All Tests – Two for the price of one! –

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Two for the price of one !

All Tests - Two for the price of one! -

On May 13, the F 800 S landed in France, followed on September 16 by its sister F 800 ST. Thin, light and equipped with an 85 horsepower parallel twin, the new BMWs are setting off to attack the medium ranges. First contact.

"The F 800 bridges the gap between single-cylinder type F 650 and boxer motorcycles"… So spoke BMW, indicating two reasons for its entry into the ultra-competitive mid-range motorcycle segment….

"First of all, it is a large segment which represents a very large volume", explains Pieter de Waal, sales and marketing manager at BMW Motorrad."There are in Europe between 7 and 10 million "sleeping licenses", that is to say of holders of the motorcycle license but who do not use it at all. It is this fabulous potential for reconquest that we are trying to capture".

"Second, beginners are looking for a modern, easy-to-use first mount.", observes the German official. However, according to him, the offer is limited today either to very sporty motorcycles – or from sports – or to motorcycles for beginners with too limited character..

Lately, BMW has not stopped venturing out of its comfortable (and buoyant, read our interview with) luxury GTs, with muscular models like the K 1200 R (read), K 1200 S (read) and other HP2 (read). The Bavarian manufacturer thus completes its offensive.

Very close to each other, the F 800 S and F 800 ST differ in six points. The first is more sport-oriented, as evidenced by its bracelet handlebars, its bubble and its short dress, its rims inspired by those of the K 1200 S, its yellow and red colors and its simple passenger grab handles..

The ST for its part wants to be more versatile with its curved handlebars raised, its fairing more enveloping, its higher screen and its wiser blue and gray colors. In addition, the grab handles of the S version make way for a luggage rack, to which is added the side luggage rack supplied as standard. Finally, the rims of the ST model are this time inspired by the aesthetics of those of the R 1200 ST.

But in both mounts, the asymmetric double headlight ensures the link with other Bavarian motorcycles, as do certain technical characteristics..

A bit of the F 650

Apart from these few aesthetic and philosophical considerations, the two F 800 come from the same mold so to speak and offer similar technical characteristics. Some are also directly from the first model of the F range: the F 650 CS.

Starting with the tank located under the saddle, which allows the tank cap to be cleverly placed on the side of the motorcycle… which avoids having to remove the tank bag at each refueling! On the other hand, this solution undeniably handicaps the ST, which will not be able to shelter under the buttocks of the pilot neither anti-theft device nor rain suit….

Second point having received the congratulations of the customers of the 650, and therefore logically taken again on the 800: the transmission by belt. Synonymous with minimum maintenance, it is a "shock" selling point against bikers "commuters", that is to say followers of daily trips between office and home. Ditto for the youngest customers wishing to have a motorcycle always ready and without" the fuss ".

After an initial inspection every 1,000 km, the belt is checked every 10,000 km, BMW establishing its life expectancy at "more than 40,000 km".

From the F 650, the F 800 also inherited the ease of handling. Very thin and relatively light – 182 kg dry for the S, 187 for the ST – the F 800 get on without any problem. For the little ones, a low saddle – free of charge – even allows the height to be lowered from 820 mm to 790 mm. No worries about stationary maneuvers which can be carried out serenely, with both feet firmly planted on either side of the motorcycle.

Orders naturally fall into the hands … on condition that you have chosen the right F 800! On the ST, the handlebars placed relatively high offer the rider a very relaxing vertical position, while on the S, the position is made more sporty by the adoption of a lower and narrower bracelet handlebar. However, we remain far from radical Supersport…

The instrumentation is worthy of BMW standards: clear and complete. Purists will just regret that the S does not differ from the ST by its white meter backgrounds, like those of the new R 1200 S (read).

A brand new engine

Rightly considering that "the central point of a motorcycle is its engine, the 800 cc has established itself as the ideal complement to the BMW range", says Rainer Thomas, responsible for the development of the BMW F 800. While the little sister F 650 is intended exclusively for beginners, the F 800 must satisfy a larger portion of biker, especially thanks to the more character"adult"of their engine.

Regarding the choice of the parallel twin configuration, it is based on the fact that the Germans wanted to offer their customers: "a versatile engine that performs well in the mid-speed range, with harmonious torque". In this, the new Bombardier-Rotax engine perfectly meets their specifications since it delivers 85 horsepower at 8,000 rpm and 86 Nm from 5,800 rpm.

During the first kilometers, the 800 cc (798 cc to be exact) is very docile and will let bikers who have not driven for ages calmly regain their bearings. Even around 2000 rpm, and on the condition of not opening wide – which beginners generally do not do – the twin accepts to operate without too many clashes with a sound reminiscent of a boxer, by its 360 ° setting.

Apart from this 360 ° setting like the Norton or BSA of the 60s resulting in an engine time at each revolution of the crankshaft, the twin has square dimensions (82×75.6). "The right elasticity and the right pickups"promised by Rotax and BMW engineers are therefore well at the rendezvous !

Both flexible and dynamic, the twin avoids having to abuse the box … and that’s good. Because this one is unfortunately not free from defects. In addition to its relatively high noise level and unflattering at low speed, it suffers from a lack of precision, more or less noticeable it is true depending on the motorcycles tested, S like ST.

Once the bike is well in hand – which can almost be counted in meters! -, we gradually increase the pace. However, this increase is similar to the very character of the engine: linear but straightforward. From 3,500 rpm, the pick-ups are more vigorous and in fifth gear, these are enough to perform quick and safe overtaking.

The arrival of torque is imperturbable and the vibrations accentuate the character of the motorcycle quite well, unlike 4-cylinders which may seem less efficient because they are more discreet. The new balancing rod solution evolving at 180 ° with respect to the crankpins only partially erases the inertia and vibrations of the Rotax engine: this will delight fans of lively motorcycles all the more. !

An elementary and adequate cycle part

The cycle part is worthy of the best mid-range and BMW has used more traditional solutions for this purpose than usual..

The F 800 therefore do not benefit from the system Get up because "for this category, it is not essential"assure the German engineers. In any case, the engine would have been too compact to accommodate the suspension" made in BMW ".

Admittedly, the rigidity of the front axle is necessary but the "classic" telescopic fork gives the ST performance high enough to have fun. Agile and stable, pleasantly supported by a wide handlebar that requires little effort, the ST is a treat on any type of road.

It is on the S model that the front axle could be more criticized: although being in all points comparable to that of the ST, its more sporty vocation does not allow to ignore a light steering – the word is strong but there really isn’t any other – seen in a winding, bumpy portion. However, the presence of the steering damper – standard on both models – is enough to reassure users who will have to consider the F 800 S at its fair value: a good little sports car, but not a competition Supersport. !

Behind, the single-sided arm fixed directly to the rear crankcase of the engine turns out to be a little too hopping on bumpy roads. But on the beautiful South African or French nationals, the absence of duolever and even link and rocker – the frame / arm connection is direct – goes unnoticed.

In addition to its imposing and "respectable" look, accentuated by a very thin rear and a pot placed as close as possible to the left side of the bike, the 180 mm rear tire guarantees the bike excellent behavior in large curves but does not handicap not for all that his agility.

And if you feel like taking a passenger – who will be well received despite a somewhat hard saddle – or to load your mount more, the rear shock absorber is adjustable in rebound and preload, a socket wrench clipped under the saddle greatly facilitating this last adjustment.

Stalled at 120 km / h, or 4,700 rpm in sixth gear, the pilot benefits from good protection. Naturally, this is better on the ST, where only the top of the helmet is slightly exposed while the legs are protected from the wind but much less from the rain..

Those who have chosen the S version will have to bend more to protect their shoulders and their head. Their knees will be sheltered from bad weather, unlike their shins and calves … but they will have wanted it !

Whether on the S or ST, the braking provided by the two 320 mm discs and their four-piston calipers suffers no complaints. We just regret that ABS is optional (€ 710), which significantly extends the rating that had hitherto stood at € 8,950 for the S and € 9,700 for the ST…

In the end, BMW is therefore launching two endearing motorcycles, but not yet perfect. The "rocky" noise of the sometimes reluctant box, the too nervous rear suspension on bad surface and the price which climbs quickly with the options may penalize them. But at the same time, their ease of handling, their compact and lively engine and their good dynamic performance will satisfy the old rider as well as the beginner, which they aim in the first place..

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