It is refreshing to jump on the BMW F800 GS and celebrate the middleweight adventure bike's lightness, streamlined look and familiarness. Most bikers looking for a go-anywhere adventure bike immediately go for the big GS models, with the new one being the R1300 GS. These are great, but they have cons such as weight, height, and size. However, the F800 GS offers the benefits of the big bikes without weight and size.

I hear you shouting, "But what about the power?" Of course, I will mention this, but although there is quite a difference in CC size in everyday riding, the power and performance are undiscernible.

The figures for the BMW R1300 GS. 107 kW (145 hp) at 7,750 rpm

and the BMW F800 GS. 64 kW (87 hp) at 6.750 rpm, OE power reduction: 35 kW (48 hp) at 5.500 rpm. The power reduction means A2 licence holders can ride the machine, and when they get their A licence, the bike can convert to full power. You see, there is a 58cc difference between the bikes, but this doesn't equate much when commuting, on a group ride or tackling the European roads on a Grand Tour. After a day of hours in the saddle, the physical benefit is the ease of manoeuvring the light F800 GS when finding a secure parking spot.

A decade or so ago, there weren't the mega-capacity bikes we see today, and people still travelled long distances and had amazing adventures on what we call middleweight machines such as the BMW F800 GS. The engines are rock solid and reliable, allowing you to tackle hundreds of miles on one journey and still tackle trails if you wish.

Ok, to the F800 GS, how it handles, performs and pleases or not.

The F800GS has a 19in front, cast and not spoked, giving the machine a slightly heavy handling feel, most noticeable at slow speed; when you increase the speed, the machine feels safe and confidence-boosting. The bike is set up for stability rather than agility; however, the F800 GS can tackle the bends and allows good filtering when in traffic.

The seat height is low at 815mm, allowing most people to plant their feet when stopped and reassuring when off-roading. You can opt to have an even lower height at 760mm or lower the whole bike by 20mm through the suspension, which is superb for many women who want to have a machine to Adventure far and wide.

You can pay to add Dynamic ESA for the shock, which costs around £400; otherwise, in standard trim, the F800 GS provides rebound and spring preload adjustment. Your best bet is to take the optional ESA because you also get electronically-controlled spring preload adjustment, providing two active modes, Dynamic and Road and three preload settings, solo, pillion and solo with luggage. Selecting these settings via the switchgear makes a tangible difference in your ride. The road mode gives a well-cushioned ride quality, with Dynamic tightening everything for a firmer ride.

The F800 GS has the same 895cc engine as the F900GS models but is in a lower state of tune. It is to stop the bike from exceeding the top power threshold for restricting down to A2-legal. The peak power output is 85.8bhp and 67.2ftlb of torque, losing i17.7bhp to the F900GS but only 1.5ftlb of torque.

The F800GS, with its boosted mid-range, feels right. The bike can easily cruise, twist the throttle, and zoom past vehicles when overtaking. The road rider-centric performance is an enormous improvement; you will never feel short of power. You also get good economy at an average of 50mpg.

The middleweight adventure bike market is crowded with machines that can be made A2 restrictable, so the BMW F800 GS has plenty of rivals. Its price of £9995 makes it competitive, and it has bags of technology and specs. Suzuki has its V-Strom 800RE, which is £10,999 (quickshifter as standard, no option for cruise control, non-angle-responsive electronics, heated grips £357). Honda has the Transalp at £9699 (non-angle-responsive electronics, no option of cruise control, quickshifter £255 extra, heated grips £185); then there is the

KTM 790 Adventure costs £10,499 (plus £859.87 for cruise control and quickshifter+, £243.78 for heated grips, angle-responsive electronics as standard), and Triumph has the Tiger 850 Sport (the 900s can't be restricted) costs £10,095 (non-angle-responsive electronics, no option of cruise control, quickshifter £405 extra, heated grips £171).

At £10k, the BMW F800 GS should have cruise control and shift assist pro and not as options, but you get an angle-responsive ABS and TC. You get two power modes, Rain and Road, and you can add Enduro and Dynamic. A TFT display and heated grips are standard.

To personalise your BMW F800 GS, you can opt for Triple Black or Sport colours at £215 over the standard white. Then you choose between add-on packs; the Comfort Package has cruise control, keyless ignition, GPS holder, and luggage holders, and the M Endurance chain is a reasonable £885. At £855, the Dynamic Package gives you Dynamic ESA, Pro riding modes and shift assist pro. Other options are the SOS call, Adjustable screen system, tyre pressure monitors, extra low seat at 760mm, seat height reduction, and plenty of screen and luggage options. You also have that important A2 power reduction kit.

The BMW F800 GS holds its own and more in the crowded middleweight adventure bike market. The German brand could have included more technology and kit in the £10k bike, but this does not detract from the pleasure of riding one. The new engine is impressive and feels premium, certainly an improvement on the previous model. The bike is an excellent option for A2 restricted riding, and when you pass your tests, the bike develops with you. It looks great and is a capable machine.

£10000

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