BMW F800GT – Road test

The propeller manufacturer completed the renewal of the “F” range with the introduction last year of the BMW F800GT, which replaced the "old" ST. Devoted to "long-range" tourism, confirms the use of the belt for the final transmission, a solution that allows for less maintenance than the classic chain, also avoiding having to grease it in the case of a journey of a few thousand kilometres. Fun and easy to handle, much more than the full fairing suggests, has low consumption and management costs. It represents a rational and functional choice for all those who want to go a long way with their motorbike, with a little attention to costs.

Motorcycles with a full fairing were the dream of every child growing up until 25/30 years ago. The sports bikes were strictly "dressed up", and represented the top of production. Until the beginning of the '90s, either for the performance achieved, which now frightened the majority of users, or for the innovative and increasingly appreciated design of the first Monster model, which effectively paved the way for the success of naked bikes, which still lasts. Today, full-hulled grand tourers have become a market niche, with reduced sales volumes, and a clearly identifiable target clientele, made up of motorcyclists who love long journeys together with their two-wheelers, in comfort, but without giving up the pleasure of riding. BMW is certainly a reference in this area, and offers more grand touring models, starting from the "small" 800, then moving on to the R1200RT, and the "maxi", at least in terms of displacement, K1600GT. We could also include the K1300S among the GTs, because even if it is dutifully counted among the sports ones, in light if only of its 175 horsepower, it remains a convenient and comfortable motorbike, with which you can travel without any problem even for hundreds and hundreds of kilometres. Each of the four represents the interpretation of the concept of grand tourer in a different way, obviously devoted to total comfort the K1600GT, and to sportiness the K1300S, the R1200RT is the most classic of the BMWs with a twin-cylinder boxer engine in the touring version, while the F800GT on test is not just the little one in the house. It perhaps represents the most rational choice, because it contains dimensions, weight, displacement and price, while remaining very comfortable and suitable for long distances, but at the same time, it is also an easy-to-handle motorcycle and suitable for city use, as in any other context.

Aesthetics and finishes:

rating:  

Elegant and essential, but a little less naughty than its naked sister

After 6 years of ST, a model presented in 2006 and marketed shortly after, the tourist "F" is renewed and, on this occasion, also changes its name. The new F800GT has an even more touring vocation, in fact the fairing grows in size and protects the rider, as does the windshield fairing. The instrumentation is all new, with the two large circular instruments for the sake of tradition and analogue, flanked by a display that completes the information for the pilot. The look is decidedly sober, with exclusively single-colour colours, a pure white, the dark gray of the sample under test, and a lively orange, for those who appreciate stronger colours. The handlebar is also new, now in aluminium. The lines, under the hull, only the same as the "R", with the frame with double open cradle aluminum beam, a traditional fork with 43 stanchions and the rear single arm, here highlighted more by belt drive, replacing the classic chain. Even the exhaust, on the opposite side, is now shared with its naked sister. The alloy rims are very elegant, with thin spokes and a light gray colour, in contrast with the frame and fork legs, which are instead dark. The saddle is a good compromise, with a ground clearance of 800 mm and good comfort. However, you can indulge yourself among the solutions available on request. They range from the ultra low (765 mm) to the low (785), but two comfort versions are also available, with increased padding and width compared to the standard series, and a height of 820 and 845 mm. From the list of options almost all buyers will choose the bag kits, the rigid side bags with which the test sample was equipped are excellent, because they integrate into the line of the F800GT, even if in traffic a little attention to the dimensions is always necessary, but they have a good capacity (55 liters total). They can contain two helmets, and are equipped, in addition to elastic bands, with a very convenient fixed "tray" which allows you to avoid dropping the contents of the bag by opening the lid.

Engine and performance:

rating:  

Power and torque ideal for having fun, from here on, in theory, everything is superfluous

With the growth of power, as well as displacement, in the price lists we find motorcycles of all kinds with powers that were once unthinkable, 150 horsepower almost no longer causes a sensation, while the threshold of 200 is within the reach of many motorcycles. Ok, when choosing a motorbike we are obviously less rational and careful than when choosing a car, the costs of which are much higher. Furthermore, the motorbike is a whim for the majority of buyers, a game to have some fun with, so excesses are welcome. In practice, if we were to look for a threshold, to divide the market into "excessive" and "normal" motorcycles, the 90 horsepower of the BMW F800GT would be the power level that we would indicate as the reference bar. They allow you to move and use the motorbike in any context, without making you feel the need for greater acceleration or acceleration. On the road it is difficult to "stay put" by traveling the same route with another motorcyclist with common sense, whatever motorbike he has at his disposal. Let's say that beyond these levels, obviously remaining in the same weight range, it's all "more". Furthermore, in this case, the 90 horsepower, which is the highest step among those proposed by BMW for its 798 cc inline twin-cylinder, are coupled with an excellent level of torque, 86 Nm at 5.800 rpm, as well as a excellent delivery curve at low and medium rpm, with a constant push, with the better in the range from 3 to 7 thousand rpm, up to the limiter threshold around 9.000 rpm. We had already appreciated it on the R, equipped with 3 less horsepower, as we had also appreciated the “BMW style” sound which was given not only by the exhaust, but also by a particular 360° crank mechanism, coupled with a 180° phase-shifted mass to reduce vibrations, which are otherwise inevitable for this line architecture. The gearbox is an excellent 6-speed, with the sixth being longer, obviously, than the F800R. The clutch is light and well modulated although mechanical, the hydraulic pump is missing. For the final drive on tourers the classic chain is normally discarded, because it is a source of continuous maintenance. Anyone who uses their motorbike for demanding journeys knows this well, where a kit to clean and lubricate the chain is a must, at least every thousand kilometres. On high-end and high-displacement models, the most common solution is the cardan shaft, whose cost, however, is demanding, as well as its mechanical complexity. The belt, which BMW has opted for and which it continues to offer for the F family models, is less widespread, but still offers double the lifespan of the chain, around 40 thousand km, and practically zero maintenance., not being lubricated. The obvious advantage is simplicity and lower cost.

Ride and handling:

rating:  

Born for tourism, it also remains at the top in terms of handling

The full fairing is deceiving, both when looking at it when stationary, but also once you get on the saddle. The initial impression leads to "calling her" at least for the first few kilometres. It is believed to be much heavier than it really is. It weighs 207 kg, only 8 more than the "R", whose handling we had much appreciated. Once we took the measurements and did a bit of psychological violence, we had confirmation that the F800GT also has the same qualities. The excellent work done allowed us to obtain a truly successful compromise between comfort and aerodynamic protection for long motorway journeys, and driving dynamics, even on winding roads and in city traffic. The only attention that must be paid is that of the dimensions of the side cases, which remain within the width threshold of the handlebars, but which are anything but difficult to hit if you exaggerate with the "right left" citizens . Steering damper is standard, also useful for containing full load reactions. BMW invented the tourer and knows well that a dip in the asphalt at speed is enough to find yourself with the bike shaking, especially when you lighten the front by loading the passenger and luggage. For the rest, on the sample under test the electronics reigned supreme, with ESA and ASC adaptive suspensions, in addition to ABS, which is instead standard. If ESA can prove useful and convenient, ASC is anything but a mandatory option, in the dry it practically never intervenes, and in conditions of low grip a little sensitivity with the throttle is enough, given that the delivery of the twin-cylinder is very regular and without "explosions". We are still not thrilled with the way BMW electronics intervene, both during braking and acceleration. The impression always remains that he intervenes excessively invasive, cutting too much and grumpily when it comes to traction control, and excessively extending braking, in the case of ABS, due to a manhole or a disconnection. Brakes which instead are of excellent level for the F800GT, thanks to the two 320 discs at the front, combined with 4-piston calipers. The rear one is 265, with double piston caliper. The F800GT is absolutely one of the most multi-purpose motorbikes you can buy, easy to handle and light in the city, with a saddle placed at a low height from the ground, excellent and fun on mixed terrain and on curves, very stable on fast speeds, with aerodynamic protection at the top.

Price and consumption:

rating:  

The small GT maintains a fairly low price, excellent fuel consumption

11.100 euros is certainly not a small amount, especially if we hypothesize the comparison with less famous competitors, such as Yamaha's Fazer 8, which however has a half fairing, and which costs almost 3 thousand euros less, but they remain a good compromise if we make the comparison with the older BMW sisters, where the R1200RT starts from 18.200 euros. The optional extras, which can also be purchased in "packages", can increase the price, suitcases aside, among the main ones we find the central stand (€140), the traction control (€320), the ESA suspension adjustment system (€315), the heated grips (€215). Also available at the same price in a detuned version for A2 licence, with 48 hp. Consumption, however, is confirmed among the advantages of this motorbike, with which it is easy to reach averages of between 20 and 25 km/l.. With the 15 liters of the tank this translates into a good autonomy, over 300 km.

PROS AND CONS

We like it:
Very rational, with the right performance, ideal comfort for "serious" tourism, but overall purchase and management costs that are affordable.

We do not like it:
Comfort and protection are paid for with a less attractive line than its faired sister, electronics that are too abrupt and invasive

BMW F800GT: the Motorionline Report Card

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Test clothing:
Jacket: Tucano Urbano Trip
Helmet: Caberg Duke Legend and Riviera Italia