BMW F 800 R

We revisit the F 800 R, where great performance, great features and a great price still rule

WHAT WE LIKE

Punchy engine
Sporty handling
Great ride position
Healthy fuel range
Awesome value for money

NOT SO MUCH

A little vibey
Freaky brake fluid reservoir

Long known for its four-cylinder K-series and Boxer flat-twin R-series engines, BMW charted new territory with the introduction of a parallel-twin powerplant in 2006, the Rotax-built, BMW-designed unit finding a home in the new F 800 S and F 800 ST. A sportsbike and a sportstourer, these models were keenly priced and warmly received by bike press around the globe. Now, three years on, those F 800 parents have produced a tearaway son, the new F 800 R hitting the market with a firmly-placed focus on fun.

Slipping into the naked streetfighter genre, the F 800 R is essentially a stripped down version of the first generation of F 800s, but with chain final drive (instead of belt), broad, leverage-affording 'bars and aggressive, angular streetfighter styling. In fact the F 800 R's design bares more than a passing resemblance to BMW's big bruiser naked bike, the K 1300 R, which is of course no accident.

Launched in Australia in the second half of 2009, the F 800 R now sits alongside the F 800 ST sportstourer and F 800 GS dual-purpose bike (exports of the F 800 S sportsbike to Australia ceased in 2009).

PRICE AND EQUIPMENT
In the F 800 R, that 798cc, liquid-cooled, DOHC, eight-valve engine is good for 87hp (at 8000rpm) and 86Nm (at 6000rpm). That's 2hp more than the F 800 ST, yet, curiously, BMW quotes identical torque figures for both. A wet multi-plate clutch and six-speed gearbox feeds the power down to the ground via chain final drive. Like the sportstourer, the naked bike's engine is a load bearing component of an aluminium bridge frame.

Surprisingly, the F 800 R's wheelbase is appreciably longer than that of the ST, at 1520mm (versus 1466mm), although its 25-degree steering head angle (versus the ST's 26.2 degrees) is sharper, for sportier handling. The F 800 R comes with a steering damper as standard.

The R is suspended by a non-adjustable 43mm fork and a rear monoshock, the latter adjustable for preload and rebound. In BMW style, both can be changed via easy-to-reach adjustors, with no tools required. Performing braking duties are four-piston Brembo calipers mated to 320mm discs up front, with a 265mm disc and single-piston Brembo caliper down the back. ABS is available as an option, at an additional $1265.

The standard seat height is 800mm, but 775mm and 825mm no-cost options are also available - simply indicate your preference at the time of purchase. A wide range of factory accessories are available, including tyre pressure sensors, luggage options and a sports silencer, among others.

Heated handlebars and slim LED indicators come as standard in the Australian and Kiwi models, as does the on-board computer, which, via the LCD display, can provide trip time, average speed, average fuel economy, range to empty, actual fuel economy and ambient temperature, among others. The colour-matched sport windshield (as opposed to the standard black item) is an optional $180 accessory.

The streetfighter boasts a fuel capacity of 16lt, which includes a 4lt reserve. All up, BMW says the F 800 R tips the scales at 177kg (dry) - that's 10kg under the F 800 ST.

Available in White Aluminium Matt Metallic, Fire Orange or Alpine White/Black Satin, BMW's F 800 R costs $13,900*, and comes with a two-year, unlimited kilometre warranty.

ON THE ROAD
From a distance the F 800 R looks little and light, and those first impressions are backed up when you hop aboard. However, that's not to say the R is cramped - far from it. With three different seat heights available the R will accommodate most riders nicely, and with the broad, relatively flat 'bars an easy stretch away, a fairly upright ride position means long days in the saddle are easily achievable.

Hit the starter and the parallel-twin barks into life, quickly settling down into a pleasant, muted rasp. Pull in the light clutch, snick it into first, give it blip of about 2000rpm and it's go time, the engine only too happy to slingshot the bike's 199kg (wet) forwards. At first you could be mistaken for thinking this engine is all about low-down and mid-range grunt - it's a parallel-twin, after all. But should an enthusiastic mood take you - and on a bike like the R it often will - you'll find it's happy to keep pulling right up to its 9000rpm rev limiter in the majority of its six gears. It's a flexible unit. We're not talking rip-your-arms-out acceleration here, mind, but there's more than enough to put a smile on your dial, and turn cars into specs in your mirrors from a standing start.

The electronic fuel injection is spot on and there's not a hint of harshness through the drivetrain - it's just as smooth as the belt-driven F 800 ST, and at first I had to check that it wasn't a shaftie (it's a BMW, after all…). At 100km/h in sixth gear the engine is pulling 4000rpm, and in general use - or anywhere away from a winding road - I found myself sitting between here and 6000rpm. The gearbox is a winner - slick and responsive, it was a far cry from the clunky item on the F 800 ST I sampled a couple of years back.

You'll notice the vibrations once you're past 5000rpm, despite BMW's unique 'mass compensator' mechanism (I could expand on this, but, well - life's too short…). Are they annoying? It depends on your taste in such things, and what you're used to. If you're used to four-cylinder bikes - especially those bearing the BMW badge - they might seem harsh. But those used to singles or other twin won't bat an eyelid. In any case, you only really feel them through the 'bars and, as I've said, above 5000rpm -they only become pronounced when you're pushing on, and by then you'll probably be having too much fun to notice. There's one knock-on effect you will notice, however - the view in the mirrors tends to blur a little.

In the cut and thrust of the city, the R is a super commuter - sure, the 'bars are on the wider side (in fact the R is 45mm wider than the ST), but with a healthy lock-to-lock steering range, light and precise controls, a low C of G and punchy performance, it makes light work of heavy traffic. Combined with an excellent Brembo braking package the F 800 R has the ability to turn what would otherwise be peak hour misery into a veritable playground.

And the fun doesn't stop once you're out of the city, no sir. Head for the hills, young man - for there you'll find nothing short of biking bliss. The R is immensely enjoyable on a winding road - I'm sure track days will be no exception, either - where its chassis, engine, suspension and brakes come together as one beautifully cohesive whole. Given the inherent compromise, the non-adjustable fork does a good job, and the rear shock holds up its end of the bargain too. I love the fact you can adjust the rear preload or rebound with the twist of a knob - throw in the choice of seat heights, and it's clear BMW is leading the way when it comes to 'rider-friendly' motorcycling.

Ample ground clearance will let you make the most of those Metzeler Sportec M3 tyres, and those wide 'bars let you tip the thing on its ear in an instant. Tight hairpins or high-speed sweepers - the R eats 'em up with gusto.

The colour-matched sports screen was fitted to Bikepoint's test machine, and I was amazed how well it worked, especially given I'm 188cm (6ft 2in) tall. Up to 120km/h it does a fine job, providing decent protection but keeping turbulence to an absolute minimum too. The instrumentation beneath it is clean and modern, and the amount of info that can be pulled up on the LCD screen is a huge plus too.

I was a little put off by the paltry 16lt fuel capacity, but I needn't have worried. In general use, including commuting, highway miles and a spirited sprint through the twisties, the R returned 19.9km/lt - that's good for nearly 300km between fill-ups, a figure that would undoubtedly increase in a more relaxed touring mode.

Downsides? Err, no - not really. It's a minor thing, but the front brake fluid reservoir is fixed to the handlebar via a springy metal bracket, which means the whole thing bobs around constantly on anything less than a super-smooth surface. This was distracting at first, although I have to admit that by the time I handed the bike back, I'd grown accustomed to it. That's it - that's the only foible I can think of in what is an excellent overall package.

For $13,900*, in my opinion BMW has scored a direct hit with the F 800 R. Beautifully finished, beautifully functional and incredibly entertaining - yes, in some way it's a stripped down F 800 ST, but in many other ways the F 800 R is also so much more.

SPECS: BMW F 800 R

ENGINE
Type: 798cc, liquid-cooled, DOHC, four-stroke, eight-valve parallel-twin
Bore x stroke: 82.0mm x 75.6mm
Compression ratio: 12.0:1
Fuel system: Electronic fuel injection

TRANSMISSION
Type: Six-speed
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame type: Aluminium bridge (engine as a stressed member)
Front suspension: Conventional 43mm telescopic fork, non-adjustable
Rear suspension: Monoshock, adjustable for preload and rebound
Front brakes: Twin 320mm discs with four-piston Brembo callipers (optional ABS)
Rear brakes: Single 265mm disc with single-piston Brembo caliper (optional ABS)

DIMENSIONS AND CAPACITIES
Dry weight: 177kg
Seat height: 800mm (775mm and 825mm no-cost options)
Wheelbase: 1520mm
Fuel capacity: 16.0lt

PERFORMANCE
Max. power: 87hp at 8000rpm
Max. torque: 86Nm at 6000rpm

OTHER STUFF
Price: $13,900*
Colours: White Aluminium Matt Metallic, Fire Orange or Alpine White/Black Satin
Bike supplied by: BMW Australia, tel: 1800 813 299
Warranty: 24 months, unlimited kilometres

*Manufacturer's price before dealer and statutory costs

BMW F 800 R

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