BMW has given their single cylinder F650 models a facelift. Mechanically, the biggest change is to the cylinder head, which now boasts twin sparkplugs. Although the real purpose of this change was to reduce emissions the twin spark system works with a revised engine management system to reduce fuel consumption significantly, and the factory claims that while power and torque output remain the same as the older model , at 37 kW and 60 Nm respectively, the grunt is now available from lower down in the rev range.
Styling changes for both the dirt-oriented Dakar and its more street-friendly GS sibling include new front mudguards, a la the R1150 GS, a new air vent panel and logo plate, updated windshields and larger headlights. The luggage rack has been revised to incorporate mountings for panniers, and the bike’s instruments have been restyled. Hazard warning lights are standard for 2004, as are on-board power sockets to run accessories or charge the battery without removing it from the bike.
Riders with small hands will be pleased to hear that the hydraulic clutch lever is now adjustable for reach. Optional on both bikes is a package consisting of heated handgrips and ABS brakes, which adds R5 200 to the tickets of the R63 950 F650 GS and the R68 500 F650 Dakar.
We covered about 450 km on the BMWs under exactly the sort of mixed conditions on which they thrive – some highway riding, some country roads, and long stretches of dirt roads. Although the Dakar is indisputably a more accomplished dirt bike than the F650 GS I found that I was happier with the seat height of the GS model, and its performance in the rough was still good enough to make it my choice of the two for 99% of the time, on tar or in the rough. The Dakar boasts a 21′ front wheel compared with the GS version’s 19′ rim, a 10mm longer wheelbase, 5 mm more front suspension travel and, at 177,2 kg (dry) a 1,8 kg surplus in mass compared with the GS, despite the latter having a mainstand while the dirt version makes do with a side-stand only. On road the GS was a marginally better handling machine, and seemed to have a slight performance advantage.
The BMW 650s have been top of the heap in terms of South African sales for motorcycles over 650cc for a number of years now. The competition’s getting tougher these days, but the BMW is still our first choice as backroad adventure tourer – better even than it’s bulkier twin cylinder stablemates that don’t work as well when the going gets tough. Highly recommended.