BMW F650CS Tech Article

25 Мар 2015 | Author: | Комментарии к записи BMW F650CS Tech Article отключены

BMW F650CS — it’s time

Technical Article by Henneman

A funky supermotard of the F650ST, which itself was a development of the F650. Now on 17 inch front and rear (old was spoked), which allows it to be with wider and stickier rubber. The engine is a BMW development of the old 650 unit and the new cylinder head has one exhaust port and a spark and gained fuel injection.

overhead cams and four are retained and the compression ratio is up to from 9.7:1. The result is a more peak horsepower at and a little more torque 300 rpm up the rev range at 5,500 rpm.

The visual changes are the toothed drive to the rear-wheel, which is now on a single-sided swingarm, the projector on a more aggressive looking fairing and the “multi-purpose” compartment on top of the tank normally is. The slightly fuel tank is now under the seat, and in fact takes up every last cc of the underseat The bottom of it even forms the wheel undertray.

But as the claimed consumption is down by 25%, the on a full tank should be the same. Under all the plastic a twin-beam steel top frame the old spine one, but the oil for the dry-sumped is still stored in the frame up by the headstock. This means a life for the head races, run dry when the heat from the oil the grease in the bearings.

Front suspension is non-adjustable as but the CS has lost the rear ride adjuster of the ST, which was very when the bike was used or carrying a load. In line its greater “street orientation”, travel is reduced, as is the ground so getting the pegs down be a lot easier. Wheelbase is up by 25mm to trail is down by 14mm and the has shed a couple of kilos it’s already light predecessor, probably by getting rid of the stand.

However, it would be a to think of this as a development of the it is in fact an all-new bike just happens to be powered by a cylinder 4-… motor the same bore and … as the ST. Marketing department have come up with a new name for the and called it “The Scarver”. the CS is described as “Scarving”, whatever is, although it will probably to the active youth market the bike is aimed at.

There’s a range of goodies available for the from soft luggage and systems to bolt on carbon and stainless steel bits, as as a whole line of clothing for on and off use. And if that’s not enough you can do a “mix match” type of different coloured components to the look of the bike that you

Sitting on the bike for the first you’re immediately struck by how low the feels, and although the seat is only down 5mm on the ST’s it feels much more this. Ahead of you there’s strange tray where the filler normally sits, and it as though it could hold a lake if the bike is left out in the as there’s no drain holes in it.

If not out first, this will transfer itself to the rider’s as the clutch is let out, so all prospective would be advised to carry a with them at all times! wide bars have all the switches in all the usual places BM have refrained from their “unique” indicator and there’s even a three-position for the heated grips which an option fitted to this

Strangely, there’s no light as these now come on automatically the ignition, in line with new that comes into for all vehicles later this The analogue speedo and rev counter are around the usual ‘… including one for low fuel and one for the ABS option was fitted to the test bike. also an LCD clock and an LCD odometer, can be switched between total and a trip function.

Switch on the ignition and press the and after a couple of seemingly rumbles, the big single fires up. As fuel-injected, there’s no choke and the will pull away from cold. On the move, the centre of gravity from the fuel tank makes felt with good low stability and easy direction

In fact this is a very bike to ride, and surprisingly for a there is very little through the pegs or bars at any speed, in spite of the fact the old rubber bar-mounts of the ST have replaced with solid The five-speed gearbox is positive, if agricultural compared to a Japanese and there were no false on the test bike.

From first gear selects a solid clunk, and as it high it’s best to short-shift to as soon as possible. The remaining are reasonably spaced and the engine can be to get the maximum acceleration. In fact the pulls strongly right to the 7,500 rpm limiter in all gears, its Rotax predecessor got all breathless 6,500 rpm.

The fuel is good, with only a tendency to “hunt” on small openings. Slightly more until I got used to it anyway, was a strange ‘two-stage ramp-effect’ the throttle was opened. By this I that the first movement of the produced a very gentle in engine speed and then, as if a had been closed, the engine got the power hard as you continued to the throttle.


This happened in all gears and of the engine speed. It was as if the engine was checking to see if you really wanted to that hard, and then it found the throttle was still opened, said “OK – Lets The old carburetted engine had a much throttle response, but felt less refined especially 4,000 revs, and also from driveline snatch at low something completely absent the CS and probably due to a combination of the fuel and the belt drive.

The suspension is soft front and rear well damped, and the ride is with the front end only a little vague at highly speeds. The bike sometimes got a out of shape if you were pushing it through long sweepers and some unexpected bumps and This happened a couple of at around 90-95 with the pinned to the stop, and the bike gently as the suspension fought to up with the inputs it was receiving.

But it was nothing alarming and the whole stayed on line through the helped no doubt by the Dunlop which gave good and feedback. The brakes are more adequate for the performance of the bike, they lacked the bite and of a sportsbike. But as the CS had only done miles, the pads and discs may not fully bedded-in.

The test had the £345 ABS option fitted, I didn’t get the chance to use, but it interfere with normal and it was nice to know it was there if

The riding position is relaxed, little body weight taken through the arms, and the bars give good especially at low speed through The generously padded wide gave good support, and after 2 hours in the saddle were no twinges or aches.The fairing does a surprisingly job of deflecting the air over rider, and with the speedo showing there was little upper pressure from the airflow.

But all unfaired bikes, you do get the usual from other vehicles following at speed. The mirrors good and solid up to around mph, and then got a little but still quite readable. on the test bike the right mirror head folded at 95 mph and the pivot couldn’t be tightened to this happening.


In spite of its somewhat looks, BMW have come up an excellent bike in the 650CS. is a machine that can be a good bike for the new rider, as it can be both when things go wrong and when you get things right; and the experienced rider will enjoy the handling and performance having to think too much their licence. And if that’s not this is a bike that can tour, and blast the back on a warm summer day.

BMW now building the bike in-house of farming out production to the Italians, the control problems that with some of the earlier should be a thing of the past. in turn means that could be a bike that be ridden all year round. But time will tell.



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