Looks the part

BMW's F800GS dual sport model implants the twin cylinder 800 cc Rotax motor from the F800S into a dual-sport frame.

Power output remains similar to the road bike's with 85 hp available but showing itself a bit earlier (max hp at 7,500 rpm vs 8,000 rpm for the F800S). Torque is 61 lb-ft at 5750 rpm – down two from the F800S.

The GS model sits higher resulting in a longer wheelbase of 1,578 mm (1,466 for the road bike) and a higher seat at 880 mm – 60 mm taller than the F800S. A factory-installed low seat option drops the seat height to 850 mm by shortened suspension components.

Dual front discs are standard and are mounted on spoked wheels, which are 21 inch diameter at the front and 17 inches at the back – sized well for a full choice of off-road rubber. Front suspension is by USD forks.

There’s a centre stand fitted which will help with tire changes in the middle of nowhere, although the bash plate does leave the exhaust pipes somewhat exposed (something that will no doubt be filled by the aftermarket shortly).

The fuel tank is located under the seat and has a capacity of 16 litres. Dry weight is 178 kg and the bike weighs 207 kg ready to go. BMW offers an optional ABS system that can be turned off by the rider. Other options include heated grips, LED indicators, and an on-board computer.

Like the other new Beemers, there’s no word yet on Canadian availability or pricing, although it would be quite the shocker if this model didn’t come to our shores. MSRP is $12,250.

Calling an 800 a 650 just seems wrong ... and very, very un-German.

BMW calls it a 650, but the new enduro model is more than that. In fact, it's an 800, but a detuned one, with the F800 series motor set up for linear power across the range, delivering a maximum 71 hp at 7,000 rpm.

Stopping power comes from single discs front (300 mm) and rear (265 mm) with a double-piston caliper in front and a single-piston caliper in back. Options include ABS that can be turned off and a tire pressure monitoring system.

Tires are 110/80-19 and 140/80-17, and wheelbase is 1,575 mm. Seat height is 820 mm – low for an enduro model – but can be dropped even more thanks to a lower seat option that brings it down to 790 mm. Need more ... or rather less? Optional lowered suspension drops it to a troll-friendly 765 mm.

Dry weight is 171 kg. A 16 litre fuel tank helps to bring the wet weight up to 199 kg. MSRP is $8,990.

R1200GS Adventure gets update.

BMW's R1200GS and GS Adventure receive some significant updates for '08, namely a 5% boost in power, and new gearbox (with lower ratios for the bottom three and a wider spread for the upper three) and an optional Enduro Electronic Suspension Adjustment (ESA).

The new R1200GS lists for $16,750, with the Adventure model adding another $2k plus to come in at $19,000.

Radial valves no less

BMW brings the HP (High Performance) line to three in 2008 with the introduction of the HP Sport, a sharper and quicker version of the excellent R1200S Sport.

The engine is quite a change, featuring BMW's first DOHC valve system, one closely based on the bike raced in European endurance events in 2007.

Equally unusual (although not unheard of -- with motorcycles as with most things, there's very seldom anything new under the sun) is the use of radial valves, which is to say, they're splayed at angles to more closely match the curvature of the cylinder head.

Ohlins suspension, a six-speed transmission with a quick-shifter, forged aluminum wheels, Brembo brakes, and optional ABS that can turned off for track use all contribute to the cutting edge levels of this bike. Other trick bits include self-supporting carbon-fibre seat and fairing modules and ultra-lightweight wheels.

At a claimed 178 kg (392 lb) and 133 hp, this is going to be one fast BMW. MSRP is a not insignificant $26,640.

Based on the competition version of this machine, the G450X is BMW's new street-legal enduro model.

A single-cylinder, DOHC, forward-canted motor allows for a straighter air intake channel and therefore better fueling from its fuel injection system, with a max claimed power of 55 hp.

The engine employs an unusual reverse-rotating crankshaft, with the (cable-operated) clutch located directly above the crankshaft, which reduces torque loads and allows the use of a smaller and lighter clutch. 

Swingarm pivot is inline with output shaft for perfect chain tensioning.

The swingarm is longer than on other comparable bikes, and its pivot point is located in line with the drive sprocket centre, so the tension of the drive chain is not affected by compression and rebounding of the suspension.

A straight-tube (no bends?) frame is said to be exceptionally rigid, and fully adjustable Marzocchi USD forks with 300 mm of travel and a fully adjustable Öhlins rear shock with 320 mm of travel should handle tough suspension duties.

The G450X weighs 120 kg with its 8.5 litre fuel tank full of gas, which is located under the seat for better mass centralization and to allow more room for the rider to move around.

The 450 will be available in Canada around mid-summer, but its price has not yet been determined.