Endurance test interim results of the BMW F 800 S

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Endurance test interim results of the BMW F 800 S
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Endurance test interim results of the BMW F 800 S

Endurance test interim results of the BMW F 800 S
Noticeably inconspicuous

The F 800 was scolded for the loud load changes and praised for the problem-free chassis and the extremely powerful engine on the first 25,000 kilometers.

Andreas Bildl

05/23/2007

BMW did not take the first step into unknown territory cautiously or timidly. The Munich-based company has broken new ground with the F 800 in an extremely self-confident manner. With her first in-line two-cylinder. Mounted in an aluminum bridge frame open at the bottom, equipped with swiveling connecting rods for mass balancing. 85 PS strong and equipped with a neat and practical single-sided swing arm and belt drive. All attention.

A concept so unusual for white-blue conditions that calls for an endurance test, of course. And so the MOTORRAD editorial team bought a fiery red F 800 almost eleven months ago (list price 9735 euros including extras and ancillary costs). But the way into the hearts of the drivers was initially a rocky one for the youngest child from Munich.

In the top test (MOTORRAD 12/2006), BMW had already received a lot of scolding for the archaic to unsettling background noise from the gear box, but on the first pages of the logbook, the pilots literally gave each other a pen on this subject to get over it to leave out this behavior.

Would you like a small excerpt? It read »Gearbox a disaster«, »Rattle box«, »Like a cement mixer with bearing damage« or »Unbelievable what noises a motorcycle can make«. And Monika Schulz even suspected: “The transmission lasts a maximum of 20,000 kilometers.” In addition, after starting the engine, there were noises for one or two seconds that made sensitive people think that a bearing damage or a completely slack timing chain were to be found.

Well, half of the endurance test distance has been reached and the gearbox has not yet exploded. And after the flood of entries on this topic in the logbook gradually subsided, the first positive entries slowly sprout up.

“Sounds nice …, looks nice …, but drives great,” notes a colleague from the test department bluntly and with rough cordiality. Which sums it up pretty well. My colleague Schmieder sees things a little more lyrically, praising the chassis for a non-super sports car as transparent and precise. “It is almost sensual driving,” he concludes his entry. And travel agent Annette Johann noted after an extensive Eifel tour: “Magical chassis.”

Indeed, the F 800 S makes easy curve surfing a relaxed affair. It just fits, regardless of the quality of the road surface or curve radius to be mastered, across the board, pilots felt in good hands across all editorial offices. “Like a good carving ski,” is an entry.

But precisely because the F 800 can be swiveled through the landscape so easily, and its engine runs very well, especially from medium revs, it stimulates dynamic natures to live out their thirst for sport on it. But the comfortable spring elements are by no means intended for that. They simply lack damping for the tight pace, and clearly. Which is why different accessory solutions were tried. But first the F 800 went on the annual MOTORRAD autumn trip (see issue 23/2006).

Even in the normal daily grind, i.e. rush hour traffic and short trips, she is usually content with around five liters of fuel per 100 kilometers. But on this tour she showed that values ​​well below that can be achieved without any problems. It only allowed 4.4 liters to flow through the injection nozzles. So she can be frugal. In terms of performance, however, she does not give a lean diet. Even if some of them lack the really big punch around the bottom, there is just as little to complain about their power in the second half of the rev range as about the feasibility of the 94 real PS offered? in spite of the constant travel jerking complained about from time to time. In any case, the BMW offers enough power to cope with everyday life quickly. Only the soft, crumple seat upholstery was denied the predicate “suitable for long journeys”.

In addition, the driver’s logbook repeatedly scolded the very tight steering damper, which made the steering of the F 800 seem frozen, especially after cool nights.

What else was there? A case system from Hepco & Becker for 709 euros increases the long-distance suitability. And a superbike handlebar from Wudo ensures a better overview and more comfortable seating. However, at the expense of consideration, because the mirrors mainly show the driver’s elbows despite the mirror widening (which is also useful with the standard handlebars). (Sources of supply: AC Schnitzer, Polo each 59 euros, Louis 49 euros; information: www.ac-schnitzer.de, www.polo-motorrad.de, www.louis.de).

Oh yes, and of course the BMW had to be inspected during the first half of the test distance. 3 times. The costs for this were between 104 and 180 euros and thus in the lush green area. The timing belt change is only due after 40,000 kilometers. In general, the F 800 has so far been extremely friendly to the wallet. It practically did not ask for oil over the 25,000 kilometers, and wearing parts such as brake pads were also not yet due.

Shortly after the 20,000 inspection, the redemption: In the course of a conversion campaign to minimize gear noise, our F 800 also benefits from a shock absorber on the pinion. And from now on she is transformed. From the clong body to the model boy. Almost at least. The peculiar rattling rattle after starting has remained. Otherwise: No cracking when engaging first gear, almost noiseless gear changes, and the hearty load changes are at least mitigated.

However, innovations specialist Ralf Schneider speculates that the BMW has been using a new mapping for the control unit since the conversion, as the constant-speed jerk has almost disappeared. But what BMW has not confirmed.

I beg your pardon? Are you missing something? Unscheduled workshop visits, defects, damage? The BMW cannot serve that. She just reeled off half of the endurance test without bothering. So there is simply nothing more to report.

Stop, yes. Shortly before half-time, Ralf Schneider caught it after a somewhat longer, very brisk stretch of the motorway with correspondingly high continuous revs. A light bulb in the headlight had surrendered to the vibrations. And the brake discs have recently shown the first signs of wear in the form of slight rubbing. Which shouldn’t be after this mileage. That’s it. So the signs are good for another pleasantly quiet 25,000 kilometers.

Accessories exhaust

The range of accessories for the BMW F 800 is not too extensive. Nevertheless, it can be efficiently improved with a few targeted investments.

BMW F 800 S.
original
In addition to a very good fit, the solid original exhaust system also offers a ball joint in the intermediate pipe à la Honda VFR, which allows the exhaust to be folded to the side for easier removal of the rear wheel. A stately piece at 8.7 kilograms.

Akrapovic
Evolution line
The Akrapovic system (www.akrapovic.de) for 1296 euros is characterized by very beautiful workmanship and problem-free cultivation. Equipped with EC type approval and catalytic converter like the SR counterpart. Thanks to titanium, with a total weight of 3.4 kilograms, it is the first choice for diet fetishists.

SR racing
The SR system (www.sr-racing.de) is also characterized by problem-free attachment and a perfect fit. It consists of a titanium muffler and stainless steel manifolds, is 2.5 kilograms lighter than the original, which weighs 8.7 kilograms, and at 820 euros is an attractive alternative.

Accessories chassis – series, Wilbers, WP Suspension

As already mentioned, the standard chassis setup doesn’t exactly shine with ample damping. Progressively wound fork springs from WP for 99 euros (www.wp-germany.com) help to prevent the fork from dipping in quickly when braking, but with a noticeable loss of comfort. The springs already show a slightly higher rate in the soft area than the linearly wound series parts (8.5 to 8.2 N / mm), 10.5 N / mm in the second stage are even extremely tight. Because the hydraulic system and the fork oil viscosity of SAE 7.5 remain unchanged, there is no improvement in terms of damping. The high-quality shock absorber from WP for 799 euros, with around 20 percent harder suspension and tighter damping than the standard part, is recommended for people who often travel with luggage as a couple. Sporty riders will appreciate the stability of the hindquarters when accelerating sharply in an inclined position. Because the lowering kit recently introduced by BMW for the F 800 S is only available as an ex-works option, MOTORRAD tried a shock absorber from Wilbers Products (www.wilbers.de) that was shorter than the series. It reduces the seat height by around 30 millimeters, but is not really recommended, as the chassis geometry with its strongly lowered hindquarters impairs maneuverability and steering precision.

Accessories for driving comfort

Mirror enlargement
AC Schnitzer, Louis

Mirror extensions are already worthwhile with the standard handlebar, they ensure an almost elbow-free field of vision. With a wide retrofit handlebar, they are absolutely necessary. But even half of the mirrors only show the driver’s upper arms.

Superbike handlebar conversion
Wudo (www.wuedo.de)

The superbike handlebars from Wudo (449 euros) make the seating position much more upright. The vast majority of drivers appreciated the wide handlebars, as they are positive for handling and the upright posture, significantly more relaxed and offer a better overview. Even if looking back in the mirrors suffers and contact with the front wheel is no longer so intimate.

Original disc
BMW, MRA (www.mra.de)

The original windshield offers average wind protection and an acceptable degree of turbulence. It is available clear and tinted, but not cheap at around 160 euros. MRA offers a significantly cheaper, identical replacement for 76 euros, with the tinted windshield making the front section look much more pleasing. The attachment is a matter of a few simple steps, as the disc is only attached with three easily accessible screws.

Variotouring screen
MRA

The Vario-Screen from MRA, which is equipped with an additional wind deflector, offers significantly more wind protection. The turbulence behind the higher disk remains tolerable. Especially recommended with superbike handlebars, as the more upright seating position means that the helmet is otherwise in the area of ​​unpleasant air turbulence behind the lower original windshield.

Quick-lock luggage system
Hepco & Becker (www.hepco-becker.de)

At around 700 euros, the smart system is on par with the BMW system (right). If they are not needed, the case holders can be dismantled with quick-release fasteners and the original look restored. The 42-liter suitcases sit relatively exposed, but they are easy to use.

Tire recommendation

None of the tires tested is a bad choice for the BMW, because their chassis geometry is good-natured to sluggish and the spring elements reach their limits faster than the tires during a sporty driving style. The fork offers little damping, the compression and rebound is hardly braked hydraulically. The shock absorber lacks compression damping for crisp acceleration in an inclined position. The stiff steering damper is annoying in slow corners. The best tire for the 800 is therefore the one that promotes maneuverability and makes the cushioning appear tighter.

Conti
Sport attack
Original equipment tires, meanwhile with significantly better wet grip than earlier versions. The best compromise between handiness and neutrality on the front wheel; at the rear it shows a tendency to buckle slightly when accelerating. Sometimes it feels like a slide without actually being one.

Full grip
Steering precision reduced by a slight buckling

Metzeler
Sportec M3
In terms of adhesion, it even dulls the Conti, but the front tire doesn’t fit the BMW so well. The underdamped front feels the same with the M3. You just have to believe that this splendid rubber will hold and you won’t get any nasty surprises when you turn briskly. Strong tendency to erect.

Full grip, even in the wet
Braking in an inclined position sets the motorcycle up vigorously

Bridgestone
BT 21

The Bridgestone appeals to the F 800 because it remains neutral down to deep lean angles and the front wheel guides safely. That makes up for the fact that others provide a bit more handiness. The righting moment when braking in an inclined position is noticeable, but tolerable.

Neutral, confidence-inspiring feeling for the front wheel
Relatively high wear on the rear wheel

Metzeler
Roadtec Z6
As with the M3, the front of the F 800 doesn’t seem to be as full as with the Bridgestone, Conti or Michelin. But like the M3, the Z6 doesn’t disappoint if you trust it. And it stands up significantly less than the M3, and drives wonderfully neutral in general.

Very harmonious tire
??

Michelin
Pilot Road 2
The Michelin, which seems wobbly on some motorcycles, harmonises very well with the F 800. He helps her to a brilliant handling, instills spontaneous confidence in his abilities. Even in wet conditions, the grip is on par with sports tires, but still excellent mileage.

Good handling, great grip with high mileage
Two front tires ran out of round, one clearly, the other a little

rest gently

During the first months of the endurance test, they were the dominant topic in the logbook: the extremely noisy load changes and gearshifts, the cause of which BMW identified in the unfavorable ratio of low engine flywheel mass and large rotating mass in the secondary drive.
The Munich-based company has therefore responded to the bitter criticism and developed a retrofit solution that F 800 owners can enjoy free of charge. A friction disc in the clutch, which braked the transmission input shaft too much during the shifting process, is replaced with a spacer ring. The heart of the conversion, however, is a modified, now two-part front pulley with four rubber shock absorbers, which replaces the rigid original part. This solution works extremely well. The load changes are noticeably dampened after the conversion, and gear changes as well as engaging first gear are now almost noiseless. So there is now calm again. In the drive train as in the logbook.

Driver opinions

Go then!
A backlash-free drive is different again? but sponge over it. What remains after the jolting cure is the strange feeling that BMW was hoping that the people would be willing to suffer. The people of Munich knew about the twins’ niggles right from the start. Screwing up his start like that wasn’t particularly subtle.

Nobody needs more power
Now that BMW has got the gears under control, there is hardly anything to complain about with the F 800 S. However, the long sitting position is too sporty for me. I would like the higher handlebars on the F 800 ST. Not only is it more convenient, it also makes it easier to handle.

The sporty side is suppressed
Actually a harmonious motorcycle, the F 800 S. Upper middle class, engine and chassis designed to match. Rather broader than to the top, reliable. I could be satisfied with that if it weren’t for the constant feeling of suppressed sportiness. To unleash her excites me very much.

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