BMW F 800 GS test: the youngest of the GS models
It is true that the BMW F 800 GS It is the entry bike to the Gelände/Straße world, (which in German means “off the asphalt / asphalt”, offroad / road), but like its predecessor the BMW F 750 GS, this F 800 GS is prepared for playing in a league superior to what it appearsLet’s not forget that the 800 in its name is just a marketing ploy, BMW’s obsession.
That is, Despite being called F 800 GS, the engine of this GS is 895 cc.like its predecessor the F 750 GS had an 850 cc engine and its predecessor in turn, the F 700 GS had an 800 cc one. In fact this F 800 GS is mounting the same engine as the F 900 GS, the F 900 R and F 900 RX. The lower number in the name and the lower horsepower it offers are a way of distinguishing it from its more expensive sisters.
Having said all this, I don’t think the BMW F 800 GS is a “cheap” F 900 GS or a bike to make a difference to BMW customers. Rather, I think that This bike has a reason for being of its own and a specific philosophy that can fit a lot of people… without them even knowing it.
BMW F 800 GS Test: Engine and performance of the BMW F 800 GS
Like the 2024 F 900 GS, The F 800 GS has ten more horsepower than its predecessorwhich represents a greater percentage increase than the one received by the 900, going from the 77 HP of the F 750 GS to the 87 HP which will present the F 800 GS in 2024.
With almost 20 hp less than the F 900 GS, the F 800 GS may seem to be a long way behind its bigger brother in terms of performance. But the numbers don’t lie: it has the same 895 cc capacity, the same bore and stroke (86 and 77 mm respectively) and the same 13.1:1 compression ratio.
What is happening is that the power delivery of the F 800 GS is limited from 6,750 rpm (right where maximum torque is reached) to the red zone which starts at 9,000 rpm.
The reality is that The F 800 GS is electronically softened in performancethrough injection, but not through mechanical modifications to the engine. In fact, the torque curve is identical in the F 800 GS and the F 900 GS with its maximum (91 Nm and 93 Nm respectively) at 6,750 rpm.
The result is that The F 800 GS is capable of offering virtually the same experience as the F 900 GS from idle to 6,750 rpm.only falling behind from that regime. The official figures confirm this: the maximum speed declared by BMW for the F 900 GS is 200 km/h while for the F 800 GS it is 190 km/h.
But the difference in acceleration is very small, with the F 800 GS going from 0 to 100 km/h in 4.2 seconds while the F 900 GS claims 3.8 seconds, partly because it is lighter.
But the important thing is that on the road The engine of the F 800 GS is surprisingly fullpushing all the time and offering fantastic recovery and corner exits. It revs quickly and is very well connected to the rear axle, so winding through the city becomes a gentle zigzag, as does reaching and maintaining highway speeds, where the bike shows plenty of control.
We’re not talking about a performance bike, but we are talking about an incredibly enjoyable bike on twisty roads, where torque and acceleration will serve us better than a higher top speed. In addition, the exhaust has an open and deep sound that is very addictive.
It’s easy to be fooled into thinking of the F 800 GS as the “little GS,” but Although it doesn’t have the horsepower of its older sisters, the torque and acceleration will be there just when they are most useful.on those fun roads that this bike is designed for.
By the way, all this power and benefits are accentuated by the magnificent operation of the change, especially the Excellent and highly evolved quickshifter bi-directional, which BMW offers as an option.
BMW F 800 GS Test: Chassis of the BMW F 800 GS
We have already seen that the engine of this F 800 GS has been substantially improved, but the chassis is very similar to what the F 750 GS already offered. It maintains the same steel monocoque chassis and suspensions as its predecessor and also has the same brakes. Although this time there is the possibility of equipping it with the Dynamic ESA system for electronic and automatic regulation of the rear shock absorber preload.
In any case (although we have opted for electronic regulation at the rear) the front suspension is not adjustable and is made up of 41 mm bars with a travel of 151 mm (177 in the rear shock absorber). The standard suspension of the F 800 GS is of quality and manages the mass of the bike well.keeping it grip on curves and rough asphalt.
Being a very asphalt-oriented bike, it mounts 17-inch alloy wheels at the rear and 19-inch at the frontThere is no option to have spoked rims, but in exchange I think the standard ones are very adequate, as they also have angled valves to facilitate filling.
The braking system is Brembo, with two Two-piston floating calipers and 305 mm discs on the front axle and a 265mm disc on the rear axle. It may not be as impressive as the latest systems with monoblock calipers, but they have no problem stopping the bike (from 227 kg in running order) with great safety and progressiveness.
BMW F 800 GS Test: Equipment and ergonomics of the F 800 GS
The renewal of the model brings with it few aesthetic changes and although it seems a simple evolution, we have already seen that it includes a Significant increase in displacement and power. But it also incorporates greater electronic options such as the possibility of installing Dynamic ESA on the rear shock absorber and two driving modesin addition to Traction control and ABS with cornering function.
Other important new features include a lighter swingarm, standard LED headlight, adjustable selector, Heated grips as standardoptional keyless system and a 6.5 inch TFT screen in the cockpit. The handguards that were optional on the 750 are now also included as standard.
The F 750 GS still used LCD instrumentation as standard and offered the TFT screen as an option. But this new F 800 GS already includes the well-known TFT that BMW uses in other models and that comes as standard. It is a device that works very well, with simple menus and good brightness. It is perfectly visible on sunny or cloudy days and is well designed.
As for sizes and ergonomics, I will first tell you that I am 186 cm tall and that I feel comfortable on the motorcycle. seat is 815 mm from the ground and it’s not excessively wide, so anyone over 170cm tall is likely to find they can safely put their feet on the ground during stops and manoeuvres.
In my case, the driving position makes me forget that I’m on a smaller GS, until I put my foot on the ground. Everything else seems spacious to me, with wide handlebars and foot controls in their correct place, as well as the levers, which are adjustable.
Without a doubt the biggest drawback of the motorcycle’s ergonomics (and probably one of the biggest drawbacks of the motorcycle in general) is the windshield that comes as standard, which is very small and it barely does its job. In my opinion, getting a larger windscreen is essential to be able to turn this F 800 GS into a great little tourer or simply to enjoy it more comfortably in any situation.
BMW F 800 GS Test: Dynamic behaviour of the F 800 GS
The first impression that the F 800 GS gives when we get on it is that yes, it may be the smallest of the GS models, but it is certainly a GS. The feel of its components, the batteries, the mirrors, the finishes and plastics, the finishes and the wonderful TFT that it finally comes with as standard, everything makes us feel that We are facing a GS with all the letters.
The driving position is very well adapted to people of smaller stature and is very accessible for this reason and also because of the comfortable ergonomic triangle and the location of controls, buttons and elements.
Once on the move and after a few meters it becomes evident what will be one of the main drawbacks that no doubt anyone will find in this motorcycle and that is that the windshield is very small and causes a clear lack of aerodynamic protection. Although I admit that I personally forgive it quickly when I focus on the sound of the bike, The push that becomes evident very quickly and I feel with pleasure how the bike accelerates.
The engine revs quickly and has little to envy in sensations to its older sister, the F 900 GS. It is flat and pushes everything along the power curve and also It can be used very well thanks to the quickshifterwhich BMW has evolved a lot recently.
The immediate feeling is that the bike has punch, it has thrust and it is very fun, also offering a full GS experience…not full size, because it is very effective at accommodating shorter riders, but it certainly doesn’t have much to envy its older sisters in other respects.
The wheel sizes and suspension travel are more suited to the road than anything else, but this is a bike that doesn’t boast off-road capabilities. Winding roads are where you can fully enjoy.
The suspensions are of quality, progressive and hold the bike without any problem, although in my case (I weigh 100 kg) I could appreciate a slightly firmer fork.
When braking hard it sinks a little, but it doesn’t get to the point of pitching or making any kind of strange movements no matter how much I try. It is progressive and I think that If you drive it fine, the bike is a straight line even with my weight.
Overall the bike is fun to ride in curves and is much more capable than people thinkIt’s a bike that has 87 HP, 900 cc and a quality chassis. It’s no joke.
We could put its weak point in the fork, although it is not bad, it is simply the only thing that could be mentioned that deviates a little from the rest of the set, but it is not a problem at all.
The weight of the bike (227 kg in running order) disappears when you twist the handlebar, because the reaction is immediate and the bike is very balanced. It is a very funny, noble and precisewhich changes direction quickly. The engine pushes all the time and the exhaust sounds great.
It is not a “cheap” GS, it is a GS for other uses. But the quality, the experience, the equipment… and above all, the dynamic behaviour worthy of a premium motorcycle, are there.
The traction control and ABS work very well and the unit we tested had Dynamic ESA which is very convenient and very difficult to find on bikes in this segment, size or price. The only thing missing to turn this bike into a great tourer is a better windscreen.
But someone who, due to its size, budget or simply because it is clear that the use that he is going to give it is mainly on the road, can rest assured that it will find in this F 800 GS a total BMW GS experiencewithout having to go for a bigger (and more expensive) bike.
