The new single-cylinder models were developed under the leadership of BMW in cooperation with Aprilia S.p.A., Noale, Italy (Piaggio Group). Production is by Aprilia in their North Italian Scorzè Plant, naturally fulfilling all of BMW's strict quality standards. And as on the F 650 models, the power unit comes from Austrian specialist Rotax, again following the specifications and requirements made by BMW Motorrad.

In their overall concept, the three new models, using largely the same parts and components on the engine and frame as well as the same main features, seek to offer a very different and distinctive character in each case. The technical distinctions and unique features characteristic of each model are described in greater detail in Section 2.2.

Optimised in weight, power and performance - the single-cylinder power unit.

The truly convincing single-cylinder power unit already featured in the existing BMW F 650 model series - to this day the benchmark in its class in terms of refinement, smoothness, fuel economy, and emission control - sets the foundation for the engines in all new G 650 X models.

Reflecting the different sporting requirements and demands made of each model, a number of components have been modified to reduce the weight of the new motorcycles by approximately 2 kg, enhancing the engine's fast-revving response and performance and boosting engine output by 2 kW. As a result, the power unit not only offers maximum output increased to 39 kW or 53 hp at 7,000 rpm and peak torque of 60 Nm or 44 lb-ft at 5,250 rpm, but also even more dynamic performance and a greater athletic character in every respect.

Even lighter than before, the alternator minimises the free mass weight of the entire crankdrive system running in anti-friction bearings, giving the single-cylinder even more spontaneous and athletic performance. The balance shaft serving to optimise smoothness and running refinement has been retained, with the new starter and alternator cover made of magnesium making a significant contribution to the lower weight of the engine. The redesigned four-valve cylinder head, finally, serves mainly to connect the power unit ideally to the frame and suspension as a load-bearing element.

Engine management is provided by BMW BMS-C II electronic engine control responsible not only for the concept of manifold injection, but also for the dual ignition system. Indeed, BMS-C II engine management even features model-specific control maps tailored to the various motorcycle concepts. And thanks to the all-new stainless-steel exhaust complete with its oxygen sensor and three-way catalytic converter now moved higher up than before, as well as the precise engine set-up, the short-stroke power unit significantly outperforms the EU 3 emission standard.

The proven valve drive system with its timing chain, two overhead camshafts and cup tappets, as well as the aluminium radiator cooling system, all remain unchanged. The gearbox likewise remains the same as before, while the final drive ratio on the chain sprocket has been modified, with a 15-tooth pinion and a 47-tooth sprocket on the G 650 Xchallenge providing a shorter ratio than on the other two G 650 X models with their longer 16:47 ratio. The different roll circumference on the rear tyres, finally, also affects each model's riding dynamics.

Yet another new feature is the dry sump oil tank to the left behind the cylinder, contributing to the perfect concentration of masses around the motorcycle's centre of gravity and thus promoting the unique handling of each model to an even higher standard.

Ease of maintenance with service intervals of 10,000 kilometres or 6,000 miles unusually long in this segment remains at the same high level as before.

Highly stable lightweight frame made of steel and aluminium.

The particularly light frame is the same on all three models in the G 650 X series and is made up of four highly stable modules: The welded main frame made of steel profile sections, aluminium castings bolted on to the main frame around the swing arm mounting point, the aluminium lower section holding the engine in position, the forged aluminium auxiliary frame serving to take up spring strut forces, and the aluminium frame bolted on at the rear.

With its appropriate use of materials specifically chosen at each point and tailored precisely to load requirements, this concept makes a significant contribution to the minimisation of overall weight - which is precisely why the various models weigh a mere 156 kg/344 lb (Xchallenge, the lightest model) to 160 kg/353 lb (Xcountry, the heaviest model) with a full tank according to the DIN standard.

The intelligent mix of materials on the frame offers a number of other benefits: The aluminium castings around the swing arm mounting point the rider is bound to touch with his boots are eloxy-plated to prevent any such contact from leaving behind unwanted marks. At the same time the swing arm mounting point has been modified in its configuration, the swing arm now pivoting exclusively on the main frame and not on the engine block, and being positioned relatively close to the pinion. This not only serves to provide even faster drivetrain response, but also reduces the tolerance (less slackness) of the drive chain.

Light rear frame and lower section made of aluminium.

The rear frame is bolted on to the main frame, allowing easy and low-cost replacement in the event of damage. To make the rear frame resistant to even the highest loads, high-strength aluminium forgings are welded into the ends of the eloxy-plated aluminium frame tubes bolted on to the main frame. The lower frame section holding the power unit at the front boasts the same very special lightweight technology.

Double swing arm made of cast light alloy.

The extremely stable, double aluminium swing arm also comes with top-quality eloxy-plated surface finish. Made of cast aluminium, the double swing arm is heat-treated in the production process in the interest of even greater strength and stability provided by the more consistent grain structure of the material.

Wheel guidance on all models in the BMW G 650 X range is provided by a spring strut pivoting at the top on a forged aluminium mount. This ensures smooth and consistent distribution and flow of forces, since the forged aluminium support rests itself on two points - first, on the side sections of the frame, and second, on the cylinder head itself through a bolted connection and, in the immediate vicinity, on the stable connection linking the cylinder head and the frame of the motorcycle.

Upside-down telescopic fork with different spring travel on each model.

The upside-down telescopic fork (USD fork) is one of the suspension components identical on all three models in the new BMW G 650 X model range. The different character of each model is borne out by different spring travel, a different set-up, and differences in design and configuration around the wheel mounting point. A further feature on the Xmoto and Xchallenge is adjustment of the telescopic fork both inbound and outbound.

With tube diameter of 45 millimetres or 1.7", forged aluminium fork bridges, and wheel axle diameter of 20 millimetres or 0.79", the telescopic fork is extremely strong and torsionally resistant, ensuring supreme directional stability at all times.

Tank fitted in the frame triangle for optimum weight distribution and concentration of masses.

The position of the fuel tank in the frame triangle beneath the seat, a concept already proven on the F 650 GS, has been carried over to all three single-cylinder models on account of its obvious benefits, with optimum concentration of masses near the motorcycle's low centre of gravity.

Made of a special plastic material, the fuel tank has a capacity of 9.5 litres or 2.1 imp gals and is filled from the right through the lockable tank filler pipe. Even though this fuel capacity may appear to be relatively small at first sight, it is sufficient for a cruising range of up to 250 kilometres or 155 miles, since the single-cylinder power unit is very fuel-efficient.

Light and modern two-channel ABS - quite unique in this segment.

As an option, the G 650 X models are available straight from the plant with new two-channel ABS from Bosch, the latest generation of BMW Motorrad ABS already featured on the F 800 S/ST and the R 1200 S. The particular advantages of this anti-lock brake system are not only compact dimensions and low weight of just 1.5 kg or 3.3 lb, but also a high standard of precision and quality in controlling the brakes: The pressure modulator masterminds optimum brake pressure in the ABS mode via intake valves with linear control, keeping the control intervals very fast and precise. And a further advantage of the modern valves with their infinitely variable cross-sections is that the rider feels only a very weak pulse effect in the brake levers.

Enhanced diagnostic functions round off the benefits offered by this modern and sophisticated ABS control system. The wheel speed sensors, for example, automatically monitor their distance from the sensor wheel and thus contribute to the supreme standard of safety offered by the system. To ensure an optimum and consistent pressure point at all times, the brake system comes with steel-reinforced brake lines even on models not fitted with ABS.

A further point is that the rider is able to deactivate the ABS anti-lock brake system when riding offroad under particularly sporting conditions or when enjoying his machine on a closed circuit. And last but not least, all models fitted with ABS come complete with a 12-V power socket.

Features and equipment - giving great attention to each and every detail.

The lightweight concept is also maintained consistently with all the motorcycle's attachments and auxiliary units revealing great attention to detail: The footbrake and gearshift levers are made of light, forged and therefore highly stable aluminium. The gearshift lever comes complete with a spring-loaded, folding boom at the side, the footbrake lever, through its rolled mounting, allows particularly sensitive operation of the rear wheel brake of particular significance on the Street Moto.

The side-stands on the Xchallenge and Xmoto are made of forged aluminium, the numberplate supports and direction indicators can be easily removed for sports riding on a closed circuit. And again last but certainly not least, wide, zig-zagged footrests ensure safe support and stability.

The high-strength light-alloy tubular handlebar comes in conical design for maximum surface contact at all fastening points despite minimum weight.

The handlebar supports varying in height on all three models are mounted on rubber holders in the forged fork bridges as a solution efficiently absorbing any unpleasant vibration without reducing the direct feel of the handlebar so important to the demanding rider.

The cockpit is intentionally purist in design and configuration, with clear and easy-to-read instruments informing the rider at all times of his speed, the time of day, and the distance he has covered. Two trip counters may be activated at the touch of a button, and the cockpit also presents a battery charge reading.

In the interest of enhanced flexibility, the instruments may be converted by an authorised workshop to either miles or kilometres, whatever the rider requires.

The rear lights come in cutting-edge LED technology ensuring a rapid response, above-average service life, a high degree of light intensity, and power consumption kept to a minimum. The direction indicators come as standard with white lenses.
Reflecting the technology usual in this class, electrical energy supply and the cables in the electrical system retain their conventional technical features.

The battery is readily accessible behind the handlebar unit to the right beneath the fairing.

All models in the G 650 X series are registered for riding with a passenger. The passenger kits available as special equipment on the G 650 Xchallenge, G 650 Xcountry and G 650 Xmoto are made up of special handles and high-quality, forged footrest supports. And a final advantage is that converting the machines for riding with a passenger does not require an entry in the motorcycle's homologation documents.