I took an F800GS out yesterday. First impressions were that the view from the cockpit is very much as the F650 (hardly surprising) and the seat height wasn't that greater--more of which later. As with the F650, the clutch bites quite late in the lever travel which takes a few minutes to get used to. Clutchless changes both up and down the box are easy to do but can be jerky at lower revs compared to the 1200GS.

The F800's higher screen provides a bit better wind protection than the F650 but I would still prefer something higher for touring.

I tried to gauge the performance gain over the 650, but to be honest I couldn't feel any improvement, both bikes have ample power given their lighter weight.

The biggest difference for me is the larger front wheel on the F800 which has a negative effect for road riding. The bike doesn't drop into corners like the F650 and I found myself having to consciously use counter steering. I particularly didn't like the effect of braking mid corner! Having said this, I guess it's something you would get used to.

When I took the F650 out I hadn't realised the brakes were not semi linked, so you need to operate both. I've read a couple of reviews panning the F-GS brakes but they seem fine to me. They are not as sharp as a servo-assisted 1200, and feel about the same as the later non-servo 1200.

Playing with the onboard computer I found that in addition to average fuel consumption, there's a actual fuel consumption display showing the impact of the throttle setting. This would be extremely if there were long distances between petrol stops and you were trying to eek out the maximum range.

The test bike was equipped with vario panniers and top box. Whilst similar in concept to the 1200GS vario luggage, the panniers are not interchangeable as the exhaust cutaway is different. It might be possible to bring over the 1200GS top box with bit of Heath Robinson work.

I couldn't understand why the silencer sticks out so far. On other F800 models there's about 15mm gap between the rear tyre and the silencer, whilst on the F-GS bikes the gap is something like 60mm. The rear bodywork of the bike is already wide due to the underseat fuel tank and the exhaust gap will limit the size of alloy panniers.

I found an extremely muddy track that got worse and worse the further I went, with several deep sections of deep water that came over the foot pegs. But despite being shod with Battle Wing tyres the bike was confidence-inspiring and I tackled sections with more gusto than I would have with the GSA, even doing a couple of power slides. There was a 150mm step at one stage which the bike easily took, but I can't say that I noticed the larger front wheel contributing any improvement over the F650 offroad capabilities.

Back at the showroom I found that the bike I had been testing had a low seat which explains why it didn't seem that higher compared to the F650. When you sit on a low seat version in the showroom with your feet on the floor the hard seat edges dig into your thighs, but this doesn't happen on the road, and I certainly had found the low seat comfortable enough when riding as I hadn't noticed it was fitted.

Sitting on the display bike with the standard seat in the showroom the extra height was immediately apparent and it's about the same as my 1200GSA with the seat in low. You can order a low seat as a free-of-charge factory fit, or buy a second seat for about £175. I currently use a low seat on the 1200GSA when I expect to be going offroad and have an Airhawk seat on top which I inflate for the road sections.

One of the concerns I mentioned in the F650 review was whether the 'tank' area would be easily scratched if the bike was dropped--on the 1200GS the cylinder heads help prevent the bike going flat on the floor. Well I found out! I had been sitting astride the F800 chatting to the salesman and another couple in the showroom and when I went to get off the bike I hadn't realised that I had flicked the side stand up. The bike and I went down big time! How embarassing. A careful examination revealed no damage to the 'tank' area, just a slight scratch on the clutch lever. Woops.

So which bike do I prefer?
For looks the 800 has it. The matt magnesium F800 version looks particularly classy, especially in conjunction with the gold anodised forks, but why on earth didn't BMW use gold anodised wheel rims per the G650 X Challenge? The F650 is a pleasing-enough design but the 650 badging annoys me intensely and it would be one of the first things I would change, removing it with a hot air blower.

On the road, both bikes need a screen upgrade plus handlebar protectors. There's no discernable performance difference and the 21-in front wheel of the F800 is a liability, so for me the F650 has it. I'm also not keen on going back to tubed tyres of the F800.

Off road I guess the 800 has it due to the better ground clearance and the larger front wheel, but I think you'd need to be an experienced offroader to notice the differences and even more experienced to take advantage of them. You'd need to spend money on both bikes on engine bars (standard on the 1200GSA) and a decent bash plate.

Price? No contest, the F650 wins hands down.

So it's a draw.

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"For sheer delight there is nothing like altitude; it gives one the thrill of adventure
and enlarges the world in which you live," Irving Mather (1892-1966)