Review of the BMW F650 motorcycle (F650GS, F650ST, F650CS)

Cats are castrated to tame their character and improve the environment. By purchasing a motorcycle, on the contrary, you want to emphasize your character, masculinity, expand the mating area and the variety of partners. Therefore, they usually choose the most charismatic, noisy, aggressive and environmentally harmful specimen. Motorcycle manufacturers understand this motivation very well. But for some reason sometimes they do the opposite. PDF version

“Eurogoose” BMW F650GS is good for training driving and for girls

The first gear clicks loudly, the gas is almost all the way, and... you can call for a smoke break - right during acceleration. The BMW F650GS demonstrates the dynamics of a dead roach in the lower reaches of a sewer. The owner boasted of stunning fuel efficiency figures, and from the very first meters of the journey it becomes clear that he was not lying. An engine running on single molecules of gasoline is a priori incapable of dynamically accelerating a motorcycle. Apparently this is why his sound is dry, quiet and emotionally distilled. The complete absence of vibrations only exacerbates the feeling of spinelessness.

The motorcycle was accelerated to 160 km/h. There is no great pleasure in driving at this speed, because the chassis and suspension work at the limit and the slightest irregularities take it beyond the limits of the operating range, and the dynamics at speeds close to maximum are so sluggish that you have to plan overtaking, almost like on a budget sedan.

The engine of the younger “goose” works well in all modes, but does not shine with a bright character

The Beemer box is clear and “light”. The gear ratios for this rather boring engine turned out to be well chosen, which somewhat brightens up the overall picture. Upshifts without a clutch are unclear, but this feature cannot be considered a serious drawback - the 650 “goose” is still not a sportbike. The reaction of the gearbox to attempts to engage the non-existent “minus first” and sixth gears is interesting. Unlike some “Japanese” ones, the leg of the box does not rest against the “wall”, but falls into “nowhere”, showing the pilot that he is demanding the impossible.

The German-style fuel injection system rations gasoline sparingly, allowing the bike to accelerate without jerking at a speed of 40 km/h in fifth gear. The acceleration didn’t even feel like a 400, but rather like a 250 or another two-stroke “staff”. The degree of emasculation of the F650GS for the sake of ecology, efficiency and gentle character is amazing. Some 400 cc enduros , which do not pretend to be any serious sportiness, accelerate faster in higher gears.

BMW F650GS fork suffers from a lack of compression damping

The suspension of the small “goose” is in complete harmony with the engine. She's no good. The fork does not provide the required amount of compression damping, which is why the motorcycle bites heavily under vigorous braking. If you catch the middle hole, you can easily earn a breakdown.

The BMW F650GS monoshock works well and makes it easy to adjust the spring preload

The monoshock absorber, unlike the non-adjustable fork, works tolerably and even allows you to change the spring preload without using a special key, which is useful when traveling with luggage and a passenger. But the owners, most likely, will not want to evaluate this opportunity, since under the weight of the “second number” and a trunk full of rubbish, the remnants of the accelerating dynamics will be buried alive. A small bonus - the monoshock spring preload adjustment knob has “clicks”, so it will be easier to remember settings changes.

The BMW F650GS pilot does not feel very confident on gravel

Due to the low energy consumption of the suspension and the road size of the tires, the F650GS feels uncomfortable outside of asphalt. It will, of course, digest dry hard primer or gravel. But nothing more. On wet, dirty or loose surfaces, considerable weight, a sluggish engine and almost one hundred percent asphalt tires take their toll. If you drive standing, the situation improves a little, but you still feel with every cell of your spinal cord that you won’t be able to make a bullet from this “substance.”

The brakes of the BMW F650GS guarantee good deceleration and decent feedback, and the spoked wheels can withstand heavy loads.

The brakes deserve good words. Brembo calipers reliably and adequately slow down the motorcycle even from maximum speeds and stubbornly do not overheat. The front brake, without the notorious electric booster, allows precise dosing of force, which is why ABS rarely activates during normal, non-extreme driving. If the wheels do lock, ABS quickly and proportionately prevents the development of a dangerous situation.

Fortunately, the ABS of the BMW F650GS motorcycle is switchable

A huge plus of the ABS system installed on the F650GS is the ability to turn it off. This is especially useful, for example, on mountain gravel roads, where anti-lock can significantly lengthen the braking distance. And in light of the fact that European legislators are seriously considering the possibility of banning manufacturers from installing switchable ABS on motorcycles, this option becomes doubly attractive.

BMW F650GS remote controls with classic design

Another joy is the consoles of a classic design. Unlike traditional BMW ones (with three control buttons for turn signals), you don’t have to get used to them for several days. However, instead of turning off the turn indicators, the finger occasionally hit the horn button, which is why some drivers looked askance at the pilot as if he were a “teapot” blowing the whistle for no apparent reason.

Control buttons for ABS and heated grips BMW F650GS

In addition to the remote controls, I liked the heated steering wheel grips. They are really very comfortable. Even after a couple of hundred kilometers, the hands did not experience discomfort or fatigue, and remained warm in the cold. The excellent saddle also makes its contribution, allowing it to easily cover impressive distances without developing hemorrhoidal syndrome, as well as for not very tall pilots to place all their feet on the asphalt. Unfortunately, it is also convenient for the passenger, so you will have to come up with special excuses to throw the woman off the “cart.”

On asphalt, the goose is easy to control, copes well with long journeys and is even suitable for training driving.

A comfortable body position and wind protection complete the ergonomic picture. Well-placed footrests do not force even tall pilots to bend their knees excessively, the wide handlebar makes maneuvering easier and allows you to sit with a slight forward lean, and the high glass effectively protects against air flow.

While in the saddle, I had to look for the side stand during the day with a flashlight. The first time the process took more than a minute, as I got used to it the time was reduced to fifteen to twenty seconds. But it was not possible to perfect it to the standard two-second “kick” with the left heel. The side stand folds with a loud clatter of metal on metal. There is nothing wrong with this, apparently the elastic band was just lost. The bike rises onto the center stand very easily, so even after a tedious job, setting up the motorcycle with a loaded pannier will not be difficult.

The BMW F650GS instrument panel is ascetic, but the readings are easy to read

Studying the functions of the dashboard took about seven and a half seconds - the device turned out to be radically ascetic. Speedometer, odometer, tachometer, clock, a set of familiar indicator lights and just one mileage counter. It is difficult to get lost in such a “forest”. The appearance of the device is unprepossessing, but the readings can be read confidently.

The fuel tank of the BMW F650GS has been moved from the traditional place under the saddle

The designers took a non-standard approach to the location of the gas tank and its filler neck. It is located under the passenger’s right knee, and in the usual place in front of the pilot there is an oil tank cap. To check the oil level there is an inspection window located on the side of the left fork leg. But it is very difficult to see anything intelligible through it.

– It turns out that “geese” have no udders! - By the way, the pilot too...

The manufacturer positions the F650GS as a bike for beginner lovers of the brand who want to try the taste of owning Bavarian equipment without the risk of being disappointed by losing an impressive amount. Unfortunately, in addition to the understandable desire of the developers to meet a moderate budget by abandoning some of the functions and capabilities of their older brothers, a piece of the 650’s soul and manhood was inadvertently cut off. Because of this, a wonderful device came off the assembly line for lonely 89-year-old pizza delivery people who despise the noise of engines, advocate for the environment, fuel economy and sincerely respect the peace of their neighbors. Like a eunuch in a harem, such a “goose” does not pose a serious danger to girls.

Anton Barsukov Photo by Viktor Akilov and the author

The author thanks Alexander “Zavedenny” Glushkov from the “Voron” motorcycle club for providing the “BMW F650GS” for testing.

The 650 cc Rotax is reliable and economical, but heavily choked by electronics. The rear wheel of the BMW F650GS is equipped with a plastic “mudguard” On asphalt, the “goose” is easy to control, copes well with long-distance travel and is even suitable for training driving

Technical specifications

General data Model: BMW F650GS Model year: 2003 Weight with fuel and oil, kg: 193 Dimensions, mm: 2175*910*1265 Wheelbase, mm: 1479 Seat height, mm: 780 Gas tank volume, l: 17.3

Engine Type: 1-cylinder, 4-stroke, dry sump Timing: DOHC, 4 valves per cylinder Displacement, cc: 652 Dimension, mm: 100 x 83 Compression ratio: 11.5 Max. power hp at rpm: 50/6500 Max. torque Nm at rpm: 60/5000 Power system: Fuel injection Cooling system: liquid Starting system: electric starter

Transmission Clutch: multi-disc, oil bath Box: 5-speed gear Final drive: chain

Chassis Frame : duplex, steel Front suspension: telescopic fork Front wheel travel, mm: 170 Rear suspension: pendulum, with monoshock absorber Rear wheel travel, mm: 165 Brake system: hydraulic Front brake: 1 300mm disc, 2-piston floating caliper Rear brake: 1 disc 245mm, 1-piston floating caliper Front tire: 100/90-R19 Rear tire: 130/80-R17

BMW F650 (F650CS, F650GS, F650ST)

Model class : touring enduro.
Years of production/sales : 1993-2012

The BMW F650 motorcycle model series appeared in 1993, offering the market two models - the BMW F650 Funduro (alternative name - F650) and the BMW F650 Strada (alternative name - F650ST). These motorcycles were developed jointly with Aprilia, which, in turn, launched its own model, the Aprilia Pegaso 650. There were many differences between the BMW and Aprilia models, but the concept was the same: it was based on a 1-cylinder engine from the Austrian company Rotax with a capacity of about 650 cc, steel frame, simple suspension and universal chassis, suitable for both asphalt and dirt roads.

Despite the lack of technologies used on BMW's flagship motorcycles, the BMW F650 model, due to its low cost, gained enormous popularity in Europe - from 1993 to 2000. Almost 51,000 motorcycles were sold, and versions 2000-2007. – more than 105,000 pcs.

Main modifications of the BMW F650:

• BMW F650 (Funduro) is an enduro version of the motorcycle. Produced from 1993 to 2000. It has a 19' front wheel, off-road tires, an extended wheelbase (1480 mm), increased seat height (820 mm), a temperature indicator on the dashboard and a special shape of the front part with a windshield.
• BMW F650ST (Strada) – road version of the motorcycle. Produced from 1996 to 2000. It has an 18' front wheel, road tires, a shortened wheelbase (1465 mm), a lower seat height, suspension with less travel (120 mm versus 170 mm in the Funduro version), a clock instead of temperature indicators on the dashboard, special design of the front of the motorcycle and windshield.
• BMW F650GS – produced from 2000 to 2007. and replaced the previous BMW F650. It has a new injection engine, a new design, versions with heated steering grips and ABS.
• BMW F650GS (800cc) - produced from 2008 to 2012. It is distinguished by a 2-cylinder engine, alloy wheels and appearance. It has common features with the F800GS, but has lower engine performance and has cheaper equipment (1 brake disc, regular fork, etc.)
• BMW F650CS (Scarver) - produced from 2000 to 2007. and replaced the Strada modification (F650ST). It differs in appearance, 17' road wheels, dashboard, cantilever rear swingarm, trunk in place of the gas tank and belt drive.
• BMW F650GS Dakar – the version is similar to the BMW F650GS, but in the original coloring and Dakar inscription, a 21' front wheel (in the standard version - 19'), suspensions with increased travel and, accordingly, a higher saddle height.

The BMW F650GS model was produced until 2007, after which it was replaced by the new BMW F650GS model, which, despite the same name, was a completely different motorcycle with an inline 2-cylinder engine with a capacity of about 800 cc. cm.

In 2009, the BMW concern decided to “resurrect” the once popular 1-cylinder motorcycle BMW F650GS, offering the market a new model - the BMW G650GS. It's essentially the same F650GS, but with more modern looks and an engine assembled in China using Rotax parts. Despite the technical similarity of the F650GS (2000-2007) and the G650GS, we consider the latter as a separate model on the corresponding page of the Encyclopedia.

2000–2007: F650GS, F650GS Dakar and G650X[edit]

Produced from 2000 to 2007, the BMW F650GS is a dual-purpose motorcycle. Over 105,000 units were sold during production. [2] [5] It was available in a lowered model with a lower seat from a shorter rear shock, a standard model, and a taller, off-road-oriented "Dakar" model. The Dakar model had a thinner 21-inch front wheel (as opposed to the street-oriented 19-inch) and longer suspension travel for improved off-road handling. It also had a thicker and higher seat. It was named after the Paris–Dakar Rally, which BMW driver Richard Saint won with an F650RR in 1999 and 2000.

The Dakar's specifications place it as a two-class 650 cc sports car, competing with the likes of the Kawasaki KLR650, Suzuki DR650, Honda XR650L, KTM LC4 640, Yamaha XT660 and Honda Transalp.

A specially prepared rally raid version of the bike was used by Charlie Boorman and his team during the 2006 Dakar Rally for the documentary film Race to Dakar

.

The G650X series was released as 2007 models consisting of the off-road X-Challenge, the scrambler-style X-Country and the road-focused X-Moto. This series was discontinued after the 2009 model year.

Design and technology [edit]

The F650GS had several advanced technology features for its time, with computer controlled fuel injection [ when?

] catalytic converter, Nikasil lined cylinder, optional ABS and airbox designed to utilize the motorcycle's airflow pattern while riding.
Combined with the bike's high compression ratio and twin spark plugs (since 2004), excellent fuel economy and low emissions existed alongside high power output. The original single-engine F650 was made for BMW by the Austrian company Rotax, and the bike was assembled by Aprilia.. When the F650GS was launched, [ when?
] the entire process was returned to the factory.

In 2000, the German motorcycle magazine Motorrad reported on a defeat device fitted to the BMW F 650 GS. In response, BMW released improved injection for 2001 and recalled the previous year's models. [6] [7]

Among the changes from the original F650, the engine was upgraded to a 43mm throttle body. Fuel is stored in an under-seat fuel tank [8], and the false tank (where a regular fuel tank would be) housed a remote oil reservoir (for a dry sump), an airbox, and a battery. This contributed to a lower center of gravity for improved handling. [2] The body design was redesigned by BMW chief designer David Robb. [2]

Due to the large number of models sold, the F650GS has developed a wide range of aftermarket accessories and a large number of owners. BMW has also developed a large range of factory original hard cases for motorcycles.

Brief history of the model

Brief production history of the BMW F650:

• 1993 – start of production and sales of BMW F650 (Funduro).
• 1996 – appearance of the BMW F650ST (Strada) modification.
• 2000 - the BMW F650 and BMW F650ST models are discontinued, giving way to the new F650GS and F650CS. Sales of older versions continued until 2001.
• 2004 - F650GS and F650CS models receive 2 spark plugs instead of 1 (Twin Spark marking on the cylinder).
• 2007 is the last year of production of BMW F650 series motorcycles.
• 2008 - The BMW F650GS was replaced by an updated model with an in-line 2-cylinder engine with a displacement of about 800 cc. see and a completely different appearance (asymmetrical headlight, alloy wheels, new dashboard). It was produced until 2012 and was subsequently replaced by the BMW F700GS.
• 2009 - the appearance of the BMW G650GS model, built on the basis of the F650GS (2000-2007) and aimed at the markets of the USA, South America, Greece and Australia.

Links[edit]

1. "BMW F650GS". London biker
   . No. 16. Alan Chandler Motion Media. 2004. p. 36.
2. ^ abcdefghij Motorcycle News, February 2009, page 29
3. ^ abc Wood, Bill (February 1997). "Top Gear: BMW F650". American motorcyclist
   . American Motorcycle Association: 14–15. ISSN 0277-9358. Retrieved July 28, 2009.
4. ^ abc Holmstrom, Darwin; Nelson, Brian J. (2000). BMW motorcycles. MotorBooks / MBI Publishing Company. pp. 141–149. ISBN 978-0-7603-1098-4. Retrieved July 28, 2009.
5. ^ ab Brisette, Pete (December 15, 2008). "2009 BMW G650GS Review". Motorcycle.com.
6. "Archival copy". Archived from the original on 2015-12-29. Retrieved 29 December 2015.CS1 maint: archived copy as title (link)
7. ↑
   Pfeiffer, Michael (December 4, 2015). » » Motorrad « - proven BMW software supplier: Defeat Gate auch bei Funduro-Maschine? [editor-in-chief defends report on BMW software: Defeat for the fundurobike too?] (in German). Retrieved December 29, 2015.
8. Barlag, Kimberley (June 2009). "Top Gear: What's in a name?" . American motorcyclist
   . American Motorcycle Association: 14–15. ISSN 0277-9358. Retrieved July 28, 2009.
9. "G650GS 2009". BMW Motorrad USA. Archived from the original on January 18, 2009. Retrieved December 17, 2008.
10. ↑
    Motorcycle News (USA), April 2009, p.
11. "BMW's radical three-wheeler is on the road". Wisordown. Archived from the original on February 21, 2009. Retrieved January 9, 2009.
12. "Service and Specialty Vehicles: F650GS". Official bodies of BMW Motorrad. Archived from the original on 2009-09-23. Retrieved July 28, 2009.
13. “The new BMW G 650 GS is an enduro that guarantees the most relaxed driving pleasure. Sit down and leave." BMW Motorrad. October 28, 2010 Archived from the original on November 13, 2010. Retrieved November 14, 2010.
14. DePrato, Bruno (November 2010). "2011 BMW R1200R and G650GS - First Look". Bicycle World
    . Archived from the original on 2010-11-24. Retrieved November 14, 2010.

Specifications

Comparative technical characteristics of different generations of the BMW F650 model:

Features of the design of the BMW 650

The fuel supply system is very economical, dispensing gasoline in German style. This allows you to accelerate the motorcycle without jerking at a speed of 40 km/h in fifth gear. This model is more environmentally friendly and has a softer character. At the same time, the BMW suspension is in absolute harmony with its engine. But when braking sharply, the bike can “nod over” - lean forward strongly with the nose, and it is important to know about this feature in order to keep the steering wheel and the car in balance. Breakdowns occur even in medium pits.

The BMW 650 monoshock absorber works perfectly, allowing you to effortlessly adjust the spring preload without a special key at hand. This will come in handy on the road when the motorcycle is loaded with passengers and luggage. But with such a load, you don’t even have to dream about accelerating the motorcycle - the dynamics are minimal. One of the positive aspects is the ability to remember the settings of the spring adjustment knob.

It’s better not to ride on gravel on such a bike - a two-wheeler feels insecure on such a surface.

It’s better not to drive beyond the asphalt surface at all - the low energy consumption of the suspension and the characteristics of the tires do not recommend such driving. On muddy roads and loose surfaces, the motorcycle becomes sluggish and will have to be controlled while standing in the saddle.

The proverb “prepare a sleigh in summer and a cart in winter” is very relevant for motorcyclists. Especially for those who decide to save a little by buying equipment/equipment/spare parts at the end of the season, or even in January. By chance, I joined the ranks of such Jewish comrades. I will try to outline the adventure-filled story of selling a Moped and buying a Tractor in this post. In the most accessible artistic form, so to speak. What was the probability that at the end of the season I would be able to sell a one-year-old Chinese with 20k mileage for 80% of its original cost? That's right, dear friend, the likelihood of this was extremely low. In the two weeks that have passed since the announcement was published on a well-known website, no one has called me. Having weighed everything and realizing that next season, most likely, I will continue to torture my Stealth, I decided to go to the garage and prepare it for wintering. I changed the oil, washed the filter, rebuilt the carburetor (for some reason), checked the valve clearances... in general, I performed a bunch of completely unnecessary manipulations. I locked the garage indefinitely and forgot about it. A week has passed.

I was serenely watching another dream on this sunny Saturday morning. And then suddenly this is my calmness at such an early hour (10 in the morning is interrupted by a mobile phone ringing. With the thought “What a bastard, who could it be?” I reluctantly crawl out from under the blanket and reach for the phone: “Andrey? Good afternoon, haven’t you got a motorcycle yet?” sold? - ... what? Mototsi... AHH! No, not sold yet!

In a couple of seconds, brain productivity increased in a way that it had never increased on any other Saturday morning. We agreed to meet, I briskly took a shower, had breakfast and ran to the garage. At first the moped started up reluctantly, but, sensing new oil, a clean filter and the smell of adventure, it quickly warmed up and looked at me questioningly with its awkward headlight. A few minutes later I was already at the meeting point. Buyers arrive and begin to look at the moped with interest, listening to my heartbreaking stories about traveling to Crimea, installing a new engine, replacing tires, etc. “Okay, when can we get everything done?” Surprisingly quickly we were able to do all this. Namely - literally 5 hours from the moment of the meeting. I have the money, the buyers have a fully decorated motorcycle. By the way, I liked them. Absolutely adequate adults - father and son. The father, as it turned out, is an avid biker. My son (a 25-year-old guy) recently became interested in motorcycles and got his license; he wanted to start the next season with something easy. Throughout the design, we told stories about bikes and talked about other motorcycle-related topics.

Parting with Moped was sad. On the one hand, of course, I have money to buy a new device. On the other hand, I have a lot of things connected with this two-wheeled miracle... But oh well, at least I liked the owners. We agreed that “if anything happens” they will call, because I am familiar with this unit and can tell you what to do if any problems arise.

The money has been received, the approximate budget has long been determined, it’s time for the author. A few calls and I arrange the first meeting on Monday. Of course, the first (and only, as it turned out) motorcycle that I decided to inspect was the BMW F650 . Everything in the ad is short and clear, the price is devilishly attractive, the condition seems to be quite good.

Work Monday dragged on for a long time. After work I went to Crocus, where we agreed to meet the owner. At the appointed hour, a cherry-colored Bavarian pulls into the parking lot from the Moscow Ring Road. The engine rumbles funny. The same single-barreled gun, only three times larger than my previous one. And 4 times more powerful... We communicate with the owner, who tells me about the motorcycle while I diligently study the appearance of the latter. For an adult device it looks quite good. There are visible problems: the tires are immediately thrown out, a piece of the clutch lever is broken off (falling on the spot), and other little things. But I was warned about all this. The owner seems quite reasonable and knows a lot about motorcycles. The only thing, he says, is that it is advisable to change the clutch: the mileage is already over 50k, twenty of which the device drove in Moscow traffic jams. The last circumstance saddened me somewhat, but, nevertheless, now the device is fully operational, and the price plays a role. Having calculated in my mind the cost of fine-tuning the motorcycle, I decided to agree. We’ll meet next Saturday at a motorcycle service shop familiar to the owner (where he bought the Bavarian). We agreed to change the tires there too.

The time until Saturday dragged on unbearably long. There were also enough experiences. The amount is very significant for me, the device is not new at all, who knows what will pop up there? On the other hand, I liked the condition, the owner is adequate, and this is an F650 ! My old dream...

On Saturday morning I took the bus to Moscow. It was not warm like October, I went straight in clean gear (I had already prepared it for the winter, I had to take it out of the closet), since the bus goes almost straight to the service I needed. Just sneakers on your feet and motorcycle boots in the bag. Fellow travelers look at me suspiciously (the motorcycle is in the luggage compartment, yeah!), and I listen to music and imagine how today I will rush home on a new old motorcycle. I got to the motorcycle service center early, the owner of the motorcycle was a little late, but it seemed that nothing could upset me. We talked, showed me how to use this amazing German equipment, concluded an agreement/counted the money and then parted ways. The owner returned a minute later, saying that he forgot to say goodbye to the motorcycle: he patted it on the seat, wished me good luck on the roads again and left. Sentimental? Maybe, but you’re saying goodbye to your friend... Meanwhile, the mechanic began replacing the tires. I basked in the bright sun and watched the process. There were no signs of trouble...

While studying the disassembled hub, I paid attention to the bearings (I was told that it was better to change them immediately). And then, out of the blue... on one of the closed wheel bearings I see a bunch of metal shavings stuck to the grease. A minute later, the master and I stand and look at what is left of the bearing in the rear hub... the balls are rolling around the workshop floor, and the race is firmly seated in the bracket to which the star is screwed. “Well, I congratulate you. Go to Voikovskaya for a bearing, the store is still open there, and in the meantime I’ll try to pull out the clip and take down the dimensions.” I'm going to the store by tram. In a motorcycle jacket, Passengers again look with suspicion, there is no luggage compartment on the tram... A small cozy motorcycle shop, with a dirty XR parked next to it. Should enduro be clean?) The seller made an extremely positive impression: an adequate comrade who knows his business, it’s immediately obvious. I am telling you the dimensions of the bearing. - Are these the exact dimensions? - Well, yes, just the mechanic called. - Strange... we don’t have that. I wouldn’t be surprised if this is some kind of special bearing for BMW... then I can only sympathize. - What to do, where to look? - Here are the contacts of a couple of stores, but I’m afraid that at five in the evening on Saturday they are closed...

I'm calling the mechanic. “Well, I congratulate you again. Go home, when you buy a bearing, come back and I’ll install it.” In sadness, despondency and in a motorcycle jacket, I trudge to the Belarusian train station. Today I will be watching a beautiful sunset from the window of the train... There is nothing to do on the train, I go online to find the ill-fated spare part in the BMW catalog. I stumble upon it and... my joy knows no bounds. The mechanic, taking measurements, managed to make a mistake by a millimeter. There are a lot of such bearings in Moscow. Just as I’m thinking about calling him, I see someone coming from him (he reads his mind, he’s an infection!): “We found your bearing!” “Are you wrong by a millimeter?” - Well, yes... come on Monday, otherwise we have a day off tomorrow, we’ll stage it.

I took time off from work on Monday morning and rushed to the service center just before it opened. Nobody here. The mechanic's phone isn't answering and it's raining outside. “The season is over... so they come to work who knows when,” I hear a comment from a salesperson from an equipment store during service. I called work again, because I should have been in the office by now. May God grant everyone a boss like mine - no problems. After a while, a mechanic arrives. Let's put this whole thing in place. Hurray, you can go!

So, there is a traffic jam on the street, I have to get from Tushino to Krylatskoye in the rain on an unfamiliar motorcycle. Remembering the classic “ don’t give a fuck!” “, I’m leaving for the drag strip. After the bicycle handling of the Moped, the BMW seems like just a tractor. And not only because it requires much more effort to turn the steering wheel. Vibrates, it's infectious! Damn, it's an infection! No, he's just running wild! In a traffic jam between cars, I drive on the clutch, keeping my feet above the asphalt just in case - wet markings are not your thing. Well at least the tires are new. I turned around, moved towards the Moscow Ring Road along an empty road, tried to unscrew it a little (beyond second gear, yes). Horrible! You feel, really feel the power. Scary. On the Moscow Ring Road I drive at 80, even though the road conditions allow me to go faster. Fine nasty rain, dirt flying from cars... Turning into a tunnel became a real test for me - it was still scary to lay down, and it was somehow inconvenient to turn the steering wheel. Drivers of cars behind prefer not to overtake. Well, yes, I wouldn’t risk it either. A few more minutes of fear and I’m at the office. Lord, how can I rush to my native MKAD in the evening?! After all, it’s 100 km to go there, and at the exit there will be hellish traffic jams at that time!

The series of adventures continued. Due to circumstances beyond my control, I was forced to stay in the office until 8 pm. it got dark outside. It’s good that at least the rain has passed and the road has dried out a little. Driving home on an unfamiliar motorcycle in the dark, and even through a new barn with its fucking repairs? Challenge Accepted !

I dressed warmly, immediately put on my raincoat, turned on the lights (they are at least normal here, unlike the moped ones) and drove off. At first I was cautious and drove “like everyone else,” but then I got tired of it. I climbed out into the aisle with extreme caution. Fine. The traffic jams cleared up and the flow moved quickly enough. Well, let's try to unscrew it a little! So here you are, the clutch is dead... somewhere after 110, when the headwind begins to interfere significantly, you feel the clutch slipping: the speed increases disproportionately to the increase in speed. Sadly. Well, okay, I was ready for this. It's getting colder every minute. This is felt most strongly in the fingers and knees... it seriously blows on the neck, a large windshield is simply necessary. The motorcycle allows it, but I can’t go faster than 90-100. I hide behind the bus to warm up at least a little... Ten kilometers, two, three. Lord, how cold it is! How about a hot bath now, huh? Or at least to a cozy office, I have a huge heater there... I’m leaving the highway. Another forty kilometers along an empty country highway and I’m home. There is no lighting on the road, there is a forest all around, and occasionally oncoming cars appear. Cold. It's very fucking cold! I can’t stand it and brake at the bus stop 5 km before Ruza. I can barely feel my fingers, my knees ache. Two minutes of rest and everything returns to normal. Okay, last push.

And here’s the test: the road to the garage after the rain has classically turned into a tank training ground. Damn, I drove all the way from Moscow, got wet in the rain, can’t I really get through all this mess? Yes, I can easily do it right now... No, dear friend, you won’t see me today, rowing with my hands in the middle of a puddle. The tractor has earned its new nickname.

I can’t fully decide on my emotions, but for the most part I’m happy with the purchase. There is quite a lot of work ahead with the motorcycle and significant investment. But we are not looking for easy ways. Moreover, the F650, no matter what they say, is what I dreamed of!

PS I would be glad to receive practical advice in comments and PM regarding the operation and maintenance of such equipment. VovaFly has already helped a lot Oh yes, regarding the title of the post and the correctness of its spelling. It's all good old FlatOut 2. Thanks for your interest!