In the first installment of this series, I addressed what I felt were the most basic requirements for getting a BMW F650GS ready for traveling the North American back country. The primary focus was getting the required gear and supplies (food, water, shelter, tools, etc.) on the bike, and addressing some critical equipment deficiencies with respect to long-distance travel. I’ve now put 13,000 miles on the BMW, and I’m still convinced I made the right choice when I decided to start with the F650. It is as smooth, quiet, and comfortable as ever, and continues to sip fuel at a rate of 65 to 70 mpg, giving me an un-laden range upwards of 200 miles before I get into the .8-gallon reserve. With a full load and freeway speeds, the mileage drops just below 60 mpg, reducing the usable range to approximately 185 miles.
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| 2012 BMW F650GS |
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| 2012 BMW F650GS |
The F650GS has gained a bit of weight with its modifications, currently tipping the scales at 485 pounds. This extra weight, combined with the added wind resistance of the aluminum panniers, has taken its toll on the top speed. Additionally, the Continental tires introduce a bit of head shake beginning at about 80 mph, and getting rather scary as you push past 90 mph. But the bike is not built for the race track, and given the long life and great traction offered by these tires, they are a good choice. I currently have just over 5,000 miles on the set, and the rear tire is on its last leg. A conservative riding style and limited time with heavy loads have contributed greatly to the tire life.
The F650GS in touratech tank bag has proven to be too tall for me. When loaded with gear, it forces me to bend at the hips while standing on the pegs, which leads to a sore back and a poor-handling bike. The materials and construction are not the issue; the bag is simply too tall for me, as are all of the other bags in this size range. It has subsequently been removed. The aluminum panniers from Jesse Luggage Systems have seen a fair amount of abuse, and are holding up in superb fashion. One hard high-side into a ditch after I took a corner too wide should have destroyed the right side box. Instead, it has two small dents and a couple of scratches in the finish. The camera gear inside was unscathed.
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| 2012 BMW F650GS |
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| 2012 BMW F650GS |
The F650GS performs very well in its current state, but like any other project, there are areas that can be improved and money that can be spent. The biggest deficiency the bike had at the conclusion of the last installment was the lack of navigation aids. Paper maps stuffed into the panniers are not all that convenient. A proper GPS unit was a logical step up. After reviewing several units (see Overland Journal Fall 2007 for a GPS comparison), I decided that the Garmin GPSMap 276C would be the best unit for my needs. Despite the proprietary data card and software, the 276C is a nearly perfect combination of size and ergonomics for F650GS use on a dual-sport bike.
The buttons are big enough and spaced far enough apart to allow easy manipulation, even when wearing heavy winter gloves. Additionally, the high-contrast screen makes it visible during even the brightest days. The F650GS only thing that is not readily available is a screen protector. I consider these vital as I find myself continually wiping the dust off the screen while on the trail. Fortunately, there are many screen protectors available for flat-screen monitors, so I ordered one from an internet store and cut it down to fit the Garmin. I used a vibration-damping GPS mount from Touratech to attach the 276C to the handle bars. This locking mount is both lightweight and durable. Installation is as simple as tightening four carriage bolts. The only downside is that the position of the GPS with this mount partially blocks the view of the speedometer. A simple solution is to set the display on the GPS to indicate your speed.
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| 2012 BMW F650GS |
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| 2012 BMW F650GS |
Wiring is straightforward with the 276C, as it runs off 12V DC. There is no need to step down the voltage as with some of Garmin’s earlier GPS units. I decided to hardwire the GPS to the back of the accessory outlet. A two-wire pigtail with a dust-tight connection allows removal of the wiring if the need ever arises. When F650GS doing this, be sure that the positive lead is shielded on the bike side of the connection. This will prevent the positive lead from shorting to the frame if the pigtail is ever disconnected. One word of caution though: this gives power to the GPS at all times, so care must be taken to not let the GPS run the bike’s battery down. The amp draw on the GPS is very low, and this bike is ridden nearly every day, so this has not been a problem.
BMW F650GS with the GPS installed, I turned my attention to the chassis. As anyone who has traveled with a 550-plus-pound motorcycle off-road will tell you, they get heavy and like to fall down from time to time, particularly late in the afternoon after a long day of riding. Rock rash on my transmission case, panniers, fender, and mirrors are testament to this. In an effort to prevent severe damage to the engine or transmission, I ordered a set of
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