Endurance test final balance BMW F 800 S

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Endurance test final balance BMW F 800 S
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Endurance test final balance BMW F 800 S

Endurance test final balance BMW F 800 S
They kissed and they hit her

Andreas Bildl

03/01/2008

In this article:

  • Failures
  • Done
  • Costs and maintenance
  • Scoring table
  • BMW takes a stand …
  • Reading experiences
  • Performance
  • Balance after 50,000 kilometers
  • Offers used BMW F 800 Sport Tourer

The BMW F 800 S was loved for its all-round qualities during the endurance test. Scolded for their background noise. And what came after dismantling? Love or chops?

BMW, that means two-cylinder. Logical that only a twin was considered for the entry into the middle class. But since Bayern went a completely new way. Water cooling, in-line engine, oil bath clutch and swiveling connecting rods instead of balance shafts. The differentiation from the boxer concept could not be clearer. The parallel twin, with its more compact design and higher power output, has tangible advantages over the boxer.

After all: The same runner sounds at least a little like boxers. Not only from the exhaust, but also purely mechanically. “The transmission lasts a maximum of 20,000 kilometers. Otherwise: great moped.” One of the first entries that can be found in the logbook of our red F 800 long-term test. And it describes the tension the F 800 was in from the start: on the one hand scolded for the noise it generates, on the other hand it is highly valued for its simplicity and reliability as a companion through thick and thin.

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They kissed and they hit her

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Endurance test final balance BMW F 800 S


Humke

In the Dolomites, their good-natured chassis and the economical, powerful engine have proven their worth.

The fact that she did not allow herself to make an unscheduled pit stop at 25,237 kilometers (MOTORRAD 12/2007) was made, especially after she hit Hepco with one sentence & Becker suitcase had become a popular travel chair in the editorial office. Because with an average consumption of 4.8 liters per 100 kilometers, which could easily be squeezed to around four liters, and with its 16-liter tank, it was a frugal and enduring packhorse.

In connection with the well-balanced chassis and the almost foolproof driving characteristics, the comfortable BMW received a lot of praise from all sides. With the lively engine characteristics and the fine balance, however, also aroused the sporty zest for action in many an editor. For which the spring elements, especially the fork, are dampened too weakly. An investment in higher quality chassis components makes perfect sense.

The problem of noisy gear changes and harsh load changes, on the other hand, was largely resolved after a costly conversion campaign: at mileage 22074 the workshop replaced the clutch and drive pinion with shock absorber.

Failures


Endurance test final balance BMW F 800 S


archive

Broken material on the gear pair of the sixth gear, possibly a hardener defect.

The signs for a leisurely second half of the endurance test were therefore extremely good. And the F 800 actually picked up where it left off at halftime, running and running and running. Without grumbling. Simply that way. At mileage 33561, after frequent complaints about the engine stalling while stationary, the injection system received a software update. Otherwise, the 800 only got to see the workshop during the inspection appointments – at 40,000 kilometers including changing the timing belt.

And as it is, if nothing big happens, then the little things are even more noticeable. For example, the steering damper, which acts tough in the cold and which sometimes bends the straight line into a wavy line when driving slowly. At the end of the test, the somewhat worn-in steering head bearing also helped a little. In addition, the front brakes drew attention with a slight rubbing.

On the other hand, there had been a violent rattle immediately after the cold start. “Like my espresso grinder” or “like a tin can full of nails”, so the comments in the logbook. The culprit in this case: the timing chain tensioner, which only holds the chain taut when the necessary oil pressure has been built up. A modified spring in the tensioner should now prevent this noise. But despite this modification, the parallel twin would not have received top marks in the sound evaluation. Just like the look, the tinny sound was not very popular with the pilots. The tangible dynamic qualities for it all the more. The only real defect that forced the F 800 into the workshop unplanned shortly before the end of the endurance test did not change anything.

Editor Klaus Herder tore the clutch cable shortly before his home in northern Germany. After making makeshift repairs, the Saturday emergency service at the BMW branch in Hamburg ensured that Herder could continue his journey. This led BMW almost directly to the test bench for the final performance measurement and from there to the MOTORRAD workshop. Where there were initially pleased expressions. Because the power measurement as well as the final compression diagram turned out to be tip-top. And finally: As easily as the BMW had wound down the distance, what should come to the fore. or?

Done


Endurance test final balance BMW F 800 S


archive

Apparently a problem with the first series: poor quality of the sometimes heavily corroded screws.

And then the wrenches were waved. “The GSX-R engine was faster and easier outside though”, grumbled workshop capo Gerry Wagner after the BMW heart was finally on the workbench. The nested structure and the poor quality of the partly heavily corroded screws, three of which were seized up simply tore off, initially clouded the mood a little.

The sight of the cylinder head then reconciled. The valves are as good as tight and free of deposits, the camshafts and their bearings sparkling clean. The crankshaft, including connecting rods and bearings, are also in perfect working order. The same applies to the clutch with the exception of a slightly warped steel disc. The test distance made a little more impression on the gearbox. A bearing on the input shaft shows clear signs of pressure, as does the backdrop of the aluminum shift drum. But, because it is not functionally relevant, this can be checked under blemishes, according to BMW.

The material chippings on the gear pair of the sixth gear are also ugly, even if the transmission was not noticeable by running noises. The marathon damaged the two boilers of the F 800 even more severely. Both the gray cast iron bushings and the two pistons have deep tracks on the inlet side. The cylinders are still true to size. The pistons, on the other hand, are worn out. And the piston pins also have clearly visible signs of wear and discoloration.

“no problem”, says BMW. These are just a blemish that is said to be a thing of the past thanks to coated pistons.

However, given the worn pistons, this explanation is not entirely satisfactory, at least a slight veil clouds the joy of the reliable performance during the 50,000 kilometers. Despite the power of the engine at the end and the extremely positive cost balance up to that point.

Costs and maintenance

costs
Operating costs over 50,000 kilometers
15 liters of oil at 9.24 euros at 138.60 euros
5 oil filters at 11.92 euros each 59.60 euros
2 air filters at 15.63 euros each 31.26 euros
4 spark plugs at 6.90 euros each 27.60 euros
2 sets of front brake pads à 72.35 euros, 144.70 euros
1 toothed belt with shock absorber 356.88 euros
Small parts, lubricants 8.84 euros
Seals 4.92 euros
Inspections and repairs 561.80 euros
Tires (including assembly, balancing and disposal) 3024.00 euros
Fuel: 3197.86 euros
Total cost 7556.06 euros
Acquisition cost 9627.00 euros
Loss of value 4027.00 euros
Estimated price (dealer purchase price) 5600.00 euros
Costs per kilometer (without depreciation) 15.1 cents
Costs per kilometer (with depreciation) 23.2 cents

Maintenance + repairs
Steering head bearing set km-stand 1428
Rear tires renewed, Conti Sport Attack 5700
Front and rear tires renewed, Conti Sport Attack 9478
Rear tire renewed, Conti Sport Attack 14979
Front and rear tires renewed, Metzeler Sportec M120777
Conversion of clutch, shock absorber and belt pulley 22074
H7 lamp renewed 24370
Front and rear tires renewed, Metzeler Sportec M3 26137
Front and rear tires renewed, Michelin Pilot Road32820
Software update engine management due to problems with idling 33 561
Toothed belt renewed 40050
Front and rear tires renewed, Bridgestone BT 014 40 926
H7 lamp renewed 45525
Front and rear tires renewed, Bridgestone BT 02047434
Clutch cable renewed 48260

Scoring table

The rating table gives an overview of the MOTORRAD endurance test machines from the last few years. A maximum of 100 points can be earned, divided into five sections. The costs per kilometer include expenses for inspections, spare and wear parts, such as tires and chain sets. The basis for evaluating the fuel consumption is the average consumption over the entire 50,000 kilometers. The loss in value is based on a DAT estimate at the end of the endurance test.
The relation to the list price is assessed at the beginning of the test. Extraordinary workshop visits result in a deduction of one point each. Breakdowns in which the motorcycle could not continue will be penalized with five points. In the technical condition, the wear dimensions and the visual condition of the individual parts are included. In this chapter, the F 800 S loses decisive points, so that the bottom line is that it ranks in the middle of the field despite its low maintenance costs.

BMW takes a stand …

… for wear on the pistons and the tracks on pistons and cylinders.
The tracks found are only visual imperfections, in terms of dimensions, the cylinder liner was okay. The performance measurement and also the convincing driving performance confirm this statement. This phenomenon was observed relatively late in the development process of this unit during intensive winter and short-distance operation in BMW’s own endurance tests. Therefore, immediately after the abnormality was recognized, a coating of the piston was introduced immediately after series production in order to eliminate the visually unsightly running marks. The vehicle driven by MOTORRAD was in the first construction lot in which this coating had not yet been used. With the introduction of the piston coating, these tracks no longer exist.

… to the pitting tracks on the sixth gear pair.
Pittings on gears are not known from BMW tests; the pittings found here are not to be assessed as critical for further operation. For a precise analysis of the pitting points and their cause, the gearwheel would have to be analyzed in the materials laboratory with regard to the base material and heat treatment.

… to the tracks on the shift drum.
The slight detent points are known after this mileage, there are no functional disadvantages.

… on the corrosion resistance of the screws.
The conversion of the screws to a chrome-6-free coating with series use in the F 800 S required considerable quality support from the screw manufacturers. The initial problems are now under control – BMW will respond to complaints in this regard in an accommodating manner.

… to the pressure points on the bearing of the gearbox input shaft.
The bearing did not rotate in its seat, but only the load zone of the bearing in the housing seat. The bearing can safely be re-installed in the housing.

Reading experiences

After four cylinders, I really wanted a motorcycle that was alive. It should definitely be a two-cylinder. I haven’t regretted switching from a CBF 600 to the BMW F800 ST. On the contrary! The device is just hell of fun. And that with an amazing sound for today’s standards. On a tour through the Vosges I set a consumption record of an average of 3.6 l / 100 km (certainly secondary for motorcycles). Driving behavior, social suitability, comfort and now also switchability at a very high level! You don’t need to be surprised why BMWs usually win the tests. Anyone who thinks their Japanese stool has been undervalued should test drive a BMW. The slogan is right, BMW for sheer driving pleasure. For me, one thing is certain: the next one will definitely be an F 800 ST again.
Frank Maehren, Bochum

After several four-cylinder Japanese cars, I came to the F 800 like a virgin to a child. It was the second impression, look, it doesn’t look like a BMW, has cool features like stainless steel manifold, ABS, toothed belt, steel braided, tank under the seat and an analog cockpit with a computer plus nice displays. Doesn’t weigh that much, wind protection is also included. Sure, something like that is no longer available at the normal rate. Just one thing about the turn signal switches: After a while you get along, but finding the horn quickly still doesn’t work, maybe you should couple it with the ABS. At first I was skeptical because “only” 86 HP and 800 cubic meters, I didn’t want any more under a thousand, but no issue, power available. Especially down below, really good for the country road, less so for the rear tire, because the good Conti Sport is due after about 4,000 kilometers. Gear four is perfectly designed for a brisk stroll. Fun factor 9.5 for little effort and super lead-free.
The chassis and brakes are okay, because of the sporty seating position I don’t find them much more manageable than their predecessors, and a spongy pressure point due to the ABS, as often read, I can’t confirm. The engine is a tough one, even after the drive pulley has been modified. The noises when driving slowly ahead take a lot of getting used to if you still have the round sound of a block of four in your ear … which is difficult to achieve with the original exhaust. That’s the way it is, the row twin. With the LeoVince silencer, on the other hand, the sound is really good, drowns out a lot and protects against animals in the forest, but legally. The load has something as it stands, despite its problem areas. And that’s what makes it sometimes.
Gerhard Reinl, Bad Homburg

I’ve been riding a motorcycle for 40 years and wanted to have a little “canyon runabout” in addition to my R 1150 GS Adventure. In April of this year, after a short test drive, I bought the F. At first, as an old Harley rider, it was a revelation. With this motorcycle, however, it is like an acquaintance from the discotheque. Once the initial euphoria has subsided and you have approached the inner values ​​in addition to the external attributes, you sometimes quickly decide whether you want your best friend for nothing in the world or the ghost at your side is the worst enemy than the actually deserved scabies wishes to the neck. If BMW planned this motorcycle the way it reveals itself to me, then what the hell I wish. Acceleration – WOW, chassis – RESPECT, braking – SUPER. The abnormal noises from the engine, the cursed load changes and the miserable jolting make this motorcycle a nuisance. If I had the money, I would give them up for public incineration. I reeled 2,000 kilometers in a month and cursed more than half of it.
It has been standing in the garage untouched for four months. I still have the Adventure. The F 800 is by far the worst I’ve ever driven. I’m going to India in October and I’m already looking forward to the Enfield. When I asked the BMW workshop whether the motorcycle really has to be so »Sch …«, whether such crazy noises really have to come from the engine, I received the answer: »This is the state of the art«. Had a few BMWs so far, even the 125 C1, and never had reason to complain. F 800 S – ugh BMW, ashamed of you.
Michael Panno

I bought a brand new F 800 in red in July 2006. The on-board computer shows the consumption very precisely. In my case, after a cold start and a short drive when downshifting, the engine often cut out from mileage 3000 (several involuntary slides before corners). Remedy together with the conversion of the shock absorber action at 6000 kilometers: The idle gas was readjusted. Then no more abnormalities. The hard switching shocks have also been a thing of the past.
When the Conti is cold, it doesn’t hold at all. I had to learn painfully in mid-January. So at 7,500 kilometers changed tires on Michelin Pilot Road. After that, I drove 3000 kilometers of passes and today I’m still really fed up with the profile. Great tires. Overall, after the various minor flaws, I am more than satisfied at the beginning. Average consumption 4.3 l / 100 km, never lubricate the chain. The ideal companion for the daily trip to the office. Service at BMW also worked very well, and the inspection costs for the drive-in control and the 10,000 inspection were both a manageable 100 euros.
Volker Fibler

Performance

Initial / final measurement 3397 km49545 km
acceleration
0-100 km / h sec 3.73.6
0-140 km / h sec 6.46.2
0-200 km / h sec 14.914.4
Draft
60-100 km / h sec 4.44.2
100-140 km / h sec 4.94.6
140-180 km / h sec 5.65.3
Average consumption over 50,000 km
Fuel (normal) l / 100 km4.8
Engine oil l / 1000 km 0.05

Balance after 50,000 kilometers

compression
Excellent compression values ​​thanks to the piston rings that seal well even after 50,000 kilometers

State
Cylinder head: three exhaust valves are slightly leaking and show signs of fire, all seats only slightly widened, valve guides and shafts hardly worn. Camshafts with clear tracks
Cylinder / piston: Both pistons have clear traces of friction on the inlet side of the skirt, but the cylinders are less pronounced. The piston play is above the wear limit.
Crank drive: some of the bearing clearances are still within the installation tolerance, and only a few stronger tracks are visible.
Power transmission: The gears of the sixth gear have pitting tracks. Several ratchet tracks in the groove of the shift drum. Three clutch springs have set too much and a steel disc is warped.
Frame / Chassis: Frame, swing arm, fork and all attachments are in good condition, the steering head bearing snaps easily around the central position. During the dismantling, three firmly corroded screws were torn off.

Offers used BMW F 800 Sport Tourer


Endurance test final balance BMW F 800 S


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For those interested, it is also worth taking a look at the successors to the BMW F800S.

The BMW F 800 S is well suited as an affordable sports tourer for everyday use and long journeys. In the used market, however, the sisters F 800 R and F 800 GS are more popular candidates, which is why their availability looks much better. If you are still interested in the BMW sports tourer, the successor models F 800 ST and F 800 GT can also be considered. Here is an overview of the BMW F 800 Sport Tourer: used BMW F 800 S, F 800 ST and F 800 GT.

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