Hiya, had a look at the 800GS today and liked the look and feel of it... seems pretty bloody comfy compared with the KTM! was struck by a couple of things though.

A couple of electical components seem a little exposed, although i am sure this can rectified.

Looks difficult to get to the spark plugs, although the service interval at 6000 miles is very good.

The tank capacity at 16 litres seems a bit low, does anyone know if there is anyone working on ways to enlarge this or easilly carry additional fuel?

Looks a very promising overland bike generally though.

William

__________________
Will

Some day so soon....

hi tim,

i have just read your first post on this topic and then others. i think you requirements also meet with suzuki dl650 (except weight). have you had a test ride on dl? or do you just want to buy a bmw?

your comments are always precious for us (at least for me). thanks

__________________
ozhan u.
website under construction

Hi William,
I sat on the back of a static 800 as a pillion to a rider: there is quite a bit of room and either can slide around on the seat. The knee angle was comfortable, for a few minutes at least!

Yes, the reg/rec is very exposed on the side (that should keep it cool) - is that what you had in mind, or are other things sticking out?

I think all modern BMWs have 6000 miles official service intervals - certainly the "old" single cyl 650 has that specified.
Similarly, most modern bikes seem to bury the spark plugs out of sight, out of mind and difficult to get at. They are not done every 6000 miles - maybe 12000, I can't remember. Irridium tips should last longer of course.

Cheers,

__________________
Dave

I took an F800GS out yesterday. First impressions were that the view from the cockpit is very much as the F650 (hardly surprising) and the seat height wasn't that greater--more of which later. As with the F650, the clutch bites quite late in the lever travel which takes a few minutes to get used to. Clutchless changes both up and down the box are easy to do but can be jerky at lower revs compared to the 1200GS.

The F800's higher screen provides a bit better wind protection than the F650 but I would still prefer something higher for touring.

I tried to gauge the performance gain over the 650, but to be honest I couldn't feel any improvement, both bikes have ample power given their lighter weight.

The biggest difference for me is the larger front wheel on the F800 which has a negative effect for road riding. The bike doesn't drop into corners like the F650 and I found myself having to consciously use counter steering. I particularly didn't like the effect of braking mid corner! Having said this, I guess it's something you would get used to.

When I took the F650 out I hadn't realised the brakes were not semi linked, so you need to operate both. I've read a couple of reviews panning the F-GS brakes but they seem fine to me. They are not as sharp as a servo-assisted 1200, and feel about the same as the later non-servo 1200.

Playing with the onboard computer I found that in addition to average fuel consumption, there's a actual fuel consumption display showing the impact of the throttle setting. This would be extremely if there were long distances between petrol stops and you were trying to eek out the maximum range.

The test bike was equipped with vario panniers and top box. Whilst similar in concept to the 1200GS vario luggage, the panniers are not interchangeable as the exhaust cutaway is different. It might be possible to bring over the 1200GS top box with bit of Heath Robinson work.

I couldn't understand why the silencer sticks out so far. On other F800 models there's about 15mm gap between the rear tyre and the silencer, whilst on the F-GS bikes the gap is something like 60mm. The rear bodywork of the bike is already wide due to the underseat fuel tank and the exhaust gap will limit the size of alloy panniers.

I found an extremely muddy track that got worse and worse the further I went, with several deep sections of deep water that came over the foot pegs. But despite being shod with Battle Wing tyres the bike was confidence-inspiring and I tackled sections with more gusto than I would have with the GSA, even doing a couple of power slides. There was a 150mm step at one stage which the bike easily took, but I can't say that I noticed the larger front wheel contributing any improvement over the F650 offroad capabilities.

Back at the showroom I found that the bike I had been testing had a low seat which explains why it didn't seem that higher compared to the F650. When you sit on a low seat version in the showroom with your feet on the floor the hard seat edges dig into your thighs, but this doesn't happen on the road, and I certainly had found the low seat comfortable enough when riding as I hadn't noticed it was fitted.

Sitting on the display bike with the standard seat in the showroom the extra height was immediately apparent and it's about the same as my 1200GSA with the seat in low. You can order a low seat as a free-of-charge factory fit, or buy a second seat for about £175. I currently use a low seat on the 1200GSA when I expect to be going offroad and have an Airhawk seat on top which I inflate for the road sections.

One of the concerns I mentioned in the F650 review was whether the 'tank' area would be easily scratched if the bike was dropped--on the 1200GS the cylinder heads help prevent the bike going flat on the floor. Well I found out! I had been sitting astride the F800 chatting to the salesman and another couple in the showroom and when I went to get off the bike I hadn't realised that I had flicked the side stand up. The bike and I went down big time! How embarassing. A careful examination revealed no damage to the 'tank' area, just a slight scratch on the clutch lever. Woops.

So which bike do I prefer?
For looks the 800 has it. The matt magnesium F800 version looks particularly classy, especially in conjunction with the gold anodised forks, but why on earth didn't BMW use gold anodised wheel rims per the G650 X Challenge? The F650 is a pleasing-enough design but the 650 badging annoys me intensely and it would be one of the first things I would change, removing it with a hot air blower.

On the road, both bikes need a screen upgrade plus handlebar protectors. There's no discernable performance difference and the 21-in front wheel of the F800 is a liability, so for me the F650 has it. I'm also not keen on going back to tubed tyres of the F800.

Off road I guess the 800 has it due to the better ground clearance and the larger front wheel, but I think you'd need to be an experienced offroader to notice the differences and even more experienced to take advantage of them. You'd need to spend money on both bikes on engine bars (standard on the 1200GSA) and a decent bash plate.

Price? No contest, the F650 wins hands down.

So it's a draw.

__________________
"For sheer delight there is nothing like altitude; it gives one the thrill of adventure
and enlarges the world in which you live," Irving Mather (1892-1966)

Another good summary report therein Tim.
I'm slightly surprised that there has not been more comment on this thread about these latest Beemers (no one else been on a test ride I guess) - maybe it is a sign of the mature attitudes of those who read and contribute to this website (compared with the almost mass hysteria shown in some other locations ) that there is no great rush to jump onto one or other of these bikes.

Are you going to toss a coin of the realm then?

__________________
Dave

Thanks for a very useful review, I have wondered about the difference for a while now.. cheers

__________________
2000 Africa Twin
http://two-up-ona-twin.blogspot.com

The new twin-engine GS seems to be pretty much a straight competitor to the Honda Transalp 700 and Suzuki Vstrom 650. Not much difference in price in my country either, so be interesting to get to test that bike soon.

16 liters fuel tank, thats 6 liters less than a DL, would mean almost 150 kms less range, if their consumption is about the same.

Call me dumb, but I still dont quite get it, why on earth they are making things more complicated by calling an 800cc bike "650"........ then again, I've never understood the BMW indicators that you need all your hands to operate, either (yeah I know, you'll get used to them - kind of!!) So guess Im just not thinking 100% like the Germans.

Anyway, it seems like a very interesting new model.

Yes, squarely in that area of the market with these 2 Beemer twins competing with the V twins, on price as well.
Yep, the 650 name is confusing; especially the full title, F650GS, which has exactly the same "designation" as the earlier single cyl bike - lots of potential for confusion in ordering spares in the future!!

F650GS:
Tim mentions the good fuel economy; this has not changed, it has always been outstanding with the single and it seems that the twin continues to produce similar MPG figures - early days for reports of fuel economy, but it makes sense with fuel injection technology and the other BMW bikes that have used this engine for at least two years, in a different state of tune and "with the full 800cc unleashed", have returned good figures.
So, 16 litres may be enough for many people and purposes - the single cyl can do 200 miles between fill-ups with some reserve remaining.


There is an amount of rumour that the latest boxer 1200cc/105 HP is the last of them: "no way can that engine meet the next generation of Euro emission regulations" (euro 4/5/6???). With the 800GS we may be looking at the new future for the BMW GS monikor.
How about an 800 Adventure or 650 (that will be an 800, sir) Dakar????!!


Even more
Suzuki now well overdue to update the DL bikes? (1000 and 650).

__________________
Dave