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Set to challenge such heady comers as Triumph’s Street Triple, the F 800 R delivers not only the good looks required to get customers through the door, but reinforces its own heritage with that all important performance edge once you do – and you will – decide to throw a leg over.

As the weapon of choice for three-times world stunt champion Chris Pfieffer the F 800 R may appear familiar to fans of the brand, and although the bike has been available in Europe for neigh on three months now, some minor tweaking – including a change of gearbox ratios on 4th, 5th and 6th to suit our autobahnless roads – have seen a small delay in getting the product just right for down under.

But is it worth the wait? Well if two days spent violating some of south-eastern Queensland’s best roads are anything to go by then the answer is a definitive yes. The F 800 R resounds all that is good about naked bikes with out losing any street cred or sporting appeal desired of the bike’s fully-faired siblings.

Boasting a 798cc parallel twin cylinder engine the F 800 R’s powerplant is familiar to us as that shared with F 800 S (which was pulled from Australian sale six months ago after losing sales en masse to its ST sibling).

Developing 64kW @ 8000rpm the unit at first may not seem as impressive as the figures would have you believe, but thanks to a hearty 86Nm of torque on hand smack dab in the middle of the rev range, the F 800 R creates a strong and fluid pulling power that rolls on with an urgency not dissimilar to larger capacity Vs, as BMW Motorrad Australia Marketing Manager, Miles Davis, discovered:

“What this bike does with under 90 horse power really impresses me. Its effortless power running second and third (gear) through the twisties really kept me smiling.”

It’s smooth too with variable fuel pressure and a counterbalanced crank ironing out that chunky baggage often associated with parallel twin engines.

The engine management system does however feature a reconfigured map as compared to the ST engine, primarily due to the variable fuel pressure system, that has allowed the R to achieve some pretty impressive fuel economy figures in addition to that clean, flowing power.

For the record our day spent riding in 36.5 degree weather saw an average return of 4.2-litres per 100km – not too shabby!

The R piles on revs quickly and smoothly for excellent drive out of the corners and presents a willful urge mid-tach that promotes a lack of gearbox busy work when tackling the undulating hills surrounding rural Brisbane’s Mount Glorious, a sentiment reinforced by BMW Motorrad Australia General Manager, Cameron Cuthill:

“Running-in the F 800 Rs before the launch confirmed just how good this engine is.  It’s so flexible and I genuinely enjoyed every moment.”

With a distinctive, peppery exhaust note you’d expect of a parellel twin the F 800 R doesn’t exactly scream sports bike in the aural department, but with just enough crackle and pop on downshift, the split cat exhaust does hint as to a subtle reminder of the R’s intent (BMW does offer an accessory Akrapovic muffler for $1286 – sadly it isn’t ADR compliant, missing out by 1dB).

Weighting and balance is low and light keeping the bike stable yet nimble through corners, a fact assisted by the placement of the 16 litre fuel tank beneath the seat, as is becoming more common on BMW Motorrad products, and a wide flat bar for decent leverage.

The chain drive too is a relative new comer for the brand which was a factor brought about by not only a growing acceptance at this end of the market, but by a need to keep the sale price as low as possible.

Fork front and dual (cast) swing arm, with centre strut, suspension is well set out-of-the-box though does offer a hand wheel to adjust rebound on the rear should you so desire. 17-inch lightweight cast alloy sports wheels grace the front and rear with side accessed valves.

The Brembo stoppers are sharp on activation with über confident feel from 4 pot calipers grabbing dual 320mm discs up front and a single piston unit on a 265mm disc for the rear.

Non-switchable ABS was fitted to all bikes on the launch (a cost option) which works a treat, and although optional, this is one box I would tick given the system’s quick thinking and fine modulation that offers excellent feel and very sure stopping power, ideal for the urban commute.

In fact of the 150-200 units per annum BMW Motorrad aims to sell it believes up to 80 per cent of sales will be of the ABS packaged variety.

One final plus side to the R is standard tyre deflation warning with pressure display which I did have the dubious pleasure of needing to use on the launch. The system is a great save to tyre, rim and rider detecting pressure lost almost instantly with the help of a pesky nail.

The F 800 R sits at the bottom end of the F Series pricing bracket which should help with BMW’s intention of capturing a new market of buyers who would not previously have considered the brand when shopping their next bike.

• F 800 R – $13,900*
• F 650 GS – $13,950*
• F 800 ST – $15,800*
• F 800 GS – $17,250*

To cater for different rider heights the F 800 R is available in three seat heights – 775mm, 800mm (standard – as tested) and 825mm – at no additional charge.

The F 800 R is available in three colour options, White Aluminium/Matt Metallic; Alpine White/Black Satin; and Fire Orange.

Expect to see the bike in BMW Motorrad dealerships from September 1. 

*Pricing is a guide as recommended to us by the manufacturer and does not include on road or statutory costs.

Specifications:

• Brakes (F): Twin 320mm discs (4 piston)
• Brakes (R): Single 265mm disc (1 piston)
• Clutch: Wet multi-disc (mechanical)
• CO2 Emissions: TBC
• Engine: 798cc parallel twin cylinder (8 valve)
• Final Drive: ‘O’ ring chain
• Fuel Consumption: 4.2 litres per 100km (Combined)
• Fuel Tank Capacity: 16 litres
• Fuel Type: 95-98 RON Unleaded
• Induction: Electronic Fuel Injection
• Performance (0-100): 3.9 seconds (Claimed)
• Performance (Top Speed): Over 200km/h (Claimed)
• Power: 64kW @ 8000rpm
• Safety: ABS (Optional)
• Suspension (F): 43mm telescopic fork
• Suspension (R): Twin swing arm & centre strut (Adjustable)
• Torque: 86Nm @ 6000rpm
• Transmission: Six-speed manual
• Warranty: Two Year (with Roadside Assist)
• Weight: 177kg (Dry) 179.5kg (Dry with ABS)
• Wheel (F): 17 x 3.50-inch
• Wheel (R): 17 x 5.50-inch

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Dual-purpose bikes such as the GS represent exceptional value given their capabilities in all manner of riding environments and while some examples of such bikes may be a little “rough and ready”, the GS is actually an enjoyable ride.

It’s light, easy to steer, has enough guts to keep it ahead of the traffic and, best of all for the vertically challenged, like me, is available with a low seat height option (as fitted to our test bike) to make it all the more appealing to newcomers – a bonus considering the G650 GS is also LAMS approved.

It looks the goods too with a real sense of purpose and adventure in its design. This sentiment carries through to the bikes application as well with decent suspension travel (adjustable on the rear) and switchable Brembo ABS making off-road riding manageable for amateurs and professionals alike.

The only possible qualm I might have at this point is to say that the scalloped seat is set a little too far forward, which means you do have to lean back a little on some corners to get your weight over the rear wheel.

With a fuel injected 652cc single-cylinder engine providing 60Nm of torque at 4800rpm the G650 GS is happy to provide the majority of its mumbo before mid-tacho, which makes for steady acceleration through the five-speed box.

There is however only 37kW availed from 6500rpm so while it isn’t what I’d call fast, it is certainly very capable even managing highway cruising with little fuss.

The under-seat fuel tank boasts an impressive 17.3 litres capacity, and with a consumption figure of 3.8 litres per 100km (as tested), a decent cruising range is easily achieved. Perhaps the only issue with the tank location is that under-seat storage is reduced to a bare minimum.

There’s no gauge on the dash either, but I didn’t find this an issue with a warning light letting you know when it’s time to fill up.

Another up-side to the G650 GS is the heated handle grips which make cold Melbourne mornings bearable, especially with such an exposed riding position. This upright riding position does, however, have an advantage in providing absolutely flawless visibility in tight traffic.

Dash layout is minimalist yet effective with “at-a-glance” simplicity meaning your eyes are allowed to stay focused on the job at hand. I also found the single headlamp to be more than adequate for night riding. The only real bother in this area is that the key position is a little tight, especially with gloves on.

In all though I’ve got to say I really enjoyed my week with the GS. It’s capable versatility, ease of use and no-nonsense stance make it one of the best all rounders for any one new to motorcycling or for those who just want a bike that will do all – and do it well. Four-out-of-five.

Ratings:

BikeAdvice Overall Rating:
How does it Ride:
How does it Look:
How does it Go:

Specifications:

• Brakes (F): Single 300mm Disc (ABS)
• Brakes (R): Single 240mm Disc
• Clutch: Multi-Disc (Wet)
• CO2 Emissions: TBC
  
• Engine: 652cc single-cylinder (4 Valve)
  
• Final Drive: ‘O’ Ring Chain
  
• Fuel Consumption: 3.8 litres per 100km (As Tested)
• Fuel Tank Capacity: 17.3 litres
• Fuel Type: 91 – 98 RON Unleaded
• Induction: Electronic
• Performance (0-100): Not Tested
• Performance (Top Speed): 170km/h (Claimed)
• Power: 37kW @ 6500rpm
• Suspension (F): 41mm Telescopic Fork
• Suspension (R): Single Spring (Hydraulic)
• Torque: 60Nm @ 4800rpm
• Transmission: Five-Speed
• Warranty: TBC
• Weight: 175kg (Dry)
• Wheel (F): Wire Spoke 19 x 2.5-inch
• Wheel (R): Wire Spoke 17 x 3.0-inch

Road Test the Rivals:

• Triumph Tiger

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Early, and yet modern, incarnations of the Tiger firmly had the BMW GS customer in mind. The spoked wheels, trail-ish tyres, fork boots, 19-inch front wheel and general all purpose look ensured that the Tiger would be sat side by side with the GS in the buyers mind.

The Tiger was, and is, cheaper, more powerful and more modern than the GS, but the tried and true Beemer was still the winner.

So Triumph did the logical thing. It moved the Tiger into a new hunting ground to call its own.

The new Tiger has a 1050cc three-cylinder motor that is shared across many other Triumph models and cleverly tuned this one to suit the bike and the buyer.

The torque curve is like a bad opera singer- it comes in early and is flat. In an opera that’s a bad thing, so I’m told, in an all purpose road bike it’s just about perfect.

The looks and styling went more towards Yamaha’s FZ1 and the fittings went very road. Gone were the fork boots, replaced with snazzy upside down numbers; the seat was lowered to prevent it being unceremoniously dropped by persons under six-foot; and the pillion seat went from a nice place to live to a short holiday destination only.

In some ways, the Tiger is really all about That Engine. The chassis and running gear simply serve to provide a stage for the 1050cc’s of glory to shine.

The gearing is about perfect – no 170km/h in first gear here, just a sensible ratio blend that works brilliantly with the engine to give you a right handed torque tap.

Want more? Turn on the tap. Coupled with the updated version of the 1050’s fuel injection – a vast improvement on previous models – with still some way to go before it is a smooth and simple as a Japanese bike.

There’s a little chain snatchiness on slow roundabouts, and also the odd stall after a cold start. Despite these small issues, the new fuel injection mapping and ECU is miles ahead of all of the old 955 Triumphs.

When you have an engine as versatile and fun as the Tiger has, it could easily mask poor handling but this is not the case.

Both the Tiger and the venerable BMW GS can, in the right hands on the right day, publically pull down the pants of many a sports bike.

Naturally it’s horses for courses, so perhaps a track day at Phillip Island or Eastern Creek would not be the ideal locale for a Tiger, but your friendly local twisty bits could see the Tiger leading the pack.

Best of all, it’s effortless. The wide bars and upright riding position prevent tiredness as well as they promote good riding.

The radial front brake is simply wonderful. Two fingers and you have all the stopping power you need. The forks could have been a little firmer for my liking, but then I’m 190cms and 100kgs, so possibly at the upper end of what the standard preload settings can cope with.

The rest of the running gear is better than average. The clocks, speedo and tacho are well lit, well placed and very simple to use. You may not get much use out of the lap timer, but the dual trip meters and the shift lights are easy to see and immediately intuitive.

Your pillion may wish for something more comfortable and possibly a little longer in the leg, but all you need do is point at a Japanese sports bike and say something like “I was going to get THAT!” and you’ll have them raving about the Tiger in no time.

On open roads the Triumph’s engine shines once again.  The torque controller that is the throttle hand is so versatile that you can select one gear in a twisty section and just surf that torque curve right to the shore.

In built up areas, the 1050 does not hunt for a little more throttle so staying under the speed limit is thankfully easy, and these days cheaper too.

Daily commuting on a Tiger is a breeze. The bars are a little wide for the old filter-to-the-front at the lights, but the stable mirrors and general visibility from the bike make to and from work trip a safer and simpler part of your day.

“So who’s the buyer?” I asked the guys at Triumph as I was picking up the all-orange beasty.

I own both a Triumph Speed Triple and a BMW GS and I could not work out where the Tiger was placed in that sort of company. It dawned on me later that the Tiger is perfect for those who want a/ but don’t want b/. As follows:

If you want a bike that performs in a sporty manner, but don’t want to be bent over all day, the Tiger might be for you.

If you like the size and comfort of a BMW GS, but don’t plan to go off road, the Tiger might be for you.

If you want a bike that has panniers and top box as standard and don’t want to go to the hassle and expense of getting after market boxes, the Tiger might be for you.

If you are a big guy and find most bikes make you feel like a giant spider on a tricycle, the Tiger might be for you.

So why would I buy a Tiger? If I was doing a longer asphalt-only trip such as around Tasmania for instance- I’d take a Tiger over an ST.

If I needed a bike I could nip to the shops on and then go for blast with the lads in the afternoon? Tiger.

Oddly enough Triumph’s narrowing of the Tiger’s focus has broadened its appeal. And therein lies the genius of the Triumph Tiger.

Ratings:

BikeAdvice Overall Rating:
How does it Ride:
How does it Look:
How does it Go:

Specifications:

• Brakes (F): Twin 320mm discs (4 piston)
• Brakes (R): Mono 255mm disc (2 piston)
• Clutch: Wet Mulit-Plate
• CO2 Emissions: TBC
• Engine: 1050cc DOHC three-cylinder (12 valve)
• Final Drive: X ring chain
• Fuel Consumption: 6.0 litres per 100km
• Fuel Tank Capacity: 20 litres
• Fuel Type: 91 RON Unleaded
• Induction: Multi-Point
• Performance (0-100): TBC
• Performance (Top Speed): TBC
• Power: 85KW @ 9400rpm
• Suspension (F): 43mm USD forks
• Suspension (R): Monoshock
• Torque: 100Nm @ 6250rpm
• Transmission: Six-speed manual
• Warranty: 24 months / Unlimited Kilometre
• Weight: 198kg (Dry) / 201kg (ABS model)
• Wheel (F): Cast Aluminium 17 x 3.5-inch
• Wheel (R): Cast Aluminium 17 x 5.5-inch

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The 2009 XB12Ss comes to Australia in Euro spec, a few horses have been sacrificed with fitment a more restrictive exhaust to meet the environmental regulations but I don’t think you’ll notice.

This year all chassis parts and the 1203cc Thunderstorm engine have been given a black finish. It gives the bike a more modern look than the silver and bronzes of the previous year models which were starting to look dated.

Buell must have realised this as they now offer black fork legs an accessory part for those wanting to tart up their own.

Like all twins, Buell’s performance is derived from the engines torque rather than top end hosrepower and it comes on nicely from 2500rpm and remains strong right throughout the rev range.

This typically means short shifting through the five-speed gearbox will keep you in the sweet spot for some pretty good real world acceleration.

Does ‘real world acceleration’ mean it’s not that fast? Well, not compared to the current litre sports bikes, but then your hardly going to find a comparison test between the two, or find yourself weighing up either as your next purchase.

Let’s just say you can easily find yourself on the bus if your not careful. The motor isn’t as smooth as a 90-degree twin but I loved the character more for it.

The XB’s big brother, the liquid cooled 1125r has lent the massive ZTL brake caliper. Obviously six brake pistons weren’t enough so we now have eight.

Initial bite is a bit soft after looking at this thing, especially if your used to a twin disc set up. Once your on it though there is plenty of power to hoist the real wheel up from any speed.

You can’t go without mentioning the perimeter disc. Mounted to the outer part of the rim the design has more to with suspension than braking.

It allows the wheel to be lighter by removing stress from the hub and applying it to the rim under braking. This lighter unsprung mass allows the suspension to work more freely and provides great feedback and razor sharp handling.

The XB12Ss is fitted with fully adjustable Showa suspension, this year Buell have upspec’d the bike with the same units that were fitted to the outgoing TT model.

They’re about an inch longer a both ends and this extra travel gives a sweeter ride and more adjustment to set the bike up for your own needs. I found no need to adjust the front end but I added a click of preload to the the shock which helped the bike hold a tighter line in the corners.

To compensate for the extra length in suspension a scolloped out one piece seat keeps the overall seat height to a similar 776mm.

Flicking through the owners manual is a good place to start if your not sure how to begin with suspension tuning. There are base settings and trouble shooting steps that explain it in plain English.

Through the twisties it all comes together, fast changes of direction, low down torque and super brakes. Arrive at the corner and holding more speed than you used to lets the Xb’s strong points shine.

It stays calm and composed, a benefit of being able to run softer suspension. Then its on again as you crack open the throttle.

The fuel injection is spot on with only a small dip around 3000rpm when the exhaust flap valve opens. There’s no rush to change gears because it gathers revs pretty slowly to 4500rpm before picking up speed towards 6800 redline. After a while I found changing at 5000 and 5500 to be about right, without bothering the engine.

Any mid corner bumps are dealt with easily and show that Buell’s perimeter disc design is a plus. Consider the compact size and a wheelbase similar to an Aprilia RS250, you can see that a lot of effort has gone into producing a fast yet stable handling machine.

It’s all about mass centalisation, if you follow MotoGP then you’ve heard of this already and Buell are miles ahead of the competition in this area.

The petrol cell is located within the twin spar frame holding over 16 litres, enough for more than 280km. The dry sump oil tank is in the forward part of the swingarm and the exhaust is slung nicely under the engine. Together this keeps all the weight low and central. Well done Buell, it works and looks good.

The upright riding position has plenty of room and the right amount of forward tilt for my 6-foot frame. In Australia we only have the long version with its’ lower foot pegs and gentle bend in the bars to go with the longer frame. I can ride all day and still get off without any bad aches. The seat is petty soft but does the job and despite it’s looks, has good space for a pillion.

The one thing that will give you some gripes is the heat from the rear cylinder. On a hot day this can become pretty uncomfortable in the city traffic and even on the highway on warmer days. Most twins get warn under the seat but the Buell is warmer than I would like. A downside to the compact design.

With a simple engine you should get simple servicing and there are no issues here either. The two valves per cylinder are hydraulically driven and do not need adjusting. Being air cooled also means easier access around the motor for your mechanic or yourself. From 2008 Buell redisgned the ECM to self regulate and the TPS is also service free.

Regular oil changes and inspections should see you straight. Buell specify replacing the oil every 8000km and unless your doing very short trips this is fine with todays range of quality synthetic brands.

Overall the Buell has left me wondering why more aren’t on the road. A rumbling V-twin heart, a body filled with innovation in design. It keeps you wanting to ride just a little bit longer. Perhaps that’s why Buell owners are a loyal bunch, they know that they have something unique that gives them grassroots motorcycling. Good times.

Ratings:

BikeAdvice Overall Rating:
How does it Ride:
How does it Look:
How does it Go:

Specifications:

• Brakes (F): 8 piston, 375mm single disc
• Brakes (R): 1 piston, 240mm single disc
• Clutch: Wet Multi-Plate
• CO2 Emissions: TBC
  
• Engine: 1203cc OHV V2 Air-Cooled (4 valve)
  
• Final Drive: Belt
  
• Fuel Consumption: 5.7 litres per 100km (as tested)
• Fuel Tank Capacity: 16.7 litres
• Fuel Type: 91 RON unleaded
• Induction: Carburetor
• Performance (0-100): TBC
• Performance (Top Speed): TBC
• Power: 70kW @ 6800rpm
• Torque: 104Nm @ 5500rpm
• Transmission: Five-speed
• Suspension (F): 43mm USD forks
• Suspension (R): Coil over monoshock
• Warranty: 2 Year / unlimited kilometre
• Weight: 181kg (dry)
• Wheel (F): 17 x 3.5-inch cast aluminium
• Wheel (R): 17 x 5.5-inch cast aluminium

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