2009 BMW F800GS



2009 BMW F800GS
2009 BMW F800GS

2009 BMW F800GS
2009 BMW F800GS

2009 BMW F800GS
2009 BMW F800GS

2009 BMW F800GS
2009 BMW F800GS

2009 BMW F800GS
2009 BMW F800GS

2009 BMW F800GS
2009 BMW F800GS

2009 BMW F800GS
2009 BMW F800GS

2009 BMW F800GS
2009 BMW F800GS

2009 BMW F800GS
2009 BMW F800GS

2009 BMW F800GS
2009 BMW F800GS

2009 BMW F800GS
2009 BMW F800GS 798cc Parallel Twin Engine

• 2009 BMW F800GS

2009 BMW F800GS

The new BMW F800GS. Everything about it is unstoppable. Its state-of-the-art 85 hp twin-cylinder engine delivers awesome off-road power. A curb weight of just 207 kilograms makes it unbelievably agile. And its ability to perform on smooth tarmac and rough ground alike makes it uniquely versatile. The new BMW F800GS. Built to go beyond the ordinary.

With the completely new enduro model, the F 800 GS, BMW Motorrad is not only expanding its range of products available, but also presenting a worthy successor to the totally successful F 650 GS with its single-cylinder engine. Even when it's parked, the amazingly offroad-capable F 800 GS adventure-tourer, with its sturdy appearance and long spring travel, indicates what it can do off-road. The signals it gives off are clear yet diverse: fun driving on all types of road, and stamina on journeys even when the destination can only be reached by gravel tracks.

A high level of stability combined with playful handling are features of the new F 800 GS, as is high-quality workmanship, a strong chassis and impressive engine performance for maximum riding enjoyment.

The inline two-cylinder engine comes from the well-known F 800 model series, but beyond this, the enduro model has been completely redesigned. A completely new frame and new wheel suspension with new spring-shock absorber elements are used, for example, which will surpass the expectations of even the most demanding enduro riders. The belt drive and single-strut swing arm, which are ideal for pure on-road use, have been replaced by a light chain drive, which, in combination with a very stable, attractive aluminum profile double-strut swing arm, offers particular advantages in offroad riding in particular. The new GS is thus not only in its element on roads - it will also always find a way through off-road too.

The F 800 GS combines road and touring capabilities with superior offroad characteristics. It thus combines the two worlds in a way that has never before been achieved in this class and offers the maximum possible freedom in terms of its areas of use. BMW Motorrad has positioned the dynamic adventure-tourer at an attractive price, thus adding a real asset to the market.

Vehicle characteristics and technology.

For BMW Motorrad, the abbreviation "GS" is not an empty promise.

This will be demonstrated in the future by the F 800 GS too, in continuation of a long tradition. The new model not only offers the typical qualities of an adventure-tourer - it also offers superb offroad riding capabilities. While large-capacity enduros sometimes reach their limits because of their weight and overall design, the new F 800 GS is completely unstoppable. The overall package combines balanced power and weight, excellent ground clearance, long spring travel, precise wheel guidance and sophisticated ergonomics, giving excellent offroad riding and excellent long-distance performance.
The chassis combines all the ingredients that a real enduro needs: a sturdy steel tube frame that allows a steering lock of 42 degrees, a rigid upside-down fork with 230 mm spring travel, a sturdy aluminum double-strut swing arm with a path-dependent cushioned spring strut and 215 mm spring
travel and solid wire-spoke wheels. A 21-inch front wheel in the classic enduro dimensions of 90/90-21 gives running stability in slow offroad riding,

while the rear wheel, with dimensions 150/70-17 ensures that the engine power is always transferred securely to the track.

The engine is the parallel twin from the F 800 S modified for the new usage, with its cylinders now only inclined 8.3 degrees forward. The strong, liquid-cooled four-valve two-cylinder is particularly convincing because of its spontaneous response, its impressive torque and its low fuel consumption. Nominally, the engine provides 85 HP at 7 500 min-1 and, at 5 750 min-1 sends a torque of 61 pound-feet to the sliding bearing based crankshaft. Thanks to the regulated three-way catalytic converter and secondary air system, the twin releases its power in a way that is absolutely environmentally friendly. The mass balance is provided by a system that is unique in standard motorcycle design: an additional swivel con-rod balances the first and second level mass forces and ensures that the two-cylinder functions with the minimum of vibrations.

The low dry weight of 178 kg makes a major contribution to the dynamic riding properties. When filled with fuel and ready to ride, the F 800 GS weighs in at just 207 kg.

The F 800 GS offers an excellent level of seat comfort for both rider and
passenger, along with a high standard of safety features. If required, it can be fitted ex factory with two-channel ABS that can be switched off. In addition, the extensive range of BMW accessories meets the further individual wishes of our demanding customers, as always.

Overview of the main features of the new F 800 GS:

o F 800 GS as mid-class adventure-tourer with excellent offroad properties and long-distance capabilities.
o Liquid-cooled parallel twin with 798 cc capacity, four-valve technology and unique mass balance.
o Rev-proof DOHC valve drive via cam followers.
o Manifold injection with electronic engine management BMS-KP, lambda probe and regulated three-way catalytic converter plus secondary air system.
o Closely stepped six-speed transmission for excellent riding performance.
o Dirt-resistant secondary drive via O-ring chain.
o Torsion-resistant tubular steel frame with unusual gusset plate reinforcement of steering head.
o Easy handling and extremely tight turning circle.
o Stable telescopic fork, USD fork with upright tube diameter 45 mm.
o Double-strut swing arm in die-cast aluminum.
o Spring strut with adjustable spring pre-tension and adjustable rebound damping; WAD function (path-dependent damping as in the R 1200 GS).
o Long spring travel for comfort and offroad suitability.
o Excellent seat comfort for rider and passenger.
o Tank underneath seat, for best center of gravity, with easily accessible fill opening.
o Powerful braking system, with ABS if required.
o Air filter and battery positioned behind steering head for easy maintenance.
o Wide range of accessories for offroad and touring use.

The most important details at a glance:
BMW F 800 GS
85 HP
Valve timing like F 800 S
Wide radiator
Offroad-look fairing
High windscreen
USD telescopic fork
WAD spring strut
Spoked wheels
21-in front wheel
Double-disc brake, floating, front
Aluminum handlebar
880/850 mm seat height
Ready-to-ride weight 207 kg

2009 BMW F800GS - Specifications
MSRP: $10,520

Engine
Type Water cooled twin cylinder 4 stroke
Displacement 798 cc
Bore X Stroke 82mm x 75mm
Horsepower 85 bhp @ 7500 rpm
Torque 62 lb/ft @ 5750 rpm
Valve Gear DOHC, chain-driven with cam followers
No of cylinders 2
Compression Ratio 12.0:1
Engine Management BMW Engine Controller - BMS K
Valves per Cylinder Four
Valves 2 x 32mm intake / 2 x 27.5mm exhaust
Fuel Tank HDPE, internal pump and internal filter
Alternator W N/A
Battery V/AH 12 Volts 14 Amps/hour
Engine Summary N/A

Drivetrain
Clutch Wet multi plate
Gear Box 6
Primary Transmission 1.94
Gear Ratios I: 2.46
II: 1.75
III: 1.38
IV: 1.17
V: 1.04
VI: 0.96
Final Drive System Chain
Final Drive Ratio 1:2.6

Frame & Suspension
Frame Tubular steel frame with a semi stressed engine
Front wheel suspension 45mm USD Fork
Rear wheel suspension Double sided aluminum swingarm
Spring Travel front/rear 9.0 inches / 8.5 inches
Ground Clearance N/A
Handlebar center point angle 64 degrees

Brakes
Brake System BMW
Front Brakes 4 Piston Caliper x 2
Front Rotor 11.8 inch Dual Rotors
Rear Brakes 2 Piston Caliper
Rear Rotor 10.4 inch single Rotor
Actuation Hydraulic, DOT 4 Fluid
Wheels & Tires
Front Wheel 2.15 x 21 spoked wheel with aluminum rim
Rear Wheel 4.25 x 17 spoked wheel with aluminum rim
Front Tire 90/90-21
Rear Tire 150/70-17

Dimensions
Overall Length 91.0 inches
Overall Width 34.2 inches
Wheelbase 62.1 inches
Seat height 33.5 - 34.6 inches
Weight - Dry 392 lbs
Max permissible weight 975 lbs
Fuel Capacity 4.2 gallons

Standard Equipment
Closed Loop 3 Way Catalytic Converter with Oxygen Sensor $N/C
Complete Stainless Steel Exhaust System $N/C
Hydraulic Rear Spring Preload Adjuster $N/C
Electronic Immobilizer $N/C
Single Wire System $N/C
Adjustable Brake and Clutch Levers $N/C
Power Socket $N/C
Spoke Wheels $N/C
Chain Drive $N/C

Available Equipment
ABS $890
Anti Theft Alarm $395
Clear Turn Signal Lenses $60
Center Stand $150
Low Seat No Charge if Factory Equipped
Comfort Package $475
Heated Grips
On Board Computer

2009 BMW F800GS - Canada Specifications
MSRP*: $12,250.00

ENGINE
Type Water-cooled, 2-cylinder, 4-stroke, four valves per cylinder, two overhead camshafts, dry sump lubrication
Bore / stroke 82 mm x 75.6 mm
Capacity 798 cc
Rated output 63 kW (85 hp) at 7,500 rpm
(optional 91 RON version: 61 kW (83 hp) at 7,500 rpm)
Max. torque 83 Nm at 5,750 rpm (optional 91
RON version: 81 Nm at 5,750 rpm)
Compression ratio 12.0 : 1

Mixture control / engine management
Electronic intake pipe injection / digital engine management (BMS-K)
Emission control Closed-loop 3-way catalytic converter, emission standard EU-3

PERFORMANCE /
FUEL CONSUMPTION

Maximum speed Over 200 km/h
Fuel consumption per 100 km at constant 90 km/h
3.8 l

Fuel consumption
per 100 km at constant 120 km/h
5.2 l
Fuel type Unleaded super, minimum octane rating 95 (RON); with optional engine mapping compatible with 91 RON

ELECTRICAL SYSTEM
Alternator Three-phase alternator 400 W
Battery 12 V / 14 Ah, maintenance-free

POWER TRANSMISSION
Clutch Multiple-disc clutch in oil bath, mechanically operated
Gearbox Constant mesh 6-speed gearbox integrated into crankcase
Drive Endless O-ring chain with shock damping in rear wheel hub

CHASSIS / BRAKES
Frame Tubular steel space frame, load-bearing engine
Front wheel location / suspension Upside-down front fork, Ø 45 mm
Rear wheel location / suspension Cast aluminium dual swing arm,
WAD strut (travel related damping), spring pre-load hydraulically adjustable
(continuously variable) at handwheel, rebound damping adjustable
Suspension travel, front / rear 230 mm / 215 mm
Wheel base 1,578 mm
Castor 117 mm
Steering head angle 64°
Wheels Wire spoke
Rim, front 2.15 x 21"
Rim, rear 4.25 x 17"
Tyre, front 90/90 - 21 54V
Tyre, rear 150/70 - 17 69V
Brake, front Twin disc, floating brake discs, diameter 300 mm, double-piston floating calipers
Brake, rear Single disc, diameter 265 mm,
single-piston floating caliper
ABS Optional extra: BMW Motorrad ABS (can be switched off)

DIMENSIONS / WEIGHTS
Seat height 880 mm (low seat: 850 mm)
Inner leg curve 1,940 mm (low seat: 1,900 mm)
Unladen weight, road ready, fully fuelled1) 207 kg
Dry weight2) 185 kg
Permitted total weight 443 kg
Payload (with standard equipment) 236 kg
Usable tank volume 16.0 l
Reserve approx. 4.0 l
Length 2,320 mm
Height (excl. mirrors) 1,350 mm
Width (incl. mirrors) 945 mm

Media/Press Releases(2)

Media/Press Release #1

The new BMW F 800 GS.

Contents.
1. Concept, claim and characteristics. 2
2. Vehicle characteristics and technology. 4
3. Range of equipment. 16
4. Colors. 20
5. Engine output and torque. 21
6. Technical data. 23

1. Concept, claim and characteristics.
With the completely new enduro model, the F 800 GS, BMW Motorrad is not only expanding its range of products available, but also presenting a worthy successor to the totally successful F 650 GS with its single-cylinder engine. Even when it's parked, the amazingly offroad-capable F 800 GS adventure-tourer, with its sturdy appearance and long spring travel, indicates what it can do off-road. The signals it gives off are clear yet diverse: fun driving on all types of road, and stamina on journeys even when the destination can only be reached by gravel tracks.

A high level of stability combined with playful handling are features of the new F 800 GS, as is high-quality workmanship, a strong chassis and impressive engine performance for maximum riding enjoyment.

The inline two-cylinder engine comes from the well-known F 800 model series, but beyond this, the enduro model has been completely redesigned. A completely new frame and new wheel suspension with new spring-shock absorber elements are used, for example, which will surpass the expectations of even the most demanding enduro riders. The belt drive and single-strut swing arm, which are ideal for pure on-road use, have been replaced by a light chain drive, which, in combination with a very stable, attractive aluminum profile double-strut swing arm, offers particular advantages in offroad riding in particular. The new GS is thus not only in its element on roads - it will also always find a way through off-road too.

The F 800 GS combines road and touring capabilities with superior offroad characteristics. It thus combines the two worlds in a way that has never before been achieved in this class and offers the maximum possible freedom in terms of its areas of use. BMW Motorrad has positioned the dynamic adventure-tourer at an attractive price, thus adding a real asset to the market.

Vehicle characteristics and technology.

For BMW Motorrad, the abbreviation "GS" is not an empty promise.

This will be demonstrated in the future by the F 800 GS too, in continuation of a long tradition. The new model not only offers the typical qualities of an adventure-tourer - it also offers superb offroad riding capabilities. While large-capacity enduros sometimes reach their limits because of their weight and overall design, the new F 800 GS is completely unstoppable. The overall package combines balanced power and weight, excellent ground clearance, long spring travel, precise wheel guidance and sophisticated ergonomics, giving excellent offroad riding and excellent long-distance performance.
The chassis combines all the ingredients that a real enduro needs: a sturdy steel tube frame that allows a steering lock of 42 degrees, a rigid upside-down fork with 230 mm spring travel, a sturdy aluminum double-strut swing arm with a path-dependent cushioned spring strut and 215 mm spring
travel and solid wire-spoke wheels. A 21-inch front wheel in the classic enduro dimensions of 90/90-21 gives running stability in slow offroad riding,

while the rear wheel, with dimensions 150/70-17 ensures that the engine power is always transferred securely to the track.

The engine is the parallel twin from the F 800 S modified for the new usage, with its cylinders now only inclined 8.3 degrees forward. The strong, liquid-cooled four-valve two-cylinder is particularly convincing because of its spontaneous response, its impressive torque and its low fuel consumption. Nominally, the engine provides 85 HP at 7 500 min-1 and, at 5 750 min-1 sends a torque of 61 pound-feet to the sliding bearing based crankshaft. Thanks to the regulated three-way catalytic converter and secondary air system, the twin releases its power in a way that is absolutely environmentally friendly. The mass balance is provided by a system that is unique in standard motorcycle design: an additional swivel con-rod balances the first and second level mass forces and ensures that the two-cylinder functions with the minimum of vibrations.

The low dry weight of 178 kg makes a major contribution to the dynamic riding properties. When filled with fuel and ready to ride, the F 800 GS weighs in at just 207 kg.

The F 800 GS offers an excellent level of seat comfort for both rider and
passenger, along with a high standard of safety features. If required, it can be fitted ex factory with two-channel ABS that can be switched off. In addition, the extensive range of BMW accessories meets the further individual wishes of our demanding customers, as always.

Overview of the main features of the new F 800 GS:

o F 800 GS as mid-class adventure-tourer with excellent offroad properties and long-distance capabilities.
o Liquid-cooled parallel twin with 798 cc capacity, four-valve technology and unique mass balance.
o Rev-proof DOHC valve drive via cam followers.
o Manifold injection with electronic engine management BMS-KP, lambda probe and regulated three-way catalytic converter plus secondary air system.
o Closely stepped six-speed transmission for excellent riding performance.
o Dirt-resistant secondary drive via O-ring chain.
o Torsion-resistant tubular steel frame with unusual gusset plate
reinforcement of steering head.
o Easy handling and extremely tight turning circle.
o Stable telescopic fork, USD fork with upright tube diameter 45 mm.
o Double-strut swing arm in die-cast aluminum.
o Spring strut with adjustable spring pre-tension and adjustable rebound damping; WAD function (path-dependent damping as in the R 1200 GS).
o Long spring travel for comfort and offroad suitability.
o Excellent seat comfort for rider and passenger.
o Tank underneath seat, for best center of gravity, with easily accessible
fill opening.
o Powerful braking system, with ABS if required.
o Air filter and battery positioned behind steering head for easy maintenance.
o Wide range of accessories for offroad and touring use.

The most important details at a glance:
BMW F 800 GS
85 HP
Valve timing like F 800 S
Wide radiator
Offroad-look fairing
High windscreen
USD telescopic fork
WAD spring strut
Spoked wheels
21-in front wheel
Double-disc brake, floating, front
Aluminum handlebar
880/850 mm seat height
Ready-to-ride weight 207 kg


Modified two-cylinder.
The parallel twin familiar from the F 800 S/ST models forms the basis for the GS drive. For the new usage, however, some aspects of the engine have been modified. In order to allow long spring travels with a wheel spacing that remains moderate, plus an ideal distribution of weight, the cylinders are
now only angled forward by 8.3 degrees instead of the 30 degrees with the F 800 S/ST. This solution has been made possible by a new design for

the lower engine housing section made from die-cast aluminum. It contains application points for the engine protection plate and provides the ideal working conditions for the semi-dry sump lubrication. In addition, the cylinder head has been reinforced in the area of the frame connection at the front
on the right. The GS engine has a modified clutch cover which creates more space in the footrest area and more room for a new oil dipstick and a changed clutch release shaft. Finally, the water pump housing and cooling hose connections have been adapted to the new position of the engine.
The side-effect of these modifications is that the engine is a kilogram lighter than the unit used in the S/ST model series.

Like the famous F 800 engine, the transverse parallel twin works with an
even firing order (360° ignition offset) without crank offset on the crankshaft. Because there is one firing cycle for each crankshaft rotation, the sound is deliberately like that of boxer engines which work with an identical firing

offset. Most importantly, however, the even firing sequence creates the best conditions for a balance load change with high torque yield.

Unique mass balance.

The mass forces are offset by a balancing mechanism that is unique in series engine design. Instead of having conventional counterweight shafts, the oscillating mass forces are balanced by a joint system on the center of the crankshaft with deliberately positioned counterweight masses: an eccentric on the crankshaft offset against the crank pins by 180° carries what is known as a balancing connecting rod. This connecting rod is hinged to an approximately horizontal balancing rocker. The kinematics are designed in such a way that the balancing connecting rod moves contrary to the two engine connecting rods. Because of being guided through the relatively long rocker, an almost linear swivel movement of the connecting rod head is achieved - to put it precisely, the small connecting rod eye describes a slightly curving path. The mass distribution at the connecting road head and rocker is chosen in such a way that the mass forces resulting from the swinging movement combat, in every crankshaft position, the oscillating mass forces from the crank drive (piston and con-rod proportion). This means that first and second order mass forces are almost completely eliminated, resulting in low-vibration engine running.

Lubrication system.
The oil circulation system also includes a number of sophisticated details.
In order to prevent punch losses, a semi-dry sump lubrication system has been designed which works without any separate engine oil tank. Lubricant coming from the main bearings collects in a tray which also holds the balancing system and which is sealed off from the actual oil tray. Oil in this area is constantly vacuumed up by an oil pump and transported to the transmission housing, before running from there, under no pressure, via openings in the crank housing into the oil tray. The oil pressure pump supplies the lubricating oil system from this reservoir.

Camshafts matched to enduro requirements.
The cylinders in the GS engine are fitted with a high-tech cylinder head.

As in the new engines in the K model range, here also, two upper camshafts driven by a toothed chain rotate and control four valves per cylinder via cam followers. The F 800 GS, unlike the S/ST models, uses slightly modified camshafts which help the engine develop its power in a way that is ideal for enduros: with excellent torque, even and easily controllable. The valve drive via cam followers is low-wear, only produces minimal friction losses and is particularly rev-proof. The valve play therefore only needs to be checked after 20,000 km at the earliest.

Valve timing BMW F 800 GS
Intake opens 14° after OT
Intake closes 18° after UT
Outlet opens 18° after UT
Outlet closes 14° before OT
Valve lift 9.64 mm


Mixture preparation.

Other features that are typical of BMW include the mixture preparation, which is via a manifold injection with BMS-KP engine control and two 46 mm throttle valves. The injection quantity is determined by the specially tuned engine control, not only via the injection period but also via the pressure that the fuel pump provides, depending on the power requirement. The fuel system operates without return and only carries the quantity that the engine actually needs. Because of this economical, patented regulation system, the fuel pressure can be modified within a wide range so that the mixture is always ideal. To measure the fuel quantity supplied, not only the well-known parameters such as load, engine speed and temperature are used, but also the residual oxygen content in the exhaust gas. The corresponding information is provided by a lambda probe positioned at the point where the manifolds join. This is followed immediately by the three-way catalytic converter, provided as standard, which quickly warms up after the cold start and can thus start its conversion work quickly.

The air necessary to form the mixture reaches the new suction silencers via suction snorkels positioned in the cool air stream. The positioning well above the engine, which is good for both on-road and off-road riding, and the large volume, which supports torque were made possible by the positioning of the tank under the seat. The suction snorkels of the F 800 GS are visible as a design element.


Exhaust system.
The completely new, weight-optimized exhaust gas system is made completely from high-grade steel and weighs in at just 8.5 kg. The single-wall manifold system is connected with the silencer via a plug connection with tension spring. The attachment of a slip-on silencer is therefore easy and less costly, especially since the catalytic converter is integrated into the manifold. The end silencer provided as standard is constructed as a two-chamber silencer in a combined absorption/reflection design, offers a gas flow volume of 8 litres and is mounted on the left side of the motorcycle, half way up. The
F 800 GS is fitted with a secondary air system which, in combination with the regulated catalytic converter, reduces the emission of pollutants to EU3 requirements.


High-revving with great torque.
It is not only the modern injection system that ensures a prompt response from the F 800 GS twin; its low centrifugal mass also contributes to its agile power development. Even at the bottom of its rev range, the four-valver, which, with a bore-stroke ratio of 82 to 75.6 mm, is not particularly short-stroked, soon speeds up and releases a good 90% of the maximum torque in the broad range between 4 000 and 7500 min-1. Between 5 000 and 8 000 min-1, the engine develops its power dynamically, accompanied by a unique sound. The nominal performance data of the 798 cc twin - 85 HP at 7 500 min-1 and 61 lb-ft at 5 750 min-1 - therefore give an incomplete picture of the potential that is available in practice.

In combination with the low total weight and closely stepped six-speed transmission, the F 800 GS accelerates from 0-100 km/h in about 4 seconds, and the top speed is over 200 km/h. But it is not only the acceleration of the new GS model that is impressive; its traction is also remarkable. The BMW development engineers have focussed quite deliberately on the smooth, confident development of power in the mid engine speed range rather than on absolute peak performance. Sporting riders will be bowled over by the engine's acceleration, while tourers will enjoy the twin's strong traction with minimal shifting.

The parallel twin, which has been optimized for enduro operation, not only manages to walk the tightrope between powerful torque and dynamic acceleration, it also proves that good performance does not necessarily involve high fuel consumption. Ridden over country roads, a consumption of well below 5 liters of super octane fuel per 100 km is perfectly possible.

If required, the F 800 GS can also be fitted for use with normal octane fuel, which, however, reduces the peak performance by 2 HP and increases fuel consumption slightly. This modification is carried out by calling up a characteristic map in the control software, and can be cancelled again at any time.

The sophisticated engine concept shows additional technical finesse in its peripherals. The water pump, for example, is on the right of the cylinder head and is driven by a cog wheel unit on the camshaft. The advantageous positioning of the pump - directly behind the radiator with integrated thermostat - means that only short hose connections are needed. The engine therefore looks particularly compact and tidy. An oil-water heat exchanger next to the easily accessible oil filter ensures that the engine warms up particularly quickly after a cold start. In addition, the heat exchanger also limits the engine oil temperatures.


Rear wheel drive via robust O-ring chain.
Because motorcycles suitable for off-road use are often used on roads that are unfinished, they need a secondary drive that is not sensitive to dirt.

The F 800 GS therefore has an O-ring chain with a division of 5/8 x 5/16.

A chain guide rail protects the aluminum rocker from damage. Four asymmetrical drive dampers provide shock absorption for the chain wheel bearer which is taken exactly over the full-floating axle via a grooved ball bearing.

While the six-speed transmission is taken from the F 800 S/ST models and only the transmission output shaft has had to be modified to the chain

drive, the end transmission ratio has been changed. The F 800 GS thus works with a transmission ratio of 1:2.625 (16/42 Z).


A sturdy tubular steel frame.
The tubular steel frame designed specially for the new GS models, built as a tubular space frame, offers a whole range of interesting details which improve the extraordinary off-road qualities of the GS models. The slim steering head, for example, which is integrated with total stability into the frame structure, allows a steering lock stop of 42 degrees. The steering head is fixed using a completely new layout of gusset plates which have considerably reduced the design width without affecting the stability of the frame. The steering lock is also improved by the fact that the steering lock is positioned in front of the handlebar. Off-road, the small turning circle of the GS is particularly advantageous when the bike has to be ridden through trial sections at walking speed.

The tubular space frame in manganese-alloy steel integrates the engine as a bearing element into the framework. The frame tubes are brought together in the area of the rocker bearings in forged steel parts. The frame tail made from rectangular steel pipe is taken up by the main frame via four screw connections and carries the new fuel tank (capacity 16 litres) which is positioned under the seat. The new design was not only required because of the modified engine. In the front part of the bench seat, not only are the main frame and frame end very narrow - the seat itself and the covering of the suction silencer are very streamlined. This means that, in relation to the seat height, an incredibly short arc has been achieved, which is the decisive dimension for being able to touch the ground. The result is that the GS provides perfect seating both for giants of the road and for smaller riders.


Made-to-measure telescopic forks for both models.
Because of the very long spring travel of 230 mm, an upside-down telescopic fork is the best choice for the F 800 GS. The overlapping of the fixed and sliding tubes is particularly large with this design, especially since the fixed tube diameter of 45 mm ensures excellent bending strength. Plastic deflectors combined with the front wheel covers provide protection against stones.

Aluminum double-strut swing arm at rear.
The rear wheel suspension of the GS is similarly robust, with real slave qualities. It is based on an aluminum double-strut swingarm, die-cast in a single piece. The F 800 GS uses a directly hinged central spring strut with path-dependent damping and spring travel of 215 mm. The spring pre-tensioning can be adjusted using a handwheel, so that the rear wheel suspension can easily be adjusted for one- and two-person use. The tension stroke of the suspension can also easily be adjusted to individual requirements.


Wheels and tires for the required purpose.
The F 800 GS travels on aluminum spoked wheels, size 21 x 2.15 at the front and 17 x 4.25 at the rear. The front wheel size of 21-in, which is normal in enduro sports, gives greater riding stability because of the greater gyroscopic forces, which can be an inestimable advantage on loose ground. Road-capable enduro tires are standard, but tires with a marked stud profile are also approved, and refitting is easy if the motorcycle is to be used mainly offroad.

The tire sizes are also proof that the F 800 GS is tailored to its preferred area of use. It travels on tires measuring 90/90-21 at the front and 150/70-17 at the rear. While the front tire supports easy handling and minimizes braking torque, the rear tires takes account of the high engine power.

Braking systems matched to on- and off-road requirements.
The braking system is also matched to the intended purpose. Because the F 800 GS is capable of reaching high speeds, the front wheel has two fully floating brake discs 300 mm in diameter with double-piston sliding calipers. At the front the steel-reinforced brake lines are laid in such a way that they do not push through the cockpit fairing when the telescopic fork is compressed. At the rear wheel, the GS is slowed down by a 265 mm disc brake with single-piston sliding caliper.
Modern two-channel ABS with improved rear wheel lift-off detection.

If required, the F 800 GS can be fitted ex-factory with two-channel ABS. The current generation of BMW Motorrad ABS is characterized not only by its compact design and low weight, but also by its very short braking paths. The pressure modulator controls the optimum braking pressure in the regulating range via intake valves that are adjusted on a linear basis and is characterized by its very fast, fine regulating intervals. The valves with infinitely variable cross-section openings also ensure that the rider only perceives a slight pulsing in the brake levers. In addition the BMW Motorrad ABS offers expanded diagnosis functions: the wheel speed sensors monitor their distance from the sensor wheel automatically and thus contribute to the motorcycle's outstanding safety. Riders who routinely ride off-road can deactivate the ABS system before off-road use.


On-board electrics with CAN bus and immobilizer.
The electrical system in the new GS is also at the top of the range, and works with an innovative CAN bus system. As in the sister models in the F 800 model series, the single-wire system (SWS) has many advantages: it reduces the amount of wiring required, allows all control devices to be networked and thus simplifies the preparation of comprehensive diagnoses. In addition, there is no need for conventional fuses, since the system automatically switches off the component in question in the event of a malfunction.

Since the introduction of CAN bus technology, an electronic immobilizer has been part of the standard equipment on BMW motorcycles. More than the right key is needed to start the engine - in addition, the chip integrated into the BMW key must report the right code to the ring antenna of the combined steering and ignition lock. Only then does the engine control allow the vehicle to be started. This technology offers the safest, most reliable protection against vehicle theft available today.

The electrical plug connections are waterproof and thus unsusceptible to faults. A 14 ampere-hour battery and a 400 W alternator ensure a reliable power supply.

The cockpit with its analog instruments arranged above each other and its information display including on-board clock provides the rider with information at a glance. As an item of special equipment, BMW offers an on-board computer with further functions such as gear display and stopwatch.

The asymmetrical double headlight with glass-clear plastic cover give the GS models the characteristic face of the youngest BMW generation.

The reflectors, familiar from the BMW R 1200 GS and loved by night-time riders because of their superb use of light, are enclosed in a new plastic housing and are fitted with two H7 headlight bulbs. On switching to high beam, the low beam remains active. The headlights are fixed using an unbreakable, lightweight plastic support which also takes the cockpit and the sturdy plastic cladding made from high-strength polypropylene.


Optimum seat design for touring and offroad use.
Although the long spring travel in an enduro generally results in a higher seat, riders of the new GS models will easily be able to touch the ground with their feet. The strongly waisted seat is offered in two heights -- 880 or 850 mm. The low arc length is also due to the frame, which is very streamlined in the critical area. The seat is locked at the front in a vibration-absorbing holder. This layout means that there is an uninterrupted transition between the fairing, the frame and the seat.

For relaxed riding the new F 800 GS has a vibration-absorbent handle-bar made from conically shaped aluminum tubing, and folding, wide steel footrests with hollow-chamber rubber surfaces. To be able to stand securely in the footrests offroad, the rubber surfaces can also be removed.

The wide, upswept handlebars are fitted with easy-to-reach fittings; the grip width of the levers can be adjusted. The combined ignition/steering lock is also conveniently positioned in front of the handlebars.
As one might expect from an adventure-tourer, the GS also provides excellent comfort for the passenger. The seat length and footrest position allow the passenger to relax, while the long side holder brackets at the rear provide a secure grip. Last but not least, the fairing discs offer moderate wind protection, thus helping the passenger to travel in comfort. The high windscreen with its M-shaped design has been optimized in a wind tunnel.

The 16-liter fuel tank under the seat has proved a great advantage on long trips, not only because long distances can be travelled, thanks to the motorcycle's low fuel consumption, but also because the tankbag can be left in place as the tank is filled. The lockable filler nozzle is easily accessible on the right-hand side of the motorcycle level with the passenger seat.

The color variants chosen underline the character of the new offroad bike. For the market launch, the F 800 GS will be appearing in Sunset Yellow/Black or Dark

Magnesium Metallic Matt.

3. Range of equipment.
Special equipment and special accessories.

BMW meets the need for personalization not only through its special equipment, mounted at the factory in Berlin, but also subsequently through the special accessories that the local dealer or the customer himself adds later. The special equipment and very extensive range of special accessories have been tailored to suit the new F 800 GS, so that the customer can buy high-quality, perfectly matching products that are in line with the character of this motorcycle.

Special equipment.
o BMW Motorrad ABS (can be switched off).
o Heated grips.*
o On-board computer.
o Main stand.*
o Low rider's seat (850 mm, no extra cost).*
o White indicator lights.*
o Theft alarm.*
o Characteristic map modification for 91 RON for F 800 GS (no extra cost).

Products marked with * are also available as special accessories from BMW motorcycle dealers.
On-board computer completes the range of information available.
The on-board computer expands the range of information that can be displayed on the clear display in the combined instrument panel, adding the following details: tank display, gear display, coolant temperature, average fuel consumption, range, outside temperature and stop watch time. A button on the left handlebar fitting allows the rider to switch through the displays and to select the information required. It is also used to operate the stop watch.

Low seat.
In order to offer shorter riders optimum ergonomics and the ability to reach the ground, BMW Motorrad is able to provide a lower seat. It reduces the seat height in the F 800 GS to 850 mm. If it is ordered ex factory, the customer is not charged any extra.

Playing it safe with a theft alarm.
Once it has been activated, the theft alarm reacts to any change in position
of the parked motorcycle with very clear visual and audible signals. The extremely effective system can be deactivated via a remote control or using the ignition key.

Practical main stand allows easy propping up.
The main stand means that the motorcycle can be propped up with very little effort. Thanks to the wide standing surface, the GS models will stand safely if, for example, the rear wheel has to be removed or the chain lubricated.

Special accessories.
o Luggage bridge, small.
o Luggage rest, large, for Vario topcase.
o Vario topcase, black.
o Case holder for Vario case.
o Vario case, black.
o Inside pockets for Vario case and Vario topcase.
o Back cushion for Vario topcase.
o Tankbag, waterproof.
o Softbag Sport, small.
o Softbag Sport, large.
o Heated grips.*
o Low seat.*
o White indicator lights.*
o Main stand.*
o BMW Motorrad Navigator II.
o Navigator holder, cable and attachment kit.
o Navigator Function bag.
o Theft alarm.*
o Hand protection bars.
o Protectors (small and large) for hand protection bars.
o Add-on spoiler for Protector, large.
o Engine protection bars.
o Splash protection extension, rear.
o Low windscreen
o Touring windscreen.
o High windscreen, tinted.
o Akrapovic sports silencer.
o Wind deflector kit.
o Service tool kit.
o Enduro tail bag.
Products marked with * are also available ex factory.

Flexible storage space with Vario cases and Vario topcase.
The well-known, variable-volume cases (on left: 19-29 liter/on right: 28-38 liter) have been modified to the new GS models. Thanks to the carefully conceived carrier system, the cases can be attached and removed in a moment. Those who want to take even more luggage with them can also add the 25-35 liter topcase, which has plenty of room for a helmet, for example. If required, the comfort of the passenger can be improved by attaching a back cushion to the topcase. The inside pockets for the cases reliably protect luggage from dirt and damage.


Tankbag for small items of luggage.
The tankbag is a truly practical travelling companion. Because the fuel tank is positioned underneath the seat, the tankbag does not need to be removed in filling stations. The tankbag has a variable capacity of 14 to 26 liters and has a waterproof inside pocket so that no extra covering is required when travelling in the rain. The bag also includes a waterproof map compartment and a place for small tools which can be accessed via the main compartment from the inside.

BMW Motorrad Navigator II.
With this navigation system, the rider selects an address, a city, a tourist destination or a way point. The BMW Motorrad Navigator II guides the rider, with detailed instructions, safely and effortlessy to the destination - by the fastest or shortest route, as required, or directly ("as the crow flies"). The display can be varied too: the rider can choose a map display, a combination of map and instructions, a roadbook or a compass function that displays the distance and direction to the next way point. A zoom function makes rapid orientation easier, at intersections, for example. Voice guidance using a helmet installation kit is possible in nine languages.


Hand protector with spoiler.
The three-part hand protector made from impact-resistant, continuously dyed plastic can take on a variety of protective functions, since individual modification is possible with the modular system. The hand protection bar deflects damage to the handlebar and handlebar fittings. The protector attachment is available in two sizes and protects hands from stones, while the spoiler provides additional protection against the cold and wet.

Engine protection bars.
A sturdy engine protection bar provides additional protection against damage in everyday use or during offroad travel.

Akrapovic sports silencer.
The sports silencer in titanium and carbon made by Akrapovic fits without problems onto the original manifold system, which is fitted as standard with a regulated catalytic converter. It is a slip-on silencer fixed in place with springs. Using this silencer can save around 2 kg in weight compared with
the standard system.

Enduro tail bag.
This special tail bag attached behind the seat resists even the tough loads off-road. It contains several compartments and its outer fabric is not sensitive to dirt.

4. Colors.
Colour Seat
BMW F 800 GS Sunset Yellow/Black Black
BMW F 800 GS Dark Magnesium Metallic Matt Black



5. Engine output and torque.
BMW F 800 GS


6. Technical data.
BMW F 800 GS
BMW F 800 GS
Engine
Capacity cm3 798
Bore/lift mm 82/75,6
Power kW/HP 63/85
at engine speed min-1 7 500
Torque Lb-ft 61
at engine speed min-1 5 750
No. of cylinders 2
Compression/fuel :1 12.0/Super unleaded (95 RON)
Valve/gas control dohc (double overhead camshaft)
Valves per cylinder 4
Diam. inlet/outlet mm 32/27,5
Throttle valve diameter mm 46
Mixture preparation Electronic manifold injection, engine management BMS-KP

Electrical system
Generator W 400
Battery V/Ah 12/14
Headlights/rear light W 55 (full/dipped beam) 5 parking light LED (braking/rear light)
Starter kW 0.9

Power transmission/gears

Clutch Multidisc clutch in oil bath, mechanically activated
Gears Dog-coupled six-gear transmission
Primary transmission 1:1.943
Transmission, gear stages I 1:2.462
II 1:1.750
III 1:1.381
IV 1:1.174
V 1:1.042
VI 1:0.960
Rear wheel drive Endless-O-ring chain drive with back damping in wheel hub
Transmission ratio 1:2.625 (16/42)

Chassis
Frame design Tubular frame in steel, partly carrying the engine
Wheel suspension, front wheel Upside-down telescopic fork,fixed tube Ø 45 mm
Wheel suspension, rear wheel Double-strut swing arm, aluminium cast in one piece
Spring travel front/rear mm 230/215
Castor mm 117
Wheel spacing mm 1578
Steering head angle ° 64.0
Brakes front Double-disc brake Ø 300 mm
rear Single-disc brake Ø 265 mm
on request: BMW Motorrad ABS, disconnectable
Wheels Spoked wheels with aluminium rims
front 2.15x21
rear 4.25x17
Tyres front 90/90-21 54 V
rear 150/70-R17 69 V

Dimensions and weights
Total length mm 2 320
Total width with mirrors mm 945
Total width without mirrors mm 870
Seat height mm 880 (SA 850)
Dry weight kg 178
DIN tare, ready to drive kg 207
Perm. total weight kg 443
Tank capacity l 16

Travel data
Fuel consumption 90 km/h l/100 km 3,8
120 km/h l/100 km 5,2
Acceleration 0-100 km/h s 4,1
Maximum speed km/h over 200

Media/Press Release #2

PATIENCE IS A VIRTUE FOR MOTORCYCLISTS AWAITING ARRIVAL OF BMW's F 800 GS

New Adventure Bike Expected to Arrive at Retailers This Fall

Woodcliff Lake, NJ - January 24, 2008... Motorcycle enthusiasts eagerly awaiting the arrival of BMW's new F 800 GS will need to be a bit more patient, as production of the middleweight dual-purpose enduro will be delayed due to worldwide demand for the popular F 650 GS. The F 800 GS is expected to be available at US BMW Motorrad retailers in Fall 2008, making it a 2009 model.

Fulfilling a need for a pure off-road oriented motorcycle that still has all the power, handling and reliability required for long-distance adventure touring as well as on-street handling, the F 800 GS is perfectly positioned as a middleweight dual-purpose enduro. The bike, representing yet another market segment in BMW's dual-sport category, follows in the footsteps of its highly acclaimed "older brother" - the R 1200 GS - which traces its roots back to the early 1980s when BMW won the grueling Paris-Dakar rally four times with its trailblazing dual-purpose R 80 G/S.

The F 800 GS, BMW's latest dual-purpose enduro, features an asymmetrical double headlight and a look that is sleek, trim and 100% aggressive. With a compact 85-horsepower parallel twin engine, lightweight steel trellis frame and double-sided swingarm, along with a chain drive and longer front and rear suspension travel, there has never been a BMW dual-purpose machine offering such a unique blend of power, comfort and off-road muscle.

The 2008 BMW Motorrad GS line features the upgraded R 1200 GS and GS Adventure models, which will arrive in dealerships this Spring. Since their debut in 2004, the versatile R 1200 GS and its rugged companion, the R 1200 GS Adventure, have earned praise from motorcycle enthusiasts and the press for their exceptional performance both on and off the road.

The R 1200 GS has earned award after award, including Cycle World's Best Open Class Street Bike and the International Journalist's Panel "Best Bike in the World." For 2008, this go-anywhere motorcycle has several enhancements that meet the demands of serious motorcyclists on both dirt and pavement. A new aluminum handlebar which can be mounted in two positions offers increased ergonomics, making its seated (or standing while off-road) position even more comfortable. Its engine offers 5% more power and its new transmission ratios also mean quicker acceleration and better low-speed traction.

The R 1200 GS Adventure - named "Best Adventure Bike" three years in a row by editors of Motorcyclist Magazine - also offers a number of significant features that make it even more adept at riding to the ends of the earth. In addition to new design elements, including two-part, two-color hand protectors, the new 2008 R 1200 GS Adventure provides a taller windshield, adjustable seat and extra wide foot pegs making long days in the saddle both comfortable and enjoyable. A generous 8.7 gallon fuel tank allows the rider to cover vast areas of territory easier and optional ABS enhances braking safety when required.

The most significant technological development found on both the 2008 R 1200 GS and GS Adventure models is optional enduro ESA (Electronic Suspension Adjustment) technology (a first-time offering for BMW off-road bikes) with three damper settings - Sport, Normal and Comfort -- giving riders the option of customizing both front and rear suspensions to his or her specifications. Whether they are navigating the urban jungle or touring off the beaten path, these GS models have set a new standard for the entire adventure bike category.

2008 Honda DN-01



2008 Honda DN-01
2008 Honda DN-01 (Europe Model)

2008 Honda DN-01
2008 Honda DN-01 (Europe Model)

2008 Honda DN-01
2008 Honda DN-01 (Europe Model)

2008 Honda DN-01
2008 Honda DN-01 (Europe Model)

2008 Honda DN-01
2008 Honda DN-01 (Europe Model)

2008 Honda DN-01
2008 Honda DN-01 (Europe Model)

*I posted the Europe Model version photos as I could get really large sized photos of those.

2008 Honda DN-01

2008 Honda DN-01

Radical new styling that grabs attention from every angle. Form-fitting comfort that invites one to both sit on and to ride. Smooth response to every rider input, reacting with exhilarating performance at every twist of its throttle, and… no clutch! Not only that, no gear changer! Is this really a motorcycle? Or is it some strange kind of scooter?

Introducing Honda's all-new, long, low and luxurious automatic sports tourer. A cool urban warrior that's both agile and completely at ease with its surroundings.

Once seen, its gleaming profile is impossible to forget. Once experienced, its comfortable riding position and solid stability and handing are under your skin forever. The very latest Honda technology integrated into a unique design concept that will change motorcycling forever.

Tomorrow's Today

World-changing, world-enhancing; a motorcycle with something for everyone. For riders and pillions, laidback luxury and unrivalled ease of operation. For the environment, the cleanest and quietest of emissions. For all who see it a spine-tingling thrill. For the truely privileged, the pride and joy of owning it, and the reassurance of the optimum anti-theft protection on a motorcycle in the world.

First and Formost

Every detail represents Honda's most glorious marriage of form and function to date. It's unique HFT stepless automatic transmission is a Honda first, delivering a seamless and supremely comfortable spread of power. The discerning rider will also delight in the Monoshock Pro-Arm rear suspension, mass-centralised tank and exhaust, inviting contoured seat and unique chromed bodywork and finish.

Features & Benefits

- (Please see media/press release below)

Specifications (UK)

Price On the road excluding road taxes
DN-01 £9,200

HFT
Accessory brouchre in pdf format
DN-01 HFT

Engine
Type
Liquid-cooled 4-stroke 8-valve SOHC 52° Vtwin

Displacement
680cm3

Bore x Stroke
81 x 66mm

Compression Ratio
10:1

Max. Power Output
45kW / 7,500min-1 (95/1/EC)

Max. Torque
64Nm / 6,000min--1 (95/1/EC)

Fuel System
Carburation
PGM-FI electronic fuel injection

Throttle Bore
40mm

Aircleaner
Viscous, cartridge-type mesh net filter

Fuel Tank Capacity
15.1 litres (including 3-litre LCD-indicated reserve)

Electrical System
Ignition System
Fully transistorised electronic

Drivetrain
Clutch
HFT with internal hydraulic control

Clutch Operation
Automatic

Transmission
HFT (Continuously Variable Transmission)

Final Drive
Enclosed shaft

Frame
Type
Double-cradle; steel tube

Chassis Dimensions
2,315 x 820 x 1,115mm

Wheelbase
1,605mm

Seat Height
690mm

Ground Clearance
135mm

Kerb Weight
270kg (F: 131kg; R: 139kg)

Suspension Type
Front
41mm telescopic fork, 106mm axle travel

Rear
Single conventional dampers with 7-step adjustable spring preload, 120mm axle travel

Wheels
Type
Front
U-section twin 5-spoke cast aluminium

Rear
U-section twin 5-spoke cast aluminium

Rim Size
Front
17M/C x MT3.50

Rear
17M/C x MT6.00

Tyre Size
Front
130/70 ZR17M/C (62W)

Rear
190/50 ZR17M/C (73W)

Brakes
Type
Front
296 x 4mm dual hydraulic disc with Combined 3-piston callipers, ABS and sintered metal pads

Rear
276 x 6mm hydraulic disc with Combined dual-piston calliper, ABS and sintered metal pads

Media/Press Release

PRESS INFORMATION October 2007
New Automatic Transmission for Motorcycles
Human-Friendly Transmission

Corporate Communications Division
Honda Motor Co., Ltd.

Introduction
Honda Motor Co., Ltd. has set the environment and safety as two of the most important issues in becoming a leading mobility company, and has committed to a variety of activities. In terms of environmental protection, the company has taken on a series of high-level goals and is expanding application of the programmed fuel injection (PGM-FI) system, which is effective in reducing emissions, to cover most engine displacements, from small to large. Honda is also committed to developing an engine with a cylinder-on-demand system that varies the number of active cylinders in accordance with riding conditions.

For enhanced safety, Honda has increased the scope of application of advanced brake systems such as the Combined Brake System (CBS) and Anti-lock Brake System (ABS) to support improved braking efficiency, considering the specific needs and characteristics of each market and each model. The company has succeeded in developing the first airbag system for mass-produced motorcycles in the world and this system has been launched on the Goldwing in Europe, North America and Japan. Meanwhile, in the area of educational hardware, Honda is cultivating its own unique technologies through such activities as research and development for a regular riding trainer and a riding simulator, which allows riders to effectively learn how to judge and foresee dangerous situations.
Along with these types of environmental and safety activities, Honda is also putting effort into riding pleasure, or in other words, the area of “fun,” through the development of motorcycle technology.

With the aim of providing products useful in the everyday lives of customers, Honda has developed and sold motorcycles equipped with easy-to-operate automatic riding technologies. As a pioneer in the era of automatic systems, Honda launched the Super Cub C100 in 1958, equipped with an automatic centrifugal clutch mechanism, which allowed gear
shifting without the need for clutch operation. The sports bike Eara (750cc), released in 1977, was the first large-sized motorcycle in Japan to feature a torque converter.

In 1980, Honda put the Tact on the market, a machine equipped with the Honda-original continuously variable transmission, the V-Matic, and Honda has continued to develop a variety of new mechanisms up into the present. Currently, scooters are the focus for automatic transmission use, but, for the motorcycle, with its popularity as a hobby machine in Japan, the U.S. and European countries, Honda believes that there is a demand for even easier operation in shifting with the automatic transmission and that desire for automatic transmissions will increase from now on, even for very sporty models. Honda has been involved in the development of new automatic systems suitable for these sporty motorcycles for many years and is certain that the DN-01 with the Human-Friendly Transmission (HFT) presented here will open new horizons for motorcycle enthusiasts worldwide.

DN-01 (Scheduled for exhibition at the 40th Tokyo Motor Show)
HFT (Human-Friendly Transmission)


Development Target
The key concept in the development of the DN-01 was relaxed and easy operation with a luxurious feel and striking uniqueness.

To realize this concept, the Human-Friendly Transmission (HFT) was adopted. Incorporating a lockup mechanism and start clutch for even more compactness and improved efficiency, the major features of the system include:
• A compact unit increasing machine design freedom
• Highly efficient torque transmission due to mechanical transmission in parallel with hydraulic transmission
• Simple system configuration and high level of controllability
The compact unit increases the degree of freedom in designing the motorcycle and the highly efficient torque transmission allows a ride feel unique to motorcycles, while the various built-in shifting modes provide easy and sporty riding pleasure.
Innovative design
Ride feel unique to motorcycles
Easy operation


HFT System Configuration
The HFT consists of an oil pump for converting engine power into hydraulic pressure, and an oil motor for converting the hydraulic pressure back into power for output.


Hydraulic Fluid Flow
High-pressure fluid flow
The engine rotates the pump swash plate, which has a gear mechanism. The rotating swash plate pushes the pump pistons to increase the pressure on the hydraulic fluid and feed it to the high-pressure annular chamber. The high-pressure fluid is then fed to the oil motor piston chamber where it pushes the pistons forward, which then push the motor swash plate.

Low-pressure fluid flow
The lower-pressure hydraulic fluid returns to the pump through the low-pressure annular chamber. In this way, the fluid circulates between the pump and the motor.


Hydraulic Fluid Flow
Movement of distributor valves and pistons
The distributor valves play an important role in fluid circulation. The valves are placed both in the oil pump and motor. When the pump pistons move to the compression side, the valves connect the piston chamber and the high- pressure chamber. When the pump pistons move to the expansion side, the valves allow a connection between the piston chamber and the low-pressure chamber. The valve in the oil motor moves opposite to its counterpart in the pump, ensuring the circulation of fluid within the system.

The distributor valves ensure constant conversion of the engine’s output torque to high hydraulic pressure power. The reaction to the hydraulic power is then converted to torque that rotates the cylinder, while the movement of the distributor valves is regulated by an eccentric ring, for system simplicity and constant, stable operation.


Power Transmission
When they are pressed through the swash plate, the oil pump pistons compress the hydraulic fluid to feed to the high-pressure chamber. The high-pressure fluid then generates pushing force which acts on the pump and motor pistons and each piston receives downward reactive force from the swash plate. With the pistons connected to the cylinder, the reactive force generates rotating force (torque) that drives the cylinder and the output shaft incorporated into the cylinder.


Power Transmission
Motor swash plate movement and torque transmission
The torque available depends on the angle of the swash plate. The oil pump generates constant torque because the inclination of its swash plate is fixed. However, torque generation may be varied by altering the angle of the swash plate incorporated into the motor. The output torque is at a maximum when the motor swash plate is set at the maximum inclination. When the angle is decreased, the torque also decreases. With a perpendicular setup, the oil motor does not generate torque and the only available torque is that directly transmitted by the oil pump.


Power Transmission
Motor swash plate movement and gear ratio
One function of the oil motor is varying the gear ratio by changing the inclination of the swash plate and the resultant amount of fluid required by the motor. The amount of fluid required by the oil motor side creates the difference in rotation between the pump swash plate and cylinder. When this difference is largest, the gear ratio is lowest. When there is no difference, the ratio is at its highest.

Low ratio
With a large motor swash plate inclination, a large amount of fluid is required, corresponding with the larger strokes of the motor pistons. Therefore, the rotational difference between the pump swash plate and the cylinder (output shaft) grows larger so that the pistons move faster. The ratio is thus at its lowest when the inclination of the motor swash plate is at a maximum.

Medium ratio
As the motor swash plate angle is gradually reduced, the amount of fluid required for motor piston
operation decreases. The rotational speed of the output shaft increases and the rotational difference
between the shaft and the pump swash plate decreases. Here, the gear ratio varies continuously.

High ratio
With no motor swash plate inclination, there is no motor piston stroke and thus hydraulic fluid is no longer required. The rotational speed of the pump swash plate becomes the same as that of the cylinder (output shaft), resulting in the highest ratio (gear ratio of 1.0).


Electronic Shift Control
An electronic device was adopted for HFT shift control. The electronic control unit (ECU)
regulates control motor operation based on various information such as engine speed and throttle
setting. The rotation of the control motor is converted to a linear motion by a ball screw, varying the
inclination of the motor swash plate. To meet diversified rider needs, HFT offers two fully automatic
shifting modes—D mode for ordinary riding and S mode for a sporty riding experience—or the 6-speed manual mode, which gives riders the option of riding with a manual transmission feel. Riders can then switch among the three modes in accordance with their preferences.

At the highest ratio, there is no torque transmission from the oil motor, but losses due to friction and fluid compression occur with circulation of the high-pressure hydraulic fluid. To minimize losses while improving transmission efficiency, the HFT is equipped with a lockup mechanism. The structure is such that the mechanism begins to operate when it detects that the highest gear has been selected, and the distributor valve blocks the path of the high-pressure fluid to the oil motor piston chamber.

Lockup mechanism
When the lockup mechanism is idle, the distributor valve moves with the eccentric ring in the outer perimeter and switches between the piston and the high and low-pressure chambers. At the highest ratio, the hydraulic actuator cancels the eccentricity of the perimeter ring and the distributor valve blocks the fluid path between the high-pressure and piston chambers, causing lockup conditions.

The hydraulic actuator carrying out for the lockup function is controlled electronically. According to information on engine speed, output shaft speed and swash plate angle, the system ECU determines if the highest ratio has been engaged and allows fluid flow from the external oil pump to the solenoid valve to change the eccentric ring placement.

Start Clutch
Smooth starting and stopping, along with overall system compactness has been realized by combining
a compact hydraulic start clutch with the HFT.
The start clutch consists of:
1. A clutch valve connecting the high and low-pressure chambers
2. A centrifugal governor that operates the clutch valve through engine rpm
The centrifugal governor rotates with the oil pump swash plate.

The weights inside the governor expand outward due to the centrifugal force resulting from the increased rotation of the pump swash plate, which pushes the connected clutch valve inward. When rotation decreases, spring force returns the clutch valve to its original position.


As the governor moves, the clutch valve moves inside the hollow shaft to connect and disconnect the high and low-pressure chambers. When the two chambers are connected, because fluid pressure is released into the low-pressure chamber, no torque is transmitted and the clutch remains disengaged. When the two chambers are disconnected, fluid pressure, torque is transmitted and the clutch is engaged. Since the clutch is operated by regulating hydraulic pressure, taking full advantage of the characteristics of the HFT, start clutch operation is smooth.

2009 MV Agusta BRUTALE 1078 RR



2009 MV Agusta BRUTALE 1078 RR
2009 MV Agusta BRUTALE 1078 RR

2009 MV Agusta BRUTALE 1078 RR
2009 MV Agusta BRUTALE 1078 RR

2009 MV Agusta BRUTALE 1078 RR
2009 MV Agusta BRUTALE 1078 RR

2009 MV Agusta BRUTALE 1078 RR
2009 MV Agusta BRUTALE 1078 RR

2009 MV Agusta BRUTALE 1078 RR
2009 MV Agusta BRUTALE 1078 RR

• 2009 MV Agusta BRUTALE 1078 RR

2009 MV Agusta BRUTALE 1078 RR

BRUTALE 1078 RR: SHEER POWER

The Brutale looks so wicked that it almost cries out for even more performance. Going that bit faster is what every rider craves. Power is addictive. It had to be even more “brutal”. MV Agusta’s response was this: the 1078RR. Now with a new engine and other “technical” components dedicated to performance, the top of the range Brutale leads the way in the sport naked sector while proudly flying the ‘Made in Italy’ flag.

The 100% MV Agusta engine is only for the select few who can manage the 150 HP and more that the new four-cylinder unit puts out. The decidedly muscular appearance of the new Brutale says it all and gives the rider an adrenalin rush before he even turns the key that kicks the mighty engine into life. Just looking at the Brutale starts you dreaming, listening to one sets your pulse racing, and riding one makes you fall in love. The 1078RR is not just a motorbike; it is an incarnation of a true rider’s personality. Others want to be such a person. They want the same type of courage that will let them take a machine to its limits, that will let them choose a real machine and not just something “normal”.

There is nothing is normal about the 1078RR: Life is faster, more colorful, more vivid. This is what a Brutale is about. The new engine size now asks even more from the suspension and brakes. They need to be stronger and more efficient to redress the balance and give the bike that sure-footedness and superb rideability that typifies MV Agustas. There can be no doubt that the 1078RR will be the utmost naked.

DESIGN

1078RR means simply the best; the Brutale at its peak. This includes looks that stand out. Apart from the new instrument panel, the new color schemes express grit and determination; they include pearl white/black, anthracite black and silver/red. The latter is obviously based on MV’s long tradition of racing. The “skin” of the Brutale 1078RR lets us see the components that have been changed in all their beauty: The new brakes, the new fork components and especially all the little details that finish off this work of art. They make all the difference not just to the rider but also to an observer. It is the same as looking at a masterpiece in an art gallery.

EQUIPMENT: 10% MORE POWER

Transition from the 910R to the 1078RR involved the introduction of some new components that have given the Brutale RR 15 more HP and 2 kilos more of torque. A breakdown of the changes includes:

Decals and color schemes
Instrument panel graphics
Revised suspension calibration
1078 cc engine
Slipper clutch
Resized catalysers
Brembo monoblock (one-piece) brakes.
The main focus has been on finding the right balance between the new components.

POWER AND TRACTABILITY HAND IN HAND

The new Brutale has inherited the very best of MV Agusta technology. With its new 1078 cc engine based on the racing F4 RR 312, the new Brutale is a sure winner. The aim wasn’t so much about seeking maximum performance as of taming four cylinders to work together to offer a perfectly balanced ride. This is no easy feat when you’re dealing with 154 HP shoe-horned into a compact frame like the one on the Brutale. The bore and stroke have been increased to 79 and 55 mm from the original 76 and 50.1mm. The compression ratio has been kept high despite the significant increase in capacity from 909 to 1078.37cc. Maximum power output has increased by 15 HP thus setting a new record for the sports naked with 154 HP at 10,700 rpm. Torque has also been improved going up from 96 Nm (70.7 Ft/lb) at 8,000 rpm to 117 Nm (86.2 Ft/lb) at 8,100 rpm. The removable gearbox remains exclusive to this segment of the market and the speed and precision with which it changes allows the bike to reach its maximum speed of 166.04 mph in next to no time. Such performance is due to a large extent to the adoption of new 46 mm throttle bodies taken from the F4 1000 R (as opposed to the 48 mm units on the F4 R 312). These units also dictated the choice of a longer final drive ratio (two less teeth on the crown wheel) thus moving from 15/43 to 15/41. The EBS (Engine Brake System) was replaced with the slipper clutch used on the F4 sports version. It is a mechanical slipper clutch system with ramps and roller bearings. In seeking to offer a “softer” response to the throttle, MV engineers fitted a new larger exhaust catalyser that meant more room to maneuver with emissions in seeking to meet Euro 3 requirements and this allowed a richer mix. The end result is more flexible, smoother engine even under hard acceleration.

A TUBULAR FRAME AS PER MV TRADITON

Retaining the chrome-molybdenum trellis frame was a simple choice for MV. The trellis frame is more than merely aesthetically pleasing, it capably handles the reconfigured engine power output and last of all, is easy to work on when so required. In the first 750 version of the Brutale, the frame was designed to bear theoretical torsion and flexing parameters greater than those it would in fact have to handle. This was because we knew that eventually we would arrive where we are today. Therefore – no changes needed. The geometry is the same as are the other settings as proof of the fact that we knew right from the start where we would end. The rake is 101.5 mm (3.99 in), the wheelbase measures 1,410 mm (55.51 in) and the maximum overall length is 2,020 mm (79.52 in) for an overall weight of 185 kilos (407.8 lb).. The classic single rear swingarm sets the scene and is a symbol of technology and originality. It is simply a work of motorcycling art, but its compactness and maneuverability are both down to MV Agusta’s racing experience.

CHANGES TO THE FORKS

Due to the introduction of new brakes and the increased power output of the 1078 cc engine, the forks have been modified. The ends now have lugs to carry the calipers while internal calibration has been modified to handle the increased loads the suspension will have to deal with. Great care has been taken to ensure that none of the comfort that a bike like the Brutale 1078RR provides its rider is lost. One small change regards the travel that has been increased to 130 mm (5.11 in). The type of forks remains unchanged and the Brutale boasts a pair of upside down 50 mm Marzocchis to keep the front end glued to the road when the rider is using the machine with a certain degree of zest. The rear shock absorber remains unchanged and the suspension has been calibrated to handle the power output. The suspension system keeps the back end in line under the hard acceleration on exiting bends that the 154 CV engine encourages. Rebound, compression and spring pre-load can all be adjusted on the Sachs monoshock unit.

NEW BREMBO BRAKES

The Brutale 1078RR now features the most powerful and exclusive brakes available. The system features race-bred monoblock or one-piece radial calipers like those fitted to the F4. The aim of the new system is to increase stopping power and reduce braking distances but at the same time decrease the amount of pressure needed on the brake lever and thus tire the rider less. The Brutale 1078RR can brake later than the competition and is already set up for the track with its new monoblock radial calipers. With the Brembo system this Brutale is now Italian from head to toe. The highly original forged aluminum five-spoke star-shaped wheels are also Brembo and measure 3.50” x 17” at the front and 6.00” x 17” at the rear with 120/70 ZR 17 and 190/55 ZR 17 tires.


AVAILABLE COLOR OPTIONS:

Pearl White / Gloss Black


Racing Red / Silver


Black / Anthracite Gray




2009 MV Agusta BRUTALE 1078 RR - Specifications
MSRP $TBA Coming Fall 2008


ENGINE
Type Four cylinder, 4 stroke, 16 valve
Timing system “D.O.H.C”, radial valve
Total displacement 1078.37 cm3 (65.78 cu. in.)
Compression ratio 13:1
Starting Electric
Bore x stroke 79 mm x 55 mm (3.1 in. x 2.2 in. )
Max. horse power - r.p.m. (at the crankshaft) 113 Kw (154 HP) at 10700 - Lim. 11650 r.p.m.
Max. torque - r.p.m. 117 Nm (11.7 Kgm) at 8100 r.p.m.
Cooling system Cooling with separated liquid and oil radiators
Engine management system “Weber Marelli” 5SM ignition - injection integrated system; induction discharge electronic ignition; sequential timed “Multipoint” electronic injection
Clutch Wet, multi - disc with mechanical anti-surging device
Gear Box Cassette gearbox; six speed, constant mesh
Primary drive 50/79
Gear ratio
First gear: Speed* 13/38 110.6 Km/h (68.7 mph) at 11650 r.p.m.
Second gear: Speed* 16/34 152.2 Km/h (94.5 mph) at 11650 r.p.m.
Third gear: Speed* 18/32 181.9 Km/h (113.0 mph) at 11650 r.p.m.
Fourth gear: Speed* 20/30 215.6 Km/h (133.9 mph) at 11650 r.p.m.
Fifth gear: Speed* 22/29 245.3 Km/h (152.3 mph) at 11650 r.p.m.
Sixth gear: Speed* 19/23 267.2 Km/h (165.9 mph) at 11650 r.p.m.
Final velocity ratio 15x41

ELECTRICAL EQUIPMENT
Voltage 12 V
Alternator 650 W at 5000 r.p.m.
Battery 12 V - 9 Ah

DIMENSIONS AND WEIGHT
Wheelbase 1410 mm (55.55 in.)
Overall lenght 2020 mm (79.59 in.)
Overall width 760 mm (29.94 in.)
Saddle height 805 mm (31.72 in.)
Min. ground clearance 135 mm (5.32 in.)
Trail 101,5 mm (4.00 in.)
Dry weight 185 Kg (407.9 lbs)
Fuel tank capacity 19 l (5.02 U.S. gal.) - reserve fuel: 4 l (1. 05 U.S. gal. )

PERFORMANCE
Maximum speed* 267.2 Km/h (165.9 mph)

FRAME
Type CrMo Steel tubular trellis (TIG welded)
Rear swing arm pivot plates: material Aluminium alloy

FRONT SUSPENSION
Type “UPSIDE - DOWN” telescopic hydraulic fork with rebound-compression damping and spring preload external and separate adjustment
Rod dia. 50 mm (1.97 in.)
Travel on leg axis 130 mm (5.11 in.)

REAR SUSPENSION
Type Progressive, single shock absorber with rebound and compression (High speed / Low speed) damping and spring preload adjustment
Single sided swing arm: materiale Aluminium alloy
Wheel travel 120 mm (4.72 in.)

BRAKE
Front brake Double floating disc with Ø 320 mm (Ø 12.6 in.) diameter, with steel braking band and aluminium flange
Front brake caliper Radial-type, single-piece with 4 pistons - Ø 34 mm (Ø 1.34 in.)
Rear brake Single steel disc with Ø 210 mm (Ø 8.27 in.) diameter
Rear brake caliper With 4 pistons - Ø 25,4 mm (Ø 1.00 in.)

RIM
Front: Material / size Forged aluminium alloy 3.50 ” x 17 ”
Rear: Material / size Forged aluminium alloy 6.00 ” x 17 ”

TIRES
Front 120/70 - ZR 17 (58 W)
Rear 190/55 - ZR 17 (75 W)

FAIRING
Material Thermoplastic
MV Agusta is committed to the constant improvement of our products. Therefore the information and technical characteristics of the vehicles are subject to change without notice.