BMW F 800 GT

Since BMW launched its F 800 ST and F 800 S back in 2006 it’s carved out a rock-solid family of F-series models, all powered by the marque’s 798cc parallel-twin. The ST sportstourer and slightly sportier S were backed up by the F 650 GS (not to be confused with the F 650 GS single-cylinder model) and F 800 GS dual-purpose models in 2008, then the F 800 R naked bike arrived in 2009. The updated F 700 GS replaced the F 650 GS last year, the F 800 GT replaced the ST for the 2013 model year and the new F 800 GS Adventure has only just reached our shores.

The parallel-twin has effectively bridged a gap between BMW’s middleweight singles and its big-bore boxer-twins and in-line fours, and it’s certainly found a niche in the market. Hell, this perky and flexible powerplant even found its way into the Husqvarna Nuda 900 and 900R, albeit with an extra 100cc and a few modifications. The Nudas are proof of just how much fun a parallel-twin can be, but, sadly, with BMW recently selling Husqvarna to KTM, they’ve had the road pulled from underneath them -- KTM boss Stefan Pierer has already said they’ll be discontinued.

As the replacement for the F 800 ST, the F 800 GT on test here really takes us back to the family’s origins -- with a few tweaks here and there. In the spirit of its ‘Gran Turismo’ moniker, the GT essentially has a stronger touring focus than the ST. Revised ergonomics provide greater comfort, the full fairing and screen are said to deliver better aerodynamics and weather protection, the engine’s output has been boosted by 5hp (3.5kW), and the swingarm has been lengthened to aid stability.

BMW’s latest generation of ABS is now standard, as it is across the entire BMW range, while Electronic Suspension Adjustment (ESA) and Automatic Stability Control (ASC) are available as factory options. The cast-alloy wheels are now lighter, the handlebar is new, and the bike’s load capacity has been beefed up by 11kg to 207kg. The exhaust is also new, the instruments have been updated, the suspension has been massaged and there’s a new luggage system available as a factory accessory.

INTO IT
The F 800 ST was a cracking machine from the get go and I feel a tingle of anticipation as I turn the key in the GT’s ignition. I hit the combined starter/kill switch and the stock pipe erupts in a pleasingly raspy barrage of decibels -- it’s far from offensive but it’s a distinctive, throaty note, and a strong hint of the fun to come. BMW offers an Akrapovic pipe as a factory accessory -- it says it offers “a particularly earthy” note and saves around 1.7kg over the stocker.

Snicking first gear I give the light throttle a twist while easing out the equally light cable clutch. All the controls feel thoroughly refined and responsive -- it’s a sniper’s rifle rather than a shotgun, with an all-pervading sense of precision.

Threading in and out of traffic on the way to an early morning meeting in the CBD, its punchy twin is a real highlight. The five extra horses don’t go astray, and a total of 90 of ’em pushing a 213kg kerb weight is a recipe for spirited, if not exactly blistering, performance. I work the slick gearbox harder to get the most out of the engine for fast overtakes, but this isn’t a shortcoming. After all, it’s no S 1000 RR, but the ride is involving and dynamic, nonetheless.

EXTRA BEEF
Somewhat coyly, BMW attributes the power boost to a “revised set-up”. The old ST was a good 4kg lighter, so it’s probably much of a muchness. In any case, the power is dished out in ample supply through the rev range – a healthy bottom end blends into a punchy mid-range before a stirring top end signs off at the indicated 8500rpm redline. It rewards a caning, but there’s enough go everywhere to be pretty lazy with the throttle if you want to be -- it’ll adapt to suit your mood, every time.

The fuelling is near enough to perfect as I trickle along in the stop-start peak-hour crush, but I am very conscious of those mirrors. They extend out further than on the old ST, and while delivering an excellent, blur-free view to the rear, they do require a little extra care when negotiating tighter spots in the urban slalom.

Of course, commuting is fairly well down the GT’s priority list. As I beat a hasty retreat from the city, destination unknown, it’s evident that the open road is its natural habitat. At 100km/h in the top of its six-speed gearbox I’m wafting over the countryside at a super-relaxed 3500rpm. In fact, I treat sixth as something of an overdrive, as at legal highway speeds the GT feels a little happier in fifth.

KING COMFORT
BMW has always been king when it comes to rider ergonomics, and that reign continues with the GT. The new handlebars are 20mm higher while the footpegs are 10mm lower and 10mm further forward. While the stock 800mm perch is actually a hefty 40mm lower than on the ST, there is actually a choice of seven other seats, ranging from 765mm to 845mm. My test bike was fitted with the 820mm comfort seat -- a ‘king and queen’ arrangement that cossets my backside in a way only motorcycle tourers can truly appreciate. While still providing decent leg room, at 188cm (6ft 2in) I’d go for the 845mm comfort accessory seat if this GT was mine.

There’s a slight forward incline to the flat-ish handlebar but it’s not enough to cause any undue wrist pressure. At speed I cop a bit of wind blast off the top of the screen but little in the way of turbulence. Sadly there’s no tall accessory screen -- the accessory screen that is offered is an exact copy of the stocker, just with a dark tint. Still, the aftermarket suppliers will heed the call, no doubt.

Upping the pace through the granite-boulder-strewn backblocks around the central Victorian towns of Tooborac and Heathcote, it’s clear the chassis, suspension and brakes are up to the task. Through winding high-speed sweepers the GT keels over to an impressive angle of lean, its Continental Road Attack 2 rubber allowing it to make the most of its very healthy ground clearance. BMW officially class the GT as a ‘tourer’ but’s it’s a sportstourer through and through. Stable and secure, the GT can’t help but inspire confidence.

SMART SPRINGS
The suspension has also been revised to suit its GT role. While the swingarm is now 50mm longer for extra stability (not that I ever thought stability was a problem on the ST), the rear spring travel has been shortened by 15mm to 125mm, also dropping that seat height. Over some less-than-ideal surfaces the suspension impressed. This bike feels taught yet compliant, with enough comfort for long-haul touring yet the agility to show a clean pair of heels through the twisties. The perfect compromise.

Now’s probably a good time to mention the suspension adjustment which is just one aspect among several when it comes to the GT’s clever electronics. The test bike came fitted with BMW’s $985 ‘traction package’, comprising ESA, ASC, and RDC (that last one being electronic tyre pressure monitoring).

The ESA isn’t the all-singing, all-dancing version found of some BMW models. It only adjusts the GT’s rebound damping through a choice of Comfort, Normal and Sport options and it doesn’t alter preload. There’s no preload adjustment on the fork but there is a manual preload wheel for the rear monoshock. It’s easy enough to get to -- certainly easier than stuffing around with threaded collars and a C-spanner -- but it’s on the smaller side and there’s no clicking sound or any other indication of how far through its range of adjustment you might be. This makes keeping track of its setting unnecessarily difficult. The ESA adjustment, however, couldn’t be simpler -- just cycle through the three options via the button on the left-hand handlebar. There’s an appreciable difference between Sport and Comfort, but I struggled to feel much of a change between Comfort and Normal, and Normal and Sport.

The switchable ASC (traction control) is a worthwhile safety addition as of course is the ABS, the latter coming as standard. The ASC can be switched on or off on the fly via a switch on the handlebar. The ESA can be changed on the move, too.

The ABS is unobtrusive in its operation and it’s a great backup for what is a superb set of brakes. Slam on those twin-disc, four-piston Brembos and the GT washes off speed with eye-bulging haste, and with plenty of feel at the lever, too. The rear single-piston stopper also delivers decent power and feel.

ODDS AND SODS
The two-stage heated grips come standard and as the ambient temperature display dipped to seven degrees, I was thankful for BMW’s concern. However, I often found the speedo needle sweeping around to 120km/h or more on lonely country stretches, as the donk is just so smooth and vibe free as to be deceptively fast -- it’s crying out for electronic cruise control, if only to preserve those vulnerable licence points. Sadly, it isn’t offered as an option.

Fuel economy is good, as you’d expect of a modest-output twin. Over a mix of riding the GT recorded an average fuel economy of 4.9lt/100km, delivering a safe working range of around 275km from the modest 15-litre tank. That’s not a massive figure, especially for a bike with otherwise excellent touring credentials. While I think of it, the tailpiece-mounted fuel filler is handy -- filling up meant the accessory tankbag could remain in place. The tank is positioned down low in the bike’s mid-section with the ‘traditional’ tank being simply a cover for the airbox.

The sidestand’s small footprint was a little troublesome -- it’s prone to sinking into soft surfaces -- but the accessory centrestand was a ripper, and very easy to operate.

THE BOTTOM LINE
The F 800 GT is one very well refined, very competent, nicely finished and very enjoyable motorcycle. Far easier to manage than a big-bore heavyweight tourer, its nimble road manners and zesty powerplant spell big fun through the twisties, while its ergonomics and fairing provide impressive comfort. Its fuel range is, for me, its biggest drawback, but that’s the only blemish of note on one otherwise highly impressive scoresheet. Add panniers and a topbox, get your leave form in, and enjoy.

PERFORMANCE
Maximum power: 90hp (66kW) at 8000rpm
Maximum torque: 86Nm at 5800rpm

TRANSMISSION
Type: Six-speed
Final drive: Belt
Clutch: Cable

CHASSIS AND RUNNING GEAR
Frame type: Aluminium bridge with engine as a partially stressed member
Front suspension: 43mm telescopic fork, ESA damping adjustment
Rear suspension: Monoshock, ESA damping adjustment and manual preload wheel adjustor
Front brakes: Twin 320mm discs with four-piston Brembo calipers, ABS equipped
Rear brake: Single 265mm disc with single-piston Brembo caliper, ABS equipped
Tyres: Continental Road Attack 2
Sizes: Front 120/70ZR17, rear 180/55ZR17

DIMENSIONS AND CAPACITIES
Claimed kerb weight: 213kg
Seat height: 800mm
Wheelbase: 1514mm
Fuel capacity: 15 litres

OTHER STUFF
Price: $16,300
Colour: Valencia Orange Metallic, Light White or Dark Graphite Metallic
Test bike supplied by: BMW Motorrad Australia -- www.bmwmotorrad.com.au
Warranty: 24 months, unlimited kilometres