G800 v G650 JET COMPARISON
Will Gulfstream’s new G800 cool G650 values?
As Gulfstream prepares to begin deliveries of the G800 this summer, we ask two US aircraft brokers how the new aircraft will shape the G650 market? Words: Yves Le Marquand
The Gulfstream G800 gained FAA and EASA certification in April 2025.
G800 v G650
The Gulfstream G800 gained FAA and EASA certification in April 2025.
Will Gulfstream’s new G800 cool G650 values?
As Gulfstream prepares to begin deliveries of the G800 this summer, we ask two US aircraft brokers how the new aircraft will shape the G650 market? Words: Yves Le Marquand
JET COMPARISON
APRIL WAS A month to remember for Gulfstream. The manufacturer at last gained type certification from the FAA along with certification from EASA for its much-awaited G800 aircraft.
First announced in 2021 as a replacement for the G650, the new jet was expected to begin deliveries in 2023. But that target was later extended after the FAA decided to increased its scrutiny. Fortunately, the aircraft’s similarity with the G700, which was certified in March 2024, meant a lot of the heavy lifting had been done for its certification, according to Gulfstream. That faith was realised in mid-April with certification from regulatory bodies on both sides of the Atlantic.
Mark Burns, president, Gulfstream said at the time: “The G800 marks the latest evolution of business aviation as we continue to build the next generation fleet and bring industry-leading performance and efficiency to the market. With the capability enhancements we have achieved, Gulfstream customers will greatly benefit from the increased flexibility and range the G800 offers.”
But replacing the G650 will not be an easy task. First delivered in 2012, the G650 and G650ER have accumulated over one million combined flight hours, becoming one of the most popular ultra-long-range business jets of all time. It has also broken 125 speed records.
Gulfstream rolled the last G650 off the production line in early February 2025 ahead of a final customer delivery later this year. Burns said: “While this will be the final G650 produced, the fleet’s high utilisation and dispatch reliability mean these aircraft will serve customers for decades to come.” The company will continue to offer retrofit upgrades too, such as Starlink connectivity and Honeywell avionics.
In a straight comparison, the G800 has the longest range of any Gulfstream jet to date at 8,000nm – 500nm further than the G650ER and 1,000nm further than the G650 – whilst accommodating the same number of passengers (19). The G800 features the new Rolls-Royce Pearl 700 engines, which provide more efficiency and thrust versus the Rolls-Royce BR725 A1-12 found on the G650 family.
The G800 has a higher maximum take-off weight at 105,600lbs (47,900kg) compared with the G650ER (103,600lbs) and the G600 (99,60lbs). Also, the G800 uses Gulfstream’s latest Symmetry flight deck, which was first featured on the G700.
Despite these upgrades, Brad Harris, founder and CEO of Dallas Jet International, does not believe the G800 will affect the resale value of the G650ER or G650 for the time being.
Long legs: The G800 has the longest range of any Gulfstream – 8,000nm. But it can still accomodate 19 passengers – the same number as the G650ER.
“There has been a shift to the G800, but the G650 is still a strong market, and people will buy them due to the price difference,” he tells CJI. The G800 has a list price of $72.5m. The G650ER costs about $34m for a 2012 model and up to $58m for a 2023 model.
Harris says he is seeing “mixed emotions” amongst owners.“The G650 is such a capable aeroplane for the price. [But] There is a lot of interest in the G800 and they are selling.”
Tyler Webb, vice-president at Jeteffect, agrees with Harris. He says it typically takes around 80 to 100 aircraft to enter service before it is possible to start tracking trends in terms of supply, demand and pricing.
“For example, I am only aware of one G700 currently available for sale off-market, with 30 aircraft currently in service, according to Jetnet,” says Webb. “For the G800, we are two to three years away from being able to really track the trends and compare to the G650ER, but the two models will create their own market price points with no overlap. So, I really don’t see the G800 affecting the resale value of the G650ER or vice versa.”
Neither Webb nor Harris believes the use of G700 avionics and cabin technologies in the G800 will acutely impact the resale value of the G650 and G650ER. “They will create a price point set at a lower level compared to the G700/G800 aircraft,” says Webb. “Buyers who typically buy new are the ones going for the G800 and enjoy the updated cabin and flight deck. Pre-owned buyers focus more on the price and availability rather than having to wait.”
Harris adds: “The G800 cockpit is state-of-the-art and the best out there in my opinion, but the G650 does not feel outdated. It is still a very good avionics system and is very reliable.”
With the G800 on the way, resale demand for the G650 and G650ER was fairly strong throughout 2024 and into 2025, despite a slight increase in average time on the market. Webb says: “There were nine aircraft closed on the resale market in the fourth quarter [2024] alone. Supply for sale was held in check all year long with no large increases in aircraft for sale by month.” Dallas Jet‘s Harris says there has been a shift to the G800, but the G650 is still a strong market and people will buy them due to the price difference.
“Buyers who typically buy new are the ones going for the G800…”
Asked if he anticipates a buyers‘ or sellers’ market for the G650ER and G650 in the coming months, Harris says: “As of now, it is still a seller’s market, but when they start delivering more G700s and then G800s, the supply of the G650s will increase, making it a buyer’s market.”
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G650 still finds favour: Both the G650 and G650ER are likely to retain a strong following in the US market, according to Tyler Webb, of Jeteffect.
Again, Webb does not see the two markets overlapping. He says the top end of the G650ER market is currently at $55m. G800s are $70m-plus. “They are in two different segments. The G650ER market values will continue to go down, as will the G800, but they won’t intermingle because there will be around a $20m delta from the top end of the G650ER and the G800 resale markets.”
The update to the engines will make the G800 cheaper to operate, but not significantly. The aircraft is also capable of the same top speed as the G650 and G650ER, with a maximum speed of Mach 0.925 and normal cruise at Mach 0.85.
“Operational costs should be fairly similar but should be slightly less due to new aircraft warranty,” says Webb. “In terms of range, 8,000nm versus 7,500nm provides city pairs anywhere in the world with one stop. The extra 500nm would give more cushion to make Los Angeles to Sydney non-stop. The G800 will also provide better take-off performance than the G650ER with the larger wing and more engine thrust.”
According to Harris, Dallas Jet is seeing the US market going after the G800, while the majority of G650 owners around the rest of the world are hanging on to their aircraft. That said, Jeteffect’s Webb believes the G650 and G650ER market will continue to have a strong following in the US.
Discontinuing the G650/G650ER programmes could prove a shrewd move for Gulfstream once the G800 enters service. The aircraft are very similar in terms of capability and range; however, the price point of the older aircraft is so much lower many buyers will continue to go for the G650 and not the G800.
This is the case for buyers more focused on price and availability. Webb explains: “The upper-tier buyers at the top of the buying pyramid are looking for the latest and greatest. There is still strong interest in G650s, but it is a different set of buyers now. Buyers who will be focused more on price and availability.”
First flights: The G800 pictured on an early test flight. Right is Gulfstream’s G800 production facility located in Savannah, Georgia.
He also says that when looking at Gulfstream owners as a whole, G550 owners see a more logical progression to the G650ER with the PlaneView cockpit and not to the G700 or G800, whereas G500, G600 and G650 owners see more progression towards the G700 and G800 aircraft.
Whatever happens, the G650 and G650ER will continue to be valued members of the global business jet inventory for decades to come. Like annual smartphone upgrades, some buyers always want the latest model, but others find their niche and stick with it. The G650 and G650ER certainly occupy their own.
