Menus
- Asphalt AND mud in fun mode
- Discovery
- In the saddle
- In the city
- Motorway and expressway
- Departmental
- All Terrain
- Cycle part
- Braking
- Comfort / Duo
- Convenient
- Consumption
- Conclusion
Asphalt AND mud in fun mode
The range of light trails was born in 1993 with the F 650 GS. Powered by a Rotax single cylinder, the small everyday BMW was injected in 2000. Although efficient and reliable, its engine was a bit tight, especially over long distances..
With the launch in 2006 of a brand new parallel twin-cylinder 800 cc unit fitted to the S and ST, the German manufacturer had to regenerate its pocket GS. Two more years will be necessary to offer, not one, but two trails. Indeed, on the same engine basis appear the F 650 and 800 GS. If the first wants to be more road and everyday mount, the second aims for much larger projects. In particular that of being able to follow in the footsteps, both literally and figuratively, of its legendary sister R 1200 GS.
Discovery
First of all, we are tempted to look for the flat cylinders. Indeed, the general aesthetics in no way deny the affiliation marked with the seal of the adventure forged by the R series. But the delicacy of the lines and the absence of the essential attributes that are the flat twin, the gimbal and the telelift, signal a newcomer. Slender, almost slender, the F 800 GS looks so much taller, almost as impressive as its flatbed colleague. Its allure gives pride of place to sport, especially in this Trophy version, with dynamic colors and reinforced accessorization with an aluminum engine guard and hand guards. Also equipped with an equipment pack (central stand, ABS, heated grips, on-board computer and white LED indicators), the GS requires neat plastic.
The style remains faithful to the standards of the family. We therefore find the angular asymmetrical optics and the bi-material duckbill stretching over the tank underlined by elegant and racy air intakes. Surrounding the large radiator, the sides form strongly indented scoops ending in the saddle. Rising high on the fake unleaded canister, the one-piece seat is long and welcoming. Two tubular passenger handles are attached to either side of an elegant rear shell which houses, on the right side, the real fuel tank cap placed under the seat. The center of gravity is thus lowered, as is the capacity of the storage compartment at its end which will receive your small business. Finished with a diode light, this loop soars towards the heavens, underlined by the imposing silencer made of brushed aluminum.
This massive appendix gives sound to the typical vocalizations of the German trail coming from the twin twin. This unit sees its inclination reduced compared to the S series in order to reduce the wheelbase. Covered in a matte black shade, it adopts a discreet aesthetic. A tubular trellis frame surrounds it, ensuring excellent rigidity and contributing to the visual and physical lightness of the whole. An excellent point for lovers of offroad outings. In addition, BMW equips its wader with a 21-inch spoked wheel at the front (17 "at the rear) able to follow your movements on soft ground. Note that the tires are chambered … less practical in the event of a puncture.
To support its claims to wide open spaces, a respectable inverted, non-adjustable 45mm fork with high travel will cushion your antics. Same orientation for the mono-shock absorber adjustable in preload and rebound. The latter is fixed on a steel swing arm with a neat finish.
Finally, the playful character of the twin cylinder is under the supervision of disconnectable ABS braking with two double piston front calipers and 300 mm discs. A double piston system takes care of the 265 mm of the opposite retarder.
In the saddle
Getting on the F 800 GS is already a little adventure for those under one meter eighty. Do not hesitate to throw in the leg because the saddle is waiting for you at 880 mm altitude. An option will allow you to reduce it by 30mm. However, the great thinness of the seat mitigates the effect of height. Combined with good weight distribution, the assembly allows easy maneuvering with the engine off. Welcoming for both rider and passenger, the saddle is firm. We find the position of the body inherent in the trail: weak leg flexion, straight bust, hands gripping the wide handlebars with variable diameter. This handlebar is attached to solid bridges dominating an aesthetically well-behaved upper triple tree..
The indicators are, fortunately, still at BMW standards … Hopefully the Bavarian manufacturer replaces them throughout its range. Sober or even a little sad, the onboard instruments are placed high enough. They consist of analog tachometer and tachometer dials and a large digital window. The legibility of the former, with ovoid shapes, can be improved, in particular the speed indications.
The liquid crystal display is packed with information with the on-board computer option. The basic display, from top to bottom, is the time, two-part odometer, fuel gauge, engine temperature and a very readable gear indicator. In the center, the optional smart intelligence will inform you, by successive press of the info button on the left hand switch, on the average speed and consumption, the instantaneous consumption, the travel time and the outside temperature.
Designed for mixed use, road and trail, the F 800 GS treats a possible passenger. Its seat is large without taking it away from the pilot and its grab handles are ideally placed. A protective tab protects the accompanying left ankle from the heat of the exhaust line. Sheathed in rubber, the crew’s footrests differ, however: those of the chef offer a removable rubber, giving way to classic enduro supports.
In the city
A rough chant escapes from the massive silencer, an immediately identifiable sound signature of an offroad machine. Fast-paced with every gas stroke, the little GS promises to be fun. The 207 kg of adventurous silphide proved to be extremely well placed in a balanced cycle part.
The agility is disconcerting in the middle of traffic where the machine is positioned intuitively, with great alertness. Its geometry associated with a particularly wide handlebars allows it to pass in the smallest available space. As long as the hanger passes…
Giving a real impression of lightness, the F 800 GS puts its docility at the disposal of its sparkling twin. Admittedly, the gears are longer than those of the sassy F 800 R, but the whole thing retains a good dose of pleasure in urban areas. From roundabouts to mobile chicanes, from small streets to boulevards, the trail sport becomes a charming crossover where its flexible and available twin-cylinder offers appreciable pleasure..
Clear and efficient mirrors, a tight turning radius and a precise transmission, although a little dry, will complete the seduction of the city driver. Despite everything, you will have to deal with a fork that plunges noticeably under braking, a corollary of equipment dedicated to off-road outings. We will then bless the ABS with its discreet but safe operation, avoiding many surprises.
Motorway and expressway
Supported by its metallic rumble, the F 800 GS quickly hits the legal cruising speed of 5,000 revolutions / minute and asks only to climb higher in the tachometer. An additional increment shows another face of the trail. So because of its torque curve, the power of the block takes over to reach a maximum of 85 horsepower (63 kW) placed at 7,500 rpm. The Munich girl takes on sporty accents and quickly teases the 200 km / h.
Having returned to a politically correct pace, we appreciate the liveliness of the reminders that a relevant box staging allows. The twin gets carried away at the slightest request and takes its turns without delay.
On long distances, we regret the vibrations present in the footrests. Correct for the bust at 130 km / h, the protection offered by the small bubble is quickly exceeded then. The original equipment also generates a bit of a stir on the top of the helmet. Long motorway journeys will likely require additional protection. Otherwise, you will be infinitely better on the secondary network, or even next to it…
Departmental
Falling naturally on the corner, the F 800 GS turns into a formidable arsouilleuse. The rigidity of its frame and its natural precision combine at best with its narrow tire fitment. A slim 90 x 21 up front and a 150 x 17 rear wrap give it excellent handling. With a weak pressure on the handlebars, the wader jumps from one turn to the next in the winding, carried by the energetic revivals of its 800 cm3. Its 8.3 daNm at 5,750 rpm efficiently energize a parallel twin that also lives very well in towers. Just asking to be whipped, the German is a real toy. Only its necessarily supple suspensions will limit the optimism of its driver on a fast curve with an uneven surface. Its Michelin Anakee with a mixed profile will also not push the less adventurous to seek the limits of otherwise flawless grip in normal driving..
Sensitive, mass transfer during braking takes a little getting used to. The on-board equipment is measured and powerful, offering convincing decelerations. The rear caliper acts as an effective retarder but the anti-lock mechanism cannot prevent small sweeps from a wheel that is too lightened.
If the saddle is not a benchmark of comfort, effective cushioning often alleviates the problem. Speed bumps and other imperfections are swallowed up, admittedly at times a bit harshly, by the BMW’s long-stroke hydraulics. You can therefore drive for a long time, especially as the engine is as sober as it is demonstrative. The gauge seems imprecise, however, dropping suddenly halfway through.
All Terrain
Legend and engine capacity are not everything … Thus, during the GS Days 2012 organized in Uchaux near Orange, the first two places in the competition were delighted by F 800 GS … of the machine in intensive use and the advantage of a much lower weight than that of the 1200. Its balance and the homogeneity of its cycle part are also marvelous, keeping the two quintals of the small German in line..
Standing on the footrests, knees clutching the fake tank with studied shapes, the F 800 is indeed the little queen of Gelande Strasse. Both on rolling paths and in the muddy path, the light trail is at ease, capable of crossings and passages that more adapted enduro machines would not deny. Its high-travel suspensions accept a severe commitment without flinching. The availability of the twin cylinder and its torque then pulls the machine vigorously out of the difficulties of the course..
Cycle part
Suitable for both everyday use and the muddiest offroad rides, the F 800 GS performs well in both cases. If its flexible inverted fork shows a sensitive dive especially in urban use, it is in no way prohibitive. The suspension tuning is fair and offers appreciable comfort over long distances.
Braking
Efficient and fortunately supported by an optional ABS, the bite of the calipers could be more marked. Here again, the dual nature of this 800 requires suitable braking on slippery ground. This makes the anti-blocking all the more essential since it is disengageable.
Comfort / Duo
Long-legged frame, the F 800 GS knows how to bend to the demands of two-person rides. The passenger is hardly raised, well protected from the air flow behind the pilot. We regret the lack of a more convincing space under the saddle. Likewise, the grab handles should be of a larger diameter. The descent at a good pace of a mountain pass will, in the long run, hurt your hands. More generally, the saddle comfort is a bit tight in the long run.
Convenient
No space under the saddle … just hope to put a disk block in it.
Consumption
With barely 5 liters per 100 km and its 16-liter tank, this trail can take you very far without setting foot on the ground. The twin consumes little fuel, aided by longer gears than that of its turbulent F 800 R sister. Even when "banging in", 300 km of autonomy on board does not reveal any feat. An excellent point for everyday bikers.
Conclusion
Versatility is the most relevant adjective to qualify this lightweight trail. Although extremely efficient on this terrain, its big sister now offers a strong road profile. Perhaps too much to venture with such ease on the committed courses. The F 800 GS does not box in the same category as the tenors of the segment with an assertive road vocation. Its thinness and relatively low weight combine effectively with a high-performance engine for any use.
Obvious on the road, brilliant outside, the Munich woman was alone for a long time in this midsize niche. The Triumph Tiger 800 has now joined it in two versions of which the XC ABS variant is the closest. Less rigorous, less balanced and heavier, it retains the tariff advantage at € 10 .790. The BMW is indeed claiming, as a base, € 10,370. The ABS claims € 715 and the pack of our GS is charged € 1.275, placing the German at € 11.645 … This remains well below an R 1200 GS but above all a matter of choice. The small one obviously allows a high level of approval at a lower overall cost. The level of your addiction to the earth will be the deciding factor.
Strong points
- Lively engine
- Cycle part
- Versatility
- Consumption
- Duo
Weak points
- Comfort
- Ergonomics of the counters
- Vibrations
Competitors: Honda Transalp 700 XLV, Kawasaki Versys 650, Suzuki DL 650 V-Strom, Triumph Tiger 800, Yamaha XT 660 Z Tenere
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