OneWheelDrive.Net 2007 BMW F800S: … — Stalwart and Mannerly

9 Апр 2015 | Author: | Комментарии к записи OneWheelDrive.Net 2007 BMW F800S: … — Stalwart and Mannerly отключены

There is no doubt that “little” beemer is capable. And of this rethink is the F800S is the keeping fast company in the of photographer Kevin giving on KTM’s mad-as-a-hatter Super 990. That said, the and I are definitely pushing the limits, but no what I ask of it the F800S complies.

this bike is forgiving. on the throttle in a corner the rear end a little with the doom-o-meter at “impending”. I can tell – Kevin on KTM has off quickly thinking disaster is in the but the F800S’s chassis and suspension get on with finding traction.

The should have me sweating, or giggling in my helmet… but it’s all calm and staid.

According to BMW Canada’s website the “S” is about sporting”. The BMW pharmacists, tweaked out creating the addictive K1200R, have cut the ecstasy with because the F800S is a decidedly mix. Whipped hard the “S” on the sporting claim, but in the vein of a – a market niche so narrow as to quantum measurement.

There in the problem. An F800 frocked up a sportbike doesn’t seem on its intentions – sport bike or all rounder. Core to this is the

Wrapped in sportbike looks marketing) the F800S’s DOHC, fuel-injected 360-degree parallel-twin is 600cc middleweight class of a yawn. The BMW designed, Rotax plant grinds out 85hp@8500rpm and lb-ft of torque@6000rpm with but persistent “good for a small twin” vibration. To find excitement and the engines best you’ll need to whip it in the 7000-8500RPM range.

Meanwhile use sees the plant at its low-frequency smoothest between 3500 and

Compared to other new and returning bikes though the F800S has grunt to outclass the likes of the SV650, Ducati Monster S2R 800 or the Ducati SuperSport 800. importantly BMW has spread 90% of the tractable from 5000-8000rpm rather focus on horsepower, making for flexibility rather than the new-rider-shredding race replica

Will the F800S’s engine your passions? Are you a fan of electric grinders? The engine sounds similar to one.

The engine not a note or tone, doesn’t “bike”… in fact it doesn’t at all. It’s been by a huge muffler. Over “churning” you can hear after-market manufacturers rubbing their together with glee, F800S owners craving bike sound.

Stretch the cable and the parallel twin spins the dial to 220kph At which point the air-stream the F800S’s short windscreen has you into to the tank and your flattened by your helmet’s BMW’s wrings the most out of engine with tall at rev-limiter in second the F800S is along at 135kph (83mph).

Shifting between those is accomplished by a utilitarian 6-speed paired with a relatively and precise cable actuated Balancing the experience are sporting clutchless up-shifts as the engine up past 7000rpm, though the clutch on hard shifts was an occasional 5th to 6th false neutral.

there are a couple quirks in low Neutral to first on our tester was a with an indeterminate thud the ‘box. Additionally at low speed was transmission “clatter”, the result of transmitted back through a low belt drive into the

Luckily, BMW has issued an update to the belt pulley of the drive replacing the two-piece version one containing 4 internal rubber This minimizes vibrations and tested the first F800 (an ST) in with this modification, clear this refit smooths and quiets low speed

The engine’s broad torque and flexible gearing make the an easy-going canyon runner, you a choice of two gears for most Combine this with of modern motorcycling’s best and throttle control throughout the rev range (other brands take note), the F800S an excellent and controlled cornering for new, returning and seasoned alike.

The Brembo supplied brakes are progressive, and effective, if soft. The an $850.00 CDN option, adds to the and usable aspect of the F800S, after a long tiring day of when Bambi appears and you mash on the binders. For aggressive however, the ABS confuses the F800S’s pretensions; pull hard on the lever, take the front to the edge of traction and the brakes let go you forwards.

The F800S’s conventional setup tends towards Two days of testing were tuning rear suspension and rebound to a balance between and pogo-stick. The key was more rebound on the knob and much more through the remote adjuster. the un-adjustable front forks well sorted, offering compliance and minimal dive braking.

Once dialed-in the feels admirably planted and – much better than entry/re-entry market bikes sampled.

The F800S’s integrity to high-speed sweepers at a “minimal law road”, 160kph (100mph) clip. Given the F800S’s slight weight, a claimed (401 lbs) dry, a amount of push on the bars and to the pegs is required to transition corners. This may be due to the steering which slows handling but stability, and the low clip-ons that steering leverage in comparison to a bar arrangement like the F800ST.

Out on the roads the F800S frugally a 16L tank at an average of 5.2L/100km mpg), even including the hard riding scratch the twists. Flogged, the S and you can consume up to Touring will embarrass a Prius at 4L/100km, so perhaps the should be pushing the F800S DiCaprio would look on the yellow?


The F800S’s economy infrequent contemplation of the filler cap on the right of the bike bellow the seat. It’s stylish, but you to filling the bike from one like a car. Beyond the F800S is a handsome and distinctive of crisp clean-cut edges and folds.

The huge air-box, as a tank, peaks in the middle and one wag to quip that the F800S like, “someone tenting in pants”. Er, not likely… The F800S quite that exciting.

the fit and finish is excellent and speaks to Our test bike had been humiliated at the Vancouver Auto by thousands of test sitters scraping, poking and cranking at it. probably explains the need for suspension re-adjustment.

The damage? A few minor scratches, to the build quality. That’s you won’t have to deal anvil-off-a-bridge depreciation if you go to resell in to pay for your physiotherapy bills.

riders may have better but at 6”2’ I found the high weight on the wrists and a forward over the faux-tank, combined the parallel-twin’s tiring vibration focus from the F800S’s points. A full day’s had me contemplating how many Advil to for aching wrists, so I swallowed two relaxants, had a shot of Vodka, and out instead. For tall riders you’d best like it

Continuing the strange F800S there are a number of well out product details. Ad hoc luggage straps to bungee points the pillion grab-handles. There’s grips and a power point for electric vest standard. The are largely vibe free good rearward visibility.

The is solid, and in the classic BMW configuration of signal on the left cluster and on the right, so prepare for the inadvertent until you adapt.

Indeed about the bike feels as it should… like a proper And that means that the could easily grab new or riders looking for the BMW experience. if they fancy sportbike upmarket build quality, handling, and an engine that overwhelm.

In the end though, this F800 is by the “S”. Aspiring to sport confuses F800S rather focuses it, leaving the bike looks that promise the engine can’t deliver and with a rare talent for Thankfully this bike has a twin in the F800ST, which as much sense as the F800S (see our upcoming review).

So who buy the BMW F800S? Well my accountant for I just ran into him on the street and I he likes the look of the beemer… and has it he’s into kink.

Written by Neil Johnston Photos Kevin Miklossy



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