BMW F 800 GS

 WHAT WE LIKE

NOT SO MUCH

In Australia, the R 1200 GS is BMW's biggest selling motorcycle, and over the years it has produced many tales of derring-do and adventure. It's the type of motorcycle where the seasons don't end, and unadulterated joy is just around the corner. It's the pre-eminent adventure twin.

Against that backdrop, BMW released the F 800 GS in 2008, which was probably the manufacturer's most anticipated new model of the year.

This one's a twin too, but instead of a horizontally opposed Boxer engine, the F 800 GS is powered by the marque's new parallel twin, which is also found in the F 800S/ST and F 800 R roadbikes, and the F 650 GS all-rounder.

The ethos underpinning the F 800 GS is just the same as its bigger sibling: an ability to get the job done in traffic-choked cities, before really showing its true colours in open space.

However, BMW freely admits that some large-capacity adventure bikes have their limits, mainly because of weight and overall design.

And funnily enough, the $17,250 (recommended price before statutory and delivery charges) F 800 GS is the easy 'fix' for that conundrum, particularly with its lighter weight.

The F 800 GS has some vague opposition, namely from the KTM Adventure (which is probably too big at 999cc), to the more road-orientated Honda Transalp, Kawasaki Versys and Suzuki V-Strom (all with less cc's).

PRICE AND EQUIPMENT
The F 800 GS has a dry weight of 178kg, as opposed to 203kg for the R 1200 GS and 223kg for the up-spec R 1200 GS Adventure.

That's a lot less carriage to be hauling around, although if it's brute performance you're after the Boxer still holds the winning hand.

The R 1200 GS produces a power-to-weight ratio of 0.51hp/1kg, compared to the 800's 0.47hp/1kg. The Boxer also has the advantage in the torque-to-weight stakes - 0.56Nm/1kg vis-à-vis 0.46Nm/1kg.

But the fact remains the F 800 GS is a lot lighter than the 1200s, which in slow and meandering off-road riding makes a massive difference.

As mentioned, the engine is borrowed from the F 800 S/ST and modified for GS duties, with its cylinders inclined 8.3 degrees forward instead of 30 degrees.

The GS boasts a cylinder head derived from K Series technology. A pair of camshafts driven by a toothed chain, rotate and control four valves per cylinder via cam followers.

The valve drive via cam followers is low-wear, producing minimal friction losses. That means the valve clearances only needs to be checked after every 20,000 km.

The parallel twin has an even firing order, which means one firing cycle for each crankshaft rotation. The sound is deliberately like that of boxer engines, which work with an identical firing offset.

BMW claims this configuration provides excellent power and torque characteristics for the mid-size GS.

Fuel injection uses two 46mm throttle valves.  A lambda probe is positioned where the manifolds join. This is followed immediately by the closed-loop three-way catalytic converter, which brings the machine in line with Euro 3 emission laws.

There is a balance shaft to smooth out some of the vibes, courtesy of an additional swivelling conrod. However, it hasn't completely muted the 'feedback' through the aluminium handlebars, and it's still kinda nice to know there are some mini explosions still happening beneath you.

The engine may be from the F 800S/ST bikes, but that's where most of the similarities end. Befitting its propensity for roaming, the 800 GS is chain rather than belt-driven, and there's a completely new steel tubular frame and suspension. The double-strut swingarm is made from diecast aluminium.

The USD fork has a massive 230mm of suspension travel, which a Telelever front end probably would have struggled to achieve. There is 215mm travel on the rear. The suspension travel on the 1200 GS is 190/200.

There is adjustable preload and rebound damping on the rear suspension, the former via a quick and easy hand wheel.

The GS has aluminium-spoke wheels, which is a sign it's a real purveyor of the rough stuff. That off-road bias is even more evident with the alloy bashplate and 21-inch front wheel, working in concert with a 17-inch rear. Tyres are dual terrain Continental Twinduro.

There is an underseat fuel tank to aid stability and lower centre of gravity. The fuel filer sits next to the seat, with the air filter and battery positioned behind the steering head for easy access.

The brakes are Brembo, with the BikeSales Network's testbike featuring two-channel switchable ABS, which is a $1265 factory option ex-Berlin.

The on-board computer is a pearler, with an analogue speedo and tacho mated to an LCD display, featuring a slew of readouts - average speed, average fuel consumption, real-time fuel consumption, kilometres to empty, ambient temperature, stopwatch, and current gear selected.

Other factory options are alarm ($505) and lower suspension ($250), and engine remapping to run on standard 91 RON unleaded fuel. Standard Australian and New Zealand market features include heated grips, on-board computer, LED indicators and a centrestand.

The F 800 GS is available in two paint schemes: Sunset Yellow/Black or Dark Magnesium Metallic Matt.

To check out the genuine accessories for the F 800 GS, click here.

ON THE ROAD
BMW really has this GS caper down to a fine art, and the F 800 continues the tradition.

With a compelling combination of stability, grunty engine, long-travel suspension and brilliant technology, the 800 is really, err, just like the 1200 GS.

For a start, it's just so easy to ride, which makes it an ideal piece of kit for those after some ride and giggle, or more serious pursuits.

The engine really pulls hard from around 5000rpm, kick-starting about 3000rpm of hard yakka. By that time, and in higher gears, you'll find the panorama flashing by at a fairly rapid rate of knots. Maximum power is achieved at 7500rpm, which is held all the way to 8000rpm.

And when you change down at 8000rpm, the bike remains smack bang in the meaty part of the torque, thanks to the close-ratio six-speed gearbox.

It really is a muscular powerplant, although there is no doubt BMW could extract a few more ponies out of it. I don't really see a compelling reason for it - and if you lust for more power, you're probably in the market for a 1200 GS anyway.

There is no doubt a 21-inch front wheel has its limitations for really aggressive road riding, but get onto some dirt roads and you won't be underwhelmed.

In that environment, the only shortcomings will come from the rider, as the F 800 ingests secondary dirt roads with absolute authority - and it will also play ball if you want to occasionally delve into more adventurous terrain with the long-travel suspension.

It's quite simple really: just clasp the wide-ish handlebars, adopt a slightly aggressive posture, and enjoy the ride - but turn of the switchable ABS first!

I didn't and, after really stretching the legs of the F 800 on one dirt section, the ABS - as it its wont - came into life when I hit the anchors really hard, and I speared straight through the turn.

That was a function of my lackadaisical attitude, because I'm really a big fan of ABS - it should be on all bikes.

The footpegs aren't massive units, but they are strong and sturdy, so they'll hold up with the increased stresses of off-road work.

Back on the tarmac, the F 800 is nearly as much fun, and comfortable for both the rider and passenger too. The heated hand grips were also well received, especially with temperatures recently plunging well into single figures in my neck of the woods.

My only gripe on the open road is the screen, which does generate quite a a lot of wind noise.

But that's a minor gripe in the scheme of things, as the F 800 GS walks the walk and talks the talk. It's a swagger borne out of GS legend - nothing to do with being cocky, but everything to do with getting the job done. Very well indeed.

Dual-sport bikes often fail at that hurdle, but not the F 800 GS. We now await the arrival of the oft-mentioned Tiger Cub to go head to head with the Beemer. That will be something to look forward to.

Don't know how much fun a GS can be? Then check out some GS action at this year's GS Safari in Tasmania: