- 14kg lighter and tuned for sharper off-road performance
- 105hp parallel twin with epic mid-range punch
- Refined suspension & electronics for true adventure versatility
With the BMW GS Rally taking place in Whanganui next month, we take a look back at our review of the latest evolution of BMW’s middleweight adventurer. With Chad checking it out in dry and dusty Spain, we were confronted with a wet and slippery Waikato, but it was still a good day on two wheels.
The parallel-twin mid-capacity adventure models from BMW have come into their own in recent years. To be honest, the early versions weren’t quite sorted when it came to adventure riding, with the launch of the early 800GS in Aussie giving me a decidedly unnerving feeling when riding off-road. But the German giant has gradually chipped away at the F range of GSs, with the current F900GS not only developing more power than its predecessor (and the original R1200GS when it was launched back in 2007) but they’ve also made it lighter, more refined and certainly more off-road focused. I, for one, couldn’t wait to give it a try.
More Than Tweaks
Overlay pictures of the new F900GS with the previous F850GS, and you’ll notice there’s not much the same, with engineers telling us there are 80% new parts in the 900 version. Just looking at it and there’s much more of an enduro style to the Beemer, undoubtedly done to try and tempt some of the orange brigade from their beloved 890 Adventures, which have become the benchmark for middleweight adv bikes. And with the increase in capacity to 895cc, the GS now has an output figure to tempt the orange team, with the claimed 105hp the same as the current KTM 890 Adventure.
Along with the increase in capacity and performance, the F900’s gearing has been dropped to give it more punch in the mid-range, while a not insignificant 14-kilos has also been dropped, further enhancing the performance feel of the GS on the road, while also making it slightly easier to pick up when riding in the dirt.
Our bike came with the upgraded suspension, with the Enduro Package Pro offering titanium nitride-coated 45mm forks and a trick-looking fully-adjustable rear ZF Sachs shock. With an increase in ground clearance over the 850GS giving the new bike an advantage in the rough stuff, the upgrade in suspension doesn’t add any more height than the standard 900GS suspension – it just offers more adjustment (with toolless clickers) and a better ability to hold up in the stroke when you’re tackling punishing terrain at high speed.
The addition of the Enduro pack also offers more adjustment from the BMW’s ample electronic aids, with a dedicated Enduro Pro mode offering user adjustment to parameters like traction control. The aids are corner-sensitive, with the ABS able to be adjusted for a more delicate intervention when riding off-road, although you can deactivate it if that’s your thing. The 6.5-inch TFT dash is the same one we’ve seen on BMWs for a while now, and I was slightly surprised that it hasn’t been updated. But the intuitive nature and easy access to the various modes and settings make it much more user-friendly than many other bikes where it’s almost distracting to find something easy like the heated grip temperature adjuster. That sort of thing needs to be simple to find.
Enduro Looks
Fitted with a set of Bridgestone AX41 tyres, the F900GS looked ready for some action. And I was thankful it had decent knobbly rubber as the off-road day of our test greeted us with a massive weather system heading in from the west. With no other option, it was time to head out to get muddy.
Even at a standstill, the new GS looks much more off-road orientated thanks to the tubular rear-end and slimmer nature. The seat is reasonably narrow, and the handlebars have a nice width that makes both standing and sitting feel natural. But the new GS is certainly more confidence-inspiring when standing up and hitting the gravel than any mid-capacity GS before it. The red tops of the forks with their adjusters scream proper off-road, and the more I looked over the bike, the more I began to appreciate the development that has gone into this machine. The position of the oil filter tucked up on the right to protect it from damage, the flick-over rear brake lever adjuster and the embossed GS logo on the plastic, which is usually hidden behind your knee, all just give a sense that this is a quality machine. And it is…
On the road, the 900GS is fast enough in Road mode, although a flick to Dynamic really unleashes the improved performance from the mix of more power, less weight and lower gearing. The mid-range is epic, and the digital rev counter flies across the TFT dash, while the quickshifter is a welcome addition as it enables your foot to keep up. Unlike some of the other BMW models, this quickshifter is sweet and instant with the way it allows you to flick up and down the ‘box, and it’s certainly a massive help when riding off-road.
The tall screen, which flicks forward at the top, offered a decent amount of weather protection, something I was grateful for as the first of the rain came in, and it’s a surprise considering it’s reasonably narrow. The bike has more of a sit-in riding position, which helps, and the narrow saddle, while not especially comfortable for massive kays on the road, means getting my feet on the floor was easily achievable.
Heading off-road for the first time demonstrated that the F900GS has more than enduro looks, with the 21-inch Bridgestone offering plenty of confidence despite the slippery and tricky conditions. And while it was slightly vague when pushing the limit on the road, it loved the dirt and gravel, with the 900GS feeling much more at home off the tarseal than the 850 before it. The instant punch from the lower gearing meant sliding out of turns was a breeze once I’d got the off-road traction control settings dialled in just right, and thanks to the quickshifter, I could flick up the gears with the rear spinning and didn’t need to roll off or touch the clutch.
Despite being a parallel twin, BMW has done a good job of tuning the noise of the twin, especially as there’s a slim Akrapovic end-can fitted as standard. It looks epic and sounds pretty good, too, although, as it’s a factory fitment, the noise output is restricted to appease the Euro-5 regs, which is a shame. I’m sure there’s someone, somewhere who could release the full goodness…
With the rain coming and going while my route took us from muddy gravel to wet tarseal and back again, the versatility of the GS made itself known, with a few prods of the buttons changing settings and transforming the attitude of the bike. Okay, there’s no electronic suspension adjustment, but it wouldn’t be hard to firm things up/soften things off a bit using the toolless adjusters if required. But the set-up with the firmer suspension meant I could tackle a bit more of the hard stuff off-road while putting up with a bit of sharpness on the road. It certainly wasn’t uncomfortable, and having the extra security of the firmer suspension to deal with unexpected holes and obstacles off-road was higher on my list of priorities.
Still Versatile
Heading back to BMW HQ and I was loving the added performance, with the mid-range especially strong making overtaking and blasting out of corners simply a matter of rolling on the throttle. The 270-degree firing order has done the trick of giving the parallel twin some real character while flicking into Dynamic sees the BMW turn so sporty that you need to remember there’s a set of knobbly tyres sitting on those glorious gold rims. The rims not only look good but are also tubeless, thanks to the spokes sitting outside the tyre. Plus, there’s a bashplate already fitted to protect the underside of the engine. Our test bike also had crash bars, which we thankfully didn’t get to try out.
The narrow bolt-on subframe is a great addition for those who truly like to ride off-road, with the unit able to be unbolted and replaced should it get damaged. The rear footpegs can also be removed if you’re not planning on bringing a passenger on your adventure, and this is something I’d probably do as it’s easy to catch your calf on them when pushing the bike around. I’m sure you could do yourself mischief if you were trying to push the bike out of a bog and didn’t watch out.
There’s no denying that this is the most refined and sorted of BMW’s mid-capacity adventure machines, especially if you’re planning on actually riding off-road. Yes, it’s still 219-kilos wet so it isn’t quite a pukka dirt bike, but that’s right on the money for adventure bikes in this category.
For $27k, it’s still a lot of money for a bike you’re likely to drop on the ground if you do like venturing off-road. But this is undeniably the best BMW F-series GS yet, and if adventuring is your thing but you still want a bike that’s a blast on the road, you won’t be disappointed.
Gallery: BMW F 900 GS
Specifications
BMW F 900 GS
Price: From $25,490 + ORC ($27,490 as tested)
ENGINE & TRANSMISSION
Type 895cc, water-cooled, 2-cylinder, four-stroke in-line engine with four valves per cylinder operated by cam followers, two overhead camshafts and dry sump lubrication
Bore x Stroke 86mm x 77mm
Compression Ratio 13.1 : 1
Max Power 105bhp (77kW) @ 8,500rpm
Max Torque 93Nm (68.6lb-ft) @ 6,500rpm
Transmission 6-speed, chain final drive, slipper clutch
CHASSIS
Frame Bridge-type steel frame, load-bearing engine
Front suspension 43mm Showa USD forks (std), adjustable compression, rebound and preload, 230mm travel
Rear suspension Monoshock adjustable rebound and preload, 215mm travel
Front brake 305mm discs, two-piston calipers, cornering ABS
Rear brake 265mm disc, single-piston caliper, cornering ABS
Front wheel / tyre 2.15 x 21 wire wheel, 90/90-21
Rear wheel / tyre 4.25 x 17 wire wheel, 150/70-17
DIMENSIONS & WEIGHTS
Wheelbase 1585mm
Seat height 870mm
Length 2,270mm
Weight 219kg (kerb)
Rider aids Cornering ABS, Dynamic Traction Control Pro, two riding modes
Average fuel consumption 4.4l/100km (claimed)
Tank size 14.5 litres
Max range to empty 328km
Contact www.bmw-motorrad.co.nz
