dustrider
Pack Dog
Found this on the F800 riders forum... and I quote .... 
ot:
The April 2009 issue of Motorcycle Consumer News tested the new F650GS. Before I get to their impressions I will provide the hard numbers, as they take less thinking on my part. The engine, which is rated at 71 hp by BMW, tested as 63.4 hp @ 7600 rpm and 50.8 lb.-ft. of torque @ 5850 rpm at the rear wheel (on the same dyno, the F800GS tested 73.7 hp @ 8250 and 51.45 lb.-ft. @ 5750 rpm) and the rev limiter kicks in on both bikes at 9000 rpm. The F650GS ran the quarter mile in 12.53 seconds @ 103.75 mph, with a 0-60 time of 4.24 seconds (the 800GS accelerated through the quarter mile in 12.20 sec @ 107.78 mph and 0-60 in 3.95 sec.) The top speed of the 650 was 121.4 mph @ 8100 rpm in fifth gear and 121.5 mph @ 7400 rpm in sixth gear. (The 800 had a top speed of 125.7 mph in sixth gear.) The actual speed at an indicated 65 mph is 63.1 mph and the engine is turning 3700 rpm @ 65 mph.
The F650GS weighs 473.5 pounds with a full tank of gas. The 800 weighed 490.5 pounds. Both bikes had ABS, the computer and a centerstand. The MSRP is $8995 and the price as tested was $10,575. The bike they tested was flame red. They mentioned that the 650 can run on regular fuel, but the 800 needs premium fuel, unless the FI has been reprogrammed by a dealer. Again, it was mentioned that the 650 uses a different FI spool that results in a slower and less abrupt throttle opening. Seat height is 32.4” or 31.2” with a seat change, or 30.1” with the factory lowering kit. Maximum permitted load is 522 pounds for the standard bike, but is reduced to only 331 pounds with the factory-lowered bike. Wheelbase is 62” and ground clearance is 7.5”. Their fuel mileage (ridden briskly) was a high of 54.4, a low of 42.3 and an average of 50.9 miles per gallon. Routine service interval is 6000 miles and valve adjustment interval is 12,400 miles (?).
Now this is interesting: Braking performance from 60 to 0 was 131.2 feet with the ABS activated and 120.6 feet with the ABS turned off. The F800GS had a best stop of 127.5 feet with ABS. The dynamometer comments were as follows: "Detuned with milder camshafts (7.2 mm lift vs. 9.64 mm on the F800GS and reduced valve timing), the F650GS’s 798cc motor gives the same strong power below 5300 rpm, yet runs on regular gas, its smoother delivery off the bottom end is another plus. It is an excellent motor." The total cost for a 12K major service is estimated as $416 for 5.2 hours (@ $80 an hour) of labor and $120.42 for parts (my dealer charges more for labor).
Now don’t shoot the messenger , but the magazine seems to like the 650 better than the 800 (especially considering the $2265 price difference). They liked the 650 for its: "superior engine drivability to its big brother, the F800GS; excellent handling from street-based tires and geometry; lower seat and center of gravity aid handling." What they didn’t like was: "lower footpegs can cause ground clearance issues; either seat (high or low) is not long-term comfortable; F800GS windshield (3" higher) should be standard”"
The two testers preferred the 650’s lower suspension and stated that they rode the two bikes back-to-back and the 800’s "longer travel suspension proved to be a disadvantage when compared to the cornering prowess of the shorter and less expensive F650GS." They also prefer the bike’s wider 19" front wheel and state that the single disc brake makes for lighter steering and affords noticeably more on-road cornering grip. In their opinion, both bikes have the best transmission that BMW has ever featured on a bike, with smooth shifting up or down. The worse features of the 650 are its hard seat and poor wind protection. (That should be no surprise!) The magazine really liked the 650GS and is hoping to be able to keep one for a long-term test.
ot:The April 2009 issue of Motorcycle Consumer News tested the new F650GS. Before I get to their impressions I will provide the hard numbers, as they take less thinking on my part. The engine, which is rated at 71 hp by BMW, tested as 63.4 hp @ 7600 rpm and 50.8 lb.-ft. of torque @ 5850 rpm at the rear wheel (on the same dyno, the F800GS tested 73.7 hp @ 8250 and 51.45 lb.-ft. @ 5750 rpm) and the rev limiter kicks in on both bikes at 9000 rpm. The F650GS ran the quarter mile in 12.53 seconds @ 103.75 mph, with a 0-60 time of 4.24 seconds (the 800GS accelerated through the quarter mile in 12.20 sec @ 107.78 mph and 0-60 in 3.95 sec.) The top speed of the 650 was 121.4 mph @ 8100 rpm in fifth gear and 121.5 mph @ 7400 rpm in sixth gear. (The 800 had a top speed of 125.7 mph in sixth gear.) The actual speed at an indicated 65 mph is 63.1 mph and the engine is turning 3700 rpm @ 65 mph.
The F650GS weighs 473.5 pounds with a full tank of gas. The 800 weighed 490.5 pounds. Both bikes had ABS, the computer and a centerstand. The MSRP is $8995 and the price as tested was $10,575. The bike they tested was flame red. They mentioned that the 650 can run on regular fuel, but the 800 needs premium fuel, unless the FI has been reprogrammed by a dealer. Again, it was mentioned that the 650 uses a different FI spool that results in a slower and less abrupt throttle opening. Seat height is 32.4” or 31.2” with a seat change, or 30.1” with the factory lowering kit. Maximum permitted load is 522 pounds for the standard bike, but is reduced to only 331 pounds with the factory-lowered bike. Wheelbase is 62” and ground clearance is 7.5”. Their fuel mileage (ridden briskly) was a high of 54.4, a low of 42.3 and an average of 50.9 miles per gallon. Routine service interval is 6000 miles and valve adjustment interval is 12,400 miles (?).
Now this is interesting: Braking performance from 60 to 0 was 131.2 feet with the ABS activated and 120.6 feet with the ABS turned off. The F800GS had a best stop of 127.5 feet with ABS. The dynamometer comments were as follows: "Detuned with milder camshafts (7.2 mm lift vs. 9.64 mm on the F800GS and reduced valve timing), the F650GS’s 798cc motor gives the same strong power below 5300 rpm, yet runs on regular gas, its smoother delivery off the bottom end is another plus. It is an excellent motor." The total cost for a 12K major service is estimated as $416 for 5.2 hours (@ $80 an hour) of labor and $120.42 for parts (my dealer charges more for labor).
Now don’t shoot the messenger , but the magazine seems to like the 650 better than the 800 (especially considering the $2265 price difference). They liked the 650 for its: "superior engine drivability to its big brother, the F800GS; excellent handling from street-based tires and geometry; lower seat and center of gravity aid handling." What they didn’t like was: "lower footpegs can cause ground clearance issues; either seat (high or low) is not long-term comfortable; F800GS windshield (3" higher) should be standard”"
The two testers preferred the 650’s lower suspension and stated that they rode the two bikes back-to-back and the 800’s "longer travel suspension proved to be a disadvantage when compared to the cornering prowess of the shorter and less expensive F650GS." They also prefer the bike’s wider 19" front wheel and state that the single disc brake makes for lighter steering and affords noticeably more on-road cornering grip. In their opinion, both bikes have the best transmission that BMW has ever featured on a bike, with smooth shifting up or down. The worse features of the 650 are its hard seat and poor wind protection. (That should be no surprise!) The magazine really liked the 650GS and is hoping to be able to keep one for a long-term test.
