Buy BFG Motorcycle

The Audacious Vision of BFG

The story of BFG (Boccardo, Favario, Grange) is one of the most remarkable chapters in French industrial history, representing a bold attempt to revive a domestic motorcycle industry that had largely vanished by the late 1970s. While Britain had its Triumph and Norton, and Italy its Moto Guzzi and Ducati, France was a nation of mopeds and small-displacement commuters. In 1978, the French Ministry of Industry launched a competition to design and manufacture a "truly French" high-capacity motorcycle, stipulating that it should utilise as many existing domestic automotive components as possible to ensure viability and part availability.

The winners of this challenge were three engineers from Chambéry: Louis Boccardo, Dominique Favario, and Thierry Grange. Their concept was simple yet radical: build a heavy-duty touring machine around the robust, air-cooled flat-four engine from the Citroën GS. This wasn't merely a backyard project; BFG secured 50,000 francs from the Concours Lépine and established a production facility in La Ravoire.

The BFG 1300 debuted in 1982, entering a market dominated by the likes of the BMW R100RT and the Honda Gold Wing. It was a machine designed for the long haul, prioritising torque and stability over outright speed or lightness. However, the path was never smooth. Louis Boccardo left early on to develop his own Citroën-powered bike (the MF 650), and by 1983, financial difficulties led to the company's bankruptcy.

Production was briefly taken over by MBK (formerly Motobécane) in Saint-Quentin between 1984 and 1988. During this period, the bike was officially known as the MBK 1300, though the BFG name remained synonymous with the design. In total, only about 650 units were produced—approximately 450 by BFG and 200 by MBK. Despite its rarity, the BFG 1300 achieved significant cultural milestones, being used by the French Gendarmerie for state escorts (including the 1982 G7 summit at Versailles) and even being gifted by President François Mitterrand to King Juan Carlos I of Spain.

Today, the BFG 1300 is a rare sight in the United Kingdom. Most survivors remain in France, maintained by a dedicated club that purchased the remaining spare parts stock in 1996. For the British collector, acquiring a BFG is a statement of appreciation for Gallic eccentricity and a unique solution to the problem of high-speed touring.

Highlights and Engineering Curiosities

The BFG 1300 is defined by its "Frankenstein" approach to engineering, which, far from being a criticism, was its greatest strength in terms of maintenance. The centrepiece is undoubtedly the Citroën G13/646 engine, a 1,299cc air-cooled flat-four that had already proven its mettle in millions of GS and GSA cars. This choice provided BFG with a power plant that was exceptionally smooth, naturally balanced, and capable of huge mileages.

Key highlights of the BFG 1300 include:

• Automotive Heart: The engine features a forced-air cooling system with a belt-driven fan, ensuring the bike never overheated in traffic—a common issue for large touring bikes of the era.
• Parts Bin Ingenuity: To keep costs down and reliability up, BFG raided the parts bins of French car manufacturers. The headlight came from a Renault 16, the instrument cluster from a Renault 5 Alpine, and the mirrors from a Fiat Panda. Even the fuel gauge was a Citroën 2CV unit.
• Unique Transmission: Unlike many contemporary bikes, BFG had to develop its own five-speed gearbox and shaft-drive system. The gearbox was built by Soma in Grenoble, using straight-cut gears that were significantly more robust (if slightly noisier) than those found on many Japanese competitors.
• Fuel Location: In a move that predated the BMW K100, the 22-litre fuel tank was located under the seat to lower the centre of gravity. What looks like a traditional fuel tank is actually a plastic cover for the airbox and the massive steel frame.
• French State Connection: Its use by the Gendarmerie and Customs (Douanes) solidified its reputation as a serious, professional tool rather than just a hobbyist's whim.

Technical Specifications

The technical data of the BFG 1300 reveals a machine built for stamina. Its performance figures might seem modest by modern standards, but the delivery of that power made it a formidable long-distance cruiser.

Market Overview and Buying Tips

Buying a BFG 1300 in the UK is a quest that requires patience and a bit of detective work. Because so few were ever exported to the British market, you are more likely to find a French-import machine than a UK-original example.

Current Market Prices (2024–2025)

The market for BFG motorcycles is niche but stable. Prices are generally dictated by condition and provenance rather than high-volume auction trends. In the current European market, a BFG 1300 in good, running condition typically commands between £5,000 and £10,000. Exceptional, low-mileage examples or those with verified Gendarmerie history can reach as high as £13,000 to £15,000.

Because they are so rare at UK auctions, many British buyers look towards the Netherlands (where Gallery Aaldering has occasionally listed them) or France. Transporting a BFG to the UK will add approximately £500–£1,000 to the purchase price, and you will need to handle the NOVA (Notification of Vehicle Arrivals) process if it hasn't been registered here previously.

What to Look for When Buying

When inspecting a potential purchase, focus on the following points:

1. The Cooling Fan: The belt-driven fan is critical. If the belt snaps or the fan bearings fail, the engine will overheat rapidly. Listen for any squealing or grinding noises from the front of the engine.
2. Gearbox Smoothness: The Soma gearbox is tough, but it can be clunky. Ensure all five gears engage cleanly. Repairing the internal components of the gearbox is significantly more difficult than servicing the engine.
3. Bodywork Integrity: The fairing and "tank" cover are made of plastic and are prone to cracking with age. New-old-stock body parts are non-existent. Check for stress fractures around mounting points.
4. Electrical Gremlins: While the engine's electronic ignition is reliable Citroën tech, the rest of the wiring harness can suffer from age. Check that the Renault 5 dashboard functions correctly, as it’s a complex unit to repair.
5. Exhaust System: The original exhaust was prone to corrosion. Many owners have fitted stainless steel replacements. If it still has the original mild steel system, check it thoroughly for holes.
6. Sidecar History: Many BFGs were used as sidecar tugs because of their massive torque. Check the frame for stress marks or signs that a subframe was once attached.

Parts Availability

This is the great paradox of BFG ownership. The engine and ignition parts are easily sourced through Citroën GS specialists or classic car clubs. You can walk into many European car part shops and still find filters, spark plugs, and gaskets for a BFG. However, BFG-specific parts like the fairing, seat, and gearbox internals are a different matter. Joining the Moto Club BFG in France is essential; they own the rights to the name and the remaining stock of specialist parts.

Performance and Riding Experience

Riding a BFG 1300 is unlike any other motorcycling experience. From the moment you thumb the starter and hear the distinctive "chirp" of the Citroën starter motor followed by the muffled thrum of the flat-four, you know you are on something different.

The Engine Character

The defining characteristic of the BFG is torque. With 100 Nm available at just 3,250 rpm, the bike pulls with a relentless, linear force. It doesn't have the peaky rush of a Japanese four-cylinder or the rhythmic pulse of a BMW boxer. Instead, it feels more like a small locomotive. You can leave the bike in top gear and roll the throttle on from as low as 20 mph; the Citroën engine simply hums and pushes you forward without complaint.

Handling and Comfort

The BFG 1300 is a heavy machine, and its 1,610 mm wheelbase makes it very stable at speed but somewhat cumbersome in tight corners. It is not a bike for scratching through Alpine hairpins. However, on the open road, it is magnificent. The fairing provides excellent wind protection, and the low centre of gravity makes it feel planted and secure even in crosswinds.

The suspension, featuring French de Carbon shocks, was ahead of its time. It provides a supple ride that soaks up road imperfections, making it an ideal companion for a trans-continental tour. The Brembo brakes are more than adequate for the weight, providing good feel and stopping power.

Sound and Vibration

The flat-four configuration is naturally balanced, meaning the BFG is remarkably smooth. There is very little of the high-frequency vibration that can cause numb hands on long journeys. The exhaust note is quiet and sophisticated—more "executive saloon" than "outlaw biker." For many owners, this refined soundtrack is part of the bike's appeal.

Design and Aesthetic Philosophy

The design of the BFG 1300 was a case of "function over form." It was never intended to be a beautiful object in the traditional sense; it was an industrial solution. The angular, slightly brutalist lines of the fairing reflect the design language of the early 1980s, bearing a passing resemblance to the later BMW K100 (though BFG actually beat BMW to the "flying brick" concept by a year).

The integration of car parts gives the BFG a unique aesthetic. The Renault 16 headlight is massive, providing excellent illumination but giving the front end a slightly "heavy" appearance. The Renault 5 Alpine dash is a masterpiece of 80s ergonomics, though it looks somewhat incongruous on a motorcycle.

The "fake" tank is wide and flat, designed to protect the rider's legs and provide a mounting point for the fairing. While some find the BFG's looks challenging, others see a purposeful, rugged beauty in its lack of artifice. It looks like what it is: a machine built to do a job, with no interest in following fashion.

The BFG Legacy in the UK

For the British enthusiast, the BFG 1300 represents a fascinating "what if?" in motorcycling history. It arrived at a time when the British industry was in its death throes, and it showed a different way of thinking—one where the boundaries between automotive and motorcycle engineering were blurred for the sake of survival and efficiency.

While it never achieved commercial success, the BFG's legacy is one of endurance. The fact that more than half of the original production run is still accounted for today is a testament to the quality of the concept and the dedication of its owners. In the UK, owning a BFG makes you part of a very exclusive club. You will likely be the only one at any bike meet, and you will spend a lot of time explaining to curious onlookers exactly what it is.

The BFG 1300 is a triumph of engineering over marketing. It is a machine for the individualist who values longevity, ease of engine maintenance, and the sheer charm of a flat-four Citroën heart. It remains a proud, if eccentric, symbol of French ingenuity on two wheels.

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