The truth is—it was about time.
BMW's mid-range GS Adventure series, specifically the 750 and 850 models, had become too outdated, not exciting enough, and primarily needed to respond to the growing competition from Italy and Japan.
So here they are, the all-new F series in three very different interpretations of the same engine and chassis, with more power, less weight, and, most importantly—something that seemed a bit forgotten in previous models—more fun.
The engine is still a parallel twin, which in simple terms means two cylinders side by side. The engine capacity in the 900 has increased by 40 cc to 895 cc, raising the output by 10 horsepower to 105 hp, and the torque has increased to 9.4 kgm.
What's even more important in my opinion, in these days of motorcycles with obesity issues, is that the GS has shed 14 nice kilograms thanks to the Akrapovič exhaust, plastic fuel tank, chassis, and rear swingarm. So, there's a kind of take-off on that song—same motorcycle, but so different.
So let's begin.
F900GS: The first bike we tested that makes a kind of revolution in the Bavarian company because it seems that there has never been a big BMW bike so oriented toward off-road. This starts with the paint in the Passion version, straight from the psychedelic color world of enduro/motocross riders, with yellow-green and an exposed red frame, completely opposed to the usually conservative riders of the brand.
The footpegs are made of serrated aluminum for good grip on dirt roads, the brake pedal and gear lever are adjustable to suit tough riding boots, the seat is firm and narrow without passenger handles, the narrow fuel tank allows it to be hugged with the knees, and as is customary in an enduro bike, the riding position places the rider above the bike. Additionally, there is a short windshield and underneath it, a 21-inch dirt-oriented front wheel, with the importer fitting knobby tires that scream, "Take me off-road."
The engine in all three bikes here is manufactured by the Chinese giant Loncin, which produces 2 million motorcycles a year. It's a real gem of an engine, a wonderful upgrade compared to the previous model. It’s a very lively, flexible engine that constantly wants to accelerate with plenty of torque.
A happy engine.
On the highway, this bike might make you a bit of a hooligan—it doesn’t let you relax. The wind protection does a decent job, though a sensitive rear might complain about the firm seat, and there's a certain vibration in the engine that can be felt in the handlebars. The sound is pleasant, courtesy of the Akrapovič exhaust, and there’s an endurance chain that reduces the need for lubrication and maintenance. There are five riding modes: Rain, Touring, Dynamic, Enduro, and Enduro Pro—which alter the engine response, horsepower, and the intervention of ABS and traction controls.
As expected, the fun really kicks in when you hit the dirt—all you need to do is switch to "Enduro Pro" mode, where the electronics allow a bit more freedom to lose grip, send the rear wheel sideways, or lock it during hard braking.
The raised handlebars feel very comfortable in a standing position, and the bike feels much lighter than its 219 kg (wet) weight. The suspension rewards you here for its relative stiffness on the road, emphasizing that this is a bike that’s very easy to chew gravel and rocks with, able to provide moderate power in technical sections and blast through when needed, making you sweat and smile.
To sum up, the F900GS is built to compete with the offerings of rivals—from KTM to Yamaha—a bike that it would be a shame not to take off-road. On the other hand, the price is in longer road rides, which will be more tiring here.
F900GS Adventure: The traditional, plump Bavarian adventure model feels entirely different from the "regular" model. Even though the components are identical, it feels like a completely different bike.
First of all, it’s the wide appearance that gives the feeling of a "big motorcycle," so big that it could easily be confused with the outgoing GS model with the 1250 cc engine, even the paintwork is similar.
In fact, a brief history lesson—the F900GS, now considered BMW’s "mid-size" model, reminds us that the company's "big" GS, the one with the boxer engine, started its career in 1980 with an engine that was smaller, only 800 cc, until it grew to today’s 1,300 cc. But that was a long time ago when customers had more modest demands.
Back to the adventurer before us. In BMW's adventure models, the emphasis is always on comfort and presence, which is also the case with this model, which is, as expected, the heaviest bike in the series (246 kg wet) with a large fuel tank (23 liters), a wider and more comfortable seat, and wind protection that has two manually adjustable positions. It also comes with a full range of accessories, including provisions for the popular panniers among riders of this genre.
When you start riding, it’s almost amusing how different this model feels compared to the regular GS. The tranquility it instills in you, perhaps due to the greater width and mass, makes you ride it a bit more calmly, and therefore, compared to its wild sibling, it might feel a little less comfortable off-road.
To sum up, the Adventure 900 is an excellent bike that can easily take a rider and passenger on long journeys. With the look that resembles the bigger sibling, and the price difference compared to it, there’s definitely a chance some will want to show off the blue-and-white propeller badge and opt for the "smaller" and cheaper model.
F800GS: And here BMW is up to its tricks again—because the F800GS, despite its name, is equipped with the same engine as the F900GS with the same capacity of 895 cc. But here, it has reduced power, weight, features, height, and price, so they cut 100 cc from its name only.
The 800 replaces the outgoing model called the F750GS and, like it, essentially serves as BMW's entry-level motorcycle. It has ten more horsepower than the model it replaces, now totaling 87 hp (compared to 105 in the 900 models), and it can even be adapted to the 1A license level (47 hp) if needed.
As mentioned, there are fewer features here compared to the other two, with the bike being more road-oriented: the suspension is more modest, the ground clearance is lower, the front tire is 19 inches compared to 21 inches, and instead of spokes, there are cast rims. There’s no "Enduro Pro" riding mode, and the wind protection is short, low, non-adjustable, and less effective, requiring a slight crouch at high speeds.
On the other hand, the dimensions are more modest, the wheelbase is shorter, and the seat height is lower (815 mm), making it less intimidating for less experienced riders. Unlike the bike it replaces, it comes with a quick shifter and heated grips.
The surprise comes when you hit the road. When you get on the "weaker" bike, which has a significant deficit of 18 horsepower compared to the 900, you expect to feel underpowered, but the 800 manages to surprise because the engine is eager to rev, and even though the Akrapovič exhaust was omitted, the sound is still pleasing.
In fact, it’s hard to even notice that power is missing. The reason is that most of the time, the rider mainly uses the torque—for overtaking, for acceleration, and here the difference compared to the bigger siblings is much less significant.
To sum up: The humbler sibling in the family teaches a small lesson about how we've become addicted to ever-growing horsepower numbers. With a price difference of tens of thousands of shekels compared to its bigger siblings, it manages to show that it’s enjoyable—in its own way—no less and will easily make even more experienced riders happy.
Technical Specifications:
F800GS:
- Engine: 2-cylinder inline, 895 cc, 87 hp @ 8,500 rpm, 8.26 kgm @ 6,750 rpm
- Seat Height: 815 mm
- Fuel Tank: 15 liters
- Wet Weight: 213 kg
- Top Speed: 190 km/h
- Official Fuel Consumption: 4.3 liters per 100 km
- Front Tire: 19"
- Rear Tire: 17"
- Features: Steering Damper, Slipper Clutch, Tire Pressure Sensors, V12 Socket, USB, Keyless Start, Heated Grips, Cornering ABS, Stability Control
- Price: NIS 86,000
F900GS Adventure:
- Engine: 2-cylinder inline, 895 cc, 104 hp @ 8,500 rpm, 9.4 kgm @ 6,750 rpm
- Top Speed: Over 200 km/h
- Seat Height: 875 mm
- Wet Weight: 246 kg
- Front Tire: 21"
- Rear Tire: 17"
- Features: Steering Damper, Slipper Clutch, Tire Pressure Sensors, V12 Socket, USB, Keyless Start, Heated Grips, Cornering ABS, Stability Control
- Price: NIS 108,000