tft display on f800r price

The protective film is made of a special hardened glass that reliably protects the 10.25-inch TFT display against contamination, stone chips and damage, even while riding in off-road terrain. The hardened glass has a non-reflective surface that makes the TFT display easy to read during everyday use. The protective film displays the BMW Motorrad lettering in the bottom.

The protective film is made of a special hardened glass that reliably protects the 6.5-inch TFT display against contamination, stone chips and damage, even while riding in off-road terrain. The hardened glass has a non-reflective surface that makes the TFT display easy to read during everyday use. The protective film displays the BMW Motorrad lettering in the bottom left corner.

I don"t know about a trap for farkel needy, but it is enticing. I mean guys pay 2K+ for full exhaust systems to gain 2HP, and to their ear, better sound.

That said with the issues that guys seem to be having, although a software update is supposed to be helping that issue, it does not interest me in the least Just as I could do without keyless start, I can do without the TFT.

The protective glass for the 10-inch TFT display is hardened and non-reflective. It protects the display without impairing readability and is easy to fit.

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Since the launch of the BMW F 800 model family with the F 800 S and F 800 ST in 2006, these middleweight, parallel twin-powered motorcycles have been offered in a wide variety of models as lower-priced alternatives to BMW’s larger bikes. As with the R 1200 boxer twins, the most popular parallel twins have been the F 800 GS and GSA adventure bikes, with the more street-oriented F 650 GS/F 700 GS close behind. No surprise, really, since adventure and ADV-styled bikes have done well for some time now.

Conversely the F 800 ST and later GT sport-touring versions were short-lived, leaving the F 800 R streetfighter introduced in 2009 as the sole non-GS model in the lineup as of 2019. No doubt the bike’s entry-level price and the showmanship of four-time world-champion freestyle rider Christian Pfeiffer — who helped develop the naked bike he spun, slid and nose wheelied to victory — extended the F 800 R’s longevity.

We applauded BMW’s move toward a simpler, less expensive entry-level twin with the F 800s, which had telescopic forks in place of pricier Telelever or Duolever front ends and belt or chain final drive versus a shaft. But their BMW-designed, Austrian Rotax-built engine, even with its innovative counterbalancer, never really earned our admiration. It was buzzy and raspy sounding and just didn’t deliver the satisfying, torquey throb we expect from a twin.

The F 800s performed well, but it wasn’t until BMW redesigned the engine for the 2019 F 850 GS and F 750 GS (and engine production moved to Loncin in China) that the 853cc engine they share finally came to life. The larger displacement helped, but it was mostly the switch from a balanced 360-degree firing interval with 0-degree crankpin offset to an imbalanced 270/450-degree interval and 90-degree offset that woke the powerplant up, giving it an almost boxer-like twin-cylinder growl and feel. Swapping the central connecting rod-style balancer for dual balancer shafts also tamed the vibes.

Fast-forward one year and the new parallel twin has been enlarged once again and slapped into a pair of dynamic new middleweights, the F 900 R and F 900 XR, roadster and sport-adventure bikes again priced as alternatives to BMW’s larger machines. Updates to the shared DOHC, 4-valve per cylinder engine for more performance and torque from F 850 status include a bump to 895cc, a new cylinder head, forged pistons instead of cast and a higher 13.1:1 compression ratio.

On the Jett Tuning dyno our F 900 R test bike churned out 88.2 horsepower at 8,400 rpm and 58.1 lb-ft of torque at 6,400 rpm, an improvement of about 3 horsepower and 3 lb-ft of torque over our 2019 F 850 GS test bike. Compared curve to curve, more torque is available across more of the F 900’s powerband, too, especially between 4,000-7,000 rpm (redline is at 9,300). All of this grunt reaches the rear wheel via chain final drive through a slick-shifting 6-speed gearbox with a cable-actuated slipper clutch that has a light pull and broad engagement band (an up/down quickshifter is available as an option).

In addition to their engines, both bikes share an aluminum bridge-type frame, aluminum double-sided cast swingarm and bolt-on steel subframe (presumably to provide enough strength for the optional soft side cases and a luggage rack/top trunk). There’s a 43mm USD fork with no adjustments up front, and a single shock with rebound damping and spring preload adjustment in back — I do wish the remote knob for the latter was easier to access.

Cast wheels are shod with high-performance sport- or sport-touring tires in the same sizes, and both shed velocity with triple disc brakes that include radial-mount opposed 4-piston calipers up front and ABS. LED headlights and taillights are standard, and front and center is a large, bright 6.5-inch TFT display with a wealth of ride and vehicle information accessible via the Multi-Controller wheel and menu button on the left bar.

In typical BMW fashion, though the whole idea of the F 900s is a ton of fun at a lower cost, you can boost their prices considerably with a slew of nifty accessories like multiple seat options, Keyless Ride, heated grips, cruise control, a centerstand and more, as well as advanced optional electronic enhancements. These include Dynamic Electronic Suspension Adjustment (D-ESA) with Dynamic and softer Road modes and electronic preload; Ride Modes Pro, which adds Dynamic and Dynamic Pro modes to the standard Rain and Road engine modes, and enables cornering ABS, MSR and Dynamic Brake Control (DBC), which detects emergency braking and reduces torque output to counter unintentional opening of the throttle. The Ride Modes Pro plug-in dongle also upgrades the standard traction control to Dynamic, and of course all of this stuff is infinitely adjustable six ways from Sunday.

Fortunately both bikes work just fine without spending a moment playing with settings or one might never leave the garage. The F 900 R is the sportier of the two, with a light wet weight of 471 pounds, shorter suspension travel and steering geometry that make it quite a ripper in the corners. It also has a lower seat, higher footpegs and flatter bar for sport riding and to help it accommodate shorter riders, yet the seating position is still quite comfortable, and while the suspension is set firm for sport riding it still soaks up the bumps quite well. Overall it should appeal to a broad range of riders looking for great handling and some techy stuff at a lower price.

To justify its higher cost, the F 900 XR adds a substantial fairing and small adjustable windscreen that together provides a fair amount of wind protection (I do recommend the optional taller windscreen) and contributes to its higher wet weight of 486 pounds. It also has a taller handlebar, significantly more suspension travel, lower pegs and slightly higher seat in keeping with its adventure-influenced design, yet I could still support it adequately at stops with my 29-inch inseam. Add a pair of side cases and it would make a very nice light tourer with a good balance of handling and power.

Although the light, plastic-welded fuel tanks on the R and XR have capacities of just 3.4 and 4.1 gallons respectively, I never saw fuel economy below 37 mpg from the required 91 octane, and that was after nearly 250 miles with a heavy throttle hand — they are capable of much better. Although the BMW R 1200 boxer engine makes more power and torque, in many ways the F 900 parallel twin’s character is equally satisfying, especially its growl and ripping-velvet feel that comes with a smooth rushing surge of torque in the midrange. Paired with either the R roadster or XR sport-adventure platforms, the combination creates a very fun and functional middleweight for whatever sort of ride you care to enjoy.

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Forty years ago, BMW invented the ADV genre with the R 80 G/S. The midsize adventure segment continues to grow, and BMW has expanded beyond the GS range with the 2020 BMW F 900.

It is a heavily street-focused adventure-style motorcycle ready for everything from touring to commuting, along with the ability to work its way down a dirt road, should it become necessary. The F 900 XR features a new engine and chassis, and we took it out for some long-distance testing.

2. In typical BMW fashion, upgrades for the F 900 XR come via various packages.The initial upgrade is the Select Package ($1000), which gives you heated grips, tire pressure monitoring, mounts for side cases, and prepping for GPS. Purchasing the Select Package gives you access to one of two more packages. The Premium Package ($925) adds Ride Modes Pro (more on that later), and up/down quickshifter, and keyless ignition. For the well-heeled, the Premium Tech Package ($1850) has everything in the Premium Package, plus semi-active electronic suspension, directional headlights, and an anti-theft system. Springing for the top of the line package array adds $2850 to the XR’s $11,650 MSRP. We tested the standard 2020 BMW F 900 XR, with the Ride Modes Pro feature installed.

5. The Dynamic mode is well named, as the throttle response is insistent, yet still smooth. The XR accelerates with authority, and well-represents its sporty side. The electronic aids are less intrusive, though they aren’t annoying in other modes. When ripping through the twisties in the Dynamic mode, you are most likely to hit the rev limiter, though motor vibration is always there to signal an upshift. Dynamic mode is so well behaved that you can use it on the open highway, giving you the power and responsiveness needed to pass another vehicle at a moment’s notice.

6. Personalization is the purpose of Dynamic Pro. Simply switching to Dynamic Pro has a limited impact on your ride. You have to dig into the TFT display’s menus to access the features, which include the ability to turn off ABS Pro, disable rear-wheel ABS, and deactivate wheelie control. Dynamic Pro also allows you to strengthen the influence of rider aids, if you want additional oversight in addition to the more aggressive throttle response.

7. If you know you’re going to have a relaxing ride, the Road mode is there. Far from doggy, the Road mode still has good throttle response and will serve less aggressive riders on twisty roads. Remember, it’s the most sporting mode in the standard version of the XR, so BMW didn’t neuter it. The electronic aids are programmed to be more intrusive, yet they perform pretty much transparently. Riders out to enjoy the scenery will be fully satisfied with the Road mode.

9. Compared to the electronic assistants for the motor, the standard 2020 BMW F 900 XR has basic suspension. The 43mm inverted fork is non-adjustable, while the non-linkage shock has spring-preload and rebound-damping adjustability, with travel at both ends just under seven inches. For typical street riding—in town, in canyons, and on the highway—BMW found a balanced suspension setup. However, on seriously deteriorating roads—the kind you look for on an ADV motorcycle—the suspension falls short. It’s choppy and stutters on repeated uneven pavement. For premium performance, if you hand over $2850 to your BMW dealer for the Select and Premium Tech Packages, your XR gets semi-active suspension with electronic adjustment. We didn’t test it, but we’ve been completely satisfied with BMW’s Dynamic ESA on other models.

10. The clutch and transmission work perfectly, though there is one odd omission.The six-speed transmission shifts smoothly, though first gear felt a bit high. Up/down quickshifting would be nice, but it is optional, and our test XR did not have it installed. The clutch has a slipper function, which is a welcome safety feature. Strangely, BMW didn’t work in an assist function into the clutch package—a feature that is common in less expensive motorcycles, and we always appreciate a lighter clutch pull. Even though it lacks the assist function, the XR’s clutch pull is not excessive.

12. There is a two-position windshield that can be hand adjusted on the fly.In the up position, my helmet felt nicely protected, while the down position pushed non-turbulent air against my torso. If the windshield doesn’t work for you, taller and shorter options are available.

13. Riding the F 900 XR is entirely intuitive and virtually effortless.The combination of the torquey motor, neutral handling, predictable tires, and comfortable upright seating position, all conspire to make the XR an ideal sport-touring platform—just add bags. The 6.5-inch TFT screen is a beauty and easy to read, plus it provides access to a wide variety of information. Once you understand the BMW interface mindset, moving through the modes and menus is painless.

14. The F 900 XR gets its recipe just right on the first try.With the veteran F 850 GS taking care of riders who demand true off-pavement capability and the new F 900 R sportbike brother satisfying those requiring more rigorous road-going performance, the 2020 BMW F 900 XR slots itself in as a motorcycle that is ideal for touring, yet is still handy for commuting and café chasing. Consider the $11,695 MSRP to be a starting point, and let your wallet help you brew a final product that suits your specific needs.

The badge says ‘750’ but it’s actually 853cc. Not the same performance as the F850 though, even though the two engines are essentially the same. Confused? Us too

Like the F700GS before it, which used a de-tuned version of the old 800cc motor, this new F750 is actually 853cc. No, we never understood it either, but clearly the Germans do have a sense of humour.

This heavily-revised, parallel-twin engine, launched in 2018 is very different from the old F800 motor. The dummy third-piston that smoothed out the vibes in the old motor has been replaced with dual balancer shafts and the exhaust has been moved from the left to the right hand side (because, when lifting up and pushing a stricken GS off-road, riders complained that they usually stood on the left and the hot exhaust could burn their clothing).

From a rider perspective it’s the advances in fuelling technology and ignition that are most obvious. The different riding modes (especially ‘dynamic’) really perk up the power delivery, making the throttle response noticeably sharper and delivering the bike’s 77bhp in a manner that makes it feel like much more.

BMW twins of the last ten years, whether in a parallel or boxer layout have a distinct personality. They pick up revs very quickly, like the pistons were made of race-grade Titanium and there’s a lovely, buzz-saw, aggressive rasp that you feel through the throttle.

The other thing this motor does really well though is the more laid-back stuff. Where big twins can be a bit chuggy through town or cruising at motorway speeds, the middleweights tend to be smoother and a bit perkier too at low speeds nipping in and out of traffic. Again, it’s BMW’s superb fuelling and throttle response that makes the difference here.

The gearchange is very slick with a light clutch and accurate shifting. Neutral can be a bit stiff to select on occasion, but you soon get used to it. Our test bike had BMW’s Gearshift-pro quickshifter fitted. It’s far from the best system out there – stiff, clunky and doesn’t always engage at lower of mid-rpm - and, to be honest, the F750’s gearshift is so good anyway, you’d be better off spending your cash on something else.

Sadly, the price you pay for an engine that punches so far above its weight is that fuel consumption in loopy mode reminds you that shifting a certain amount of weight at a certain velocity requires a certain amount of energy. Having said that, 52mpg on the back roads isn’t too bad considering the way it was being ridden.

In more typical use the F750’s figures are pretty much the same as the F850GS. Over the full test period it averaged 57mpg with a best of 65mpg on a motorway run.

Munich, 06.07.2012 -- A number of model updates will be integrated in the BMW Motorrad program for the model year 2013.The models will be available for order in the new configuration at all BMW Motorrad dealerships from August 2012.

As a leading motorcycle manufacturer, BMW Motorrad has always been aware of its social responsibility in connection with motorcycling safety. In 1988 the company presented the world"s first serial production motorcycles with the antilock brake system ABS - the most effective technical safety bonus to this day. Now follows the next logical step: as of the model year 2013, BMW Motorrad will be the first manufacturer in the world to provide ABS in all models as standard. This is a proactive step, clearly pre-empting the requirement for ABS which is likely to be introduced in 2016 for all newly registered motorcycles in Europe.

In the Dynamic package, BMW Motorrad offers a combination of options and special accessories which underline the dynamic flair of the BMW F 800 R even more strikingly. The package comprises:

The Dynamic package is available for the F 800 R from August in conjunction with a new vehicle order. The package price in Germany is € 295.- incl. 19 % VAT (price saving € 138.-).

The ideal package motorcyclists who love to travel, the new Touring package for the F 800 R focuses on ride comfort and touring capability. The package comprises:

The Touring package is available for the BMW F 800 R from August in conjunction with a new vehicle order. The package price in Germany is € 495.- incl. 19 % VAT (price saving € 215.-).

The paint finishes Ostra grey metallic matt/Sapphire black metallic, Light grey metallic and Black satin gloss/Granite grey metallic matt are no longer available.

The sports wheels previously available as an optional extra are now included in the range of standard fittings. The Dynamic package of the K 1300 R therefore no longer includes them. The latter thus comprises heated grips, on-board computer, LED turn indicators, the Sport windshield, Electronic Suspension Adjustment ESA II and the shift assistant. The package price has been adjusted downwards accordingly and is now € 890.- (previously € 1,000.-; price valid for the German market).

Fuel tanks and jerseys, helmets and tools, calligraphy and photography: the workshop – or rather the wonderful and orderly chaos – of Shinya Kimura, one of the most sought-after customizers in the world (and one of the most interesting ones!), is packed with mementos and astonishing items of all kinds. No more than two or three motorcycles leave his holy halls each year. During his modification projects, he focuses on only one bike at a time to be fully invested in the project. The flow and harmony as well as the Wabi-Sabi of Japanese aesthetics play a crucial role in this. The patina and the genuine character of the – mostly – old motorcycles are just as important to him as the essence of the future rider. After all, it’s the rider who completes the project. So it’s all the more exciting that this time Shinya has a brand-new R 18 in his workshop and the rider concerned is no less than he himself.