BMW are trying hard to lose their traditional ‘pipe and slippers’ image by widening their appeal with distinctive new models to hopefully attract the younger, more ‘sporting’ enthusiast. One such new addition to their range is the F800S, along with its sports touring variant, the F800ST. Had been wanting to ride BMW’s F800 for some time for two reasons: firstly, the new (for BMW) parallel-twin engine configuration and secondly, the power to weight specification. As a long-term BMW owner (R1100RS) I am very aware that until recently, BMW motorcycles have been overweight. Rather belatedly, BMW have finally decided that they should follow the lead of the Japanese factories and reduce the weight of their machines.
Not many of my Direct Access students express a desire to make a BMW their first post-test motorcycle but last summer one of them did. Whilst out on a training ride, we visited a BMW dealer and the student sat on an F800S to try it for size, as did I.
We were both impressed by the lack of weight and the compact but comfortable riding position. For an 800cc machine, it did not feel any larger or heavier than the ER5 that my student was learning on. With the F800S model, BMW are aiming to provide a machine for the newly qualified rider as well as one that will appeal to the rider returning after a long break.
For this reason, comparisons with the Kawasaki ER5 are interesting as it is probably the most commonly used machine for Direct Access. The F800S model produces 85 BHP and weighs 182 KG compared with 179 KG for the 500cc 50 BHP Kawasaki ER5.
Both machines can carry 16 litres of fuel. The F800S retail price is £5,995 before optional extras, compared with £2,999 for the ER5. All of the controls have a pleasantly light and direct feel to them but I still dislike BMW’s perverse arrangement of their indicator switches. BMW prefer one switch on each side to illuminate the indicators on that side and a third switch (on the right handlebar) to cancel them. A single switch would reduce the complexity of the switchgear and be more intuitive to use.
The instruments are very clear with the exception of the analogue speedometer markings. They could do with being a little larger and less fussy, so that the vital licence-saving information is easier to read.
I am glad that BMW have not followed the ill-advised trend of providing a digital speedometer read out. Engine RPM is also displayed analogue-style with digital gadgetry being reserved for fuel and engine temperature displays, as well as the computer. This latter item is rather useful as it can display air temperature, average mpg, real-time mpg and highest speed. The display can be paged through using an easy to reach button on the left handlebar. A potential drawback with the F800S that might put off an inexperienced rider is the 820mm seat height (780mm for the ER5). At 5 foot 10 inches and a 32 inch inside leg, it caused me no problem but anyone with shorter legs might feel slightly intimidated at first. Likewise, although the seat appears minimalist it is, in fact, very comfortable. The F800S has very light and responsive steering, just like a sports bike but at no time does it ever feel twitchy, thanks to the steering damper.
It’s very easy to control at slow speeds and would work well both as an instructor bike and as a novice’s first post-test bike.
The suspension works very smoothly and unobtrusively, I couldn’t fault it. The engine was superb. There were no fuel injection glitches, only perfect throttle response, just as it should be. The engine balancer arrangement works very well with no vibration anywhere in the rev range. You can just about feel the engine running through the bars but otherwise this is a torquey and smooth-running big twin. Curiously, it didn’t really feel like a traditional twin, it felt more like one of the modern Hinckley Triumph triples producing a progressive build-up of power.
I have recently ridden Yamaha’s excellent and under-rated parallel-twin TDM900 which feels like a flexible V-twin, giving it a distinctly different character to the BMW F800S. I am pleased to report that very wisely, BMW have not fitted any form of power-assistance or linked braking to the F800S. Motorcycles simply do not need such unnecessary and complicated additions to their braking systems (apart from ABS maybe).
The braking system fitted to the F800S was plenty good enough with sufficient power and feel. I really liked the belt-drive final transmission. It is much lighter (and presumably cheaper) than shaft drive and BMW claim that with its alloy sprockets, the final drive assembly weighs less than traditional chain and steel sprockets. It is certainly smoother and quieter than the latter with the advantage that it does not need lubrication. BMW recommend that the drive belt should be changed at 40,000 KM intervals.
The gear-change was very light and slick and only very occasionally became a little ‘clonky’ when the engine was hot. BMW have exhibited some excellent lateral thinking with the conveniently positioned tyre valves fitted not to the wheel rims but to the outer edge of a wheel spoke. This makes airline access so much easier, I’m surprised nobody has done this before. I believe that the best accessory that you can fit to a motorcycle is heated handlebar grips and BMW have an excellent set fitted as standard. No centre stand is available except for the ST version where it is an optional extra.
BMW motorcycles are usually associated with travelling long distances, and carrying luggage is usually a pre-requisite.
Until recently, BMW used to put function before form but their current tendency to fit raised silencers merely complicates the fitting of panniers. They frequently end up being pushed further out making the motorcycle unnecessarily wider. Unfortunately, the F800 falls into this category. This is one area where BMW should follow Kawasaki’s lead with the very effective packaging of the silencer on the ER6.
BMW are to be congratulated in building such an effective all-round motorcycle which is both easy for the novice to ride and yet provides sufficient performance to prevent the onset of boredom once their abilities develop. For the experienced rider, it offers a superb blend of handling and flexible performance. Try one!
I want to go faster, I want to go faster..
