The New BMW F 800 GS!
- Concept and Background
- Vehicle Characteristics and Technology
- Range of Equipment
- Engine Output and Torque
- Technical Data
- F 800 GS Tires: Tubed or Tubeless?
- UPDATE: April 2009 – Our BMW F800GS Review!
- GlobeRiders BMW F800GS Instructional DVD Review!
New BMW Adventure Bike Expected to Arrive at Retailers This Fall
January 25, 2008 – BMW Announces F 800 GS Delivery Delay
Motorcycle enthusiasts eagerly awaiting the arrival of BMW’s new F 800 GS will need to be a bit more patient, as production of the middleweight dual-purpose enduro will be delayed due to worldwide demand for the popular F 650 GS. The F 800 GS is now expected to be available at U.S. BMW Motorcycle retailers in the Fall 2008, making it a 2009 model.
In the meantime, prospective owners may also want to consider the 2008 BMW Motorrad GS line, which features the upgraded R 1200 GS and R 1200 GS Adventure models, which will arrive in dealerships this Spring.
The 2008 BMW R 1200 GS features a new aluminum handlebar which can be mounted in two positions and which offers increased ergonomics, making its seated (or standing while off-road) position even more comfortable. Its engine offers 5% more power and its new transmission ratios also mean quicker acceleration and better low-speed traction.
The R 1200 GS Adventure, named “Best Adventure Bike” three years in a row by editors of Motorcyclist Magazine, also offers a number of significant features that make it even more adept at riding to the ends of the earth.
In addition to new design elements, including two-part, two-color hand protectors, the new 2008 R 1200 GS Adventure provides a taller windshield, adjustable seat and extra wide foot pegs making long days in the saddle both comfortable and enjoyable. An 8.7 gallon fuel tank allows the rider to cover vast areas of territory easier and optional ABS enhances braking safety when required.
The most significant technological development found on both the 2008 R 1200 GS and GS Adventure models is optional enduro ESA (Electronic Suspension Adjustment) technology (a first-time offering for BMW off-road bikes) with three damper settings — Sport, Normal and Comfort — giving riders the option of customizing both front and rear suspensions to his or her specifications.
Motorcycle enthusiasts got a preview of all three new GS models at Cycle World IMS shows this winter.
1. Concept and Background
The heavily rumored and long-awaited F 800 GS is a new Adventure Touring or Enduro model in the BMW Motorrad lineup. BMW is presenting the motorcycle as “a worthy successor to the totally successful F 650 GS with its single-cylinder engine”. In typical BMW fashion, the bike is completely ready to go and can be outfitted with a huge number of accessories, which are described below.
The new bike is claimed to be off-road capable, with its sturdy appearance reminiscent of the very popular BMW R 1200 GS and its features like long spring travel, which should indicate what it can do off-road. The signals the bike gives off are clear yet diverse: fun to ride on the street and stamina on journeys even when the destination can only be reached by gravel tracks.
And guess what? It has a chain drive!
BMW claims a high level of stability combined with playful handling are features for the new F 800 GS, along with a strong chassis and impressive engine performance for maximum riding enjoyment.
The inline two-cylinder engine comes from the well-known F 800 model series, but beyond this, the F 800 GS has been completely redesigned. A completely new frame and new wheel suspension with new spring-shock absorber elements are used, for example, which, BMW claims, “will surpass the expectations of even the most demanding Enduro riders.”
The belt drive and single-strut swing arm of the F 800, which are ideal for pure on-road use, have been replaced by a light chain drive, which, in combination with a very stable, attractive aluminum profile double-strut swing arm offers particular advantages in off-road riding in particular. The new GS is thus not only in its element on roads – it can also always find a way off-road too.
BMW said that the bike “thus combines the two worlds in a way that has never before been achieved in this class and offers the maximum possible freedom in terms of its areas of use.” They have positioned the dynamic Adventure-Tourer at an attractive price, and our guess is that it will be an extremely popular seller.
2. Vehicle Characteristics and Technology
The abbreviation “GS” in the world of BMW is not an empty promise. This will probably be demonstrated in the future by the F 800 GS too, in continuation of a long tradition of rugged on- and off-road motorcycles.
The new model offers the typical qualities of an Adventure-Tourer — on- and off-road performance and capabilities. While large-capacity Enduros sometimes reach their limits because of their weight and overall design, the new F 800 GS is different, according to BMW.
The overall package combines balanced power and weight, excellent ground clearance, long spring travel, precise wheel guidance and sophisticated ergonomics, giving excellent off-road riding and excellent long-distance performance.
The chassis combines all the ingredients that a real Enduro needs: a sturdy steel tube frame that allows a steering lock of 42 degrees, a rigid upside-down fork with 230 mm spring travel, a sturdy aluminum double-strut swing arm with a path-dependent cushioned spring strut and 215 mm spring travel and solid wire-spoked wheels.
A 21-inch front wheel in the classic Enduro dimensions of 90/90-21 should provide running stability in slow off-road riding, while the rear wheel’s dimensions of 150/70-17 ensures that the engine power is always transferred securely to the track.
The engine is the parallel twin from the F 800 S modified for the new usage, with its cylinders now only inclined 8.3 degrees forward. The strong, liquid-cooled four-valve two-cylinder is particularly convincing because of its spontaneous response, its impressive torque and its low fuel consumption.
Nominally, the engine provides 85 HP at 7,500 RPM and at 5,750 RPM it sends 61 pounds-feet of torque to the sliding bearing based crankshaft.
Thanks to the regulated three-way catalytic converter and secondary air system, the twin also releases its power in a way that is environmentally friendly.
And the engine is balanced by BMW’s system that is unique in standard motorcycle design: an additional swivel con-rod balances the first and second level mass forces and ensures that the two-cylinder functions with the minimum of vibrations.
The low dry weight of 178 kg makes a major contribution to the dynamic riding properties. When filled with fuel and ready to ride, the F 800 GS weighs in at just 207 kg (456 lbs.).
The F 800 GS is claimed to offer an excellent level of seat comfort for both rider and passenger, along with a high standard of safety features. If required, it can be fitted ex factory with two-channel ABS that can be switched off. In addition, the extensive range of BMW accessories meets the further individual wishes of BMW’s demanding customers.
Overview of the main features of the new F 800 GS:
The most important details at a glance:
F 800 GS Design
The parallel twin familiar from the F 800 S/ST models forms the basis for the GS drive. For the new usage, however, some aspects of the engine have been modified. In order to allow long spring travel with a wheel spacing that remains moderate, plus an ideal distribution of weight, the cylinders are now only angled forward by 8.3 degrees instead of the 30 degrees with the F 800 S/ST.
This solution has been made possible by a new design for the lower engine housing section made from die-cast aluminum. It contains application points for the engine protection plate and provides the ideal working conditions for the semi-dry sump lubrication. In addition, the cylinder head has been reinforced in the area of the frame connection at the front on the right.
The GS engine has a modified clutch cover which creates more space in the footrest area and more room for a new oil dipstick and a changed clutch release shaft. Finally, the water pump housing and cooling hose connections have been adapted to the new position of the engine.
The side-effect of these modifications is that the engine is a kilogram lighter than the unit used in the S/ST model series.
Like the famous F 800 engine, the transverse parallel twin works with an even firing order (360° ignition offset) without crank offset on the crankshaft. Because there is one firing cycle for each crankshaft rotation, the sound is deliberately like that of boxer engines which work with an identical firing offset!
Most importantly, however, the even firing sequence creates the best conditions for a balance load change with high torque yield.
Unique Engine Balancer
The mass forces are offset by a balancing mechanism that is unique in series engine design. Instead of having conventional counterweight shafts, the oscillating mass forces are balanced by a joint system on the center of the crankshaft with deliberately positioned counterweight masses: an eccentric on the crankshaft offset against the crank pins by 180° carries what is known as a balancing connecting rod.
This connecting rod is hinged to an approximately horizontal balancing rocker. The kinematics are designed in such a way that the balancing connecting rod moves contrary to the two engine connecting rods. Because it is guided through the relatively long rocker, an almost linear swivel movement of the connecting rod head is achieved — that is, the small connecting rod eye describes a slightly curving path.
The mass distribution at the connecting road head and rocker is chosen in such a way that the mass forces resulting from the swinging movement combat, in every crankshaft position, the oscillating mass forces from the crank drive (piston and con-rod proportion). This means that first and second order mass forces are almost completely eliminated, resulting in low-vibration engine running.
Engine Lubrication System
The oil circulation system of the F 800 GS engine also includes a number of sophisticated details. To prevent punch losses, a semi-dry sump lubrication system has been designed which works without any separate engine oil tank.
Lubricant coming from the main bearings collects in a tray which also holds the balancing system and which is sealed off from the actual oil tray. Oil in this area is constantly vacuumed up by an oil pump and transported to the transmission housing, before running from there, under no pressure, via openings in the crank housing into the oil tray. The oil pressure pump supplies the lubricating oil system from this reservoir.
Cam Shafts and Timing
The cylinders in the GS engine are fitted with a high-tech cylinder head. As in the new engines in the K model range, here also, two upper camshafts driven by a toothed chain rotate and control four valves per cylinder via cam followers.
The F 800 GS, unlike the S/ST models, uses slightly modified camshafts which help the engine develop its power in a way that is ideal for enduros: with excellent torque, even and easily controllable. The valve drive via cam followers is low-wear, only produces minimal friction losses and is particularly rev-proof. The valve play therefore only needs to be checked after 20,000 km at the earliest.
Valve timing BMW F 800 GS
– Intake opens 14° after OT
– Intake closes 18° after UT
– Outlet opens 18° after UT
– Outlet closes 14° before OT
– Valve lift 9.64 mm
Other features that are typical of BMW include the fuel mixture preparation, which is via a manifold injection with BMS-KP engine control and two 46 mm throttle valves. The injection quantity is determined by the specially tuned engine control, not only via the injection period but also via the pressure that the fuel pump provides, depending on the power requirement.
The fuel system operates without return and only carries the quantity that the engine actually needs. Because of this economical, patented regulation system, the fuel pressure can be modified within a wide range so that the mixture is always ideal.
To measure the fuel quantity supplied, not only the well-known parameters such as load, engine speed and temperature are used, but also the residual oxygen content in the exhaust gas. The corresponding information is provided by a lambda probe positioned at the point where the manifolds join. This is followed immediately by the three-way catalytic converter, provided as standard, which quickly warms up after the cold start and can thus start its conversion work quickly.
The air necessary to form the mixture reaches the new suction silencers via suction snorkels positioned in the cool air stream. The positioning well above the engine, which is good for both on-road and off-road riding, and the
large volume, which supports torque were made possible by the positioning of the tank under the seat. The suction snorkels of the F 800 GS are visible as a design element.
The completely new, weight-optimized exhaust gas system is made entirely from high-grade steel and weighs in at just 8.5 kg. The single-wall manifold system is connected with the silencer via a plug connection with tension spring.
The attachment of a slip-on silencer is therefore easy and less costly, especially since the catalytic converter is integrated into the manifold. The end silencer provided as standard is constructed as a two-chamber silencer in a combined absorption/reflection design, offers a gas flow volume of 8 liters and is mounted on the left side of the motorcycle, half way up.
The F 800 GS is fitted with a secondary air system which, in combination with the regulated catalytic converter, reduces the emission of pollutants to EU3 requirements.
High-Revving Engine With Great Torque
The modern fuel injection system isn’t the only thing that ensures a prompt response from the F 800 GS twin; its low centrifugal mass also contributes to its agile power development. Even at the bottom of its rev range, the four-valver, which, with a bore-stroke ratio of 82 to 75.6 mm is not particularly short-stroked, soon speeds up and releases a good 90% of the maximum torque in the broad range between 4,000 and 7500 RPM.
Between 5,000 and 8,000 RPM, the engine develops its power dynamically, accompanied by a unique “Boxer” sound. The nominal performance data of the 798 cc twin of 85 HP at 7,500 RPM and 61 lb-ft of torque at 5,750 RPM therefore gives an incomplete picture of the potential that is available in practice.
In combination with the low total weight and closely stepped six-speed trans-mission, the F 800 GS accelerates from 0–100 km/h in about 4 seconds, and the top speed is over 200 km/h.
But it is not only the acceleration of the new GS model that is impressive; its traction is also remarkable. The BMW development engineers have focused quite deliberately on the smooth, confident development of power in the mid engine speed range rather than on absolute peak performance.
Sporting riders will be bowled over by the engine’s acceleration, while touring riders should enjoy the twin’s strong traction with minimal shifting. The parallel twin, which has been optimized for Enduro operation, not only manages to walk the tightrope between powerful torque and dynamic acceleration, it also proves that good performance does not necessarily involve high fuel consumption.
Ridden over country roads, a consumption of well below 5 liters of premium grade fuel per 100 km is possible. If required, the F 800 GS can also be fitted for use with normal octane fuel, which, however, reduces the peak performance by 2 HP and increases fuel consumption slightly. This modification is carried out by calling up a characteristic map in the control software, and can be cancelled again at any time.
The sophisticated engine concept shows additional technical finesse in its peripherals. The water pump, for example, is on the right of the cylinder head and is driven by a cog wheel unit on the camshaft. The advantageous positioning of the pump — directly behind the radiator with integrated thermostat — means that only short hose connections are needed. The engine therefore looks particularly compact and tidy.
An oil-water heat exchanger next to the easily accessible oil filter ensures that the engine warms up particularly quickly after a cold start. In addition, the heat exchanger also limits the engine oil temperatures.
BMW has fitted the F 800 GS with chain drive. BMW says that “because motorcycles suitable for off-road use are often used on roads that are unfinished, they need a secondary drive that is not sensitive to dirt.” The F 800 GS therefore has an O-ring chain with a division of 5/8 x 5/16.
A chain guide rail protects the aluminum rocker from damage. Four asymmetrical drive dampers provide shock absorption for the chain wheel bearer which is taken exactly over the full-floating axle via a grooved ball bearing.
While the six-speed transmission is taken from the F 800 S/ST models and only the transmission output shaft has had to be modified to the chain drive, the end transmission ratio has been changed. The F 800 GS thus works with a transmission ratio of 1:2.625 (16/42 Z).
Tubular Steel Frame
The tubular steel frame designed specially for the new GS models, built as a tubular space frame, offers a whole range of interesting details which improve the extraordinary off-road qualities of the GS models.
The slim steering head, for example, which is integrated with total stability into the frame structure, allows a steering lock stop of 42 degrees. The steering head is fixed using a completely new layout of gusset plates which have considerably reduced the design width without affecting the stability of the frame.
The steering lock is also improved by the fact that the steering lock is positioned in front of the handlebar. Off-road, the small turning circle of the GS is particularly advantageous when the bike has to be ridden through trial sections at walking speed.
The tubular space frame in manganese-alloy steel integrates the engine as a bearing element into the framework. The frame tubes are brought together in the area of the rocker bearings in forged steel parts. The frame tail made from rectangular steel pipe is taken up by the main frame via four screw connections and carries the new fuel tank (capacity 16 liters) which is positioned under the seat.
The new design was not only required because of the modified engine. In the front part of the bench seat, not only are the main frame and frame end very narrow, the seat itself and the covering of the suction silencer are very streamlined. This means that, in relation to the seat height, a very short arc has been achieved, which is the decisive dimension for being able to touch the ground.
The result is that the GS provides perfect seating both for giants of the road and for smaller riders.
Made-to-measure telescopic forks were designed for both models. Because of the very long spring travel of 230 mm, an upside-down telescopic fork is the best choice for the F 800 GS.
The overlapping of the fixed and sliding tubes is particularly large with this design, especially since the fixed tube diameter of 45 mm ensures excellent bending strength. Plastic deflectors combined with the front wheel covers provide protection against stones.
Aluminum Double-Strut Swingarm
The rear wheel suspension of the GS is similarly robust, with real slave qualities. It is based on an aluminum double-strut swingarm, die-cast in a single piece.
The F 800 GS uses a directly hinged central spring strut with path-dependent damping and spring travel of 215 mm.
The spring pre-tensioning can be adjusted using a handwheel, so that the rear wheel suspension can easily be adjusted for one- and two-person use. The tension stroke of the suspension can also easily be adjusted to individual requirements.
Wheels and Tires
The F 800 GS travels on aluminum spoked wheels, size 21 x 2.15 at the front and 17 x 4.25 at the rear. The front wheel size of 21-in, which is normal in Enduro sports, gives greater riding stability because of the greater gyroscopic forces, which can be an inestimable advantage on loose ground.
Road-capable Enduro tires are standard, but tires with a marked stud profile are also approved, and refitting is easy if the motorcycle is to be used mainly off-road.
The tire sizes are also proof that the F 800 GS is tailored to its preferred area of use. It travels on tires measuring 90/90-21 at the front and 150/70-17 at the rear. While the front tire supports easy handling and minimizes braking torque, the rear tires takes account of the high engine power.
F 800 GS Tires: Tubed or Tubeless?
UPDATE: From H.B.C.: “Rick, now confirmed – the F800GS has centre-spoke wheels, with tube tires. The F 605 GS of course has the aluminum wheels with tubeless tires.
In checking various forums there already seems to be lots of discussion/complaints about why BMW went (back) to a tubed tire on the F800GS (although when you run a 21 inch front end that pretty much sets the solution) rather than running what has become an accepted and highly reliable standard on the larger GS models: a 19 front and a 17 inch rear aluminum or side-spoke wheel that let you run a tubeless radial or a tire with a tube if desired.
BMW might possibly offer a tire option for the F 800 GS when it finally hits the streets. A 21 inch wheel with a thin tire is a real compromise for mixed street, high speed road and off-road work that heavily favours the off-road. Testers have already admitted that the front wheel inhibits highway driving, much like the 21 inch wheels on some KTM models did. I think options should, or will be available for the F 650 GS as well by the next model year.
Unless BMW provides an option, there is going to be a lot of activity as F800GS owners swap out the front, or both wheels, for other roadgear sets. From my perspective, other than the aluminum wheels used, and if a front tire change can be done for a 19, then this model is likely to garner the market, which is what BMW has tacitly accepted anyway.”
Braking Systems Meet On- and Off-Road Requirements
The F 800 GS braking system is also matched to the intended purpose. Because the F 800 GS is capable of reaching high speeds, the front wheel has two fully floating brake discs 300 mm in diameter with double-piston sliding calipers.
F 800 GS ABS “Expanded Diagnosis”?
wBWvisitor “J.S.” says “This is really apples and oranges. ABS wheel speed sensors don’t vary their distance from the toothed sensor wheel. That’s a constant. All the sensors do is “feel” how fast the bike is going and whether the wheel’s locked (not rotating) or not. That (among other variables) tells the ABS to back off on braking.
The only way the sensor-sensor wheel spacing could change is if the bolts holding the sensor came loose and the bloody sensor fell out! The sensor itself is fine-tuned with metal shims to get a feeler gauge clearance of nnmm’s depending on bike model and vintage; once set, there’s no variation in that wheel-sensor clearance.
That blurb … from BMW implies that this sensor-sensor wheel relationship is somehow related to an “expanded diagnosis” capability. Whatever the “expanded diagnosis functions” are, I doubt that they’re monitoring the sensor/sensor wheel distance from each other. It would be as pointless as having expanded diagnostics monitoring whether or not the handlebar is loose!
Ergo, I’d just end at “…expanded diagnosis functions.”, whatever those may be.”
At the front the steel-reinforced brake lines are laid in such a way that they do not push through the cockpit fairing when the telescopic fork is compressed. At the rear wheel, the GS is slowed down by a 265 mm disc brake with single-piston sliding caliper.
An option is BMW’s latest two-channel ABS with improved rear wheel lift-off detection. The current generation of BMW’s ABS is characterized not only by its compact design and low weight, but also by its very short braking paths.
The pressure modulator controls the optimum braking pressure in the regulating range via intake valves that are adjusted on a linear basis and is characterized by its very fast, fine regulating intervals.
The valves with infinitely variable cross-section openings also ensure that the rider only perceives a slight pulsing in the brake levers.
In addition, the BMW ABS system offers expanded diagnosis functions: the wheel speed sensors monitor their distance from the sensor wheel automatically and thus contribute to the motorcycle’s outstanding safety. Riders who routinely ride off-road can deactivate the ABS system before off-road use.
On-Board Electrics With CAN Bus and Immobilizer
The electrical system in the new GS is also at the top of the range, and works with an innovative CAN bus system.
As in the sister models in the F 800 model series, the single-wire system (SWS) has many advantages: it reduces the amount of wiring required, allows all control devices to be networked and thus simplifies the preparation of comprehensive diagnoses.
In addition, there is no need for conventional fuses, since the system automatically switches off the component in question in the event of a malfunction.
Since the introduction of CAN bus technology, an electronic immobilizer has been part of the standard equipment on BMW motorcycles. More than the correct ignition key is needed to start the engine; the chip integrated into the BMW key must report the right code to the ring antenna of the combined steering and ignition lock. Only then does the engine control allow the vehicle to be started. This technology offers the safest, most reliable protection against vehicle theft available today.
The electrical plug connections are waterproof and thus unsusceptible to faults. A 14 ampere-hour battery and a 400 W alternator ensure a reliable power supply.
The cockpit with its analog instruments arranged above each other and its information display including on-board clock provides the rider with information at a glance. As an item of special equipment, BMW offers an on-board computer with further functions such as gear display and stopwatch.
The asymmetrical double headlight with glass-clear plastic cover give the GS models the characteristic face of the youngest BMW generation. The reflectors, familiar from the BMW R 1200 GS and loved by night-time riders because of their superb use of light, are enclosed in a new plastic housing and are fitted with two H7 headlight bulbs.
On switching to high beam, the low beam remains active. The headlights are fixed using an unbreakable, lightweight plastic support which also takes the cockpit and the sturdy plastic cladding made from high-strength polypropylene.
Optimum Seat Design for Touring and Off-Road Use
Although the long spring travel in an Enduro generally results in a higher seat, riders of the new GS models will easily be able to touch the ground with their feet. The strongly tapered seat is offered in two heights: 880 or 850 mm.
The low arc length is also due to the frame, which is very streamlined in the critical area. T he seat is locked at the front in a vibration-absorbing holder. This layout means that there is an uninterrupted transition between the fairing, the frame and the seat.
For relaxed riding the new F 800 GS has a vibration-absorbent handlebar made from conically shaped aluminum tubing, and folding, wide steel footrests with hollow-chamber rubber surfaces. To be able to stand securely in the footrests off road, the rubber surfaces can also be removed.
The wide, upswept handlebars are fitted with easy-to-reach fittings; the grip width of the levers can be adjusted. The combined ignition/steering lock is also conveniently positioned in front of the handlebars.
As one might expect from an adventure-tourer, the GS also provides excellent comfort for the passenger. The seat length and footrest position allow the passenger to relax, while the long side holder brackets at the rear
provide a secure grip.
Last but not least, the fairing discs offer moderate wind protection, thus helping the passenger to travel in comfort. The high windscreen with its M-shaped design has been optimized in a wind tunnel.
The 16-liter fuel tank under the seat has proved a great advantage on long trips, not only because long distances can be traveled, thanks to the motorcycle’s low fuel consumption, but also because the tank bag can be left in place as the tank is filled. The lockable filler nozzle is easily accessible on the right-hand side of the motorcycle level with the passenger seat.
The color variants chosen underline the character of the new off-road capable F 800 GS. For the market launch, the F 800 GS will be appearing in Sunset Yellow/Black or Dark Magnesium Metallic Matte.
3. Range of Equipment
BMW meets the need for personalization not only through its special equipment, mounted at the factory in Berlin, but also subsequently through the special accessories that the local dealer or the customer adds later.
The special equipment and very extensive range of special accessories have been tailored to suit the new F 800 GS, so that the customer can buy high-quality, perfectly matching products that are in line with the character of this motorcycle.
Special equipment includes:
F 800 GS On-Board Computer
The on-board computer completes the range of information available. The on-board computer expands the range of information that can be displayed on the clear display in the combined instrument panel, adding the following details: tank display, gear display, coolant temperature, average fuel consumption, range, outside temperature and stop watch time.
A button on the left handlebar fitting allows the rider to switch through the displays and to select the information required. It is also used to operate the stop watch.
In order to offer shorter riders optimum ergonomics and the ability to reach the ground, BMW has fitted the F 800 GS with a lower seat. It reduces the seat height in the F 800 GS to 850 mm. If it is ordered from the factory, the customer is not charged extra.
Once it has been activated, the theft alarm reacts to any change in position of the parked motorcycle with very clear visual and audible signals. The extremely effective system can be deactivated via a remote control or using the ignition key.
The main stand means that the motorcycle can be propped up with very little effort. Thanks to the wide standing surface, the GS models will stand safely if, for example, the rear wheel has to be removed or the chain lubricated.
BMW F 800 GS Special Accessories
|Luggage bridge, small||Softbag Sport, small|
|Luggage rest, large, for Vario top case||Softbag Sport, large|
|Vario top case, black||Heated grips*|
|Case holder for Vario case||Low seat*|
|Vario case, black||White indicator lights*|
|Service tool kit||Main stand*|
|Back cushion for Vario top case||BMW Motorrad Navigator II|
|Tank bag, waterproof||Navigator holder, cable and attachment kit|
|Navigator Function bag||Theft alarm*|
|Hand protection bars||Engine protection bars|
|Add-on spoiler for Protector, large||Low windscreen|
|Splash protection extension, rear||High windscreen, tinted|
|Touring windscreen||Wind deflector kit|
|Akrapovic sports silencer||Enduro tail bag|
|Inside pockets for Vario case and Vario top case||Protectors (small and large) for hand protection bars|
|Products marked with * are also available from the factory.|
Note on Vario Cases and the Vario Top Case
The well-known, variable-volume saddlebag side cases (left case: 19–29 liter; right case: 28–38 liter) have been modified to the new GS models. Thanks to the care-fully conceived carrier system, the cases can be attached and removed in a moment.
Those who want to take even more luggage with them can also add the 25–35 liter top case, which has plenty of room for a helmet, for example. If required, the comfort of the passenger can be improved by attaching a back cushion to the top case. The inside pockets for the cases reliably protect luggage from dirt and damage.
The tankbag designed for the F 800 GS is a practical traveling companion. Because the fuel tank is positioned underneath the seat, the tank bag does not need to be removed in filling stations. The tank bag has a variable capacity of 14 to 26 liters and has a waterproof inside pocket so that no extra covering is required when traveling in the rain.
The bag also includes a waterproof map compartment and a place for small tools which can be accessed via the main compartment from the inside.
BMW Motorrad Navigator III+ GPS
With this navigation system, the rider selects an address, a city, a tourist destination or a way point. The BMW Motorrad Navigator III+ guides the rider, with detailed instructions, safely to the destination by the fastest or shortest route, as required, or directly (“as the crow flies”).
The display can be varied too: the rider can choose a map display, a combination of map and instructions, a roadbook or a compass function that displays the distance and direction to the next way point. A zoom function makes rapid orientation easier, at intersections, for example. Voice guidance using a helmet installation kit is possible in nine languages.
Hand Protectors With Spoilers
The three-part hand protector made from impact-resistant, continuously dyed plastic can take on a variety of protective functions, since individual modification is possible with the modular system. The hand protection bar deflects damage to the handlebar and handlebar fittings.
The protector attachment is available in two sizes and protects hands from stones, while the spoiler provides additional protection against the cold and wet.
Engine Protection Bars
A sturdy engine protection bar provides additional protection against damage in everyday use or during off-road travel.
The sports silencer in titanium and carbon made by Akrapovic fits without problems onto the original manifold system, which is fitted as standard with a regulated catalytic converter. It is a slip-on silencer fixed in place with springs. Using this silencer can save around 2 kg in weight compared with the standard system.
Enduro Tail Bag
This special tail bag attached behind the seat resists even the tough loads off-road. It contains several compartments and its outer fabric is not sensitive to dirt.
5. Technical Data
BMW F 800 GS Horsepower
BMW F 800 GS Torque
|BMW F 800 GS Technical Specifications|
|Bore/lift||mm||82 / 75.6|
|Power||kW/HP||63 / 85|
|at engine speed||RPM||7 500|
|at engine speed||RPM||5,750|
|No. of cylinders||2|
|Compression/fuel||:1||12.0 / Super unleaded (95 RON)|
|Valve/gas control||DOHC (double overhead camshaft)|
|Valves per cylinder||4|
|Valve diameter inlet/outlet||mm||32 / 27.5|
|Throttle valve diameter||mm||46|
|Mixture preparation||Electronic manifold injection, engine management BMS-KP|
|Headlights/rear light||W||55 (full/dipped beam) 5 parking light. LED(braking/rear light)|
|Clutch||Multidisc clutch in oil bath, mechanically activated|
|Gears||Dog-coupled six-gear transmission|
|Transmission, gear stages|
|Rear wheel drive||Endless-O-ring chain drive with back damping in wheel hub|
|Transmission ratio||1:2.625 (16/42)|
|Frame design||Tubular frame in steel, partly carrying the engine|
|Wheel suspension, front wheel||Upside-down telescopic fork,
fixed tube Ø 45 mm
|Wheel suspension, rear wheel||Double-strut swing arm, aluminum cast in one piece|
|Spring travel front/rear||mm||230/215|
|Steering head angle||°||64.0|
|Brakes||front||Double-disc brake Ø 300 mm|
|rear||Single-disc brake Ø 265 mm|
|on request: BMW Motorrad ABS, disconnectable|
|Wheels||Spoked wheels with aluminum rims|
|Tires||front||90/90-21 54 V|
|rear||150/70-R17 69 V|
|Dimensions and weights|
|Total width with mirrors||mm||945|
|Total width without mirrors||mm||870|
|Seat height||mm||880 (optional 850)|
|DIN tare, ready to drive||kg||207|
|Perm. total weight||kg||443|
|Fuel consumption 90 km/h||l/100 km||3.8|
|Fuel consumption 120 km/h||l/100 km||5.2|
|Acceleration 0–100 km/h||sec||4,1|
|Maximum speed||km/h||over 200|
Date of Publication: November 8, 2007
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