BMW F 850 GS vs BMW F 750 GS
BMW had to do something as the mid-range enduro crowd grew. They decided to start from scratch and started from scratch. The frame is new, now it is made of extruded steel profiles instead of steel pipes. It is more rigid and can withstand higher loads. It is the same with the pendulum, which can now withstand higher loads. In terms of design, it is of course clear from afar that this is a BMW, as both the larger and smaller show a close connection with the lines of the legendary R 1200 GS, which of course is still the brand's flagship. The driving position and seat comfort are on par with what we would expect from a premium brand, as are the quality of workmanship and installed components. For an additional fee, instead of classic sensors, a multifunctional color screen will be installed, rich in information about the trip and the motorcycle, and it can also be a navigation system screen. It also displays phone calls when connected via Bluetooth and, most importantly, is easy to read in rain, foggy or sunny weather, and in morning and evening light.
In all these circumstances, the weather in Spain has served us well. The engine, which is manufactured in China at the modern Zongshen plant, is also completely new. They are also suppliers for Piaggio and Harley-Davidson. The heart of both motorcycles is the same. This is an in-line two-cylinder engine of the same displacement, although the larger one is labeled 850 and the smaller 750. This is just a marketing ploy, but in fact, the displacement in both cases is 853 cubic centimeters of displacement. ... The connecting rods on the main shaft are offset by 90 degrees, and the ignition interval is offset by 270 and 450 degrees, giving the engine a distinct bass sound reminiscent of V2 engines. Except that there is no vibration here.
If the volumes are the same, then they differ in strength. The F 850 GS is capable of 95 horsepower sparks and the F 750 GS is 70 horsepower loaded with torque and linear power delivery, so this smaller model was the biggest surprise for me. The F 750 GS is no longer a women's motorcycle, but a very serious motorcycle for dynamic cornering. Because it's lower, it's certainly still great for those who don't have a lot of mileage on the bike and love the feeling of safety when you hit the ground with your feet. The F 850 GS is a little different. This is higher for this class, as it has a suspension adapted to the conditions of use and also has a drive.
As soon as I saw the first photos of the new F 850 GS, it was clear to me that BMW wanted to rank high on the list of modern enduro touring bikes that can tackle even harder miles on paved roads. Also in the south of Spain, in Malaga, I first followed a guide over cobbled rubble, where after almost 100 kilometers of enjoying the slide around the corners, we arrived at the soaked Andalusia enduro park. Probably not one percent of the owners of this bike will ride in such mud as I do on it, but I found that electronics, involving an excellent chassis and suspension and Metzeler Karoo 3 tires with a rough profile, can do a lot. I took advantage of my experience in enduro and motocross and rode slalom without any problems. First we walked a bit between the densely packed cones, then we went through another super-G, if I'm skiing, and in third gear and a little more speed we went through five more long turns. In the enduro pro program, the electronics allowed the rear to move in a controlled manner, helping me draw a nicely rounded track behind the rear wheel. The key to success in the mud is to maintain speed so that the wheels do not hit the mud, and it goes. Yes, here GS pleasantly surprised me. If someone had said many years ago that I should go 80 kilometers an hour and fully front brake through dirt on a motorcycle weighing over 200 kilograms, I would have asked him about his health. Well, here I confided in the instructor, who was no more than sixty feet tall and was the first to show herself that this was how it should be. Feeling that the ABS acts on the front pair of discs and actually stops when the rear wheel is locked and acts like an anchor you drop behind you convinced me that BMW has done a lot of research on cycling, electronics and suspension. So I feel like the F 850 GS has taken a big step forward in field usability.
After a lunch break, we switched from the Rally model (optional) to the same model, but with more road tires. The trail took us down a beautiful, winding tarmac road, where we got a good test of how the F 850 GS handled at slightly higher speeds. Also on the road the ergonomics are top notch, everything is in place, a rotary knob where I adjust the various menus on the big color screen while driving and choose from five driving programs (rain, road, dynamic, enduro and enduro pro). The first two are standard, the rest are at an additional cost. With the ESA suspension adjustment button (on the rear suspension only) it's even easier. BMW has really made these settings easy to use, and in doing so, they deserve a big round of applause because it's all safe and really easy. When you get on wet pavement, you simply switch to the rain program and you can be completely calm, traction control, ABS and power delivery are softer and ultra-safe. When there is good asphalt under the wheels, you simply switch to the Dynamic program, and the bike holds the road well and reliably follows the given line in the turn. Since it is shod with slightly narrower off-road tires, it is also very easy to drive. The front wheel is 21 inches in diameter and the rear is 17 and that definitely helps a lot with ease of driving. The driving position requires a straight and determined posture and allows for complete control. In addition to a bunch of accessories on a test drive, they also installed a quickshifter or a quick shift system without a clutch. No, this is by no means a kitten or a strong clumsy mare, but precise, light and sharp if you want dynamic rides. It can also be handy for more leisurely rides. At first I thought a small windshield wouldn't do the job, but it turned out to provide enough wind protection for a comfortable ride even at 130 mph or more. Well, at a speed of 160 kilometers per hour, you still have to lean a little and lean forward so that the air stream is not so tiring. If you ask me if there is enough power, I can say that it is quite enough for a dynamic ride, but this is not a supercar and does not even want to be. On gravel, however, it will wrap nicely in the back when you open the throttle, even at speeds over 100 mph.
Actually, at the end of the test, I had a question, do I need the R 1200 GS now that the F 850 has made so much progress in all respects? And yet I believe that a great boxer will remain a great boss. For serious adventure travel, I probably would have chosen the F 850 GS before.
But where does the smallest newcomer, the F 750 GS, fit in? As I mentioned in the introduction, this is a motorcycle that in the past has taken on a kind of "image" of a women's motorcycle or, say, for beginners. It is lower and shod with tires designed primarily for asphalt. I note right away that it no longer has much in common with the old model, already the most reliable pose for long and fast turns, but otherwise it is stronger, livelier and, above all, more masculine, so to speak. When you turn on the throttle, there is no doubt that the engine is for boys or girls. Suspension, cornering and braking are one notch higher than their predecessor and the F 750 GS, which requires you to take quick turns. While driving around town and on a country road, I didn't miss the extra wind protection, but for more highway or if I measured, say, about two meters, I would definitely consider an extra shield.
Maybe I will touch on another important change, namely the fuel tank, which is now located in front, and not behind the seat. Fifteen liters is enough for most drivers, and no doubt I won't miss much if we also see a version with a large fuel tank labeled Adventure two years from now. Fuel consumption ranges from 4,6 to 5 liters per 100 kilometers, which means a safe range of 260 to 300 kilometers. In any case, the new engine is the star of both bikes, it's strong, it has enough torque, it pulls well all over and, above all, it's not greedy and doesn't cause any unpleasant vibrations.
If you are one of those who are in awe of the ability to connect a car to a smartphone, the new BMWs are also a real toy. This technique is also used in motorsport, and in the end we who ride with them get the most out of them.
