2011 BMW F800 R Review

December 23, 2010 by Barry Winfield  

Filed under Motorcycle Reviews

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Go to the 2011 BMW F 800 R Overview Page

BMW’s two-wheel offensive seems to be continuing with undiminished energy. On the heels of
the amazing S1000RR sportbike launched into the market in 2010 come two six-cylinder
missiles aimed right at the heart of the luxury-tourer market in 2011. And now BMW has
introduced the F800R to replace the F800S in its line up of middleweight twins.

The F800S was a sporty version of the parallel-twin family, sold alongside the GS and F650 GS
adventure-tourers and the ST sport-tourer. It was equipped with a half fairing and fairly flat
handlebars, and we would have thought that was the correct format for the F-series line up. But
BMW has now chosen to field a naked version of the F800 instead, so maybe the company
knows something we don’t.

Based to some extent on the bike used by World Champion stuntman Christian Pfeiffer, the
F800R has a small screen in place of the half fairing worn by the outgoing S model, a chain
final-drive from the GS model, and its own unique equipment and instrumentation. It’s still
powered by BMW’s DOHC, 8-valve parallel twin displacing 798cc, but in this guise the engine
produces slightly more power.

Asymmetrical deadlights are a contemporary naked-bike motif. Small flyscreen actually provides
reasonable wind protection.

The F800R develops 87-hp at 8,000 rpm, thanks mainly to a new variable-rate fuel-injection
pump that meters fuel more precisely, and new exhaust plumbing that houses the catalytic
converter near the collector, allowing a smaller and lighter rear canister. Maximum torque is
produced at 63 pound-feet at 6,000 rpm, but there’s good torque distribution across the engine’s
operating range, with 90-percent of it available at just 5,000 rpm.

Vibrations from the 360-degree twin (which produces primary and second-order vibrations as a
result of its configuration) are effectively counteracted by BMW’s clever lever-type balance arm,
which rocks away below the crankshaft to cancel the imbalance impulses. The only sensation left
is a pleasantly mechanical sense of the twin churning busily below the tank, which is felt through
the bars and pegs.

The F800R starts immediately and settles to an even idle, ample testimony to the precision of its
fuel metering system. Now with revised throttle-valve calibrations, response from the grip feels
both natural and instantaneous. The clutch is a light pull, and the shifter clicks smoothly into first
gear. With just a few revs on the analog tachometer dial, the bike moves off willingly.
Rear shock is a direct-acting unit, with rebound and preload adjustment.

Although it feels initially as if there isn’t much torque at low speeds and small throttle openings,
just cranking the twist grip through more of its generous rotation reveals plenty of tug available.
With most of the vibrations quelled, the engine will stomp away from very low revs without
much shaking, and the overall experience is pretty refined.

In fact, it is altogether a very pleasant engine to have beneath you. Even with lower-ratios in its
top three gears than those found in the other F800s—chosen for the brighter throttle response
that produces—the F800R cruises peacefully. Some of the riders on the introductory press ride
were surprised at how infrequently they felt it necessary to rev the engine all the way up to eight
grand and its power peak. There’s something in the character of the twin that allows you to
hustle reasonably quickly without lots of accompanying engine frenzy.
In the right hands, the F800R is a serious sportbike.

The riding position is fairly standard, with an aluminum handlebar with a modest rise and curve
toward the rider. BMW has been paying a lot of attention to seat height (and its reduction) lately,
and tall riders like me would actually prefer a higher seating position.

On the F800R I rode, the seat was at the standard height (there is a lower one on offer as an
option), and it was slung low enough to make the knee bend necessary to get my feet up onto the
pegs fairly pronounced. You can see it in the pictures. It isn’t too bad for short trips, but I’d
doubtless start to notice it halfway to San Francisco.

Other than that, riding comfort is good. BMW uses Sachs suspension pieces, and the fork is a
stout 43mm unit. Although it doesn’t offer any adjustments, it seemed well up to the various
environments we threw at it. The rear swing arm is a two-sided affair that rotates on needle-roller
bearings, and its spring-shock unit offers both rebound damping adjustment and spring preload
via a hand-wheel conveniently located just below the seat.
`
The handling feels great. BMW Motorrad manager Pieter De Waal talks about bringing more of
BMW’s vaunted performance and technology virtuosity from its car line across to the
motorcycle side, and the way this bike steers could be an example of what he’s talking about.

Riding home from the introduction along Pacific Coast Highway in Malibu saw me slicing
through traffic in a fashion even I didn’t quite expect. There’s something about a narrow
machine with razorsharp steering and decent Michelin Pilot tires that brings out the lane-splitting
monster in me, and I happily sliced and diced traffic all the way home.

Similarly, the bike inspired high levels of trust even on fog slicked canyon roads, where we were
soon using velocities higher than we might attempt on heavier, less-communicative motorcycles.
And this user-friendly character fully supports BMW’s decision to go the naked-bike route. Not
that the retired S-model was a less-than-competent handler, just that a standard riding position on
the F800R teams well with a light (440-pound) mass and nimble dynamics in most
circumstances.

The great thing is that the tiny flyscreen actually provides some wind protection, so an 80-mph
freeway windblast does not have you hanging on like a bug on a windscreen wiper. Also great is
that BMW uses Brembo brake components on the F800, with four-piston calipers up front, and
standard-equipment ABS. Some riders complain that the ABS can not be switched off, but most
riders won’t even think about it.

There is a longish list of optional extras for the F800R, including heated grips, luggage of all
kinds, an anti-theft alarm, trip computer, tire-pressure monitor, an Akrapovic exhaust canister,
and a center stand among them. The bike starts at $9,950, not including a $495 destination
charge, and is listed at $11,395 when equipped with the premium package, which includes a lot
of the more desirable options.

Beginner Riders

We’ve said it before, we’d prefer beginners ride 250s, but if you must splash out on a BMW
F800R, then the reasonable seat height, flexible engine, standard ABS and easy-riding nature of
the bike is on your side. Just please don’t go looking for all 87 horsepower until you know what
you’re doing.

Intermediate Riders
This is really not a bad bike for riders with some experience. The relatively undemanding rider
position, mild-mannered engine and nicely balanced control weights will work with you to
improve your skills. Having a quality product that will match your progress as you move toward
expert status helps in that you won’t necessarily want to upgrade the equipment. Just keep riding
that F800R.

Expert Riders

While experts won’t find the F800R to be the strongest machine they’ve ever piloted, mature
riders will likely accept the decent balance between speed, ride comfort, economy and versatility.
By whatever standards you measure it, the F800R is not slow, and it has a good strong chassis,
high-grade suspension components and decent tires to work with you in whatever riding
application you choose.

SPECIFICATIONS

SPECIFICATIONS

Engine Type Water-cooled 2-cylinder 4-stroke engine, four valves

per cylinder
Bore x stroke 82 mm x 75.6 mm
Capacity 798 cm3
Rated output 87 hp at 8,000 rpm
Max. torque 63 lb-ft at 6,000 rpm
Compression ratio 12.0 : 1
Fuel mixture Electronic injection, digital engine electronics (BMS-
preparation/engine KP)
management
Valve/gas control DOHC (double overhead camshaft)
Intake valve (diameter in mm) 32
Outlet valve (diameter in mm) 27.5
Throttle valve diameter 46
Exhaust gas purification Closed-loop 3-way catalytic converter, exhaust gas
norm EU 3
Acceleration 0-62 mph 3.9 sec
Performance figures/fuel consumption
Maximum speed over 125 mph
Fuel consumption City / Hwy 56 / 54
Fuel type Premium unleaded
Electrical system
Alternator AC generator 400 W
Battery 12 V/14 Ah, maintenance-free
Headlights 55 W (high/low beam), 5 W parking light, 21/5 W
(brake/rear light)
Starter 0.9 kW
Transmission
Clutch Multi-plate clutch in oil bath, mechanically operated
Gearbox Claw-type 6-speed gearbox integrated in engine casing
Secondary drive Endless O-ring chain with jolt damping in the rear
wheel hub
Primary transmission 1,943
Gear transmission ratios         I 2,462
II 1,750
III 1,381
IV 1,227
V 1,130
VI 1,042

rear wheel gear ratio 1 : 2.35

Chassis/brakes Go to
Frame Aluminum Bridge frame, load-supporting engine the
Front wheel suspension/spring Telescopic fork, 43 mm 2011
elements BMW
F 800 R
Rear wheel suspension/spring Cast aluminium double-sided swing arm, central
elements suspension strut,
spring pre-tension by means of hand wheel,
hydraulically adjustable at continuously variable levels,
rebound stage adjustable
Spring travel front/rear 4.9/4.9 inches
Wheelbase 59.8 inches
Castor 91 mm
Steering head angle 65°
Wheels Cast aluminium wheels
Rim dimensions, front 3.50 x 17″
Rim dimensions, rear 5.50 x 17″
Tires, front 120/70 ZR 17
Tires, rear 180/55 ZR 17
Brake, front Dual disc brake, floating brake discs, diameter 320 mm,
4-piston fixed caliper
Brake, rear Single disc brake, diameter 265 mm, single piston
floating caliper
ABS Optional equipment feature: BMW Motorrad ABS
Measurements/weight
Seat height 31.5 inch (low seat: 30.5, height seat: 32.5)
Unladen weight, road-ready, 440 lbs
fully fuelled
Dry weight 390 lbs
Permitted gross vehicle weight 892 lbs
Payload (with standard 454 lbs
fittings)
Usable fuel tank volume 4.2 gallons
incl. reserve approx. 1gallon
Length 84.4 inches
Height (not incl. mirrors) 45.6 inches
Width (incl. mirrors) 35.6 inches
Overview Page