The new BMW F 800 S/ST.

1. Features and Technical Highlights. 2. Range of Equipment. 3. Engine Output and Torque. 4. Specifications.

1. Features and Technical Highlights.
Entering the midrange motorcycle segment with no less than two new models at
the same time, BMW is continuing its powerful model initiative:
After a development period of just 47 months - including the period of
comprehensive concept studies - the sporting F 800 S and the touring-oriented F
800 ST now form BMW Motorrad's fourth model series, setting the foundation for
more models to come through which BMW will be closing the gap between the F 650
single-cylinders and the flat-twin models.

The engine is a brand-new Parallel-Twin with four-valve technology and
798 cc displacement developed by BMW Motorrad in close cooperation with
Austrian specialist Bombardier-Rotax GmbH. The power unit is built in
the Austrian Rotax plant according to BMW standards and specifications, from
where it goes straight to the assembly lines of BMW Motorrad in Berlin for
final assembly.

With its powerful character, the two-cylinder model series combines impressive
torque and pulling force, superior responsiveness and good fuel economy all in
one. Maximum output is 62.5 kW/85 hp at 8,000 rpm, with peak torque of 86 Nm/63
lb-ft on the crankshaft running in slide bearings at 5,800 rpm.

Mass forces are balanced on BMW's new Parallel-Twin by a unique concept never
seen before on a production motorcycle: An additional swivelling
conrod sets off first- and second-order mass forces, enabling the two-cylinder
to run softly and smoothly, with vibrations reduced to a minimum.

The specifications of the power unit featuring a fully controlled three-way
catalytic converter and secondary air flow for optimum protection of the
environment are nevertheless hardly sufficient to describe the impressive
performance potential of these new motorcycles from BMW: The S-model, for
example, accelerates from 0-100 km/h in just 3.5 seconds, offering a high
standard of engine flexibility at all engine speeds. The slender,
aerodynamically optimised fairing provides particular advantages at high
speeds, and low dry weight of just 182 kg or 401 lb makes an important
contribution to the motorcycle's dynamic performance.

With full tank and in road trim, this athletic performer weighs a mere 204 kg
or 450 lb, with the ST-model showing just 5 kilos or 11 lb more on the scales.
The key to this low weight is consistent lightweight technology all-round, the
weight-optimised extremely stable aluminium frame and the attractively designed
aluminium single swinging arm revealing at very first sight that these new BMWs
are meant for business.

Offering superior steering precision, the suspension and running gear is
designed for a high standard of tracking stability and optimum handling.

Then there are other classic BMW virtues such as optimum seating comfort for
both the driver and passenger as well as exemplary safety - qualities, indeed,
redefining the standard in the midrange motorcycle segment. It almost goes
without saying that the F 800 models are available straight from the factory
with BMW Motorrad's new, optional two-channel ABS.

And as usual a wide range of special equipment meets further customer
demands, offering personalisation options of the highest standard.

The most important features of the new F 800 S/ST at a glance:
• Compact sports/sports touring machine with excellent riding qualities
and superior agility.
• Liquid-cooled Parallel-Twin displacing 798 cc, featuring four-valve
technology and unique mass compensation.
• Max output 62.5 kW/85 hp at 8,000 rpm, max torque 86 Nm/63 lb-ft at 5,800 rpm.
• DOHC follower valve drive as on the new K-generation.
• Intake manifold injection with electronic BMS-K engine management,
oxygen sensor, fully-controlled three-way catalytic converter, and secondary
air system.
• Close-ratio six-speed gearbox for excellent performance.
• Low-noise, long-life rear wheel drive by toothed belt.
• Torsionally stiff aluminium frame.
• Stable telescopic fork, outer tube diameter 43 millimetres or 16.9''.
• Single swinging arm made of die-cast aluminium.
• Easy handling and superior steering precision.
• Dry weight/weight in road trim with full tank: 182/204 kg (401/450 lb) (S),
187/209 kg (412/461 lb) (ST).
• Superior seating comfort for both rider and passenger.
• Good protection from wind and weather, excellent aerodynamic qualities.
• Fuel tank located beneath the seat for a low centre of gravity and with
easily accessible filler manifold.
• High-performance brake system, as an option with ABS.
• Wide range of special equipment for the sports and touring rider.
Differences and signs of distinction at a glance:
F 800 S F 800 ST
Low windscreen Higher windscreen
Upper fairing section cut short Fairing with side panels
Low-fitted short handlebar Higher tubular handlebar
Grab handles at the rear Luggage rack
Speed wheel design Dynamic wheel design
Black wheel cover at the front Painted wheel cover at the front

Compact Parallel-Twin with unique mass balance.
Both models in the F 800 Series come with the same straight-two power unit
absolutely new from the ground up and offering features truly unique in this
class. As the term "Parallel-Twin" indicates from the start, the crankshaft has
a straight stroke journal instead of the usual offset unit.

Fitted crosswise, the engine thus operates in a consistent firing sequence with
one operating cycle on each rotation of the crankshaft. This not only offers a
sound deliberately similar to BMW's famous Boxers (which also feature ignition
offset by 360°), but, in particular, ensures optimum conditions for a
well-balanced charge cycle with high torque and superior running smoothness
made possible by the consistent firing order.

Mass forces are balanced by a concept of mechanical compensation never seen
before on a production motorcycle: Instead of conventional counterweight
shafts, a system of pivots running in the middle of the crankshaft with counter
weights in precisely defined positions serves to set off oscillating mass
forces. An eccentric weight on the crankshaft arranged at an angle of 180° to
the lift journal
incorporates a balance conrod interacting with a balance arm in almost
horizontal arrangement. Through its kinematic configuration, the balance conrod
moves up and down in an opposite direction to the two conrods in the engine.
Guided by the relatively long swinging arm, the head of the connection rod
follows an almost straight movement (to be precise, the small opening in the
conrod has a slightly curved trajectory).

The distribution of masses on the conrod head and swinging arm ensures that the
mass forces resulting from the swivelling movement act against the oscillating
mass forces on the crank drive (pistons and conrod share) in every position of
the crankshaft. This almost completely eliminates both first- and second-order
mass forces, offering supreme running smoothness with engine vibrations reduced
to a minimum. The big advantage of this sophisticated construction, of course,
is the low noise level, without the usual drive noise coming from gears or
chains.

The oil circuit also boasts various sophisticated and intelligent features,
again deviating from the usual standard. To avoid oil splash losses, the oil
circuit comes with semi-dry sump lubrication without requiring a separate
engine oil tank. Lubricant coming out of the main bearings is collected in a
shaft sealed off against the actual oil sump and also comprising the
equalisation system. Engine oil accumulating in this area is consistently
extracted by an oil pump, conveyed to the gearbox housing and running on from
there free of pressure through openings in the crankcase into the oil sump.
Then the oil pressure pump feeds oil to the lubricant circuit from this
reservoir.

High-tech cylinder head as on the latest K-models.
The engine block with its integrated cylinders inclined 30° to the front and
split horizontally is quite literally "crowned" on the top by an ultra-modern
cylinder head.

Like the new generation of K-engines, the Parallel-Twin power unit also
features two overhead camshafts driven by a toothed chain and operating four
valves per cylinder via follower arms. Valve drive wear is reduced to a minimum
by the follower arms despite the large valve lift, with frictional losses also
being kept very low and the entire drive system remaining sturdy and stiff even
at high engine speeds. Valve play only has to be checked after 20,000
kilometres or 12,000 miles at the very earliest.

Other features typical of BMW are the fuel supply system featuring intake
manifold injection with BMS-K engine management and two throttle butterflies
each measuring 46 millimetres or 1.81'' in diameter. The volume of fuel
injected is determined by the engine management system not only as a function
of the injection period, but also in accordance with the pressure built up by
the fuel pump depending on the power and performance required by the rider.

The entire fuel supply system operates without any reflow, delivering only the
amount actually needed by the engine. Saving electric power, this fuel supply
control is able to vary fuel pressure over a wide range in the interest of
optimum fuel/air mixture formation.

This unique principle developed by BMW Motorrad is naturally covered by a
patent. To precisely measure the amount of fuel injected, the system considers
not only the usual parameters such as load, engine speed and temperature, but
also the residual oxygen content in the exhaust gas.

The information required for this purpose comes from an oxygen sensor
positioned behind the manifold joint essential for a really effective
conversion process in the three-way catalytic converter featured as standard.

The intake air required for the right fuel/air mixture formation enters the
intake air silencer through an intake funnel positioned conveniently in the
flow of cool air rushing by. This favourable position above the engine as well
as the large size of the air supply funnel in the interest of superior torque
is made possible by moving the tank beneath the seat.

The weight-optimised exhaust system is made completely of stainless steel and
is split up into two units at the end of the manifold. A secondary air system
enriches the exhaust gas with fresh air, an afterburning process in conjunction
with the fully-controlled catalytic converter reducing harmful emissions to an
absolute minimum.

Fast-revving and with lots of torque.
Not only modern fuel injection makes the Parallel-Twin fully responsive to the
rider's commands, but also the reduction of oscillation masses to a minimum in
the interest of agile power and performance: With a bore:stroke ratio of
82.0 : 75.6 mm or 3.23 : 2.98'', the not exactly short-stroke four-valve power
unit revs up quickly from low engine speeds, reaching 90 per cent of its
maximum torque at just 5,000 rpm. In the range from 5,000 to 8,000 rpm, in
turn, the engine maintains a very smooth and dynamic power curve accompanied by
a truly unique sound. Indeed, the nominal output of the 798-cc twin, that is
62.5 kW or 85 hp at 8,000 rpm and maximum torque of 86 Nm or 63 lb-ft at 5,800
rpm, certainly does not tell the whole story about the new motorcycles'
convincing performance on the road.

The BMW F 800 S accelerates to 100 km/h in just 3.5 seconds - also thanks to
the six-speed gearbox with its close gear increments - and has a remarkable top
speed of 200 km/h or 125 mph plus. However, not only the acceleration of the F
800 models is truly impressive, but also their superior pulling force at all
speeds - quite simply because BMW's development engineers have focused in
particular on smooth rideability and superior power at medium engine speeds,
rather than extreme performance right at the top. Precisely this is why the
rider of an F 800 S will be thrilled by the immediate response of the engine to
the accelerator, with the BMW's new motorcycle accelerating quickly and
powerfully at all speeds. And at the same time the touring rider will enjoy the
high-torque twin in the ST, without having to shift gears too often.

BMW's new Parallel-Twin not only bridges the gap between dynamic acceleration
and light-footed agility, but also proves that outstanding performance need not
be bought at the price of high fuel consumption.

On country roads, for example, the rider may by all means achieve a level of
fuel economy far better than 5.0 litres of premium on 100 kilometres, that is
better than 56.5 mpg imp. And on request the F 800 models may also be converted
for the use of regular grade fuel, albeit with a reduction of maximum power by
1.5 kW/2 hp and a slight increase in fuel consumption. This modification is
made possible by activating a different control map in the engine management
software.
Naturally, this special program in the control unit may be subsequently
reverted at any time.

Yet another sign of BMW Motorrad's flexible policy in accommodating customer
wishes is the availability of a low-output model developing 25 kW/34 hp at
7,000 rpm and 55 Nm/41 lb-ft at 3,500 rpm, for example for the newcomer who has
just taken his or her rider's licence (especially as in some countries
beginners are not allowed from the start to ride a motorcycle beyond certain
power limits).

This reduction of engine output, which naturally comes as a no-cost option,
is ensured by a second throttle butterfly adjuster already featured in the
production model and serving to limit the opening angle on the throttle
butterflies.

Further highlights in technology boasted by the refined engine concept are
the water pump to the right of the cylinder head driven by a gearset on the
camshaft. Placed in this convenient position directly behind the radiator with
its integrated thermostat, the water pump requires only very short coolant
hoses, helping to keep the engine very compact and uncluttered.

An oil/water heat exchanger above the easily accessible oil filter enables the
power unit to warm up particularly quickly when started cold, while at the same
time the heat exchanger limits the temperature of the engine oil to a
reasonable level.

Rear-wheel drive via high-technology toothed belt.
The modern toothed-belt secondary drive boasted on the BMW F 650 CS has been
carried over to the BMW's new models after having impressively proven its ease
of maintenance and reliability. On account of their higher loads, the F 800
models feature a wider belt specially protected by a cover on top - and as on
the F 650 CS, there is no need to re-tighten the belt or conduct any special
maintenance on the F 800 models. The only requirement is to check the belt
after 1,000 kilometres and to verify its tension every 10,000 kilometres during
regular service. No lubrication is required.

Should the toothed belt have to be re-tightened, the entire operation is easy
and quick with the help of the eccentric rear axle swinging arm mount.

Secondary belt drive guarantees a smoother and softer load change, sets off
peak loads, and runs smoothly and quietly even after substantial mileage. The
rear belt gear made of matt stainless-steel plate, interacting with the
four-piece damper integrated into the entire system, efficiently eliminates any
undesired load change reaction and allows smooth acceleration without the
slightest roughness from even the lowest engine speeds.

Experience shows that the secondary drive system in the F 800 is able to run
smoothly and without the slightest problem for a distance of over 40,000
kilometres or 25,000 miles, again contributing to the low cost of ownership of
BMW's new F 800 models.

Engine and running gear - a perfect team.
Benefiting from the compact configuration of both the engine and suspension,
the F 800 models have everything it takes right from the start for exemplary
riding characteristics setting new standards in handling and tracking
stability. The extremely strong and torsionally rigid aluminium frame made of
welded extrusion-pressed profiles and die-cast components ensures a direct
connection between the steering head and the pivot point on the swinging arms.

To optimise both weight and dimensions, the engine is integrated in the
suspension as a load-bearing element, the engine housing reinforced at the rear
acting as the swinging arm mount with a total of no less than four needle
bearings. Directly above the swinging arm mount, the engine block is bolted
firmly on to the frame, the rear frame section made of steel piping being
fastened to the aluminium frame by four extra-sturdy bolts. The fuel tank
positioned beneath the seat, finally, helps again to lower the centre of
gravity.

Compact sports/sports tourer with an extra-stable telescopic fork.
Both F 800 models feature a stable telescopic fork with more than ample inner
and outer tube overlap forming the front wheel suspension. Measuring no less
than 43 millimetres or 16.9'' in diameter at the outside, the outer tube makes
a further contribution to the high standard of flexural stiffness of the
telescopic forks.

Stable wheel guidance and suspension of this calibre not only benefits the
machine's tracking stability, but also helps to optimise steering behaviour:
Both the F 800 S and the F 800 ST move over smoothly and precisely from one
side angle to the other, always giving the rider a direct feeling of the front
wheel and its behaviour. The excellent set-up of the dampers and wheel travel
of 140 millimetres or 5.51'' again help to ensure superior riding comfort and a
good, safe feeling of the road. A steering damper comes as standard.

Good weight distribution is also ensured by the battery positioned directly
behind the handlebar centrepoint enhancing the motorcycle's riding dynamics and
helping again to keep weight to a minimum: In road trim and with full tank, the
S-model weighs a mere 204 kg or 450 lb, showing an even lower 182 kg/401 lb on
the scales with the fuel tank empty. The Sports Tourer, in turn, weighs just 5
kilos or 11 lb more.

The rear spring strut features adjustable outward stroke damping and
a handwheel within easy reach for adjusting spring pre-tension. A special
spanner delivered together with the motorcycle serves to enlarge the hand-
wheel's grab surface when required, enabling the rider to quickly and easily
adjust spring pre-tension to varying load conditions. Pivoted directly on the
attractively designed single swinging arm made of die-cast aluminium, the
spring strut also provides 140 millimetres or 5.51'' spring travel,
contributing both to riding comfort and the sporting set-up of the motorcycle.

The large and voluminous, high-tech single swinging arm is not only a
particular eye-catcher, but also contributes to the attractive and dynamic
looks of the machine, offering a number of package and design benefits all in
one. One example is the position of the silencer on the left-hand side running
closely along the motorcycle itself and highlighting its slender silhouette.
Further benefits are the excellent stiffness of the entire structure as well as
sophisticated detailed solutions for superior ease of service and assembly.

Wheel design carried over from the K-model series.
While the F 800 S comes with the same wheel design as the K 1200 S Sports
Machine, the F 800 ST features wheels matched in their design to those of the R
1200 ST Tourer. All of the cast aluminium wheels feature side-mounted valves
for easy and convenient tyre pressure control.

Both of BMW Motorrad's new F-models offer more than the usual wheel and tyre
dimensions in the midrange segment, an 120/70-ZR17 tyre on the 3.5-inch front
wheel and an180/55-ZR17 tyre on the 5.5-inch wheel at the rear placing both the
S and ST above the average dimensions.

Uncompromising brakes.
With their two 320-millimetre (12.6-inch) discs and four-piston brake callipers
on the front wheel, the new F-models boast a brake system you would expect more
on a big bike than in the midrange segment. The brake callipers have sintered
metal brake pads, the main brake cylinder comes with an adjustable lever and a
separate brake fluid reservoir.

The rear brake system combines a single-piston floating calliper with a single
brake disc measuring 265 millimetres or 10.4'' in diameter. High-quality,
steel-reinforced brake lines standard on both models ensure a stable pressure
point the rider can easily feel for smooth and safe control.

Light and modern two-channel ABS.
As an option the F 800 models are available straight from the factory with
Bosch two-channel ABS. Thanks to the low weight of the motorcycle, this ABS
brake system, as on the single-cylinder model series, does not require brake
power assistance or an integral function.

This new generation of BMW Motorrad ABS not only combines compact
dimensions with low weight, but also offers control and brake dosage quality
enhanced to an even higher standard over the previous generation.

A direct comparison shows that the size and weight of the pressure modulator
have almost been halved, with the extra weight of ABS brakes adding up to just
1.5 kilos or 3.3 lb.

The new pressure modulator masterminds optimum brake pressure with ABS
operating actively via intake valves with linear control, ensuring very fast
and fine control intervals. The new valves with their infinitely variable
cross-sections also minimise the noticeable effect of ABS for the rider, which
is reduced to a mere pulse feeling on the brake levers.

BMW's new motorcycle ABS also offers an enhanced range of diagnostic functions,
wheel speed sensors automatically supervising the distance to the sensor wheel
and thus contributing to the system's supreme standard of all-round safety.

Electrical system with CAN-bus technology and immobiliser clearly demonstrating
the state-of-the-art.
The electrical system featured in the new F-models also offers the highest
standard of technology, featuring a cutting-edge CAN-bus concept. And as in
BMW's new K- and R-Series, the single-wire system (SWS) offers numerous
benefits, reducing both the number and complexity of wires, networking all
control units, and thus facilitating a comprehensive process of diagnosis. A
further point is that this new technology no longer requires conventional
melt-down fuses, with the system switching off the component involved
automatically in the event of malfunction.

Together with the introduction of CAN-bus technology, an electronic immobiliser
has become a standard feature on BMW's upmarket motorcycles, which also means
that the two F-800 models are equipped with an immobiliser. Starting the engine
therefore requires more than "just" the right key profile, the chip integrated
in the key transmitting the right code to the ring aerial in the combined
handlebar and ignition lock. Only when this is done will the engine control
unit enable the rider to start the engine and set off. This technology is
currently the safest and most reliable way of protecting a motorcycle from
theft.

The electrical connectors are watertight and therefore immune to any damage
or interruption. A 14 Amp battery and 400 W alternator, finally, ensure
reliable supply of electric power at all times.

The cockpit with its analogue instruments arranged above one another
gives the driver all the information he needs at a glance. And as an option the
discerning riding enthusiast may opt for an on-board computer also comprising a
stopwatch function (see Range of Equipment in Section 2).

The asymmetric dual headlight with its glass-clear plastic lens gives the new
models in the F 800 range the well-known face of BMW's latest generation of
cutting-edge motorcycles. Two H7 headlight bulbs, in turn, ensure good
visibility at all times and make the motorcycle itself easy to see. When
switching over to the high-beam headlight, the low beam remains active,
avoiding any sudden decrease in light intensity which might disturb the rider.

New design concept for a particularly dynamic look.
Launching this new model series, BMW is introducing a new and young design
concept clearly linked also in its looks to BMW's current four-cylinder models.
Through their design alone, the most outstanding technical features are moved
into the foreground as distinctive BMW elements. The beautifully designed
aluminium frame, for example, connects the handlebar head and swinging arm
mounts in one direct line, forming a harmonious and sophisticated unit together
with the aesthetic single swinging arm on the right-hand side.

While the F 800 S with its low polycarbonate windscreen and short upper fairing
made of ABS plastic exudes a particularly sporting look, the F 800 ST with its
higher handlebar and windscreen clearly places the emphasis on touring
qualities.

Both F 800 models offer excellent aerodynamic qualities and, despite their
slender profile, provide a standard of protection from wind and weather quite
unparalleled in the midrange segment. Special guidance of the air flowing
by the side edges of the windscreen deflects the wind around the rider for
extra comfort particularly on the ST. And with its luggage bridge featured as
standard, the Sports Tourer offers all requirements for fitting the
well-conceived, hardly visible baggage rack and support system.

On the S-model the completely "naked" engine catches the eye of the beholder at
very first sight, the matt black centre stripe splitting the motorcycle when
seen from above into two halves all the way from the front wheel cover to the
rear end. This again gives the F 800 S an additional, sporting touch and makes
the entire motorcycle look even purer.

Special colours not available on any other BMW also serve to accentuate the
special character of the new models: The F 800 S will be entering the market in
Sunset non-metallic or Flame Red non-metallic, while the elegant F 800 ST is
available in either Blue metallic or Graphitane metallic.

Apart from their attractive looks, both models offer a wide range of practical
features. The rear-view mirrors, for example, come with a special rest position
enabling the rider to quickly find his perfect setting after folding the
mirrors back. The various fairing elements, in turn, can be quickly removed for
maintenance and service, while the lockable tank cap on the right-hand side
leading to the 16-litre (3.52 imp gal) fuel tank is always within easy reach.

This is good news above all for the touring rider is that they are no longer
required to take the tank bag off the tank when filling up.

Seating comfort typical of BMW.
The F 800 model series also offers the very best when it comes to seating
comfort. An important factor is that even the relatively short rider measuring
170 centimetres or 5' 5'' in height is able to easily reach the ground with his
feet, despite pleasant seat height of 820 millimetres or 32.3''. And the
shorter rider is able to opt for a lower seat just 790 millimetres or 31.1'' in
height, available straight from the factory.

One of the reasons why the rider is easily able to reach the ground with his
feet is that the seat has a particularly slender waistline at the front,
reducing step arch length on the higher seat to 1,810 millimetres or 71.3''.
And on the lower seat, in turn, step arch length is an even shorter 1,750
millimetres or 68.9''.
These figures apply to both models, with their identical footrest positions
allowing the rider to maintain a relaxed angle on his thighs and lower legs.
Naturally, the passenger enjoys the same seating comfort as the rider.

The flatter handlebar on the F 800 S allows the sporting and ambitious rider to
lean further to the front than on the ST. And although the two short handles
on the S-model are mounted separately to avoid vibration, this does not impair
steering precision in the slightest. Hand levers for the brakes and clutch
adjustable for grab size, finally, round off the optimum design of the cockpit
for the rider.