BMW F800ST

BMW F800ST

Engine: Liquid cooled, four stroke, parallel twin cylinder, DOHC, 4 valves per cylinder
Capacity: 798
Bore x Stroke: 82 x 75.8 mm
Compression Ratio : 12.0:1
Induction: Electronic intake injection
Ignition/Starting: knock control and oxygen sensors/electric
Clutch: Cable-operated multiplate-plate wet clutch
Max Power: 62.5 KW 85 hp @ 8000 rpm
Max Torque: 80 Nm @ 5800 rpm
Transmission / Drive: 6 Speed / belt
Frame: Bridge-type aluminium frame
Front Suspension: 43mm Telescopic forks, 140mm wheel travel.
Rear Suspension: Die-cast aluminium single sided swinging arm with rear wheal axle and eccentric adjustment, central spring stud , spring pre-loaded hydraulically adjustable to continuously variable levels by means of handwheel, rebound damping adjustable, 140mm wheel travel.
Front Brakes: 2x 320mm discs 4 piston calipers
Rear Brakes: Single 265mm disc 2 piston caliper
Front Tyre: 120/70 ZR17
Rear Tyre: 180/55 ZR17
Seat Height: 790 mm
Dry-Weight: 187 kg
Fuel Capacity: 16 Litres
Consumption average: 20.1 km/lit
Standing ¼ Mile : 12.0 sec
Top Speed: 229.0 km/h


2007 BMW F800S / ST - First Ride
5/21/2007
By Ken Hutchison

Imagine that you are riding an all-new BMW sportbike along the sickest road found on the Big Island of Hawaii. The dark highway passing rapidly beneath your wheels is in stark contrast to the blur of lush, green tropical flora flanking it on both sides. A seemingly endless double yellow line disappears into the horizon with the warm smell of Plumeria's rising up through the air. Up ahead in the distance are the shimmering lights from the mirage of heat rising off the flowing curves, steep dips and relentless rises of this well-maintained slab of blacktop. This is definitely not California.

The steed for this epic journey is the 2007 BMW F800S, a motorcycle designed specifically to fill the middleweight entry-level void in the ever expanding BMW line-up. Drizzled with high-tech hardware including a single-sided swingarm, twin-spar aluminum frame, 798cc fuel-injected DOHC parallel Twin, steering stabilizer, 43mm front fork, adjustable Showa rear shock, sporty bodywork, multi-function information system and one of the most comfortable seats ever created. It's difficult to comprehend that this is one of the most affordable Beemers on the market today.

The new F-series includes the sporting S model, as well as the sport-touring specific ST version. Both are destined to pilfer middleweight bike sales from the less charismatic parts-bin specials offered up by rival OEMs these days. BMW calls these 'conquest' sales and is determined to increase its presence in the entry-level market with the introduction of these as well as the trio of single-cylinder 650cc X-series bikes we have already reported on. After spending two days pounding out hundreds of miles under the merciless environmental conditions imposed by the Kona climate, it is easy to confirm these two bikes have the potential to be a hit with the Tiffany-twisted desires of BMW riders.

Both machines utilize an identical base platform consisting of a twin-spar aluminum bridge frame with the 798cc parallel twin-cylinder engine serving as a partially load-bearing component. Front suspension duties are handled by a 43mm telescopic fork, not often seen on a modern BMW, and a more commonly utilized single-sided aluminum swingarm absorbing the bumpy roads through a single rear shock. Chassis geometry is identical on both versions starting with a sporty 57.7-inch wheelbase, 26.2 degrees of rake and 3.7 inches of trail. Seat height is 32.3 inches on both bikes and an optional 31.1-inch seat is also available as a no cost option at the time of purchase or it can be picked-up from the dealer for $295.

The four-valve fuel-injected liquid-cooled motor features a pair of 32mm intake and 27.5mm exhaust valves actuated by a chain-driven DOHC set-up with combustion chambers and port designs based on the experiences learned from the K1200S/K1200R motor. Performance numbers provided by BMW claim 85 horsepower at 8000 rpm and 63 lb/ft of torque at 5800 rpm for both bikes. With this motor and chassis at the heart of these Twins, it should come as no surprise that both provided a very similar riding experience in terms of feel and performance. The big difference is of course the riding position and level of protection from the elements provided by the extra cowling on the ST. The sportier feeling of the S comes without the saddlebag mounts, high bars, and big-ass fairing.

F800S
Our sport ride was focused on the riding experience as we journeyed over the mountains between the sanctuary of our hotel and the opposite side of the island with its tourist traps and coffee shops vying for our attention. Between the two lied miles of torn-up, un-maintained tarmac snaking through lava fields, road construction, military depots and ultimately the coastline - where the roads are not as great as those in the mountains and the scenery is beyond reproach. The acres of lava looked like the surface of an alien planet, with its jagged edges providing all the necessary reasons to stay on the road despite motoring along at a nice clip. Like steely knives aching to lay-waste to the beast this once molten terrain is not motorcycle-friendly. In contrast to the most horrible run-off imaginable was the flora-lined highway towards the end of the ride, which reminded us that we were actually still in paradise. It was here in the twisties that the S tipped its hand, revealing the true nature of the beast. This bike just makes riding enjoyable.

For the crowd who prefers the sporting approach to riding, the BMW F800S caters to their needs by offering a racy appearance perpetrated by its minimalist bodywork, cast alloy 10-spoke wheels and a riding position geared more toward sport riding. The bars and windscreen are lower than the ST, the bodywork allows for an unobstructed view of the engineering highlights and the black wheels look significantly cooler than those busy silver hoops on the ST - if my two cents are worth anything.

The S is quite plush under almost every commonsense riding condition, so there's no mistaking it is meant to be a streetbike, not a hardcore repli-racer. The term plush really does set the tone for the description of either of these machines. Its softly sprung suspension and even softer seat will extend the riding time significantly by reducing fatigue from the constant pounding highways are capable of delivering. Along the twisty, chopped up and deteriorating surface of Saddle Road, however, it didn't feel very soft. After hitting a few gaping chuckholes in a row at triple-digit speed I was happy BMW offers a steering stabilizer as standard equipment. Mosey along at sane speeds and you'll appreciate the squashy suspenders and sculpted seat.

Sometimes soft is not always a good thing, particularly in the motor department. For those sport riders who judge a bike by performance numbers alone, this may not be the machine for you. The parallel Twin is pretty bland and it doesn't emit a very exciting growl but it does have a bit of character. The engine pulses ensure the F800 machines are not entirely devoid of personality - it's definitely a Twin. The only time annoying vibration is apparent is when it's tapped out at the upper end of the rev range - but what do you expect, an electric motor? It's not quite that smooth. The fuel injection system is very good, it's not abrupt at all, and the six-speed transmission works well too. There is not much of a distinguishable power band, instead it pulls in a linear fashion from bottom to top with a slight surge at the upper end of the tach. For new riders this will provide peace of mind and experienced riders will still be able to have fun because, when it comes right down to it, the bike runs very well.

Like the ST, the S handles good too. With a claimed wet weight of 450 lbs (401 claimed dry) the bike isn't exactly a featherweight but it has a fairly low cg that pays off with a very neutral and responsive feel to rider input. It's no R6, but it's in the ballpark of the middleweight competitor SV650 sans-fuel, so it's not a porker either. For one reason or another, the F800 gives off a confident feeling of stability at speed and is equally impressive on curvy roads or highways.

The styling definitely looks the part of a sportbike and the low bars and unprotected riding position support the sporting perspective quite well. However, the cushy seat and mellow motor do their best to keep the rider's ego reigned in and it's up to you whether this is a pro or a con. But in the end, the F800S is capable of running wild if you choose to ride it that way.


F 800 ST

Although both the S and the ST are essentially the same bike, the few differences ensure they will not experience any identity confusion after some significant miles aboard them.

The relaxed sport-touring riding position of the ST is more conducive to logging high mileage trips and spending long days in the saddle. Combined with the extremely comfortable layout discussed previously in the S section, it should be easy to see how this bike has the potential to make the touring experience enjoyable. The bars are a bit higher (exact stats were not divulged by BMW but its over an inch higher), which furthur adds to the relaxed riding position. The taller, more protective windscreen and considerably increased protection from the elements afforded by the bodywork ensures the ST gets some recognition for its more well-rounded nature.


On our sport-touring ride the location of choice was the spectacular Volcanoes National Park, home of the most active volcano on the planet, Mount Kilauea. Just getting to our destination was an exercise in determination, as the weather gods threw everything they had at us in an attempt to thwart our invasion of the sacred territory. Threatening morning skies eventually unleashed a precipitous wall of fog and significant amount of precipitation upon us as we approached the entrance to the park. Once inside the relative safety of the park boundaries, the fog was replaced by the vapor clouds of sulfuric gasses and ridiculously high winds that seemed determined to keep us down.

Not ones to be deterred, our resolute band of journalists soldiered on, tempting the fate of the gods as well as the park rangers. Repeated passes in front of the camera, innumerable U-turns and the occasional speed infringement were enacted in an attempt to document our struggle, so that the educated readers of the world might be able to determine for themselves whether or not the ST is worthy of their consideration.

While riding through the rain the extra protection from the inclement weather was truly a blessing. The tall windscreen made it possible to tuck in ever so slightly in order to avoid the oncoming raindrops while the pre-formed cut-outs in the side cowling did an excellent job of keeping the riders legs secluded from the storm. Combine these two features with the optional heated grips and it was easy to scoff at Mother Nature's feeble attempts to turn us back.

In the dry the 800 is just fast enough to give the sporting half of the ST equation a favorable review. Not too fast to make a new rider uncomfortable, yet fast enough to dispatch slow moving autos and unsuspecting riders if the urge overcomes you. In the wet, the power delivery is docile enough to keep you out of trouble. This is a positive trait in slippery conditions, but as we noted in the S section, it's not going to draw any K1200S owners away from their intercontinental cruise missiles. The good news is, touring isn't all about blurry scenery anyway. It's about getting from point to point in comfort and style. That's what the F800ST does well.

As if the relative comfort and positive feedback regarding the performance provided by the ST were not enough to convince you of its touring prowess then consider this: When ridden at a sane pace the bikes are claimed to achieve an astounding 50-plus mpg according to BMW. Both bikes offer a 4.1 gallon fuel tank and our observed range was in the neighborhood of 200 miles at a spirited pace which confirms the bike is capable of going the distance. A pure touring machine will have a longer range, but this is nothing to scoff at as it is on par with its sporting competitors. Passenger accommodations on this and the S both received favorable review from the one poor soul who volunteered to spend some time on pillion. Add into the mix a set of expandable hard luggage for $795 installed and this bike starts to get more touring-worthy with every turn.

Is the ST the new touring machine for the ages? Considering the quality of the large displacement sport-tourers out there, I'd have to say not quite. Is it a viable alternative? Definitely. Like its sibling, the ST it is easy going, handles well, has valuable creature comforts including the seat, long range, decent protection from the elements and a number of available options. All these features make it a real sleeper in the middleweight sport-touring class.

Conclusion

Both the F800 machines feel lighter than they are. They're easy to maneuver through the canyons, the 7-11 parking lot, garages or driveways. The motor has just enough power to keep it ahead of the family fun movers and keep your riding partners close. This is a well-crafted piece of equipment and has a host of factory options, including an $890 ABS system, $235 Heated Grips, $260 Tire Pressure Monitoring (TPM), $250 On Board Computer, $235 Anti-Theft Alarm, $120 Center Stand or White Turn Indicators for an additional $50. These value-added components and the right to sport that BMW key-fob should entice buyers to spend the extra money even though this bike the may not be the lightest, fastest or most powerful option on the market.

At $9,950 for the F800S and $10,950 for the F800ST, they are the second-most affordable gateway to the BMW riding experience. The X-series bikes are less expensive but none of them can offer the type of open-road performance, long-term comfort and sporty good looks required by the pure street rider. In contrast to the X-bikes the F800s have the majority of the street rider's needs covered.


Where do these two new machines belong in the grand scheme of things? Right where BMW believes they do. In the world of BMW the increasing number of riders globally in the market for a new or replacement bike has proven too hard to ignore. Its demographic is aging and the need for new blood has facilitated the creation of a number of new bikes intended to draw consumers away from the competition by capitalizing on the allure of owning a BMW and the prestige that goes along with it. While pricing is on the upper end of the spectrum, the ability to customize bikes before taking possession from the dealer, an enormous support network that is the BMW Owners Group and the perception of an enhanced quality of manufacture have carried the company to high levels of success at retaining its clientele throughout its storied history. Like the doorman says, 'you can check out any time you like, but you can never leave.'