BMW F650 GS Twin Spark 2006 in silver, showcasing its classic dual-sport design and robust build, ideal for both on and off-road adventures.
The BMW F650 GS, particularly the twin spark model from 2006, holds a special place in the hearts of motorcycle enthusiasts. This iconic BMW thumper has garnered a devoted following, and for compelling reasons. As an owner of this machine, affectionately nicknamed Bigby, and after three years of riding and exploration, I’ve moved past my initial hesitation to offer a comprehensive review. While I may consider myself a relatively novice rider – Bigby being the primary bike I’ve truly experienced beyond training school – this extended ownership provides a unique perspective, one that surpasses the fleeting impressions of typical short-term bike reviews.
My initial reluctance stemmed from a desire to avoid superficial comparisons, a pitfall often seen in product reviews. Furthermore, my ongoing journey of understanding Bigby, delving into its mechanics and realizing its full potential, felt too nascent for definitive judgment. However, having observed numerous online reviews, I’ve recognized a gap. Many lean towards product descriptions rather than genuine evaluations, often influenced by industry biases. Unlike reviewers who spend mere days with a bike, my years with Bigby offer a deeper, more nuanced understanding. Therefore, acknowledging my perspective, let’s delve into what makes the Bmw F650 Bike such an enduring and appealing choice.
The BMW F650GS immediately impressed me with three key attributes within the first few minutes of riding: its ergonomics, suspension, and balance. These core elements define the essence of this motorcycle. Let’s explore each of these in detail, followed by a broader examination of other aspects that contribute to the F650GS’s enduring appeal.
Ergonomics: Comfort and Control On and Off-Road
My initial motorcycle training was on cruisers – Suzuki Boulevards and Honda Shadows. The BMW F650 GS presents a stark ergonomic contrast. As a dual-sport bike engineered for both paved roads and off-road terrains, its design prioritizes a riding posture that allows for standing on the pegs when navigating challenging landscapes. This translates to a well-balanced weight distribution between the seat and footpegs in a seated position, with knees comfortably bent at approximately 90 degrees. This upright posture is not only ideal for off-road control but also remarkably comfortable for long-distance touring, mirroring the ergonomic principles of a well-designed office chair. The dual-sport nature of the F650GS implies versatility, not compromise, especially in ergonomics. It delivers both a perfect seated riding position and the crucial capability to stand when venturing off the asphalt.
Another significant ergonomic advantage of the F650GS is its accessible seat height. The standard 30.9-inch seat height is notably low, fostering confidence, particularly for off-road riding where easily dabbing a foot for stability is crucial. Initially, with my longer legs, the standard seat felt slightly cramped during extended rides due to a knee bend tighter than 90 degrees. Upgrading to the high seat option provided a more spacious riding triangle and significantly enhanced long-distance comfort. Riders with longer limbs may even consider the Dakar version with its taller 34.3-inch seat height or explore aftermarket taller seat options. Despite the initial lower body considerations, the handlebar position is well-suited; bar risers haven’t been necessary, and the grips are perfectly positioned for a comfortable standing posture.
Suspension: Smoothness Across Diverse Terrains
The second immediate impression upon riding the F650GS was its exceptional suspension. Compared to the cruisers I had trained on, the ride was remarkably smooth. Montreal roads, known for their less-than-perfect surfaces, became an unexpected testing ground for the bike’s suspension prowess. The inherent design of a dual-sport motorcycle necessitates capable suspension to handle varied and often uneven terrains. Reinforcing this initial impression, a seasoned motorcycle instructor, observing me from behind during a private lesson before my riding test, commented not on my riding technique, but on the impressive rear suspension of the F650GS. His remark, “I wish you could see what I see from behind, it’s amazing!”, highlighted the visual testament to the suspension’s effectiveness in absorbing road imperfections.
While the suspension is undeniably smooth, I’ve occasionally pondered if it leans slightly towards the softer side. Bottoming out has been rare, even during off-road excursions, although the front end does exhibit some dive under hard braking. Upgrading the suspension has crossed my mind, but considering my weight of around 140 lbs, I’m actually on the lighter end of the spectrum for this bike. The front suspension travel is 170 mm, and the rear is 165 mm. Ideal SAG (suspension sag) is typically around 30% of total travel, which for the F650GS translates to approximately 49.5 mm. Even with the preload adjuster fully backed off, my weight induces a sag of just over 45 mm. This leads to another appreciated feature: the preload adjuster. While not electronically controlled like on contemporary BMW models, the manual preload adjuster knob offers convenient adjustability for varying loads, whether riding two-up or carrying luggage.
Balance: Agile Handling and Low-Speed Mastery
The most compelling aspect of the F650GS is its exceptional balance. This is largely attributed to the ingenious placement of the fuel tank beneath the seat, deviating from the conventional high tank position. This design dramatically influences the bike’s cornering dynamics. During training on cruisers, counter-steering to initiate turns and accelerating to straighten up was a deliberate technique. However, the F650GS allows for fluid cornering, managed simply by leaning in and out of curves. The bike possesses an almost intuitive self-straightening quality with subtle shifts in weight, enhancing confidence and control through sweeping bends.
This inherent balance is equally evident in slow-speed maneuvers, such as navigating parking lots or technical off-road sections. The F650GS excels in slow races, showcasing its agility and maneuverability. It’s easily handled when moving it by hand and turns effortlessly in tight spaces. With minimal practice, executing full-lock figure-eights becomes surprisingly manageable. While accessories can enhance a bike, fundamental balance is a core design element. BMW undeniably achieved this with the F650GS, making it surprising that they reverted to the traditional tank placement in the newer 750GS and 850GS models starting in 2018.
Engine Performance: The Robust Rotax Single-Cylinder
The heart of the F650GS is a Rotax-manufactured 652cc single-cylinder engine. This water-cooled, DOHC powerplant features twin spark plugs and four valves, delivering a respectable 50 HP at 6,500 rpm and 44 lb/ft of torque at 5,000 rpm. While these figures don’t position it as a powerhouse for high-speed drag races, the engine provides ample and accessible power. The F650GS is frequently recommended as an excellent beginner bike, precisely because its power delivery is manageable and forgiving. Riders don’t need to be overly concerned about unintentional wheelies or losing rear-end traction with aggressive throttle inputs. Conversely, the engine boasts substantial low-end torque in the first two gears, ideal for tackling off-road hill climbs, while still offering sufficient roll-on power in 5th gear at highway speeds around 120 km/hr. Although I haven’t pushed it to its absolute maximum, reaching 140 km/hr has proven more than adequate for my riding needs. The gear ratios, particularly in 3rd and 4th, are broad enough to navigate twisty roads predominantly in a single gear, adjusting speed through throttle control alone.
Single-cylinder engines present both advantages and disadvantages. One notable benefit is the wider gear spacing. This characteristic, reminiscent of classic single-cylinder bikes like my father’s beloved 350 Matchless, proves invaluable in heavy traffic. Maintaining 2nd gear allows for smooth clutch modulation in stop-and-go conditions, avoiding the engine bogging down experienced with parallel twins that require more gear shifting. This same flexibility in gear selection contributes to maintaining momentum through winding roads with subtle speed variations.
Another advantage inherent to single-cylinder engines, as highlighted in a Cycle World article, is a form of “mechanical traction control.” As Kevin Cameron explains, the power delivery of large-bore singles is inherently forgiving in low-traction situations. The brief exhaust stroke in these engines creates momentary power lulls, allowing the tire to regain traction if it starts to slip. This contrasts with the more continuous power delivery of multi-cylinder engines, which demand more precise throttle control to manage traction.
However, single-cylinder engines are also known for vibration. The Rotax engine in the F650GS is reputedly one of the smoother singles available, but vibrations can still induce hand numbness, particularly in colder weather. Investing in a throttle assist or throttle lock, like the Kaoko I use, can mitigate this. While anti-vibration bar risers like Rox are available, they are incompatible with the F650GS’s triple-clamp configuration and can potentially introduce unwanted mushiness to the steering, which is undesirable for off-road riding. Anecdotally, I’ve observed a perceived reduction in vibration and smoother, quieter engine operation when using BMW-branded oil, possibly due to its specific formulation for these engines. Notably, Rotax engines are renowned for their minimal oil consumption, a testament echoed by users on the dedicated BMW 650 forums like The Chain Gang.
Conversely, oil changes on the F650GS are more involved than on some bikes. The dry sump system necessitates draining oil from a tank located where a conventional gas tank would be, alongside draining the sump itself. This requires removing body panels and potentially a bash plate, making it a more elaborate process. Drilling a strategically placed hole in the bash plate, as I’ve done, simplifies access to the sump plug. Despite this, some oil spillage during filter removal is unavoidable due to its recessed location, so ample shop towels are essential.
My 2006 F650GS lacks rider modes and advanced electronics, even ABS. Initially, this absence was a concern, particularly as a newer rider. However, experienced riders reassured me that mastering traction control and emergency braking through proper technique is more beneficial than relying solely on electronic aids. Embracing a more purist riding philosophy, I’ve come to appreciate this. Over-reliance on ABS in emergency braking can hinder the development of crucial feel for managing slides in off-road scenarios. Furthermore, the absence of complex electronics simplifies maintenance and enhances the bike’s overall reliability.
The F650GS features fuel injection and an ECU. A 911 diagnostic code reader is available for electronic troubleshooting, although it is a significant investment. Fuel injection eliminates the need for a choke and automatically adjusts the fuel-air mixture for altitude changes, enabling seamless riding across varying elevations without manual carburetor adjustments. However, fuel injection can sometimes result in a slightly abrupt throttle response, requiring smooth and deliberate throttle roll-off.
Areas for Improvement: Saddle and Windscreen
Two areas where the F650GS falls short of perfection are the stock saddle and windscreen. The original saddle is firm and slopes forward, which can become uncomfortable on longer rides. For extended day trips, an upgraded saddle is highly recommended. Numerous aftermarket options exist, including BMW’s own Comfort Seat. I opted for a Seat Concepts kit, which provides replacement foam and a cover for DIY reupholstering using the original seat pan, a process I detailed in a blog post.
The windscreen on this generation of F650GS is notoriously inadequate. The OEM screen is minimal, barely extending above the instrument cluster. The aftermarket offers a plethora of windscreen solutions, but finding the optimal one is often a process of trial and error. Windscreen issues on this model are well-documented on forums like f650.com, providing both helpful advice and entertaining anecdotes. My own experience involved navigating through several screens. A 19-inch National Cycle touring windscreen, while offering good protection, proved too tall for off-roading and generated helmet buffeting. Switching to a 15-inch screen improved off-road visibility but retained the buffeting. Adding a wind deflector resolved the buffeting but compromised the bike’s aesthetics. Ultimately, a 12-inch National Cycle sport screen provided a balance, protecting my torso while keeping my helmet in clean air. The issue stems from the cowling design, which angles the screen too sharply towards the rider’s helmet, unlike more modern upright screen designs. The Madstad screen is widely considered the quietest aftermarket option, featuring an adjustable bracket to modify the screen angle and a crucial gap at the bottom to prevent buffeting. However, its acrylic construction is less durable for off-road use compared to polycarbonate screens like those from National Cycle.
Aesthetics: A Blend of Ruggedness and Refinement
The aesthetics of the F650GS are undeniably appealing. While subjective, I appreciate the bike’s exposed mechanical elements, a refreshing contrast to modern bikes often concealed by plastic fairings. The spoked wheels enhance its traditional motorcycle aesthetic and offer superior strength for off-road riding. One comment I received, “I love your old-fashioned bike,” resonated with me. It captures the raw, authentic motorcycle character while retaining BMW’s signature refinements, such as heated grips and renowned build quality and reliability. The F650GS truly embodies a hybrid dual-sport, seamlessly blending dirt bike ruggedness with touring bike sophistication.
Conclusion: An Enduring and Versatile Choice
In conclusion, the BMW F650GS is a confidence-inspiring and remarkably versatile motorcycle. It’s an ideal choice not only for novice riders but also for experienced motorcyclists who prioritize a lighter, more manageable machine. The current trend towards smaller displacement adventure bikes reflects a growing recognition of the impracticality of overly large adventure bikes for true off-road exploration. While larger bikes like the popular 1200GS excel at covering vast distances and handling graded dirt roads, the 650GS’s size and weight advantage allow it to venture into more challenging and remote terrains. The trade-off lies in increased engine vibration and higher RPMs at sustained highway speeds. For riders prioritizing in-depth exploration of remote areas and varied terrains, the F650GS remains an exceptional choice. My intention is to keep mine for as long as possible, a testament to its enduring appeal and capabilities.
Pros:
- Ergonomic design suitable for both dirt and touring riding.
- Smooth and capable suspension system.
- Excellent overall balance and agile handling.
- Reliable and robust Rotax engine.
- Sufficient horsepower and torque for light off-roading.
- Fuel-injected intake with automatic temperature and altitude adjustment.
- Classic and appealing aesthetics.
Cons:
- Higher upfront and maintenance costs, with expensive parts even for DIY maintenance.
- Stock saddle is firm and uncomfortable for long rides.
- OEM windscreen is ineffective, and finding a good aftermarket replacement can be challenging.
- Engine can exhibit noticeable vibration.
- Only equipped with 5 gears.
Modifications:
To further enhance the F650GS’s capabilities for both dirt and street riding, I’ve implemented several modifications, detailed in these walkaround videos created with my son:
Walkaround Mods for Dirt
Walkaround Mods for Street
