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BMW F 800 R and Kawasaki Z 800e in the test

A comparison of the mid-range roadster

With the jagged 800 series roadsters BMW F 800 R and Kawasaki Z 800e, polished manners meet still moderate cost prices, sporty driving behavior meets aggressive-evil design. Ease of being or bikes with rough edges?

A true story: in 2012 my hairdresser Marianne from Bonn-Holzlar got her motorcycle license. At 51, on his own initiative, we have Suzuki Gladius. Then, between washing, cutting and blow-drying, there was a question: “Which motorcycle should I ride?” I was able to talk Marianne out of a Harley Sportster, too heavy and at that time still without ABS. Ducati Monster and my hot tip were considered Kawasaki ER-6n. But it turned out quite differently. Audi driver Marianne opted for the BMW F 800 R. Without my recommending the 800 roadster. Full 87 hp for beginners?

BMW F 800 R and Kawasaki Z 800e in the test

Comparison of mid-range roadsters

F 800 R not regretted. Apparently, the active two-cylinder makes novice drivers a joy. And at the same time it is the working device of standing world champion Chris Pfeiffer. What a balancing act! In 2015, BMW revised its entry-level roadster. With redesigned radiator covers and air inlets as well as more delicate front fenders. What is striking is the symmetrical main headlight (with Nuda reflector!) Instead of the once separate, one-and-a-half-eye lamp duo for dipped and main beam. Now there is a stiffer, more modern upside-down fork with radial brake calipers instead of the conventional telescopic fork.

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BMW F 800 R with 90 hp after electronics update

The new butted aluminum handlebar is no longer bent down so strangely. The ten millimeter lower seat as well as the driver’s footrests (one centimeter each) placed further to the front and lower are intended to create a more relaxed driving position. And lighter wheels, better handling. An electronics update pushed the engine by three to a full 90 hp at an unchanged 8000 rpm. The gear ratios have been adapted, especially a shorter first and second gear. Last but not least, the BMW F 800 R has a more modern ABS!

So on to test drives in the south of France. In direct comparison with the Kawasaki Z 800e. Does the e stand for simple or e how emotional? No, e like Europe. Because in other EU countries, motorcycles for the A2 driving license up to 48 hp may have a maximum output power of 95 hp. Therefore, Kawasaki followed the 113 hp basic Z-800 with the e-version. As a potential entry-level machine with 95 hp. It has simpler spring elements and does not need a front spoiler. Which explains a price saving of 1000 euros, around 8000 instead of 9000 euros. Clear the stage, raise the curtain for the Kulturkampf: Europe against Japan, two-cylinder against four-cylinder. Twins characterized the European motorcycle brands Ducati and Moto Guzzi, Triumph and BMW. In-line four-cylinder, on the other hand, made Japan big and powerful.

The Kawasaki Z 800e is gentle up to 4000 rpm

Engines like the 800cc Kawasaki: It grumbles sonorous and dull at idle, but pleasantly quiet to itself. The performance sets in soft and elastic. The Kawa runs smoothly, even in the shallows of the engine speed range. Up to 4,000 tours, the four-in-a-row doesn’t exactly tear your arms out, it’s gentle. Only from 6000 rpm the forward thrust becomes more stormy, the Kawasaki Z 800e a little angry. So to overtake it means downshifting. Thinner manifolds (28.6 instead of 31.8 millimeters), a different silencer (without exhaust flap, with closed lower outlet pipe) and changes to the engine control unit ensure the throttling to a measured maximum of 92 hp.

Of course, the Kawasaki Z 800e has half the size of the combustion chambers and a much shorter-stroke design than the beefier BMW F 800 R. Its torque difference is striking: up to 9000 rpm, when the twin finally drops the sails, the four-cylinder always pushes five to 15 Newton meters fewer. That doesn’t break the throttle engine’s higher revving power on country roads. Rather its larger speed range. In the sixth the Kawasaki turns as high as the BMW in the fourth! At 100 km / h, that’s 5000 instead of just 4100 revs. The Kawa bravely keeps up with the draft, but burns 0.7 liters more petrol with exactly the same driving style.

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BMW F 800 R at 2800 rpm with constant travel jerks

The economical two-cylinder of the BMW F 800 R pushes faster. It compresses more, clocks less, and turns less. Here two large sledge hammers hit the crankshaft with a longer lever instead of oven small hammers. Accompanied by the bassy, ​​bubbling boxer sound. Yes, even ignition interval every 360 degrees lets the twin acoustically deceive. Loud mechanical noises and quite rough vibrations are very real, especially at the top.

Despite the compensating connecting rod between the two cylinders, the parallel twin developed with Rotax in Austria runs a bit rough. Purpose presses ample torque. In two stages. From 2000 to 5000 tours, the twin stays between 70 and 75 Newton meters. From the 5000 mark, the torque increases rapidly, a real boost effect. With a fat peak of 88 Newton meters at 5900 tours. The BMW F 800 R jerks back and forth at 2800 revs: constant travel jerks! This corresponds to a speed of 50 in third or 60 in fourth gear. The switching paths are quite long. However, the load change reactions are inconspicuous compared to earlier F 800 models. The new, wider range of gears with three shorter lower and two longer upper gears works well.

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Kawasaki engine runs smoother

On the smoother-running Kawasaki engine, harsh throttle response during rolling phases is irritating: If you apply the throttle again at the apex of corners, the throttle grip is very stiff. As if the throttle valves were stuck in their changes. Kawasaki installed double throttle valves, one of which is operated by the driver and the other by the on-board electronics. Everything to smooth the flow and make the throttle response smoother. But the opposite seems to be the case. When pulling back under the tension, the Kawasaki Z 800e jerks after a long idle travel on the throttle.

Just like on mogul slopes in general. The rather weakly damped shock absorber does not quite keep up with the processing of rapidly successive impulses despite being deflected. Then it starts pumping, hits the back. There is too much negative travel. But pre-tensioning, as always with a hook wrench, complicates the inner fender. The drive and economy chassis does not allow any other adjustment options. The upside-down fork works more tightly dampened, and should be more sensitive. The Kawasaki Z 800e stands up powerfully on unevenness in an inclined position and constantly needs small course corrections in corners. A good bearing does not mean hitting the same here.

In principle, every curve is a challenge. In very deep sloping positions, the front bends strangely further. There is always something to do. That doesn’t create full trust. The structurally old Dunlop Sportmax D 214 with special code J do not harmonize well with the Kawasaki Z 800e. The Japanese tires take a long time to warm up, are trimmed too much for stability, and do not stay on course neutrally. After all, despite the few negative profiles, they stick adequately even when wet. The Z 800e stamps a full 231 kilograms into Moppelchen. It is difficult to push when standing. Not good for novice drivers. Or is the stubborn part of Kawa’s fighter attitude?

Kawasaki looks great, BMW drives like that

The BMW F 800 R is very easy to drive. It rolls more smoothly and sails more homogeneously through the corners. Stays more stable, good-natured on bumps. The Kawasaki Z 800e looks great, the BMW drives like that. Metzeler Roadtec Z8 Interact (front M, rear C) file precisely around all radii, allowing grandiose inclines. Thus, the F 800 R draws tighter lines, hooks more jaggedly, drives more cheekily. The wheelbase is a whopping 1.52 meters, longer than the predecessor and much longer than the Z 800e. In addition, the BMW steering head is two degrees flatter than that of the Kawa. Which then makes the BMW more light-footed, more playful?

Well, even when fully equipped, it is 20 kilograms lighter, and its caster is shorter. There is also the narrower crankshaft (engine a maximum of 39.5 instead of 52.5 centimeters wide). The tank under the driver’s seat lowers the center of gravity and makes it easier to move around in quick turns. And then there is the larger lever arm thanks to the wider, higher handlebar. The spring base can be fully raised at the rear using a practical handwheel. That brings better balance, more weight on the front wheel and more feeling for the same.

For just under 11,000 euros there are more exciting bikes

The upside-down fork and shock absorber of the BMW F 800 R can cope with bad road routes. Your single ESA as a recommendable extra only regulates the rebound damping at the rear electronically, which you can feel. The simple ASC traction control, which is also optional, intervenes safely before there is a risk of a fall. A kind of airbag for two wheels. The Brembo stoppers brake hard, almost brutally. In addition, it is easy to dose with little tendency to erect. The Kawasaki Z 800e is more vertical when it comes to the brakes. And downhill, briefly from standstill, on the front wheel.

Compared to the BMW F 800 R, the wider tank of the Kawasaki Z 800e built in Thailand spreads the legs more widely. On the positive side, it gives you good contact with the motorcycle, you sit quite front-wheel-oriented. In contrast, BMW-style ergonomics seems more passive, less sensual. At 1.70 meters tall, the once narrow knee angle is inconspicuous. For taller drivers, BMW has higher seats on offer. There is no extra charge for a reduction in output to 48 hp (for the Z 800e: 23.84 euros in material costs) Otherwise pretty much everything. Anyone who pimps their BMW F 800 R completely is there for just under 11,000 euros. At this price there are more exciting motorcycles than the F 800 R. The icing on the cake would have been the 898 cm3, 105 hp engine from the faded Husqvarna Nuda. But according to BMW, with its 270-degree crankshaft (it imitates a 90-degree V2) and forged pistons, it is too expensive and too "positioned". what a shame.

Kawa design with lots of corners, edges and beads

With the three packages “Dynamic”, “Safety” and “Touring” there is a lot on board. The BMW F 800 R is better, more elegant. For example with the aluminum bridge frame and beautiful aluminum swing arm with fine dropouts. The predecessor found over 9,500 buyers in Germany, 1,236 of them in 2014 alone.

The Kawasaki Z 800e is more coarsely knitted with a steel chassis and brake lines made of pure rubber instead of steel flex lines. And unfortunately not quite as beginner-friendly. Your design is a conglomerate of corners, edges and beads. The new round is angular! Both Z 800 versions together found 1945 buyers in 2014 – fifth place in Germany! Dear Marianne, you can rest assured that you will keep your old BMW F 800 R. Sincerely, your Thomas.

Technical specifications

Test results

1. BMW F 800 R
Better chassis, more touring suitability and greater all-round qualities ensure that the more harmonious and powerful BMW F 800 R wins the test. However, it hardly drives any better than its predecessor.

2. Kawasaki Z 800 e
Visually heavy on the ball, the heavy Kawasaki Z 800e cannot completely convince in terms of driving. The engine lacks a little punch, the chassis lacks neutrality and the concept lacks everyday practicality.

Insider tip Aprilia SL 750 Shiver

Bilski

Aprilia SL 750 Shiver.

Not just for italophiles: With its fiery 90-degree V2 in a fine chassis and noble components, the Aprilia SL 750 Shiver is worth considering, yes, a sin.

The Aprilia SL 750 Shiver is very popular for a reason. In 2014, 261 buyers in Germany struck. They made the Shiver the second best-selling Aprilia after the Tuono. Their qualities reveal themselves right away. For many motorcyclists, a 90-degree V2 is the most exciting, sensual drive of all. The Shiver proves why. From 3000 tours the engine runs nice and smooth. Its two large ’92 pistons hammer in a beguiling rhythm. Very linear and predictable, the characterful V2 increases in performance, spoils with a powerful, punchy middle. He gives a full, but never chubby snort from the two high exhaust pipes in the rear. Today they would probably be moved more deeply.

Great engine with good smoothness

Because, hard to believe, the Aprilia SL 750 Shiver was released in 2007. But it doesn’t feel old. Eight years ago, the 750 series was the first ever production motorcycle with ride-by-wire, i.e. electronically operated throttle valves. As a pioneer, Aprilia has now fully mastered this technology. In the literal sense. In three driving modes (sport, touring, rain), the engine depends on the gas, which can be clearly distinguished: from fiery to beautifully direct to deliberately dampened. Gasoline consumption on country roads is still within limits, around 4.8 to 4.9 liters per 100 kilometers.

The great engine with good running smoothness and beautiful dohc heads is forgiven for its boastful Italian performance of 95 hp at 9000 rpm: the short-stroke engine never pushed more than real 86 hp in MOTORCYCLE measurements. For free. The emotional, sporty and comfortable posture for the driver and pillion on the well-cut seat makes up for this. However, a full 83 centimeters seat height is a lot for little people. The 220-kilogram Italian woman is perfectly under control via the fairly wide handlebars. On superbly adhering Pirelli Angel ST tires, she circles corners with excellent, precise steering behavior. Direction of view equals radius! That creates trust spontaneously.

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Driving report: Aprilia

Aprilia SL 750 Shiver

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Used purchase

Aprilia’s Naked Bike as a used one

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750 Shiver would be between BMW and Kawa

Yes, the tubular trolley with cast aluminum profiles for mounting the swingarm works really well. The fork responds cleanly and offers a lot of feedback. So feel for the road. And the directly hinged, right-hand shock absorber does a good job and is easily accessible. Radially screwed on, one-piece brembos brake powerfully and easily. There are also fine components and good workmanship. The instruments with a large rev counter are easy to read. They can be both informative and pretty at the same time. With displays for the gear engaged, ambient temperature and much more.

In terms of points, the Aprilia SL 750 Shiver would be in the comparison test between the BMW F 800 R and the Kawasaki Z 800e. Anyone who knows an Aprilia dealer: it’s worth taking a test drive! At the list price of 8990 euros including ABS, the 750 is currently the cheapest Aprilia, and in real terms can be had for 8000 euros. The purely electronic throttling comes at a favorable price to A2-compliant 48 hp. Of around 2500 copies sold in Germany so far, no major problems are known. An insider tip.

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