The exhaust systems on the F and G Series are made in Italy by Lafranconi and look the same but there are at least three variants on the exhaust and catalytic converters. The basics of the variations are below.
Two piece system, exhaust on the left, catalytic converter on the right.
The LHS with shields is about 3.5 kg and the RHS 3 kg.
There is 3kg weight saving in a single side exhaust system with no Cat Converter.
A list showing the part variations between the models Exhaust Info pdf
The original design, exhaust on the left catalytic converter on the right.
Weight is as per the figures above, all up around 6.5 kg.
The 2000-2003 single spark header pipe OD is 42 mm.
The header pipe is 2mm larger in diameter and there are two variants. 2007 models have new firmware (D60B) for EU3 emissions compliance BMW claim 2007 is a modified exhaust pipe, a different type of lambda probe and a modified catalytic converter.
The 2005-2007 header pipe OD is 45 mm, ID is 42 mm. (2007 model measurement)
The G Series has the updated components from the 2007 F Series as well as 210E BMS firmware. The 2010 and later models show revised part numbers for exhaust and catalytic converter as well as black covers. It appears the revised dual spark header and updated lambda sensor have retained the earlier model part numbers.
The G650X models have a single side system with an integrated Cat Converter.
There has been discussion and comment re excessive heat affecting bodywork.
The G650X header pipe OD is ?? mm, ID is ?? mm.
The TR650 models, Terra and Strada have a more compact dual exhaust system with an integrated Cat Converter. There are differences between EU and US market exhausts. It is suspected the header is a thinner wall thickness for weight saving. ID is likely 42 mm
The TR650 header pipe OD is 44 mm, ID is ?? mm.
The stainless steel heat shield for the header pipe may not suit everyone and damage to wet weather gear is possible. A better shield may be an improvement.
There has been considerable discussion and instructions for modifying the existing exhaust but the results are not spectacular to say the least and are realistically counter productive compared to purchase of an after market exhaust and either retaining the OEM exhaust as a spare or selling it to recover the expenditure on the new exhaust.
The header can wear at the point under the LHS foot peg, it is worth checking after a fall.
Hot Header Pipe, it can glow - Idle Actuator faulty or needs cleaning, also check 02 sensor.
The RHS needs to be removed first and after removing the bolts it needs to be rocked off the joining tube connecting the LHS. Once the RHS is removed then the LHS can be removed.
The O2 sensor can be hard to get at and remove, the BMW manual only shows removing the header pipe. Heat and penetrating oil may be needed. There is a special tool BMW No. 11 7 020. Optimoly TA High temperature grease (anti seize) is specified on re assembly.
There are a large number of after market exhaust systems available which eliminate the catalytic converter and can provide a storage tube where the cat converter is mounted. A few of the manufacturers are listed below.
Not all Mfr's have a 650GS specific exhaust but may have slip on pipes which can be used.
When changing exhaust the BMS adaptions should be reset and rebuilt.