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

Mass forces are balanced on BMW's new F 800 by a unique concept never before seen on a production motorcycle. An additional swivelling conrod sets off first and second-order mass forces, enabling the two-cylinder engine to run smoothly, with minimal vibration.

The performance potential of this new model series is impressive. 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, aerodynamic fairing works well at high speeds, and combined with the bike's low dry weight makes an important contribution to the F 800's dynamic performance.

The key to this low weight is consistent use of lightweight technology, including an extremely rigid aluminium frame and aluminium single swinging arm.

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

Other classic BMW virtues such as rider and passenger comfort and exemplary safety features redefine the standard in the midrange motorcycle segment.

Both F 800 models are available straight from the factory with BMW Motorrad's new, optional two-channel ABS, in addition to a wide range of special equipment and accessories.

Key features of the new F 800 S and ST.

• Compact sports/sports touring machine with excellent riding qualities and superior agility.
• Liquid-cooled 798cc parallel-twin, featuring four-valve technology and unique mass compensation.
• Max output 62.5kW at 8,000 rpm, max torque 86 Nm at 5,800 rpm.
• DOHC valve train as on the new K-generation.
• Intake manifold injection with electronic BMS-K engine management, oxygen sensor, fully-controlled three-way catalytic converter with secondary air system.
• Close-ratio six-speed gearbox.
• Low-noise, long-life rear wheel belt drive.
• Torsionally stiff aluminium frame.
• Stable telescopic fork, outer tube diameter 43 mm.
• Single-sided 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 (S), 187/209 kg (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, with optional ABS.
• Wide range of special equipment for the sports and touring rider.

Key differences between each model

Compact parallel-twin with unique mass balance.

Both models in the F 800 Series come with the same new power unit, offering unique features in this class. As the term 'parallel-twin' indicates, the crankshaft has a straight stroke journal instead of the usual offset unit.

Fitted crosswise, the engine 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 more importantly, it ensures 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 before seen on a production motorcycle. Instead of conventional counterweight shafts, a system of pivots in the middle of the crankshaft with counter weights in precisely defined positions serves to offset oscillating mass forces. An eccentric weight on the crankshaft, arranged at an angle of 180° to the lift journal, incorporates a balance conrod with a balance arm in an almost horizontal arrangement.

The balance conrod moves in the 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 forces resulting from the swivelling movement act against the oscillating forces on the crank drive in every position of the crankshaft. This almost completely eliminates both first- and second-order mass forces, offering supreme smoothness with engine vibrations reduced to a minimum. An added advantage is low noise, without the usual drive-line noise from gears or a chain.

The oil circuit also boasts sophisticated and intelligent features. To avoid oil splash losses, the oil circuit comes with semi-dry sump lubrication, but without requiring a separate engine oil tank. Lubricant returning from the main bearings is collected in a sealed shaft comprising the equalisation system. Engine oil in this area is pumped to the gearbox housing and running from there through openings in the crankcase into the oil sump. The pressure pump feeds oil to the lubricant circuit from this reservoir.

The engine block, with integrated cylinders inclined 30° and split horizontally, is quite literally 'crowned' by an ultra-modern cylinder head.

Like the new generation of K-series engines, the parallel-twin 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 these 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 needs checking every 20,000 km.

Other features typical of BMW are the fuel supply system featuring intake manifold injection with BMS-K engine management and twin 46mm throttle butterflies. 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 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 and patented principle, developed by BMW Motorrad, precisely measures 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 behind the manifold joint, essential for an effective conversion process in the three-way catalytic converter.

The air required for the right fuel/air mixture enters the intake air silencer through a funnel 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 fuel tank beneath the seat.

The lightweight exhaust system is made of stainless steel and splits into two at the end of the manifold. A secondary air system enriches exhaust gases with fresh air - an afterburning process in conjunction with the catalytic converter, which reduces harmful emissions to a minimum.

It's not only modern fuel injection that makes the parallel-twin fully responsive to the rider's commands; the reduction of oscillating masses to a minimum also plays a part in the interest of agile power and performance: With a bore to stroke ratio of 82.0 : 75.6 mm, the four-valve power unit revs 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, the engine maintains a very smooth and dynamic power curve accompanied by a truly unique sound.

This is why the rider of an F 800 S will be thrilled by the engine's immediate response, with the 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 version, without having to shift gears too often.

BMW's new Parallel-Twin not only bridges the gap between dynamic acceleration and excellent agility, but also proves that outstanding performance need not be achieved at the price of high fuel consumption. On country roads, for example, the rider can expect a return of more than 20 km per litre. On request, F 800 models may also be ordered from the factory to accept regular unleaded fuel, albeit with a reduction of maximum power by 1.5 kW and a slight increase in fuel consumption. This modification is achieved by activating a different control map in the engine management software. Naturally, this program in the control unit may be subsequently reversed at any time.

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 directly behind the radiator, the water pump requires only very short coolant hoses, which helps to keep the engine very compact.

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 drive belt first seen on the F 650 CS has been carried over to the F 800 S, 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 F650 CS, there is no need to re-tighten the belt or conduct any special maintenance. The only requirement is to check the belt after 1000 km and to verify its tension every 10,000 km during regular services. No lubrication is required.

Should the toothed belt have to be re-tightened, the entire operation can be swiftly accomplished with the help of the eccentric rear axle swinging arm mount. Secondary belt drive guarantees a smoother and softer load change and runs smoothly and quietly even after substantial mileage. The rear belt gear is made of matt stainless-steel plate which interacting with the four-piece damper integrated into the entire system, to efficiently eliminate any undesired load change reaction and allows smooth acceleration 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 over 40,000 km, again contributing to the low cost of ownership of BMW's new F 800 models.

Benefiting from the compact configuration of both the engine and suspension, the F 800 models have been designed to set 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 arm.

To optimise both weight and dimensions, the engine is integrated in the suspension as a load-bearing element, the engine housing acting as the swinging arm mount with a total of four needle bearings. Directly above the swinging arm mount, the engine block is bolted firmly onto the frame, and the tubular steel rear frame section is fastened to the aluminium frame by four high-strength bolts. The fuel tank is positioned beneath the seat to lower the centre of gravity.

Both F 800 models feature a stable telescopic fork. Measuring 43 mm in diameter, the outer tubes contribute to the high standard of stiffness of the front suspension.

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 change direction smoothly and precisely, always giving the rider a direct feeling of the front wheel and its behaviour. The excellent set-up of the dampers and 140 mm of wheel travel also help to ensure superior riding comfort and a good, safe feeling on the road. A steering damper is fitted as standard.

The rear spring strut features adjustable damping and spring preload. A special spanner that comes with the bike serves to enlarge the hand-wheel's grab surface when required, enabling the rider to quickly and easily adjust preload. Pivoted directly on the die-cast aluminium single-sided swingarm, the spring strut also provides 140 mm of spring travel, contributing to riding comfort and the sporting capability of the motorcycle.

The large, high-tech swing-arm not only contributes to the attractive looks of the machine, but also offers a number of design benefits. For example, the silencer is positioned on the left-hand side, running closely along the motorcycle and highlighting its slender silhouette. Further benefits are the excellent stiffness of the entire structure, as well as sophisticated solutions for superior ease of service and assembly.

While the F 800 S comes with the same wheel design as the K 1200 S, the F 800 ST features wheels matched in their design to those of the R 1200 ST sports tourer. All of the cast aluminium wheels feature side-mounted valves for easy and convenient tyre pressure control.

Uncompromising brakes.

With their two 320 mm discs and four-piston brake calipers on the front wheel, the new F-models boast a brake system one would usually associate more with a big bike than one in the midrange segment. The brake calipers have sintered metal brake pads and the main brake cylinder comes with an adjustable lever and a separate brake fluid reservoir.

The rear brake system combines a single-piston floating caliper with a single brake disc measuring 265 mm 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.

Both F 800 models are available straight from the factory with optional Bosch two-channel ABS anti-lock brakes. Thanks to the low weight of the motorcycle, this ABS 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 braking quality enhanced to an even higher standard over the previous generation.

A direct comparison shows that the size and weight of the pressure modulator has almost been halved, with the weight of the ABS system adding up to just 1.5 kg.

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 infinitely variable cross-sections, also minimise the noticeable effect of ABS for the rider, which is reduced to a mere pulsing sensation on the brake levers.

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

Electrical system with CAN-bus technology and immobiliser.

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 meltdown fuses, with the system switching off the component involved automatically in the event of a malfunction.

With the introduction of CAN-bus technology, an electronic immobiliser has become a standard feature on BMW's motorcycles, including the two F-800 models. Starting the engine now requires more than 'just' the right key profile. A computer chip integrated in the key transmits 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 ensure a reliable supply of electric power at all times.

The cockpit, with its analogue instruments, instantly supplies the rider with information whilst an on-board computer offering more functions is available as an option. Asymmetric dual headlights give the new models in the F 800 range the well-known face of BMW's latest generation of motorcycles. Two H7 headlight bulbs ensure good visibility at all times and also increase other road users' awareness of the motorcycle. When switching over to the high-beam headlight, the low beam remains active, avoiding any sudden decrease in light intensity that 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 in its looks to BMW's current four-cylinder range. Through their design alone, the outstanding technical features move into the foreground as distinctive BMW elements. The beautifully designed aluminium frame, for example, connects the steering head and swing-arm mounts in one direct line, forming a harmonious unit with the aesthetic single swing-arm on the right-hand side.

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

Both F 800 models offer excellent aerodynamic qualities and, despite their slender profile, provide a standard of protection from wind and weather unparalleled in the midrange segment. Guidance of the air flowing by the sides of the screen deflects the wind around the rider for extra comfort, particularly on the ST.

And with its standard luggage bridge, the ST offers all the requirements for fitting a baggage rack and support system.

A choice of colours unique to the new twins also serves to accentuate the special character of these new models. The F 800 S will be entering the market in sunset yellow non-metallic or flame red non-metallic, while the 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 mirrors, for example, come with a special rest position enabling the rider to quickly find his perfect setting after folding them back.

The various fairing sections can be quickly removed for maintenance and service, while the lockable tank cap on the right-hand side leading to the 16-litre fuel tank is always within easy reach. This is good news above all for the touring rider, who no longer has to worry about removing his tank bag when filling up.

Seating comfort typical of BMW.

The F 800 model series also offers the very best when it comes to rider comfort. An important factor is that even the relatively short rider (1,700 mm in height) is easily able to reach the ground despite a seat height of 820 mm. There is an even lower seat (790 mm) available straight from the factory. Another reason why virtually any rider is easily able to reach the ground is that the carefully shaped seat has a particularly slender waistline at the front.

The flatter handlebar on the F 800 S allows the sporting rider to lean further forwards than on the ST. The two short bars on the S-model are mounted separately to avoid vibration and the levers for the brakes and clutch are both adjustable for span.