F 800 GS Adventure and Tiger 800 XC

The BMW F 800 GS Adventure doesn’t spring too many surprises – if any at all. That’s not meant as an indictment, but when the donor bike is the F 800 GS, which has massive brand power in its own right, there isn’t really any cause for concern.

The F 800 GS was first released in 2008 and then updated in 2012 (review here
), but until this point there has never been an ‘Adventure’ version of the 798cc parallel twin, in line with the nomenclature on the bigger R 1200 GS Boxer range. That’s been somewhat of a surprise, but in 2013 BMW Motorrad has finally obliged. The differences between the F 800 GS and F 800 GS Adventure (hereafter GSA) are pretty much confined to the ‘bolt-ons’ – those bits that don’t cost an arm and a leg to modify compared to engine and chassis tweaks.

The differences between the two include:

>F 800 GS Adventure in Bike Showroom

The more robust carriage of the GSA means that it tips the scales 15kg more than the GS – 229kg compared to 214kg. That’s piddling really, when you consider the GSA can take an off-road ‘idea’ to another level. That’s achieved by a number of key pillars: fuel consumption isn’t a major issue; it’s tailored towards more aggressive riding; and if the situation does take a sour turn there’s plenty of protection to make sure the bike doesn’t end up in a parlous, twisted state. If that doesn’t take your fancy, then perhaps the standard GS is the better fit. The GSA takes adventure riding and adds even more polish.

Time constraints at Bikesales Network HQ meant that we only had one day to fully immerse ourselves in the F 800 GSA, and to minimise ‘margin for error’ we again dusted off a favourite route -- the return trip from Melbourne to the tiny village of Woods Point in the mountains, about 75km south of Mansfield. The route encapsulates it all: open and twisty tarmac, and then plenty of serpentine-like dirt roads – with provisions for taking more challenging detours.

I never like travelling alone in such situations, so we borrowed a Triumph Tiger 800 XC to tag along for the ride. The Tiger 800 XC – launched nearly three years ago in Australia (review here) -- is undoubtedly more closely aligned to the standard F 800 GS in its standard fit and fitment, but it was still a good chance to gauge each bikes’ relative strengths and weaknesses – particularly performance. Not a comparison test per se, but certainly two like-minded souls getting out and about. And they both look raw and powerfully built, primed for business.

>Tiger 800 XC in Bike Showroom

Triumph also recently announced a Special Edition of the Tiger 800 XC, which will go on sale in February, 2014.

The F 800 GSA’s engine is exactly the same as the GS’s, with the 798cc parallel-twin producing outputs of 85hp (63kW) at 7500rpm and 83Nm at 5750rpm. The engine – which now dates back to 2006 – is as dependable as it gets with excellent throttle response and fuelling. It’s just so smooth, flexible and torquey, which for an adventure bike is an ideal scenario for long hours in the saddle. But rev it harder and it takes on much more of a personality, which is the feeling I get when I ride all the BMWs fitted with this engine. It’s certainly not a raw, chest-beating powerplant, but adopting a more aggressive modus operandi just makes it a more enjoyable bike to ride -- and certainly helps to negate some of the extra weight in GSA mode.

But adventure riding is not a constant throttle-to-the-stops craft, and the generous, unintimidating nature of the GSA powerplant in the lower rpm range makes it ideal for tighter terrain, and where some clutch action may also be required to maintain momentum. And that’s just as enjoyable as open warfare, albeit a lot more physical...

The GSA only really starts to build up a head of steam about 5000rpm, and in a straight line shootout that means it loses out to the Tiger XC, whose 800cc triple definitely pulls with a lot more punch off the bottom. But then – much like the scenario with the Triumph Tiger Explorer and R 1200 GS – the GSA rallies and holds firm before running out of revs.

The GSA recorded an average fuel consumption of 6lt/100km with the Bikesales Network. Combined with a 24-litre fuel tank, this is one machine that takes adventure riding very seriously. The 800 XC is a little thirstier at 7.35lt/100km, and only relies on a 19-litre fuel tank.

Our GSA test bike was fitted with an optional ‘Enduro’ mode to complement the road setting, which delivers ‘off-road tuned’ settings for the traction control (Automatic Stability Control in BMW speak) and anti-lock braking (which is switchable). Enduro disengages anti-lock braking at the rear entirely.

Enduro allows those who like riding a little closer to the wind to start and finish corners with more authority, which not only makes for a more involving ride but is simply a lot more fun. In contrast, the road settings in the same situation will have you breaking stride more often.

You can purchase ASC ($385) on the GSA without having to buy the Enduro package as well.

The 800 XC doesn’t have traction control, but the engine’s charms -- naturally responsive and with a sweet balance – are such that it becomes confidence-inspiring in itself – something which can be said for most other triples in the British company’s line-up. The flat torque curve is the centrepiece starting from about 2000rpm, which makes it a mill for all seasons. Triumph claims 95hp at 9300rpm and 79Nm at 7850rpm for the 800 XC.

For the GSA, power delivery remains the same in the Enduro Package, which costs $580 – well worth the extra cost in my opinion, for the freedom aspect alone. Other factory options include electronic suspension adjustment ($450, ESA in BMW vernacular), an alarm ($505), and a low seat (860mm, no cost).  The standard seat height is 890mm, 10mm higher than the F 800 GS. Meanwhile, accessories include alloy sidecases ($1592), an alloy topcase ($1016), a windscreen ($578), various seats (price TBA), a sports silencer ($1161), navigation (price TBA) and an engine guard ($383). The sports silencer is a good option, as the standard two-into-one system produces quite a muted and monotone note.

The GSA also came with the optional electronic suspension adjustment ($450 ex-works), which only applies to damping adjustment on the rear; preload is adjustable via a handwheel. ESA allows the rider to toggle between Sport, Normal and Comfort damping settings, and I was perfectly happy leaving it in Normal for most of the day – with a brief foray into Sport when I was pushing quite hard on twisty tarmac. Comfort is really just more for the open road, when every little tarmac imperfection is consigned to history.

The GSA has a wonderfully balanced chassis, and the measure of that is when it’s in Enduro mode and the heat is on – there’s nowhere to hide then. You can push the front end particularly hard and deep into corners and it doesn’t flinch. The raised plastics at the front end allow the rider to really grip the bike as well, so even tighter trails are manageable. The Continental Twinduro knobbies offer quite spectacular grip in the dirt, just like the Metzeler Karoos on the 800 XC.

The 800 XC isn’t quite as pin-sharp at the front end as the GSA, but definitely feels more planted and well weighted at the rear. The rear Showa suspension squats nicely, allowing great drive and acceleration from the creamy smooth powerplant. The 800 XC’s front suspension is also fully adjustable -- a big leap over the GSA’s non-adjustable units – as is the rear.

Suspension travel on the GSA is 230 (front) and 215mm, and 220/215 on the XC.

The XC has the slight edge in braking performance, with its sliding Nissin twin-piston front calipers providing a little more bite and feel, but there’s no doubt that BMW is the king of anti-lock braking systems – although KTM is certainly throwing out an almighty challenge with the set-up on its new 1190 Adventure range.

The 800 XC is also a great bike to stand up and ply your trade, and for me the handlebar height is spot on, with just enough bend in the elbows to keep things comfortable. Ditto for the GSA.

The standards seat heights on the GSA and XC are 880mm and 865mm. There’s a no-cost low seat option for the GSA of 850mm, and the XC’s seat height can be reduced to 845mm in about 30 seconds by taking the seat off and relocating a lever. A nice no-cost option for shorties like myself, but for freedom’s sake – a more expansive and rangy cockpit – I still prefer the taller option.

BMW has beefed up screen protection on the GSA – it is 115mm taller than the GS’s -- so there’s plenty of shelter. Surprisingly, the screen isn’t adjustable, while the XC has that option available.

As far as standard features are concerned, the GSA is ready to go hunting as soon as it leaves the showroom, and includes LEX auxiliary lights, heated grips, off-road tyres, a centrestand, hand guards, pannier fastenings, engine protection guards, enduro footpegs and a two-position rear brakes. That’s all for $18,550, and then add $1535 if you want the full suite of factory options: the Enduro Package (ASC/ABS), ESA and an alarm.

As we intimated earlier, the 800 XC has more in common – bolt-on features wise – with the standard F 800 GS. The XC retails for $15,990, but if you wanted to spec it up somewhere near the GSA it would set you back around $1800, comprising a Protection Package (alloys sump guard, engine protection bars, aluminium radiator guard and rubber tank pad), CNC-machine footrests, heated grips and a fog light kit. Still, it presents a viable alternative, as it has all the other tricks of the adventure trade such as a comprehensive instrumentation – but still without the electronic prowess of the GSA with its ESA and ASC.

The GSA doesn't come standard with panniers, but the brackets are all fitted to the bike so at least there's a starting point. The Tiger was supplied with excellent Expedition soft bags by Andy Strapz, but if you want to stay original Triumph currently has a free pannier offer on the 800 XC, which includes brackets as well.

Both bikes also had front light protection, the GSA's a beefier item thanks to Touractech.

After ambling back into Melbourne on sunset, we were still full of beans – try that on a sportsbike! Both of these bikes are great purveyors of the adventure craft – BMW simply continuing its magnificent 30-year tradition, while Triumph has put its own runs on the board in a segment where guile and experience count for so much.

It’s not just that the bikes are so manageable to ride, but they make all the other bits and pieces a breeze to, such as the ease of teeing down luggage. When you’re adventure riding, all these little attention to details bits count.

A day well spent...

Second opinion
It was interesting to finally ride the middle class adventure models, having previously sampled the ‘full cream’ 1200s and the ‘skinny milk’ singles. Logic suggests the 800s should be the ducks guts, but are they? In a word, yep! Lighter and more chuckable than the big bangers yet gruntier and smoother than the singles, these two represent the ideal compromise.

But which one goes in the garage? Tough call, with the Tiger 800 XC constantly putting a smile on your face due to its willing engine and corner-carving goodness. That’s against the GS’ off-road surefootedness and ‘take me to Bourke & back’ comfort and fuel range.

For my time poor life the Tiger XC ticks more boxes with its perkier engine and sharp handling making it the ideal ‘everyday, everywhere’ mount. But if. I was lucky enough to have the available time and fun vouchers to travel this wide brown land regularly, then the GS would be an outstanding way to see it all. ‘Mad’ Murray Sharp