BMW F650 Funduro
SERVICE MANUAL
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BMW F650 Service Manual
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The BMW F650 Funduro and F650ST Strada were introduced to Europe in 1993 and to the United States in 1997, where they sold at an MSRP of US,498. The bikes were jointly designed by BMW and Aprilia, who launched their model as the Pegaso. The BMW bikes, which were built in Italy by Aprilia, were powered by an Austrian 652 cc single cylinder Rotax engine. It was the first BMW motorcycle with chain drive. There were two variants: the F650 Funduro was a dual purpose bike, and the F650ST Strada had a smaller 18 inch front wheel and was intended for street use. Both models used two 33 mm Mikuni carburetors.
In 2000,[1] BMW introduced the F650GS to replace the Funduro, and the F650CS Scarver to replace the Strada. In 2001, the original F650 was discontinued.
For years BMW has offered buyers a varied line-up of sport bikes, tourers, and dual-purpose machines with engine configurations ranging from twins to triples to fours. Despite this wide range of styles and powerplants, not since 1967 has BMW built a single-cylinder machine designed for the beginning rider.
That has changed with the 1997 F650. After three successful years in Europe, BMW has finally brought their popular single to North America. With its intimidating 652cc single-cylinder engine, lightweight chassis, great ergonomics and tremendous flexibility, it just may have been worth the wait.
Inspiration for BMW's F650, dubbed the Funduro in Europe, came when company representatives visited Aprilia's factory in Italy. At that time, Aprilia was in the final stages of production on their Pegaso 650, a high-performance bike powered by Rotax's liquid-cooled five-valve single. The innovative German firm quickly recognized the benefit of cooperative effort between these manufacturers, and immediately sought their assistance in releasing a similar model. By using a Rotax engine in a bike built by Aprilia, all to BMW specifications, an important beginner-level bike could be added to their line at a competitive price.
For BMW to use an Austrian engine in a bike built in Italy and still have it look and feel like a BMW required careful design planning. Various configurations were experimented with before the final nod was given to a draft by freelance stylist Martin Longmore. An Englishman now living in Bavaria, Longmore's concept while designing the F650 was "to create a harmonious blend of aesthetic, technical, functional and innovative qualities with emotional appeal - a blend providing that unique touch which makes every BMW absolutely unmistakable." One look at the F650 will tell you that Longmore's design was successful. While the bike has many styling touches of its own, the family resemblance to R-series Boxers is undeniable.
Chassis design is fairly straightforward. A square-section steel frame carries engine oil in its top tube and uses the engine as a stressed-member to increase rigidity. A pair of 41mm forks with a generous 6.69 inches of travel handle suspension duties, while a single shock with hydraulic preload adjustment and 40-position rebound damping is used in the rear. Swing-arm construction is of aluminum-alloy to reduce weight. Braking chores are handled by a single four-piston Brembo caliper putting the squeeze on an 11.8 inch disc on the front wheel. A twin-piston caliper grabbing a 10.9 inch disc is used at the rear.
Equally crucial to the F650's success was an engine that offers the smoothness and reliability that BMW and its customers demand. Rotax has long been one of the premier manufacturers of large-displacement single-cylinder four-strokes, and their five-valve engine had a proven track record. Still, BMW made several engine modifications to suit their needs. Rotax's dry-sump lubrication and single-piece connecting rod were retained but the engine's roller bearings were changed to low-friction plain bearings in the interests of longer life and reduced mechanical noise. A K-series styled, pent-roof, four-valve combustion chamber with dual overhead camshafts, bucket tappets and shim-type valve adjusters was used. The four-valve head provided room for a dual-plug setup that adds horsepower while lowering exhaust emissions, an important concern for BMW. Feeding the engine is a pair of constant-vacuum Mikuni carburetors, each with its own intake port. Similarly, exhaust gases are carried out by a pair of headers through twin ports. These modifications allow the engine to produce a healthy 48 horsepower at 6500 rpm with 41 lbs-ft of torque at 5200.
Riding the F650 shows that BMW's engineers have done their homework. Performance is linear throughout the entire rev range, and the motor is surprisingly smooth for a single. This engine likes to rev, and is more than happy to pull beyond its 7500 rpm red-line. However, that tendency to rev means some low-end grunt has been sacrificed. Wheelies? Sure, with some effort: But if you're looking for XR600 stump-pulling torque, you'd better check elsewhere.
any problems with download after payment please contact us via manuals@live.co.ukIn 2000,[1] BMW introduced the F650GS to replace the Funduro, and the F650CS Scarver to replace the Strada. In 2001, the original F650 was discontinued.
For years BMW has offered buyers a varied line-up of sport bikes, tourers, and dual-purpose machines with engine configurations ranging from twins to triples to fours. Despite this wide range of styles and powerplants, not since 1967 has BMW built a single-cylinder machine designed for the beginning rider.
That has changed with the 1997 F650. After three successful years in Europe, BMW has finally brought their popular single to North America. With its intimidating 652cc single-cylinder engine, lightweight chassis, great ergonomics and tremendous flexibility, it just may have been worth the wait.
Inspiration for BMW's F650, dubbed the Funduro in Europe, came when company representatives visited Aprilia's factory in Italy. At that time, Aprilia was in the final stages of production on their Pegaso 650, a high-performance bike powered by Rotax's liquid-cooled five-valve single. The innovative German firm quickly recognized the benefit of cooperative effort between these manufacturers, and immediately sought their assistance in releasing a similar model. By using a Rotax engine in a bike built by Aprilia, all to BMW specifications, an important beginner-level bike could be added to their line at a competitive price.
For BMW to use an Austrian engine in a bike built in Italy and still have it look and feel like a BMW required careful design planning. Various configurations were experimented with before the final nod was given to a draft by freelance stylist Martin Longmore. An Englishman now living in Bavaria, Longmore's concept while designing the F650 was "to create a harmonious blend of aesthetic, technical, functional and innovative qualities with emotional appeal - a blend providing that unique touch which makes every BMW absolutely unmistakable." One look at the F650 will tell you that Longmore's design was successful. While the bike has many styling touches of its own, the family resemblance to R-series Boxers is undeniable.
Chassis design is fairly straightforward. A square-section steel frame carries engine oil in its top tube and uses the engine as a stressed-member to increase rigidity. A pair of 41mm forks with a generous 6.69 inches of travel handle suspension duties, while a single shock with hydraulic preload adjustment and 40-position rebound damping is used in the rear. Swing-arm construction is of aluminum-alloy to reduce weight. Braking chores are handled by a single four-piston Brembo caliper putting the squeeze on an 11.8 inch disc on the front wheel. A twin-piston caliper grabbing a 10.9 inch disc is used at the rear.
Equally crucial to the F650's success was an engine that offers the smoothness and reliability that BMW and its customers demand. Rotax has long been one of the premier manufacturers of large-displacement single-cylinder four-strokes, and their five-valve engine had a proven track record. Still, BMW made several engine modifications to suit their needs. Rotax's dry-sump lubrication and single-piece connecting rod were retained but the engine's roller bearings were changed to low-friction plain bearings in the interests of longer life and reduced mechanical noise. A K-series styled, pent-roof, four-valve combustion chamber with dual overhead camshafts, bucket tappets and shim-type valve adjusters was used. The four-valve head provided room for a dual-plug setup that adds horsepower while lowering exhaust emissions, an important concern for BMW. Feeding the engine is a pair of constant-vacuum Mikuni carburetors, each with its own intake port. Similarly, exhaust gases are carried out by a pair of headers through twin ports. These modifications allow the engine to produce a healthy 48 horsepower at 6500 rpm with 41 lbs-ft of torque at 5200.
Riding the F650 shows that BMW's engineers have done their homework. Performance is linear throughout the entire rev range, and the motor is surprisingly smooth for a single. This engine likes to rev, and is more than happy to pull beyond its 7500 rpm red-line. However, that tendency to rev means some low-end grunt has been sacrificed. Wheelies? Sure, with some effort: But if you're looking for XR600 stump-pulling torque, you'd better check elsewhere.
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