BMW G650GS (2011-2017) - Review & Buying Guide

The G650GS took over from the old F650 as BMW’s entry level ‘adventure’ single in 2011. The outgoing BMW F 650 GS was a hard act to follow, having garnered loyal fans the world over on account of its easy-going nature, reliable Rotax motor, strong all-round ability and – for a bike wearing the famous BMW badge – affordability.

BMW clearly intended the G650GS to build on the F650’s strong legacy (interestingly the F650 was effectively a rebadged Aprilia Pegaso rather than a from-scratch BMW design), but with a fresher more distinctive and immediately recognisably BM look. With that in mind the 650’s styling was brought in line with the ubiquitous R1200GS – peaky snout and all, positioning the G650GS as an entry level adventure tool from the German brand but, unlike the F650, the G-GS was produced with one eye firmly on cost. The bike’s engine, for example, a tweaked version of the F’s 652cc mono, was still a Rotax designed unit, but its component parts – again from the Austrian firm – were put together in China.

Two versions of the G650GS make up the model range: the stock GS, with 19/17in alloy wheels and road orientated rubber, and the more off-road focussed Sertão model with 21/17in spoked wheels and skinnier knobblies, longer travel suspension and a loftier seat height, launched a year after the GS.

Despite never gaining the popularity of the old F650 single – in part guaranteed by BMW having launched a fruitier twin-cylinder F650GS several years earlier, that was actually 798cc too – the G650GS remains a solid, affordable buy on the used market. Great for commuting, light Green Laning, and A2 licence holders alike, the 650GS still offers an effective first step into the adventure bike market.

Pros & Cons

2011 BMW G650 GS - Price

Condition is everything with a G650GS. The bike’s built-to-a-price nature leaves certain finishes and componentry exposed to corrosion – the frame, swingarm, bracketry etc – and its semi-off-road design means that many used examples will have ventured onto the dirt and may be carrying associated scars as a result. Service history is desirable, although the nature of the bike’s easily accessible single-cylinder design makes it simple and cost effective for a home mechanic to service.

2011 G650GS
Replacement for the old F650 single, but really a lightly tweaked version of said model. GS family style bodywork sets it apart from to F650. 47bhp, so perfectly positioned for A2 licence holders and as a way into the BMW range. Colours: white/black/red, blue

2012 G650GS
Off-road focussed Sertão model introduced with narrower 21/17in spoked wheels, longer travel suspension and, as a consequence, a taller seat height of 890mm 9the stock bike being 860mm). Colours: white/black/red, yellow/black

2013 G650GS
Colour changes only. Colours: yellow/black, red/black, white/black

2014 G650GS
Colour changes only. Colours: white/black/grey, black/grey

2015 G650GS
Colour changes only. Colours: black/grey, yellow/black

2016 G650GS
Colour changes only. Colours: white/black/grey, black/grey, white/blue

2017 G650GS
Colour changes only. Colours: white/black/grey, black/grey, white/blue

BMW G650GS values:
Rough £1800-£2200
Tidy £2750-£3600
Mint £3900-£4250

2011 BMW G650 GS - Engine & Performance

BMW stuck with its Rotax designed 652cc, DOHC, 4-valve single for the G650GS, although tweaked here and there with an upgrade to fuel injection (the old F650 ran twin 33mm carbs) and the additional of a catalytic converter to bring the motor in line with tougher emissions regulations and allow it to perform smoothly and efficiently in poor quality fuel in markets outside Europe. Peak power and torque remained the same as the F650 at 47bhp @ 6500rpm and 44.2 lb/ft @ 5200rpm respectively. Hardly socket wrenching numbers, but perfect for the 650GS to fall in sync with European and UK A2 licencing laws.

Unlike the previous F650 single, however, the G650GS engine wasn’t put together in Austria. Instead, components were shipped from Rotax to China where the motors were built at a facility in Lonchin. Quality control wasn’t as stringent as Rotax’s own high standards, so issues with hot starting and agricultural gearboxes were and still are commonplace with this model. There are only five ratios to choose from, too. Vibes from the single-cylinder design are kept to a minimum thanks to an inbuilt balancer shaft

Performance is adequate for a bike of this type and size. Motorway cruising can feel strained if riding into a headwind or tackling an incline (the short final drive gearing (16/47), chosen in the belief that owners would venture on to the dirt, makes cruising more frenetic than it might otherwise be), and overtakes require a hefty helping of throttle if you’re to execute the manoeuvre swiftly and safely. Around town, however, there’s plenty of punch to launch away from the lights, plus the motor’s tractable enough to make light work of low-speed Green Laning.

2011 BMW G650 GS - Handling & Suspension

As with its motor, the G650GS chassis borrows heavily from the old F650. The frame is a box-section steel perimeter design, attached to an equally simple steel box-section swingarm. The rear subframe is detachable, however, so if you’re unfortunate enough to sling your GS up a gravel track or down into a ditch and bend the rear end it can be easily and cost effectively repaired.

BMW’s keen eye on cost is cleat to see when it comes to the 650’s suspension. Simple 41mm telescopic forks take care of damping up front, while a basic monoshock deals with bumps and ruts at the rear. The forks are non-adjustable, but the shock features the ability to alter preload and rebound. The road-oriented GS, which features cast alloy wheels, offers suspension travel of 170-165mm respectively of its front and rear ends. The off-road focussed Sertão comes with longer travel suspension, however, giving 210mm of damping travel both front and rear. If you’re intending on Green Laning your GS the Sertão model is the only sensible option.

Like the F650 the G model has its fuel cell positioned at the rear of the bike – the filler is incorporated into the rear right side panel, so there GS’s profile is slight, particularly above the engine where a conventional tank would sit. As a result this 650 is easy to manoeuvre and throw around – a boon if you are intending on Green Laning.

Manageable handling, a lack of mass (176kg dry overall), and a lowish seat height for the standard bike of 780mm (there’s also a low seat option of 720mm and a tall variant at 820mm – the Sertão ranges between 860-890mm) make the G650GS a breeze to chuck about, especially for adventure bike, as well as aiding low speed control in traffic. Ride quality is decent too, considering the basic nature of the suspension. There’s even enough room to accommodate a pillion without it being too much of a squeeze.

The braking set up is enough for a bike of this size and style – a single 300mm disc up front and a 240mm disc at the rear, gripped respectively by twin-pot and single -pot calipers. BMW offered ABS as an option, so don’t assume it fitted to a used example – ask the owner or look for the slotted inner ring on the rotor for confirmation of its presence.

2011 BMW G650 GS- What to look for

Hot start issues
Caused by faulty decompression valves. The valve doesn’t decompress the cylinder enough when hot. This punishes the starter motor and usually leads to a weakened or flattened battery; replacing the lever so it works correctly usually sorts the issue. BMW also released updated ECU software to help improve hot starting.

Gearbox
Can feel agricultural, especially on older models with high mileages, so get a test ride. Issues that arise: sticking in gears, refusing to select up or down, and also throwing up false neutrals. Finding neutral when at a standstill can be a real problem too.

Electrical problems
While the G650GS is mechanically robust, owners report failure of lights, switchgear, heated grips, horn – so check everything. Poor earths and corroded looms are often the starting point of problems. Water can get inside indicators, cause corrosion and eventually lead to the components’ failure.

Engine
Generally reliable, but this Chinese-produced single can start to use oil if not warmed through sympathetically. Rough usage of the gearbox won’t aid long-term reliability either; given that the transmission can throw up false neutrals and prove stiff between ratio changes, regular oil changes and gentle cold running is advised.

Corrosion
The steel swingarm can corrode if paint is chipped off, as will the frame. If the bike’s been used off-road, even lightly, check wheel rims for dents/cracks, ensure that the spokes are tight and not bent or snapped, the crankcases haven’t been damaged by large rocks (a sump guard is a must if you’re intending on riding on the dirt). The Sertão model, with spoked wheels (21/17in as opposed to the cast wheeled 19/17in combo), is better equipped to tackle off-road riding.

2011 BMW G650 GS - Rivals

 2011 Kawasaki KLE 650 Versys - Direct competitor to the V-Strom and as a twin has the legs and performance to leave the G650 in its wake. Very comfortable with decent protection from the elements, so makes an superb commuter or tourer. Engine is super strong, so reliability isn’t as issue. Similarly priced to the BMW, so unless you specifically want a single, are restricted to an A2 licence (the Versys would have to be pegged at 47bhp, losing 15bhp off its top end), and have no intention of riding more than 80 miles in one hit, the KLE should be on your list. 

2011 Suzuki DL650 V-Strom - Brilliant entry level adventure bike and all-rounder. Bullet proof SV650 derived V-twin motor enjoys an almost 20bhp advantage over the G650GS (can also be restricted to meet A2 regs). Generous ergonomics make the V-Strom like a larger capacity machine than it actually is. Spacious enough to carry a pillion in comfort too. More reliable than a GS with more to offer, all at a similar price. A ‘must consider’ if you’re looking at the BMW.

2011 Yamaha XT660R - Funky supermoto style single with a similar power to weight ratio to the GS, but with a less troublesome engine and superior build quality. A long-standing model in Yamaha’s range due to its popularity – particularly in Europe and specifically France where they adore the XT – so spares and used examples are plentiful. Great fun to ride, especially on urban streets or tight, twisty back roads. Lacks the DL’s long-distance capability but matches or beats the BMW in pretty much every respect. Good value too.

Kawasaki KLE650 Versys, 2011 | Approx Price: £2750-£3400

Read more

Power/Torque

Weight

Suzuki DL650 V-Strom, 2011 | Approx Price: £2800-£3500

Read more

Power/Torque

66bhp / 44.3lb-ft

Weight

189kg

Yamaha XT660R, 2011 | Approx Price: £2300-£3300

Read more

Power/Torque

47bhp / 43lb-ft

Weight

181kg

2011 BMW G650 GS - Verdict

The G650GS is something of a forgotten model in BMW’s past range, caught between the popular F650 single and the later 798cc twin-cylinder (and confusingly named) F650GS. As an overall package the G650GS offers nimble, easy to use handling, a characterful engine, and enough all-round ability to work as a weekday commuter and weekend plaything. Issues with poor hot starting, electrical gremlins and iffy build quality remain, but with used examples starting at just over £2500 the GS is an affordable way into BMW ownership. If you’re planning on long rides, however, look at the twin-cylinder F650GS instead.

If you’d like to chat about this article or anything else biking related, join us and thousands of other riders at the Bennetts BikeSocial Facebook page.

2011 BMW G650 GS - Technical Specification