In Europe, BMW’s best-selling model—and by no small margin—is the R1200GS maxi-enduro, so it shouldn’t be a surprise that a new stablemate, the F800GS, was shown in Milan. This is no simple re-skinning of the F800S roadster. In fact, the GS completely parts company from the F in having a tubular trellis-type frame instead of twin diagonal spars. The engine itself is structurally different from the parallel-Twin that powers the streetbike, featuring much more vertically oriented cylinders, only 8 degrees off vertical instead of the 30 degrees of the F800 unit. Final drive is by chain, not toothed belt. Despite the differences, interior geometry and state of tune duplicate that of the F800 motor; and, in fact, the GS produces the same 85 hp at 7500 rpm and 61.2 ft.-lbs. of peak torque at 5750 rpm.
The new chassis spans a generous 62.1-inch wheelbase. Styling is typical latest-generation GS, with a “beak”-type false top fender, and a smaller real fender hugging the 90/90-21 front tire. BMW is giving full trust to a new Marzocchi 45mm inverted fork, same type as installed on the Boxer-powered HP2 Enduro and Megamoto. Seat is 34.6 inches above the ground, but a lower (33.5 in.) setting is available. Brembo supplies the brakes in the form of twin 300mm rotors up front unit teamed to four-piston calipers. Weight was announced in 178 kilos dry.
Now get ready to be confused. The all-new F650GS is not related to the 649cc Single of previous years; that’s been replaced by the X-series 650 one-lungers. The identification codes are deceiving. Here “650” only identifies a detuned version of the 800cc parallel-Twin. The F650GS is intended as a more accessible, more road-oriented version using a detuned (71 hp at 7000 rpm) version of the engine.
The big GS saga continues with upgraded editions of the R1200GS and R1200GS Adventure. The revisions include: refreshed styling, taller, reshaped windshield, stronger engine, beefed-up six-speed gearbox, more powerful alternator and the inclusion of optional ESA, the sophisticated, on-the-fly electronic suspension-adjustment system first offered on the K series. The 1200cc flat-Twin now produces 105 horsepower (up 5 hp) and is redlined at 8000 rpm, while the gearbox has received more accurately spaced ratios. In the case of the R1200GS, a shorter first gear is available for serious climbers.
The G450X is a real, no-holds-barred ISDT racer and is still under development, thus no final technical specifications have been released, except for the expected power, 50 hp, and the expected weight, 265 pounds. But well known is the patented swingarm pivot, coaxial to the countershaft to cancel chain pull and its negative affects on rear suspension action. Now that BMW owns Husqvarna, those highly experienced specialists might assist their German colleagues to hone the last details of the G450X.
