BMW F800S and F800ST: A different kind of twin from the boxer builders
By Grant Parsons
Photos by Kevin Wing
Saddle Road is twisty, smooth and traffic-free as I climb out of
Hilo toward the top of Hawaii's Big Island. The turns are tight, and
sight lines are short. And that puts a premium on light weight and quick
handling.
 Luckily, the motorcycle I'm riding, BMW's new F800S, is all about light
and quick, which makes easy work of some of the best turns America's
50th state has to offer.
BMW brought us here, to the breathtaking beauty of Hawaii, to unveil
the company's first all-new new twin since the 1990s. The F800 is a
vertical twin, not a boxer, slotting in between the company's
F and G lines of 650cc single-cylinder bikes, and its 1,200cc horizontally opposed twin
and inline-four models. And, as you would imagine, it splits that
difference for a ride that's all its own.
The heart of the newest BMW is a liquid-cooled, four-valve, overhead-cam
798cc vertical twin designed by BMW and built by Rotax. Putting out a
claimed 85 horsepower at 8,000 rpm, the long-stroke motor is tuned for a
broad torque curve and features a unique "swing-action balancing rod"
to help quell vibration.
Wrapping the motor is an aluminum twin-spar frame that uses the engine
as a partially stressed member. BMW officials note that the compact
engine and frame make it impossible to fit the company's trademark
Telelever front suspension, so a traditional 43mm telescopic fork is
used instead. Out back, a single-sided monoshock swingarm handles
suspension duties.
Bodywork is appropriately swoopy, emphasizing a dual-headlight look and
an exposed engine for a style that's more roadster than racer. Two
versions are available: The ST features more upright handlebars,
mid-mount pegs and a three-quarter fairing, while the S sports lower
bars, more rearset pegs and a minimal bikini fairing.
But what really makes these bikes stand out is the fun factor. After
several hundred miles on both models, I am reminded what a hoot a light,
agile twin can be.
Climbing aboard, you can't help but be struck by the bike's small size.
The cockpit feels narrow, and the slim seat seems lower than the
32.3-inch seat height would suggest, because it allows your legs a
straighter shot to the ground. (A factory lowering kit and lower seat
together can reduce seat height to 31.1 inches.)
 Thumb the starter, and the first impression is surprisingly like the
company's boxer engines. The exhaust note is extremely similar, as are
the general rev characteristics. The only thing missing is the sideways
tug from the boxer's inline crankshaft when I blip the throttle.
Once you're underway, the big-motor feel is reinforced, as the
fuel-injected F800 delivers ample low-end torque, offering smooth,
linear takeoffs and strong mid-range acceleration. The balancing rod
keeps vibes well under control.
Power-wise, the new F800 occupies a unique niche in the motorcycling
market, as the only 800cc sporting twin available. Its all-around riding
mission and linear power mean there's no obvious "hit" in the powerband, but there's plenty of go lower in the rev range. In fact,
it's extremely satisfying to use two gears in the twisty bits,
downshifting to slow for corner entry and upshifting under power on the
exits. This is one user-friendly, unintimidating engine.
 And that characteristic extends to the suspension performance. Part
of our route in Hawaii includes some of the bumpiest asphalt you'll find
anywhere, over the top of Saddle Road, and the bike's single-sided
swingarm and stout forks do yeoman's work in taking the edge off the
potholes.
Ergonomically, the ST is the more comfortable of the two bikes, with
upright seating and a windscreen that does a fair job of smoothing the
air. The seating position on the S, meanwhile, is racier, but nowhere
near that of a full-on Supersport.
MSRP for the minimal-fairing S is $9,475, with the
three-quarter-faired ST coming with standard hard bag mounts and a
taller windscreen for $10,475. A full range of factory accessories is
available, including: hard bags (price to be announced), heated handgrips ($235), ABS
($890), remote tire pressure monitors ($260), an enhanced computer
display ($250), an anti-theft alarm ($235), a centerstand ($120) and
more.
BMW officials hope the F800 will be a significant "conquest"
bike—meaning it's the BMW they hope will bring newcomers to the marque.
And if crossover riders are looking for a user-friendly all-arounder,
then the company may be onto something.
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2007 BMW F800S and F800ST
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Engine
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Liquid-cooled parallel twin, four valves/cylinder
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Displacement
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798cc
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Bore x stroke
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82mm x 75mm
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Carburetion
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Fuel injection
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Compression ratio
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12.0:1
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Transmission
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Six-speed
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Final drive
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Belt
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Tires
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120/70-17 front, 180/55-17 rear
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Front brake
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Twin 12.6-inch floating rotors, four-piston calipers
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Rear brake
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Single 10.4-inch floating rotor, two-piston caliper
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Seat height
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32.3 inches
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Front suspension
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43mm fork front, 5.5 inches of travel
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Rear suspension |
Single shock, 5.5 inches of travel |
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Wheelbase
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57.7 inches
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Fuel capacity
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4.1 gallons
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Dry weight
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412 pounds
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MSRP
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F800S: $9,950; F800ST: $10,950
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© 2007, American Motorcyclist Association
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