Launch: BMW F 800 R

BMW only knows one mode at the moment, and that's full pelt.

Here's what's happened over the last 12 months or so. BMW Motorrad released the G 450 X enduro bike, extensively updated the K range of four-cylinder big-bores, went public with its S 1000 R superbike, and now we have the F 800 R parallel twin nakedbike.

The assaults on the enduro (450 X) and superbike (S 1000 RR) markets in particular have been headline news, underlining the fact that BMW has no sporting phobias.

Because if it did, you simply wouldn't go near those two market segments, as shortcomings don't slip under the radar - they are analysed, critiqued and lambasted until the cows come home (or until there is an update…).

It's been so far so good for the 450 X, and soon it will be the turn of the S 1000 RR to face the litmus test.

But that's for early next year, and today's forum is all about the F 800 R, where it will join the F 800 GS, F 650 GS and F 800 ST in the BMW 'F' series Australian line-up (there was also the F 800 S, but with its sales being cannibalised by the F 800 ST, it was eventually removed from the range).

The R is the logical last step to complete the F troop, and is "designed for excitement and maximum riding fun". It sits alongside its naked siblings, the K 1300 R and R 1200 R.

Design wise, the F 800 R is closely based on the K 1300 R, and is the motorcycle of choice for stunt wiz Chris Pfeiffer, who's been the indoor world champion for the last three years.

In my books, that's probably endorsement enough for the F 800 R's sporting abilities, as a doughy engine, unresponsive chassis and a lack of agility won't see a stuntman get past first base. Yep, the F 800 R is all about pedigree, not pedestrian.

But please read on as I throw in some more bouquets - but without photos of me doing one-handed wheelies, followed by twists in the pike position. I'll leave those shenanigans to Pfeiffer.

PRICE AND EQUIPMENT
The F 800 R may have the styling hues from the K 1300 R, but it's most closely aligned with - quite logically -- the F 800 ST.

They both share the same 798cc, liquid-cooled, eight-valve, DOHC parallel twin, with a bore and stroke of 82.0mm x 75.6mm and compression ratio of 12.0:1.

Then there's the matching aluminium bridge-type frames, 43mm forks, 320mm front discs, Brembo calipers, O-ring chains, non-adjustable steering dampers, mechanically operated clutches, adjustable preload and rebound on the rear, and the list goes on in various degrees of significance.

On second thoughts, it may have been easier to simply volunteer the main points of differentiation between the two bikes, which are as follows:

Most of the above differences are in deference to minimising cost on the R, as BMW knows that it's making a play on a price elastic market segment.

That's why the F 800 R costs just $13,900, with standard features including heated grips, an excellent on-board computer, and slim-line LED indicators. Factory options include ABS with an updated pressure sensor ($1265), anti-theft system ($505), tyre pressure control ($380), sport windshield ($180), accessory power socket ($50), low seat (775mm, no cost) and high seat (825mm, no cost).

The standard seat height is 800mm.

As ridden on the launch, which took in some great roads around the hinterland behind Brisbane (in balmy 37-degree winter heat!), the bikes included all factory options other than the ant-theft warning system. That took the price out to $15,775.

While I'm at it, in BMW parlance "options" and "accessories" are not interchangeable terms like they are for most other manufacturers. Options means it comes straight out of the factory in Berlin, while accessories are available at dealerships - either at the time of delivery or another time that takes your fancy.

On the launch, I again witnessed first-hand the virtues of the tyre pressure sensor, as one of the other scribes had taken on a nail in the rear Metzeler Sporter M3 rubber. It was only a slow leak, but the sensor picked it up from the get-go so we could get cracking on a fix.

That's a dual benefit: it can help save your rubber before it's obliterated, and there's also the much more important safety factor.

The following accessories are available for the F 800 R:

The other F series bikes cost $13,950 (650 GS), $17,250 (800 GS) and $15,800 (800 ST) respectively.

Claimed output for the F 800 R is 87hp at 8000rpm, and 86Nm at 6000rpm. I'm sure BMW could pull some more ponies out of the parallel twin hat, but it begs the question: is it going to offer much more in the valued-added stakes? My answer is no, and I'll go into that more a little later.

My maths tells me that the F 800 R produces 0.44hp/kg and 0.43Nm/kg, so we're already talking about some pretty respectable excitement-inducing performance in a svelte package.

The bike has a separate catalytic converter, and it's not integrated into the muffler like it is on the F 800 S. Which means it isn't as bulky.

The fuel injected mill has a swivel rod counterbalancer which just about negates all vibes, as I certainly didn't feel anything unpleasant through the non-rubber mounted footpegs, tapered bars, or dummy tank (which hides the airbox).

Mind you, I don't mind the odd reminder that mini explosions are happening beneath you, but it does wear thin over the long haul.

The bike has a stylish instrument cluster, remodelled from the other F bikes, and it's great to see both the speedo and tacho in analogue mode. They look a lot more stylish and are a damn sight easier to read - especially in direct sunlight.

The on-board computer includes a stopwatch function, among its many other attributes.

The frame, swingarm and engine are all finished in black, available in three separate liveries: white aluminium/matt metallic, fire orange or alpine white/black satin. The quality is, like all BMW artillery, first rate.

The F 800 R goes on sale in the first week of September, so contact your local BMW dealer.

ON THE ROAD
The F 800 R goes with the flow whether you're going slow, fast, faster or fastest, and that's what makes it such a bundle of fun - like most middleweight nakeds.

It's a seamless exercise to maintain momentum, and a large part of that is due to the excellent throttle response. There is no nastiness between on and off throttle, which was particularly helpful through peak morning and afternoon traffic in Brisbane.

The low centre of gravity (the fuel tank is positioned under the seat), light clutch action, slick gearbox, fully functioning mirrors (other manufacturers take note) and low seat height also adds to its urban appeal, as well as the 199kg wet weight.

But it was through the labyrinthine roads behind Brisbane where the tempo really lifted - but not necessarily by giving the gearbox a hammering.

The long-stroke F 800 R produces 90 percent of its torque from 5200-7800rpm (maximum torque is 6000rpm), so if you're inclined to stay in one gear for a prolonged period and ride the wave, you can.

In tighter territory, that may be third gear, with occasional flourishes into second for some extra punch.

And to enliven proceedings even more, you could easily drop a tooth on the front sprocket. That would be handy in very tight terrain where, for example, second gear is a smidgeon too tall and you want to stay clear of first gear.

As it stands, the F 800 R saunters along at 4000rpm at 100km/h, which is good for a theoretical top speed of a shade over 200km/h. At 8500rpm, the R's work is all done.

While above 5000rpm is where the real action begins, the F 800 R still does some heavy lifting in the basement, where 2500rpm is still good for 55Nm. It also pulls cleanly from a part throttle as low as 1000rpm, which is great news for city use; that's not far above idle.

The 235km ride threw up all sorts of challenges for me, including eating other people's leftovers at the lunch stop. That aside, the roads had a lot of fresh debris (bark, leaves) and plenty of bumps and humps. Fortunately, there was no awkwardness on the part of the R, which took it all in its stride.

The suspension is fairly basic fare, but there were no nasty deflections or high-speed wallows off some of the squared-edged bumps -- just stability and faultless changes of direction.

And did I mention the seat? It's a pearler: firm and comfortable.

Middleweight nakedbikes have a propensity to sneak under the sporting radar, but without any good reason. In my opinion, they push all the right buttons - particularly on performance and price - and really allow riders to reach somewhere near their riding potential.

The F 800 R meets all those ingredients and, in a class where fours and triples are the norm, the parallel twin is a very rewarding departure.

And at $13,900, it's got the class-leading Triumph Street Triple in its sights, which should make for a spectacular brawl.

TRANSMISSION
Type: Six speed
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame type: Bridge-type aluminium with load bearing engine
Front suspension: 43mm telescopic forks, non-adjustable
Rear suspension: Monoshock, adjustable for preload and rebound, cast aluminium swingarm
Front brakes: 320mm discs with four-piston Brembo calipers
Rear brakes: 265mm disc with single-piston caliper
ABS: Yes, as an option. Non-switchable.

DIMENSIONS AND CAPACITIES
Claimed dry weight: 177kg
Claimed wet weight: 199kg
Seat height: 800mm, 75mm (option), 825mm (option)
Wheelbase: 1520mm
Useable fuel capacity: 16lt (4lt reserve)
Fuel type: 95 RON unleaded

PERFORMANCE
Claimed maximum power: 87hp at 8000rpm
Claimed maximum torque: 86Nm at 6000rpm

OTHER STUFF
Price: $13,900 (before statutory and dealer charges
Colours: White aluminium/matt metallic, fire orange or alpine white/black satin
Bike supplied by: BMW Motorrad Australia (www.motorcycles.bmw.com.au)
Warranty: 24 months, unlimited kilometres