Four stroke, single cylinder, DOHC, 4 valves per cylinder
Capacity
652 cc / 39.8 cub. in.
Bore x Stroke
100 x 83mm
Compression Ratio
11.5:1
Cooling
Liquid cooled
Induction
Fuel induction
Throttle
Cable operated
Lubrication
Wet sump
Ignition
Capacitor Discharge Ignition system
Alternator
Three-phase alternator 400W
Battery
12V / 12Ah
Starting
Electric
Max Power
37.3 kW / 50 hp @ 6800 rpm
Max Torque
60 Nm / 6.12 kgf-m / 44.25 lb-ft.
@ 5200 rpm
Clutch
Multiple-disc clutch in oil bath, mechanically operated
Transmission
5 Speed
Final Drive
Chain
Frame
Bridge-type steel section frame with bolted-on rear
section
Front Suspension
41mm Telescopic fork with stabilizer
bridge
Front Wheel Travel
210 mm / 8.3 in.
Rear Suspension
Spring setting and rebound stage
damping continuously adjustable
Rear Wheel Travel
210 mm / 8.3 in.
Front Brakes
Single ∅300mm disc, 2 piston
caliper
Rear Brakes
Single ∅240mm disc, 1 piston caliper
Wheels
Wire spoke wheels
Rims, front
1.60 x 21
Rims, rear
3.00 x 17
Front Tyre
90/90 S21
Rear Tyre
130/80-17
Castor
123 mm / 4.8 in.
Steering Head Angle
60.8°
Dimensions
Length: 2189 mm / 86.2 in.
Width:
(incl. mirrors) 910 mm / 35.8 in.
Wheelbase
1479 mm / 58.2 in.
Seat Height
870 mm / 34.3 in
Dry Weight
176 kg / 388 lbs.
Wet Weight
191 kg / 421.1 lbs.
Fuel Capacity
17.3 Litres / 4.6 US gal.
Reserve
Approx. 4.5 Litres / 1.2 US gal.
Consumption Average
4.7 l/100 km / 60.5 mph
Tank Range
370.2 kms / 230 miles
Standing
¼ Mile
14.4 sec
Top Speed
172 km/h / 106.9 US mpg
.
BMW seems to lack the nerve to do something about it
themselves, so Richard Schalbser and Touratech built their own F650 Rallye.
Schalbser was the brain behind most parts of the newest version of the
F650GS. The now standard frame was first made for the 1997 Schalbser-BMW
rallye bike that was ridden by Andrea Mayer.
The
F650 Rallye is made out of a standard F650GS. The potential buyer has to
decide weather to have his own Funduro to be rebuilt or just order a new one
with transformation included. Of the original base is not much to be left.
Suspension is replaced for the beautiful parts of WP-Suspension to link the
Exel rims with the rest. A lightweight aluminium rear fork is developed. All
plastics are replaced with rallye worthy parts, including extra fuel
capacity. The total amount of fuel on board is now 50 liters
! Touratech is
responsible for the cockpit, something they are very familiar with. Total
weight without carburant comes to 173 kilos.
The engine still will be original but modifications are
planned. Phase 1 include some electronic modifications and Phase 2 replaces
the not so easy to repair yourself fuel injection with regular carbs. The
Phase 2 engine should deliver about 80 untamed horses...
The rallye ready F650 will cost about 14,000 Euro
including the base F650GS. This price makes it possible for privateers to
get themselves in the first ranks of some of these desert rallyes.
The BMW Enduro Team mastered the 1999 Granada-Dakar a lot
better. From the fourth stage on Gallardo and Sainct were first and secont
in the overall bike standings. Due to electrical problems Gallardo fell
back, but Sainct held his pole position untill the beaches in Dakar. An
awful lot of KTM riders hunted him but all they saw was the dustcloud at the
rear end of Saincts F650RR. With only four minutes advance on the number two
Richard Sainct wan the Dakar of 1999. The entire team made it to the
finishline and Andrea Mayer wan the Ladies-cup.
Richard Schalbser - former winner of the Pharao-Rallye - is
well known for preparing two-valve BMW boxers on behalf of rally-pilots and
adventurers. Besides Schalbser teaches enduro in the BMW EnduroparkHechtlingen and organises the Transdanubia Rallye that goes through
Germany, Austria and Hungary. This rally is dominated by BMW-riders.
Evolution of last year's winning bike.
After Richard Sainct's win on the F 650 RR in the 1999 Dakar Rally, a
post-mortem on his bike showed that some of the components had only just
made the distance or were showing signs of the very severe loads they had
encountered.
If the rally had lasted much longer these parts would have probably reached
the limit of their reliable working life.
The aim of further development work was therefore to increase both the
durability and the performance potential of all the bike's components, to
strive for a better "package" and to systematically eliminate all potential
sources of failure.
A number of smaller assemblies forming part of the engine underwent design
revision and the improvements were tested both on the test rig and on the
motorcycle itself.
A new airbox with a new filter system capable of ensuring that the engine is
only supplied with genuinely clean air has also increased the power output
slightly and achieved a higher, flatter torque curve.
The rear tank was also reduced in width for a similar reason. A side-effect
of these changes was that the weight was concentrated even more in the
centre of the bike.
A separate central tank fulfilled the same purpose; the battery was
repositioned farther forward and lower down, and together with other minor
alterations the overall impression is of a most harmoniously styled bike and
a very compact package.
The outer shape was checked again in the wind tunnel for possible
improvements to the aerodynamics and also wind protection for the rider on
these fast but very long rally stages.
In the very important spring and shock absorber area, several evolution
stages were introduced in the course of the year. New ideas were adopted in
conjunction with those that have already proved successful.
In a series of indoor and outdoor tests and with know-how acquired from the
last Dakar Rally, new suspension settings were chosen and the strength of
the components and assemblies increased.
In the new blue outfit of our sponsor Gauloises the bike can be regarded as
a well-balanced design aimed specifically at defending our winning position
from last year. Its technical specification and its appearance both indicate
that evolution work has been successful but that the risk of more
revolutionary changes has been avoided.