordinary off-road qualities of the GS models. The
slim steering head, for example, which is integrated with total stability into the frame structure allows a steering lock stop of 40 (F 650 GS) or 42 (F 800 GS) degrees. The steering head is fixed using a completely new layout of gusset plates which have considerably reduced the design width without affecting the stability of the frame. The steering lock is also improved by positioning in front of the handlebar.

Off-road, the small turning circle of the GS models is advantageous when the bike has to drive through trial sections at walking pace.

The manganese-alloy steel tubular space frame integrates the engine as

a bearing element. The frame tubes are brought together in the area of the rocker bearings in forged steel parts. The frame tail made from rectangular steel pipe is integrated with the main frame via four screw connections and carries the new fuel tank (capacity 16 litres) which is positioned under the seat. The new design was not simply required because of the modified engine: in the front part of the bench seat the main frame and frame end are narrow – the seat itself and the covering of the suction silencer are very streamlined. This means that, in relation to the seat height, an incredibly short arc has been realised, which is the decisive dimension for the rider being able to touch the ground. The result is that the GS models provide perfect seating for tall and short riders, especially as the F 650 GS seat height can be reduced to 790mm (and with the lowering kit to 765mm).

Made-to-measure telescopic forks for both models

Because of the very long spring travel of 230mm, an upside-down tele¬scopic fork is the best choice for the F 800 GS. The overlapping of the fixed and sliding tubes is particular large with this design, particularly because the fixed tube diameter of 45mm ensures excellent bending strength. Plastic deflec¬tors combined with the front wheel covers provide protection against stones.

On the F 650 GS, a conventional telescopic fork with 43mm fixed tubes is used to provide a spring travel of 180mm.

Aluminium double-strut swing arm at rear

The rear wheel suspension of the GS models is similarly robust. It is based on an aluminium double-strut swing, die cast in a single piece. While the F 800 GS uses a directly hinged central spring strut with path-dependent damping and a spring travel of 215mm, the F 650 GS is fitted with a conventional gas pressure spring strut with a spring travel of 170mm. The spring pre-tensioning can be adjusted on both spring strut elements using a handwheel, making the rear wheel suspension easily adjusted for one- and two-person use. The tension stroke of the suspension can also easily be adjusted to individual requirements in both models.

Wheels and tyres for a specific purpose

The wheels are another point of difference. The F 800 GS travels on aluminium spoked wheels, size 21 x 2.15 at the front and 17 x 4.25 at the rear. The front wheel size of 21’’, which is normal in enduro sports, gives greater riding stability because of the greater gyroscopic forces, which can be an inestimable advantage on loose ground. In contrast, the road-orientated F 650 GS, designed as an entry level model, features cast aluminium wheels measuring 19 x 2.5 at the front and 17 x 3.5 at the rear. The smaller front wheel is a particular advantageous especially on asphalt because the cast wheels are slightly lighter than the spoked wheels. Both wheels come with road-capable enduro tyres as standard. For the F 800 GS, tyres with a marked stud profile are also approved. Refitting is easy if the motorcycle is to be used mainly off-road.
The tyre sizes are an indication proof that both vehicles have been tailored to a preferred area of use. The F 650 GS, for example, is fitted with tyres measuring 110/80-19 at the front and 140/80-17 at the rear. In contrast, the F 800 GS rides on tyres measuring 90/90-21 at the front and 150/70-17 at the rear. While the front wheel supports easy handling and minimises braking torque, the two rear wheel tyres take account of
engine power difference.

Braking systems matched to each model

The braking systems of each model are also matched to the intended purpose. Because the F 800 GS reaches higher speeds, the front wheel has two fully floating brake discs 300mm in diameter with double-piston sliding callipers. The F 650 GS’s single-disc brake of the same size also fulfils its requirements because it can also be set optimally. At the front, the steel-reinforced brake lines are routed in such a way that they do not push into the cockpit fairing when the telescopic fork is compressed. At the rear wheel, both GS variants are slowed by an identical 265mm disc brake with single-piston sliding callipers.

On-board electrics with CAN bus and immobiliser

The electrical systems in the new GS models are also top of the range, and work with an innovative CAN bus system. As in the other models in the F 800 model series, the single-wire system (SWS) has many advan¬tages: it reduces the amount of cable required, allows all control devices to be networked and thus simplifies the preparation of comprehensive diag¬noses. In addition, there is no need for conventional fuse cut-outs, since the system automatically switches off the component in question in the event of a malfunction.
Since the introduction of CAN bus technology, an electronic immobiliser has been part of the standard equipment on BMW motorcycles. More than the right key is needed to start the engine – in addition, the chip integrated into the BMW key must report the right code to the ring antenna of the combined steering and ignition lock. Only then does the engine control allow the vehicle to be started. This technology offers the safest, most reliable protection against vehicle theft available today.

The electrical plug connections are waterproof and thus unsusceptible to faults. A 14 ampere-hour battery and a 400W generator ensure a reliable power supply. The cockpit with its analogue instruments arranged above each other, and its information display including on-board clock, provides the rider with information at a glance. As an item of special equipment, BMW offers an on-board computer with further functions such as gear display and stopwatch.

The asymmetrical double headlight with glass-clear plastic cover give the GS models the characteristic face of the youngest BMW generation.

The reflectors, familiar from the BMW R 1200 GS and loved by night-time riders because of their superb use of light, are enclosed in a new plastic housing and fitted with two H7 headlight bulbs. On switching to full
beam, the dipped beam remains active. The headlights are fixed using a strong, lightweight plastic support which also includes the cockpit and sturdy plastic cladding made from high-strength polypropylene.

Optimum seat design for touring and off-road use

Although the long spring travel in an enduro generally result in higher seats, riders of the new GS models will easily be able to touch the ground with their feet, although the F 650 GS is even more suitable for smaller people because of its lower seat height.

The strongly waisted seat is offered in two heights for both models, with seat heights of 880 or 850mm available for the F 800 GS. Heights of 820 or 790mm are available for the F 650 GS (and 765mm with lowering kit). The lowered F 650 GS corresponds to its single-cylinder predecessor model with lowering kit.
The low arc length is due to the frame, which is very streamlined in the critical areas. The seat is locked at the front in a vibration-absorbing holder. This layout means that there is an uninterrupted transition between the fairing, the frame and the seat.

For relaxed riding the new GS models have a vibration-absorbent handle- bar – made from conically shaped aluminium tubing In the case of the 800 model folding, wide steel footrests with hollow-chamber rubber surfaces are used. To be able to stand securely in the footrests off-road, the rubber surfaces can also be removed.

The wide, upswept handlebars are equipped with easy-to-reach fittings; the grip width of the levers can be adjusted. The combined ignition/steering lock is also conveniently positioned in front of the handlebars.
The GS also provide excellent comfort for the passenger. The seat length and footrest position allow the passenger to relax, while the long side-holder brackets at the rear provide a secure grip. Last but not least, the fairing discs offer moderate wind protec¬tion, thus enabling the passenger to travel in comfort. The higher wind¬screen on the F 800 GS can also be mounted on the F 650 GS, if required. Both windscreens with their M-shaped design have been opti¬mised in a wind tunnel.

The 16-litre tank under the seat has proved a great advantage on long trips. Not only because long distances can be travelled, thanks to the motorcycle’s low fuel consumption, but also because the tank bag – which does not entirely deserve its name – can be left in place while the tank is filled. This is because the lockable filler nozzle is easily accessible on the right-hand side of the vehicle level near the pillion seat.

The colour variants chosen underline the character of the new off-road bikes. For the market launch, the F 800 GS will be in plain Sunset Yellow/Black or Dark Magnesium Metallic Matt. The F 650 GS can be ordered in Azure Blue Metallic, plain Flame Red or Iceberg Silver Metallic.

Range of equipment

Special equipment and special accessories

BMW meets the need for personalisation not only through its special equip¬ment (fitted at the factory in Berlin) but also by the special accessories the local dealer or customer adds later. The special equipment and very extensive range of special accessories have been tailored to suit the new F 800 GS and F 650 GS enduro models. The customer can therefore buy high-quality, perfectly matching products that are in line with the character of the vehicle.

Special equipment

• BMW Motorrad ABS (can be switched off).
• Heated grips.*
• On-board computer.
• Main stand.*
• Low driver’s seat (850 mm for F 800 GS/790 mm seat for F 650 GS, no extra cost).*
• White indicator lights.*
• Theft alarm.*
• Power reduction to 25 kW/34 HP (only for F 650 GS, no extra cost).*
• Characteristic map modification for 91 RON for F 800 GS (no extra cost).
• RDC (only for F 650 GS).*
• Lower positioning unit (only for F 650 GS).

Products marked with * are also available as special accessories from BMW motorcycle dealerships.

On-board computer completes the range of information available

The on-board computer expands the range of information that can be dis¬played on the clear display on the combined instrument panel, adding the following details: tank display, gear display, coolant temperature, average fuel consumption, range, outside temperature and stopwatch time. A button on the left handlebar fitting allows the driver to switch through the displays and to select the information required. It is also used to operate the stopwatch.

Low seat and lowering kit

In order to offer small stature riders optimum ergonomics and an ability to touch the ground with their feet, BMW Motorrad is able to provide a lower seat. This reduces the seat height on the F 800 GS to 850mm or 790mm for the F 650 GS. If it is ordered on purchase of the machine, the customer is not charged extra. The lowering kit for the F 650 GS consists of a lower seat and a shortened spring strut.

Playing it safe with a theft alarm

Once it has been activated, the theft alarm reacts to any change in position of the parked motorcycle with very clear visual and audible signals. The extremely effective system can be deactivated via a remote control or by using the ignition key.

Practical main stand allows easy propping

The main stand means that the motorcycle can be propped with very little effort. Thanks to a wide standing surface, the GS models will stand safely if, for example, the rear wheel has to be removed or the chain lubricated.

Special accessories

• Luggage bridge, small.
• Luggage rest, large, for Vario topcase.
• Vario topcase, black.
• Case holder for Vario case.
• Vario case, black.
• Inside pockets for Vario case and Vario topcase.
• Back cushion for Vario topcase.
• Tank rucksack, waterproof.
• Softbag Sport, small.
• Softbag Sport, large.
• Heated grips.*
• Low seat.*
• White indicator lights.*
• Main stand.*
• BMW Motorrad Navigator II.
• Navigator holder, cable and attachment kit.
• Navigator function bag.
• Theft alarm.*
• Tyre pressure check RDC (only F 650 GS).*
• Hand protection bars.
• Protectors (small and large) for hand protection bars.
• Add-on spoiler for protector, large.
• Under-body protection (standard for F 800 GS).
• Engine protection bars.
• Splash protection extension, rear.
• High windscreen (standard for F 800 GS).
• Low windscreen (standard for F 650 GS).
• Touring windscreen (only F 800 GS).
• High windscreen, tinted.
• Akrapovic sports silencer.
• Wind deflector kit.
• Service tool kit.
• Enduro tail bag.
• Power reduction to 25 kW/34 HP (only F 650 GS).*

Products marked with * are also available ex-factory.

Flexible storage space with Vario cases and Vario top case

The well-known, variable-volume cases (left 19–29 litre/ right:
28–38 litre) have been modified for the new GS models. Thanks to the care¬fully conceived carrier system the cases can be attached and removed instantly. Those who want to take even more luggage with them can also add the 25–35 litre top case, which has plenty of room for a helmet. The comfort of the pillion rider can be improved by attaching a back cushion to the topcase. The inside pockets for the cases reliably protect luggage from dirt and damage.

Tank rucksack for small items of luggage

The tank rucksack is a truly practical travelling companion. Because the tank is positioned underneath the seat, it does not need to be removed at filling stations. The tank rucksack has a variable capacity of 14 to 26 litres and features a waterproof inside pocket so that no extra covering is required when travelling in the rain. The equipment also includes a waterproof map compartment and storage for small tools, which can be accessed from the inside, via the main compartment.

BMW Motorrad Navigator III

With this navigation system, the driver selects an address, a city, a tourist destination or a way point. The BMW Motorrad Navigator III guides the rider, with detailed instructions, safely and effortlessy to the destination – by the fastest or shortest route, or directly (“as the crow flies”). The display can be varied too: the rider can choose a map display, a combination of map and instructions, a roadbook or a compass function that displays the distance and direction to the next way point. A zoom function makes rapid orientation easier, for example at intersections. Voice guidance in nine languages using a helmet installation kit is possible.

Hand protector with spoiler

The three-part hand protector made from impact-resistant, continuously dyed, plastic can take on a variety of protective functions, since individual modification is possible with the modular system. The hand protection bar deflects damage to the handlebar and handlebar fittings. The protector attachment is available in two sizes and protects hands from stones. The spoiler provides additional protection against the cold and wet.

Under-body protection and engine protection bars

Under-body protection is part of the standard equipment for the F 800 GS and can be retrofitted to the F 650 GS. A sturdy engine protection bar provides additional protection against damage in everyday use or during off-road travel.

Akrapovic sports silencer

The sports silencer in titanium and carbon made by Akrapovic, which is equipped as standard with a regulated catalytic converter, fits without problems onto the original manifold system. It is a slip-on silencer fixed in place with springs. Using this silencer can save around 2kg in weight compared with the standard system.

Enduro tail bag

This special tail bag attaches behind the seat and resists even the toughest of loads. It contains several compartments and the outer fabric is not sensitive to dirt.

Colours

• BMW F 800 GS Sunset Yellow/Black Black
• BMW F 800 GS Dark Magnesium Metallic Matt Black
• BMW F 650 GS Azure Blue Metallic Black
• BMW F 650 GS Plain Flame Red Black
• BMW F 650 GS Iceberg Silver Metallic Black

Technical data

BMW F 800 GS, F 650 GS - BMW F 800 GS BMW F 650 GS

Engine

• Capacity cm3 - 798
• Bore/lift mm - 82/75,6
• Power kW/HP - 63/85 52/71 at engine speed min–1 7 500 7 000
• Torque Nm 83 75 at engine speed min–1 5 750 4 500
• No. of cylinders - 2
• Compression/fuel :1 12.0/Super unleaded (95 RON) 12.0/Normal unleaded (91 RON)
• Valve/gas control - dohc (double overhead camshaft)
• Valves per cylinder - 4
• Diam. inlet/outlet mm - 32/27,5
• Throttle valve diameter mm - 46
• Mixture preparation - Electronic manifold injection, engine management BMS-KP

Electrical system

• Generator W - 400
• Battery V/Ah - 12/14
• Headlights/rear light W - 55 (full/dipped beam) 5 parking light LED (braking/rear light)
• Starter kW - 0.9

Power transmission/gears

• Clutch - Multidisc clutch in oil bath, mechanically activated
• Gears - Dog-coupled six-gear transmission
• Primary transmission - 1:1.943
• Rear wheel drive - Endless-O-ring chain drive with back damping in wheel hub
• Transmission ratio - 1:2.625 (16/42) 1:2.412 (17/41)

Chassis

• Frame - design Tubular frame in steel, partly carrying the engine
• Wheel suspension, front wheel - Upside-down telescopic fork, fixed tube Ø 45 mm Telescopic fork,
  fixed tube Ø 43 mm
• Wheel suspension, rear wheel - Double-strut swing arm, aluminium cast in one piece
• Spring travel front/rear mm - 230/215 180/170
• Castor mm - 117-97
• Wheel spacing mm - 1578/1575
• Steering head angle ° - 64.0/64.0
• Brakes - front; Double-disc brake Ø 300 mm Single-disc brake Ø 300 mm. rear; Single-disc brake Ø 265 mm Single-disc brake Ø 265 mm on request: BMW Motorrad ABS, disconnectable
• Wheels - Spoked wheels with aluminium rims Cast aluminium wheels front 2.15x21 2.50x19,
  rear 4.25x17 3.50x17
• Tyres - front; 90/90-21 54 V 110/80-R19 59 H. rear; 150/70-R17 69 V 140/80-R17 69 H

Dimensions and weights

• Total length mm - 2320/2280
• Total width with mirrors mm - 945/890
• Total width without mirrors mm - 870/845
• Seat height mm - 880 (SA 850)/820 (SA 790)
• Dry weight kg - 178/171
• DIN tare, ready to drive kg - 207/199
• Perm. total weight kg - 443*/436*
• Tank capacity l - 16/16

Travel data

• Fuel consumption - 90 km/h -l/100 km 3,8/3,7
• 120 km/h l/100 km - 5,2/5,2
• Acceleration - 0–100 km/h s 4,1/4,3
• Maximum speed km/h - over 200/189

*with lowering kit: payload 150 kg