2006–2012 · Sport Tourer · Buyer's Guide
Middleweight Touring Without Drama
BMW slotted the F 800 ST between the single-cylinder F 650 and the boxer R 1200, and it found a real job there. The 798 cc Rotax-built parallel twin runs a 360-degree crank, so it pulls with a steady, torque-led character rather than chasing peak numbers: 86 hp and 63 lb-ft, delivered where a touring rider actually uses them. The toothed belt final drive is the standout, giving clean, low-fuss running that fits the bike's purpose. Add a full fairing with a taller screen and you get a middleweight sport-tourer built around access, not intimidation.
It rides light and friendly. The upright seat at 32.3 in puts you in command, the chassis turns with little effort, and at a steady highway pace it stays composed. This is a bike for the rider who wants real distance without a heavyweight to wrestle. Be honest about where it sits, though. The output is modest against the bigger sport-touring benchmarks, the front fork carries no adjustment, and the early 2006-2008 engines could develop piston slap and bore wear. ABS, a center stand, and the luggage system were options here, not standard fit, so check what a used example actually carries.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 86 hp (63 kW) @ 8,000 rpm |
|---|---|
| Torque | 63 lb-ft (86 Nm) @ 5,800 rpm |
| Displacement | 798 cc |
| Engine | Parallel twin |
| Cooling | Liquid-cooled |
| Gearbox | 6-speed |
| Final drive | Belt |
| Fork | Telescopic |
| Front brake | 320 mm |
| Front tire | 120/70-17 |
| Rear tire | 180/55-17 |
| Wheelbase | 57.7 in (1466 mm) |
| Seat height | 32.3 in (820 mm) |
| Wet weight | 461 lb (209 kg) |
| Fuel capacity | 4.0 gal (15 L) |
Equipment check
Chassis
Comfort
Connectivity
Safety
Swing a leg over and the ST feels narrow and manageable, the reach to the bars relaxed, the whole bike lighter under you than its 461 lb wet suggests. The 360-degree twin gives off a flat, even thrum through the pegs and seat that smooths out once you're rolling, never harsh, always present enough to feel mechanical. The taller screen does its job at speed, pushing the worst of the blast over your shoulders, and the upright posture keeps your wrists and lower back fresh well into a long day. Controls fall to hand without thought; clutch and switchgear are light, the seat firm but kind over hours. At real road pace it sits flat and unhurried, the kind of bike that quietly disappears under you and lets you watch the scenery instead of managing the machine.
What follows isn't my own test ride. It's what I've gathered from riders over the years: long threads, conversations in the paddock, owners I've talked to at fuel stops, and the steady stream of emails and messages that lands in my inbox. Pull all of it together and the F 800 ST reads as a dependable, frugal middleweight that owners tend to keep rather than flip, with a short list of nagging complaints that surface again and again.
The praise that comes up most often is about durability. Riders consistently point to BMW's fit and finish, and plenty report engines piling on high mileage with little drama, helped by a parts network that makes ownership easy. The other recurring note is thrift. Owners describe the 798 cc twin as strong in the midrange and genuinely economical, the kind of motor that suits relaxed touring and daily commuting without draining the tank. Between those two themes, longevity and low running thirst, you have most of what keeps people on the bike.
The most common complaint has nothing to do with how it rides. Owners repeatedly flag cosmetic corrosion: paint bubbling and peeling from the engine cases, plus road salt going after the Torx fasteners, so anti-corrosion care becomes part of the routine. Some point at the soft front fork as well, with repeated seal leaks the recurring theme there. And while the belt drive earns its keep, owners are candid that replacing the belt and pulleys when the time comes is an expensive job. A lone voice here and there knocks the plain, function-first styling, though that one stays a minority view.
Rear wheel bearing wear and potential seizure
Due to incorrect tolerances, the rear wheel drive bearing and axle can wear prematurely. In extreme cases it can cause rear wheel lock‑up. BMW issued NHTSA recall 13V549 covering 2007‑2009 models.
Piston slap and premature bore wear (early engines)
Early production (2006‑2008) can develop piston slap and excessive bore wear, leading to oil consumption and noise. BMW revised the piston design for 2009+ models.
Immobiliser ring aerial failure
The passive key receiver (ring aerial) around the ignition barrel can fail, preventing the bike from recognising the transponder and starting.
Sudden battery discharge syndrome
Some bikes experience parasitic drain that flattens the battery within days, even when switched off; often traced to the alarm/immobiliser or a faulty voltage regulator.
Engine paint bubbling and flaking
Paint on the engine cases, particularly the lower crankcase and left‑side cover, can bubble and peel due to poor adhesion. Often appears in the first few years.
Corrosion of fasteners and exposed hardware
Torx bolts, banjo bolts and other plated steel parts rust quickly when exposed to winter salt or neglected cleaning.
Where this BMW F 800 ST pulls ahead of — or falls behind — its rivals on the numbers, and the typical bike in its class on character.
Power
Torque
Displacement
Wet weight
Seat height
Forget spec-sheet bragging. Here's who the F 800 ST is actually built for.
For learning the lines on the Dragon and the Blue Ridge, this bike is a willing partner. Light, forgiving, easy to place. It rewards smoothness over speed, which is exactly what you're there to practice.
Made for Back of the Dragon · Blue Ridge Parkway · Cherohala Skyway
This is your lane. Comfortable, composed, easy on fuel, and happy at a steady cruise across 200 to 400 mile days. Just don't expect big-bore punch; it trades outright pace for low-stress distance.
Made for Black Hills · Blue Ridge Parkway · Cherohala Skyway
It handles well and stays planted, but the output and non-adjustable fork put a ceiling on hard canyon pace. Fun on Angeles Crest, yes, though a true performance rider will eventually want more.
Made for Angeles Crest Highway · Coronado Trail / US 191 · Highway 1 / Big Sur