BMW F 800 S (2006–2011): A Sporty All-Rounder with Teutonic Precision

Introduction

The BMW F 800 S arrived in 2006 as a bold statement in the mid-size sport segment, blending BMW’s signature engineering rigor with a surprisingly playful character. Designed to straddle the line between urban practicality and weekend escapism, this parallel-twin motorcycle became a quiet revolution for riders who craved "serious fun" – a term BMW itself used to describe its ethos.

Having spent time with a well-maintained 2009 model, it’s clear why this generation remains a sleeper hit among enthusiasts. From its raspy engine note to the confidence-inspiring chassis, the F 800 S feels like a Swiss Army knife disguised as a scalpel. Let’s dissect what makes this bike tick – and why it still deserves attention in a market flooded with louder, sharper alternatives.

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Design & Ergonomics: Form Follows Function (Mostly)

The F 800 S’s styling is unmistakably BMW – think minimalist aggression. The asymmetrical headlights (a divisive touch) and the muscular fuel tank creases give it a forward-leaning stance, while the underbelly exhaust keeps the tail clean. Our test bike’s Flame Red paint popped against the aluminum frame, though the White Aluminium Metallic Matt option aged better aesthetically.

At 820 mm (32.3 inches) in its tallest configuration (790 mm/31.1 inches with the optional low seat), the saddle accommodates most riders. The relationship between bars, pegs, and seat leans sporty without inducing cramps – a 180 cm (5’11") rider can manage hour-long stints before craving a stretch. Wind protection from the tiny flyscreen is symbolic at best; sustained highway runs demand a relaxed tuck.

BMW’s build quality shines in details like the single-sided swingarm and the tactile switchgear. The 16-liter (4.2-gallon) tank’s narrow profile aids knee grip during cornering, though its angular edges might dig into shorter riders’ thighs.

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Engine & Performance: The Sweet Science of Balance

The 798cc parallel twin, co-developed with Rotax, is the star here. With 85 HP (63 kW) at 8,000 RPM and 86 Nm (63.4 lb-ft) torque peaking at 5,800 RPM, it’s no fire-breathing monster – and that’s the point. Power delivery is linear, building from a tractor-like chug below 3,000 RPM to a spirited rush above 5,500 RPM. Redline arrives at 8,500 RPM, but the sweet spot lives between 4,000–7,000 RPM, where the engine feels alert without vibes intruding.

Key specs tell part of the story:
- Compression Ratio: 12:1 (demands 95 RON fuel)
- Fuel Economy: 3.4 L/100 km (69.2 MPG) at steady 90 km/h (56 mph)
- Top Speed: 200 km/h (124 mph) indicated

But numbers don’t capture the engine’s duality. In city traffic, the cable-operated clutch (surprisingly light for a wet multiplate unit) and tall first gear make stop-and-go manageable. Crank the throttle open on a backroad, and the belt-driven final drive (a maintenance-friendly alternative to chains) transmits power smoothly as the tach needle swings toward the 8k mark.

The DOHC, 4-valve head contributes to efficiency, while twin spark plugs (NGK DCPR8E and DCPR8EIX) ensure clean combustion. Vibration is present but polite – handlebars buzz mildly at 5,000 RPM, a small price for mechanical authenticity.

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Handling & Dynamics: Precision Meets Poise

Weighing 204 kg (449 lbs) wet, the F 800 S isn’t featherweight, but its mass centralization (thanks to the low-slung engine and under-seat fuel tank) gives it a flickable demeanor. The 43 mm telescopic fork and single rear shock (hydraulically adjustable for preload) offer 140 mm (5.5 inches) of travel – firm enough for sporty riding yet compliant over broken pavement.

Key geometry figures:
- Rake/Trail: 25.8°/95 mm (3.7 inches)
- Wheelbase: 1,466 mm (57.7 inches)

Shod with 120/70-ZR17 front and 180/55-ZR17 rear tires, the bike carves corners with neutral steering. The Bridgestone Battlax BT-021s on our tester provided predictable grip, though modern rubber like Michelin Road 6s would unlock more potential. Braking via dual 320 mm front discs (4-piston calipers) and a 265 mm rear disc inspires confidence, though non-ABS models require deliberate lever pressure.

The 25.8° rake keeps the front end planted during aggressive corner entries, while the single-sided swingarm adds stiffness without sacrificing ease of wheel removal. It’s a chassis that rewards skilled riders but doesn’t punish novices.

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Technology & Features: Clever, Not Flashy

For 2006, the F 800 S packed thoughtful tech:
- BMS-K Engine Management: BMW’s proprietary ECU with dual ignition and knock control
- Optional ABS: A lifesaver in wet conditions
- Belt Drive: Quieter and cleaner than chains, rated for ~24,000 km (15,000 miles)

The analog-digital dash prioritizes clarity over flair – speed, rpm, fuel level, and odometer are legible at a glance. Missing are modern luxuries like ride modes or traction control, but that simplicity aligns with the bike’s honest character.

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Competition: How It Stacks Up

Yamaha FZ8 (2010–2013)

• Pros: 779cc inline-four howl, cheaper parts
• Cons: Heavier (211 kg/465 lbs), thirstier (5.5 L/100 km)

Triumph Street Triple 675 (2007–2012)

• Pros: 106 HP, iconic triple-cylinder soundtrack
• Cons: Harsher ride quality, shorter service intervals

Ducati Monster 696 (2008–2014)

• Pros: 80 HP L-twin drama, Italian flair
• Cons: Desmo valve adjustments every 12,000 km (~$800)

The BMW’s Edge: Lower running costs (belt vs chain), superior weather protection, and that intangible BMW build quality. It’s the rational choice in an emotional segment.

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Maintenance: Keeping the Twin Purring

Owning an F 800 S requires diligence but not heroics:

Critical Service Items

1. Valve Clearances: Check every 16,000 km (10,000 miles)
2. Intake: 0.18–0.26 mm (0.007–0.010 in)
3. Exhaust: 0.27–0.35 mm (0.011–0.014 in)
4. Oil Changes: Every 8,000 km (5,000 miles) with 15W-50 (3.0L with filter)
5. Belt Inspection: Replace every 40,000 km (24,000 miles) or if cracked
6. Coolant: 1.3L of BMW-approved antifreeze (replace every 4 years)
7. Tire Pressures: 2.5 bar/36 psi (front), 2.8 bar/41 psi (rear)

Common Issues

• Stator Failures: Monitor charging voltage (13.5–14.5V at 3,000 RPM)
• Clutch Wear: Slipping? Check cable free play (3–5 mm at lever)
• Corroded Fuel Pump Connectors: Clean with electrical contact spray

Pro Tip: Use NGK DCPR8EIX iridium plugs for longer intervals (32,000 km vs 16,000 km for copper). MOTOPARTS.store stocks OEM-spec filters and Brembo pads for hassle-free upkeep.

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Verdict: The Thoughtful Speedster

The BMW F 800 S won’t dominate drag strips or Instagram feeds, but as an all-weather, multi-role companion, it’s hard to beat. That belt drive still feels like a revelation in 2024, the engine’s tractable nature makes it a joy in real-world conditions, and the chassis strikes a Goldilocks balance between sport and comfort.

For riders who value substance over spectacle – and want a motorcycle that’s as happy threading through traffic as it is devouring alpine passes – this Bavarian twin remains a compelling proposition. Just budget for heated grips and a taller screen; this is a bike that begs to be ridden year-round.

About the author: This review is based on a 300-km test ride of a privately owned 2009 F 800 S, with maintenance insights from MOTOPARTS.store’s certified BMW technicians.

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Specifications sheet

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