BMW enters uncharted territory by launching two middleweight parallel twins. Motorcycle Trader editor Greg Leech reports from the world launch in Cape Town, South Africa.
In what represents a major departure from BMW's tried and true Boxer and K series engine configurations, the Bavarian outfit has boldly launched a brace of middleweight parallel twins.
In an effort to garner a piece of the ever-expanding middleweight sector, BMW claims the new F 800 S and ST's potential marketplace to be made up of returning motorcyclists and those seeking a premium brand middleweight.
Designated the F 800 and F 800 ST, the bikes are powered by a liquid-cooled, 798cc, four-valve, parallel twin offering 85hp at 8000rpm and 8.7kg-m of torque at 5800rpm.
The engine is entirely new from the ground up, built in collaboration with Austrian manufacturer Rotax, a la the tie-up that produced the original F 650 Funduro.
Interestingly, the engine's 360 degree firing order (where the pistons rise and fall together), which traditionally has vibration as a major bugbear, is counterbalanced by what is essentially a non-firing third conrod. This, in basic terms, moves up and down in the opposite direction to the two 'live' conrods, effectively damping vibration.
The two versions of the bike are the ST which is a sports tourer and the S which is the sports model (see below for differentiating features).
ON THE ROAD
The launch timetable saw the assembled press set loose over a 300km route over Cape Town's spectacular western coast. Think Victoria's Great Ocean Road and you won't be far wrong.
Bothe versions of the bike are relatively comfortable, the cockpit featuring an analogue set of instruments, trip computer with the usual comprehensive functions. The S screen offers some protection but, unless the rider is in a full racing tuck, wind blast is taken at around chest height. For mine this is preferable to buffeting that some taller screens engender. The ST suffers a little from this, but for my 178cm it offered reasonable cover. Taller riders were not so impressed.
Expecting some pretty mediocre performance from the parallel twin configuration, I was pleasantly surprised by the bike's broad spread of strong power and its willingness to pull all the way to the 8500rpm redline. Not mind-bending, but easily the fastest parallel twin I have ever ridden. There goes one prejudice right there...
Suspension is capable at the front, although a degree of adjustment would be nice. The rear features rebound and preload adjustment, and soaks up bumps and road irregularities with ease. It has to be said that most of the roads we travelled on the launch were billiard table smooth, but suspension could not be faulted in that environment.
Gear ratios are nigh-on perfect, but box operation sadly is not. It's a pretty clunky affair, but engagement is sure and reliable.
SO…
This is one to watch. It works well, is extremely well-built and reasonably-appointed. ST purchasers will probably be those that don't want the hassle of a bigger bike, but still want to cover big distances, while the market for the S will be found in sports middleweight riders looking for something different. BMW has made ant art form of creating niches, and this is a perfect example of that type of marketing. Canny, clever and successful.
Expect to pay around $15K for S and $16K for the ST and the bike will hit Australian showrooms around September.
F 800 S AND ST KEY FEATURE SNAPSHOT
Intake manifold injection with electronic BMS-K engine management, oxygen sensor, fully-controlled three-way catalytic converter and secondary air system
Close ratio six-speed gearbox
Toothed belt final drive
Single-sided swingarm
Underseat mounted fuel tank
DIFFERENCES BETWEEN THE F 800S AND F 800 ST
F 800 S
Low windscreen
Upper fairing section cut short
Low-fitted handlebars
Rear grab handles
F 800 ST
High windscreen
Fairing with side panels
High tubular handlebar
Luggage rack
*Look for a full test of the all-new F 800 S and ST, in addition to the R 1200 S in the next issue of Motorcycle Trader