Test: BMW BMW F850 GS // Test: BMW F850 GS (2019)

How good and versatile the BMW F800GS was is evidenced by the fact that it remained on the scene for a full decade. In the world of the motorcycle industry this is a long time ago, but in the world of electronics, which today is an integral part of modern motorsport, we are talking about a generational change. And while the now decommissioned F800 GS has also led this class in recent years, the Bavarians decided it was time for some major, if not drastic, change.

 

Brand new motorcycle

Thus, the F750 / F850 GS twins became motorcycles with little in common with their predecessors in terms of design. Let's start with the base, which is the wireframe. Now it is made of drawn steel plates and pipes, which are carefully and aesthetically welded together for German welders who appear to be aluminum at first glance. Due to the modified geometry, the engine can also be mounted slightly higher, resulting in a good three centimeters (249 mm) more ground clearance from the underside of the bike. In theory, the new GS should be easier to tackle the more difficult terrain, but since the basic GS was not designed for this, they gave it a new suspension that has a slightly shorter travel than its predecessor. Well so that no one thinks that field opportunities suffer because of this. With a travel of 204/219 mm, the off-road potential of the F850 GS is definitely enough to overcome many seemingly insurmountable obstacles in capable hands. An important innovation that the new F850 GS brings in terms of design and balance is also the fuel tank, which is now where it should be, which is in front of the driver. Otherwise, I could write that it's a shame, because BMW decided that 15 liters of volume is enough, because a bike with such obvious travel ambitions gets more. But with the plant's declared consumption of 4,1 liters per hundred kilometers, under ideal conditions, a full tank should be enough for a quite solid power reserve of 350 kilometers. If you are a marathon runner, you will need to choose the Adventure model, which can hold a whopping 23 liters of fuel.

 

The engine is the most elegant twin-cylinder in its class.

But what most clearly distinguishes the new mid-size GS from its predecessor is its engine. The parallel twin engine, which also does its job in the F750 GS, has increased bore and stroke, redesigned ignition technology and installed two balance shafts instead of one. If last year, after our comparison test of touring enduro bikes, I came to the conclusion that the F750 GS with its 77 "horses" is too weak a shade, then with the F850 GS the situation is completely different. Electronics, valves and camshafts provide an additional 18 horses that turn everything upside down. Not only does the engine power with its 95 "horsepower" now equate to an important component of the competition (Africa Twin, Tiger 800, KTM 790 ...), the new engine design offers softer, more linear and, above all, thicker power and curve torque. In doing so, I rely not only on the data from the newspapers, but also on the driving experience. I can't argue that this engine is as explosive as, for example, Honda, but it is very smooth in all driving modes. The accelerations are not sporty, but they are constant and very decisive, regardless of the selected gear. Unlike its predecessor, the new generation of engines is also significantly more flexible, so you never get caught in the gap between individual gears while driving. Well, its technical base, the engine, despite the asymmetric ignition, cannot completely hide, since here and there you can still feel some restlessness of the engine, but when the engine reaches 2.500 rpm, its performance is ideal. Those of us who have ridden older versions of this engine also notice the engine's significantly stronger breathing in the upper rev range. So there is more or more power for a sportier ride and, of course, more driving pleasure.

 

New but cozy

If anything, this GS cannot hide the fact that it is a BMW. As soon as you take the wheel, you will feel right at home with a BMW. This means that the fuel tank is steep at the bottom, and more padded for bigger bellies, that the switches are where they should be, that there is a select wheel on the left, which spoils a little the otherwise excellent ergonomic layout that the seat is wide and comfortable enough. and the legs are slightly bent back. Older motorcyclists may be a little overwhelmed by knee curvature, but my guess is that the pedals are positioned a little higher so that they can use a considerable distance from the ground on the ground and of course allow deeper lean when cornering. When it comes to cornering, BMW has proven once again that perfect cycling is not new to them. Already in last year's comparison test, we agreed that the F750 GS excels in this area, but the “larger” F850 GS, despite its larger 21-inch wheels, is not far behind in this area.

However, the test bike was equipped with a wealth of (unfortunately, additional) equipment, so not everything was homemade, like in grandma's kitchen. The classic combo sensor replaced the modern TFT screen on the test bike, which I couldn't learn by heart in a week, but I was able to remember and read those required functions and data for me at the end of the test. I would not describe the graphics as beautiful or particularly modern, but the screen is transparent and easy to read in any light. If you are one of those who cannot imagine driving without analyzing all kinds of data, you have no choice but to choose and pay extra for the Conectivity package, which, in addition to the TFT screen via the BMW app, also provides connectivity. with phones, navigation and everything else that the most modern interfaces of this kind offer.

 

Multifunctionality tax

The test bike was also equipped with Dynamic ESA semi-active rear suspension, for which the very best applies. Overall, the suspension experience is (only) very good. The nose of the motorcycle becomes too large when braking, which reduces the pleasant sporting feel and at the same time affects the effectiveness of the rear brake. This is the first of the versatility tradeoffs, but in all fairness, most travel will not be problematic.

Another compromise that buyers of this type of motorcycle simply have to accept is the braking system. Although Brembo has signed a contract with the braking system, I personally would have opted for a slightly different component configuration. Dual-piston floating brake calipers at the front and single-piston brake calipers at the rear certainly do their job with all seriousness and considerable reliability. I also have no comment on brake power dosing and lever feel, but at BMW I'm used to brakes biting a little harder. However, we must not forget that gravel, like asphalt, is one of those environments in which the GS feels at home, and too much braking force does more harm than good. Below the line, BMW has opted for a fully suitable package that electronically not only takes care of safety, but also offers more fun in the field with the possibility of different engine programs.

The quickshifter has become a very fashionable accessory in the last year or two, but it doesn't have to be. There are not so many really good quickshifters. As far as the BMW brands are concerned, they are generally good, as are the GSs. Unfortunately, and this is the case for all brands, where instead of hydraulics the clutch is actuated by the classic braid, there are occasional differences in braid tension, which also changes the feel on the clutch lever. So it is with the F850 GS.

Among the things that don't go unnoticed is the feeling that the engineers were forced to compromise is the handlebar height. This comes at the cost of seating comfort set too low for a long standing ride to be indefatigable.

It would be completely misleading to interpret the last few paragraphs as criticism, because it is not. This is a very common problem that, unfortunately or fortunately, keeps manufacturers from making the perfect bike. I'm not exactly picky, and the new F850 GS deserves more praise than nonsense. Not for individual sets, but as a whole. I don't know if BMW is aware of the gaps in its proposal. The configuration of the F750 GS and the F850 GS engine will be close to ideal for those who swear on asphalt.

New pricing strategy

If in the past at BMW we were used to their motorcycles being significantly more expensive than their direct competitors, today things are a bit different. Specifically? For the base BMW F850 GS, you have to deduct 12.500 euros, which makes it one of the cheapest in the company of direct competitors, given that it is quite a decent package. The test bike was loaded with just under 850 accessories that, in various packages (Conetivity, Touring, Dynamic and Comfort), epitomized everything the segment has to offer. There's still a thousand goodies left on the equipment list, but overall, it won't be significantly more expensive than better-equipped competitors. So the BMW FXNUMX GS is a motorcycle that will be very difficult to resist.

• Basic data

  Sales: BMW Motorrad Slovenia

  Base model price: € 12.500 XNUMX €

  Test model cost: € 16.298 XNUMX €

• Technical information

  engine: 853 cm³, two-cylinder, water-cooled

  Power: 70 kW (95 hp) at 8.250 rpm

  Torque: 92 Nm at 6.250 rpm

  Energy transfer: foot, six-speed, quickshifter, chain

  Frame: bridge frame, steel shell

  brakes: front 2x discs 305 mm, rear 265 mm, ABS PRO

  Suspension: front fork USD 43mm, adjustable,
  
  
  double pendulum with electronic adjustment

  Tires: before 90/90 R21, rear 150/70 R17

  Growth: 860 mm

  Ground clearance: 249 mm

  Fuel tank: 15

We praise and reproach

engine, consumption, flexibility

driving performance, electronic package

driving position

comfort

price, accessories

system for locking and opening suitcases

quickshifter combined with clutch tape

correct suitcase (interior design and roominess)

nasal congestion with more severe inhibition

final grade

We're probably the first ones to record it, and no, we're not crazy. Price is one of the main advantages of the new BMW F850 GS. Of course, in addition to the new engine, e-package and everything that just represents the "brand" GS.