Review: BMW G650 Sertao

BMW thumper fans are rejoicing in the streets, “THE G650 SERTAO IS HERE!” To understand what all the excitement is over the re-entry, this 650cc single Beemer harkening back 12-years, you have to look beyond the surface.

In motorcycle years this is like getting excited for the return of those bicycles with the big wheel up front, or the release of a new flintlock hunting rifle. BMW fans began begging for them to bring back the widely popular F650GS Dakar ever since it was discontinued in 2007. BMW produced the dirt-worthy F650GS Dakar from 2001–2007 when it was discontinued and replaced by the F650GS (twin) and the F800GS series. The basic architecture of the “new” Sertao’s motor dates back as far as the Funduro of 1993 and has had minimal updates since 2000. However in the riding segment where simplicity, price, fuel economy and reliability are more important than big HP, complex gadgets, and “bigger is better” egos, the BMW thumper soldiers on with a strong following.

We’ve been riding the new BMW 2012 G650GS Sertao for several months and have run it through the wide range of duties including commuter, light weight tourer, and trail bike. Looking beyond the fresh and modern-looking lines of the G650GS Sertao you can easily find its heritage; many will assume it is just an updated version of the defunct BMW F650GS Dakar with new body work. This comparison is natural and true in many ways, but there is more to this bike than just a warmed over F650GS Dakar. Compared to the older Dakar (2001–2007) the new Sertao has updated EFI, new electronics, lights, bodywork and comes standard with ABS and heated grips; it even has a traditional turn signal switch on the left grip!

Living with the Sertao

If the R1200GS is a Clydesdale then the F800GS is a stallion… making the G650GS Sertao the mule (this isn’t a bad thing). The Cascade Mountains are my backyard playground and in the mountains it’s the mule that you depend on!

Riding on forest roads and trails the Sertao is a pleasant companion, feeling light, nimble and planted by adventure bike standards, often leaving you wondering why you would need any other. Wick the pace up and you are reminded that this is not a dirt bike. And when ridden hard the suspension begins to show its limitations. In my experience this type of riding is well beyond the pace of all but the most aggressive riders—so as long as we keep in mind that this is a mule, and we aren’t supposed to race mules, all will be well. The trade-off is a comfortable non-punishing ride when ridden at a pace more akin to that of a traveler. Keep the bike at a touring pace and it is a true joy to ride. The Sertao would effortlessly take me places that would make an R1200GS beg for mercy and requires less skill and effort than my F800GS.

The suspension is basic by modern standards—8.3 inches of travel by a non-adjustable 41mm telescopic fork up front, and a matching 8.3” of travel on the rear. The rear shock has rebound damping and preload for adjusting the motorcycle’s attitude for a passenger or load.

In the end, the G650GS Sertao gets a big thumbs up for riding off-road and feels more refined than its closest competitor the Kawasaki KLR650 (and at nearly twice the cost, it should).

On the highway the Sertao plugs along, easily keeping up with traffic and has power to spare for casual passes. We regularly saw highway fuel numbers of 60–70 MPG, which is great for today’s fuel prices. Never exciting but always predicable and reliable, the single-cylinder 650cc plugged along feeling like an old friend that is always there for you. For a solo rider with a relatively light load, you’ll never need more. However, if you prefer the thrill of riding at a spirited pace, carrying a passenger, or are a big rider with a heavy load, you may find yourself wanting more motor. But, this is the case for all 650cc singles, compared to its BMW competitor, the power king with a claimed 50 HP at 6,500 RPM and 44 ft.-lbs. at 5,000 RPM.

All of the testers agreed the seat was more comfortable than the more expensive F650/800GSes, but all of us were hit with a lot of wind behind the minimal fairing and shield. We called up Touratech (Touratech-USA.com) and swapped out for an adjustable shield, which when adjusted to its highest setting it did reduce the punch of the wind and likewise our fatigue levels. The suspension also did a fair job of soaking up both large and small bumps with ease at a modest pace. But run at a sporting pace, just like in the dirt, things get a little less stable. With that said the Sertao still has far better road manners than both the KLR650 and DR650.

Like all bikes that run a 21 inch tire on the front, the Sertao feels twitchier on the pavement than those with a 19 inch. For anyone that is already familiar with this feeling, it will hardly be noticed, however those coming from the dedicated road bike scene may find it a little unnerving during the adjustment period. Switching from the factory Pirelli Scorpion’s (considered 95% street/5% dirt tire) to a set of TKC80s the bike’s manners remained the same and did not get any worse. Riding on twisty mountain roads and back highways felt good.

Fit ’n Finish

Like all BMWs the fit and finish is very good, and the Sertao comes with the precision you’d expect from Germany. All the switches and buttons have a solid feel. As new trend for BMW, the Sertao gets a turn signal switch on the left control cluster just like Yamhondakawzuki, so those coming from other brands will not have to deal with the learning curve of BMW’s traditional arrangement (I’m one of the people that prefer the traditional BMW signals).

There were a few places where BMW apparently cut corners. The digital display provides plenty of information, but not as much as the new “F” series bikes. You must also reach forward to use the buttons on the dash that toggle information, rather than having a dedicated “info” button on the handlebars. Even the heated grips had a large toggle located on the bodywork rather than on the handlebars. A little old school by today’s standards, but forgivable in a price-point bike.

The Sertao also lacks the really cool light sensor from the “F” series that turns on the backlight at dusk. The unforgivable gripe is the Sertao still has a conventional bulb taillight rather than an LED. This gives the bike a dated look from behind and is not nearly as bright as its cousins. A final gripe is the very small foot pegs (same size as the R1200GS) which can be painful if you spend a lot of time standing. Okay if you are a street rider, but if you’re an adventure rider include a new set of more substantial pegs on your short list.

 Conclusion

After spending a lot of time on the Sertao I understand why BMW has sold an excess of 105,000 these great motorcycles over the years. The BMW Sertao may be looked over by many. And some may tout it as a beginner’s bike, or too small for real adventure travel, but at 6 ft., 190 lbs., I found it more than adequate to take me anywhere I wanted to go. If you dream of traveling to remote lands or circumventing the globe, BMW’s G650GS Sertao, with its simple design, is a fuel-sipping thumper with over a decade of refinement and history that may be a far better choice than the larger, heavier, and more complex adventure bikes. With its simple electronics and its “relatively” light weight (423 lbs. full of fuel), the Sertao is ready and willing to carry its navigator to the remote corners of the globe, or on weekend adventures to escape the city streets. However, if I’m planning a lot of freeway touring I’m going to be looking at the larger, heavier bikes. If you prefer traveling on the roads less traveled, or are more interested in riding off pavement, then this is a bike worth consideration. It’s truly a wonderful motorcycle.

As equipped:

• $8,650.00—BMW Sertao
• Touratech skid plate
• Touratech crashbars
• Touratech touring screen
• Touratech handguards

Side Notes

• The Sertao is named after the desert located in Brazil.
• From 1993–2005 BMW called its 650 thumpers the F-series. With the release of the 800cc twin motors, the single was re-designated the G-series with the larger displacement twins adopting the F-series designation.

Click to enlarge image Gallery11.jpg

• 
• 
•  

Thank you TourUSA.us for providing ADVMoto magazine with a 2012 Sertao for testing.