Make Model.





Four stroke, parallel twin cylinder, DOHC, 4 valves per cylinder


798 cc / 47.7 cub. in.
Bore x Stroke 82 x 75.8 mm
Compression Ratio 12.0:1
Cooling Liquid cooled
Lubrication Dry sump


Electronic intake injection


Knock control and oxygen sensors
Alternator Three-phase alternator 400 W
Battery 12V / 14 Ah, maintenance-free
Starting Electric

Max Power

62.5 kW / 85 hp @ 8000 rpm

Max Torque

80 Nm / 8.2 kgf-m / 59 lb/ft. @ 5800 rpm
Clutch Cable-operated multiplate-plate wet clutch


6 Speed 
Final Drive Belt drive with shock damper
Gear Ratio 1st 2.46 / 2nd 1.75 / 3rd  1.38 / 4th 1.17 / 5th 1.04 / 6th 0.96:1
Frame Bridge-type aluminium frame

Front Suspension

43mm Telescopic forks
Front Wheel Travel 140 mm / 5.5 in.

Rear Suspension

Die-cast aluminium single sided swinging arm with rear wheal axle and eccentric adjustment, central spring stud , spring pre-loaded hydraulically adjustable to continuously variable levels by means of handwheel, rebound damping adjustable.
Rear Wheel Travel 140 mm / 5.5 in

Front Brakes

2 x ∅320 mm discs, 4 piston calipers

Rear Brakes

Single ∅265 mm disc, 2 piston caliper
Wheels Cast aluminium
Rim, Front 3.50 x 17"
Rim, Rear 5.50 x 17"

Front Tyre

120/70 ZR17

Rear Tyre

180/55 ZR17
Castor 95 mm / 3.7 in.
Steering head angle 64.2°

Length  2195 mm / 86.4 in.
Width      860 mm / 33.9 in. (incl. mirrors)
Height   1225 mm / 48.2 in. (excl. mirrors)

Wheelbase 1466 mm / 57.7 in.
Seat Height 820 mm / 32.3 in. (low seat: 790 mm / 31.1 in.)

Dry Weight

187 kg / 412 lbs
Wet-Weight 209 kg / 461 lbs

Fuel Capacity 

16 Litres / 4.2 US gal.

Standing ¼ Mile  

12.2 sec

Top Speed

219.7 km/h / 136.5 mph

Reviews Motorbikes Today  /  MCNews  /  MCNews  /  Motorcycle-USA  / Motorrad


You ride your motorbike for kicks. Whether you take a short sharp jaunt cross country, a trip through the city or a long holiday trip with luggage, every ride should be a pleasure. This kind of versatility requires an all-rounder that gives the rider whatever they need - both on winding local roads and for fast motorway travel. But practicalities are important too: economy and reliability are just as important as great looks and riding pleasure - whether in the city or on a sporty weekend away. The BMW F800 ST is just such an all-rounder, combining pleasure and common sense in equal measure. And now with the new low seat option available there's an F800 ST for everyone.

This is what a sports touring bike should look like - combining touring fun and comfort with an impressive sporty touch: elegant, functional trim with superb wind and weather protection. A torquey, highly sophisticated parallel twin that meets the toughest environmental standards and loves to rev, yet is right up there when it comes to torque levels. The modern toothed belt drive gives loss-free power transmission and requires less maintenance than a chain drive, with higher durability. The chassis gives dynamic and stress-free pleasure on winding country roads, predictable handling in the city and can cover longer distances including longer stints on the motorway with a high degree of ride stability. And as one would expect from BMW, there are many intelligent accessory ideas available which will enable you to put together your own personal sports touring companion.

Head to your BMW Motorrad dealer to test ride the F800 ST - then you'll find out what we mean by "serious fun"!


The 2007 BMW F800S gives riders looking for an entry-level mid-sized sportbike the opportunity to obtain a piece of the BMW mystique.Imagine that you are riding an all-new BMW sportbike along the sickest road found on the Big Island of Hawaii. The dark highway passing rapidly beneath your wheels is in stark contrast to the blur of lush, green tropical flora flanking it on both sides.

A seemingly endless double yellow line disappears into the horizon with the warm smell of Plumeria's rising up through the air. Up ahead in the distance are the shimmering lights from the mirage of heat rising off the flowing curves, steep dips and relentless rises of this well-maintained slab of blacktop. This is definitely not California.

The steed for this epic journey is the 2007 BMW F800S, a motorcycle designed specifically to fill the middleweight entry-level void in the ever expanding BMW line-up. Drizzled with high-tech hardware including a single-sided swingarm, twin-spar aluminum frame, 798cc fuel-injected DOHC parallel Twin, steering stabilizer, 43mm front fork, adjustable Showa rear shock, sporty bodywork, multi-function information system and one of the most comfortable seats ever created. It's difficult to comprehend that this is one of the most affordable Beemers on the market today.

The new F-series includes the sporting S model, as well as the sport-touring specific ST version. Both are destined to pilfer middleweight bike sales from the less charismatic parts-bin specials offered up by rival OEMs these days. BMW calls these 'conquest' sales and is determined to increase its presence in the entry-level market with the introduction of these as well as the trio of single-cylinder 650cc X-series bikes we have already reported on. After spending two days pounding out hundreds of miles under the merciless environmental conditions imposed by the Kona climate, it is easy to confirm these two bikes have the potential to be a hit with the Tiffany-twisted desires of BMW riders.

The F800S gives an unobstructed view of the new 798cc DOHC parallel Twin while the F800ST's side cowling tucks the engine neatly away. Both machines utilize an identical base platform consisting of a twin-spar aluminum bridge frame with the 798cc parallel twin-cylinder engine serving as a partially load-bearing component. Front suspension duties are handled by a 43mm telescopic fork, not often seen on a modern BMW, and a more commonly utilized single-sided aluminum swingarm absorbing the bumpy roads through a single rear shock. Chassis geometry is identical on both versions starting with a sporty 57.7-inch wheelbsase, 26.2 degrees of rake and 3.7 inches of trail. Seat height is 32.3 inches on both bikes and an optional 31.1-inch seat is also available as a no cost option at the time of purchase or it can be picked-up from the dealer for $295.

 The four-valve fuel-injected liquid-cooled motor features a pair of 32mm intake and 27.5mm exhaust valves actuated by a chain-driven DOHC set-up with combustion chambers and port designs based on the experiences learned from the K1200S/K1200R motor. Performance numbers provided by BMW claim 85 horsepower at 8000 rpm and 63 lbs/ft of torque at 5800 rpm for both bikes. With this motor and chassis at the heart of these Twins, it should come as no surprise that both provided a very similar riding experience in terms of feel and performance. The big difference is of course the riding position and level of protection from the elements provided by the extra cowling on the ST. The sportier feeling of the S comes without the saddlebag mounts, high bars, and big-ass fairing.

The 2007 BMW F800S comes in sunset yellow, flame red, and Lahar gray metallic and has a list of available options like ABS, on board computer, tire pressure monitoring and anti-theft alarms. Our sport ride was focused on the riding experience as we journeyed over the mountains between the sanctuary of our hotel and the opposite side of the island with its tourist traps and coffee shops vying for our attention. Between the two lied miles of torn-up, un-maintained tarmac snaking through lava fields, road construction, military depots and ultimately the coastline - where the roads are not as great as those in the mountains and the scenery is beyond reproach. The acres of lava looked like the surface of an alien planet, with its jagged edges providing all the necessary reasons to stay on the road despite motoring along at a nice clip. Like steely knives aching to lay-waste to the beast this once molten terrain is not motorcycle-friendly. In contrast to the most horrible run-off imaginable was the flora-lined highway towards the end of the ride, which reminded us that we were actually still in paradise. It was here in the twisties that the S tipped its hand, revealing the true nature of the beast. This bike just makes riding enjoyable.

For the crowd who prefers the sporting approach to riding, the BMW F800S caters to their needs by offering a racy appearance perpetrated by its minimalist bodywork, cast alloy 10-spoke wheels and a riding position geared more toward sport riding. The bars and windscreen are lower than the ST, the bodywork allows for an unobstructed view of the engineering highlights and the black wheels look significantly cooler than those busy silver hoops on the ST - if my two cents are worth anything.

The S is quite plush under almost every commonsense riding condition, so there's no mistaking it is meant to be a streetbike, not a hardcore repli-racer. The term plush really does set the tone for the description of either of these machines. Its softly sprung suspension and even softer seat will extend the riding time significantly by reducing fatigue from the constant pounding highways are capable of delivering. Along the twisty, chopped up and deteriorating surface of Saddle Road, however, it didn't feel very soft. After hitting a few gaping chuckholes in a row at triple-digit speed I was happy BMW offers a steering stabilizer as standard equipment. Mosey along at sane speeds and you'll appreciate the squashy suspenders and sculpted seat.

Hawaii's golden coast and a bevy of BMWs - all we need now is a fruity drink with an umbrella in it.Sometimes soft is not always a good thing, particularly in the motor department. For those sport riders who judge a bike by performance numbers alone, this may not be the machine for you. The parallel Twin is pretty bland and it doesn't emit a very exciting growl but it does have a bit of character. The engine pulses ensure the F800 machines are not entirely devoid of personality - it's definitely a Twin. The only time annoying vibration is apparent is when it's tapped out at the upper end of the rev range - but what do you expect, an electric motor? It's not quite that smooth. The fuel injection system is very good, it's not abrupt at all, and the six-speed transmission works well too. There is not much of a distinguishable power band, instead it pulls in a linear fashion from bottom to top with a slight surge at the upper end of the tach. For new riders this will provide peace of mind and experienced riders will still be able to have fun because, when it comes right down to it, the bike runs very well.

Like the ST, the S handles good too. With a claimed wet weight of 450 lbss (401 claimed dry) the bike isn't exactly a featherweight but it has a fairly low cg that pays off with a very neutral and responsive feel to rider input. It's no R6, but it's in the ballpark of the middleweight competitor SV650 sans-fuel, so it's not a porker either. For one reason or another, the F800 gives off a confident feeling of stability at speed and is equally impressive on curvy roads or highways.

The styling definitely looks the part of a sportbike and the low bars and unprotected riding position support the sporting perspective quite well. However, the cushy seat and mellow motor do their best to keep the rider's ego reigned in and it's up to you whether this is a pro or a con. But in the end, the F800S is capable of running wild if you choose to ride it that way.

Source Motorcycle-USA