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.

S or ST? Same main course, different spices

Since the differences between the S and the ST are limited to bodywork and ergonomics, how do you choose between the two?

The answer is probably as simple as identifying your personal style.

Interested in a little more touring? Outfit the ST with the optional hard bags shown above and you're ready for the road. If you're the one-change-of-clothes-and-a-toothbrush kind of tourer, the S probably packs all you need, while keeping you light on your footpegs.

Really, it comes down to individual preference. Both new BMWs are do-it-all motorcycles. What do you want to do more of?

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.

2007 BMW F800S and F800ST
Engine	Liquid-cooled parallel twin, four valves/cylinder
Displacement	798cc
Bore x stroke	82mm x 75mm
Carburetion	Fuel injection
Compression ratio	12.0:1
Transmission	Six-speed
Final drive	Belt
Tires	120/70-17 front, 180/55-17 rear
Front brake	Twin 12.6-inch floating rotors, four-piston calipers
Rear brake	Single 10.4-inch floating rotor, two-piston caliper
Seat height	32.3 inches
Front suspension	43mm fork front, 5.5 inches of travel
Rear suspension	Single shock, 5.5 inches of travel
Wheelbase	57.7 inches
Fuel capacity	4.1 gallons
Dry weight	412 pounds
MSRP	F800S: $9,950; F800ST: $10,950