Touring BMW F750GS
After the first 20 minutes on it, my partner stuck an action camera in my face and asked about my impressions of the BMW F750GS. I honestly said that I hate him. But before you misunderstand me, let me tell you the circumstances under which everything happened.
Touring BMW F750GS
We stood on the side of a river of liquid mud, which, by misunderstanding, is considered a road. The river-road went down the hill. We were riding a pair of BMW F750GS with road tires and no crash protection of any kind. Moreover, we stopped to rest on the only dry spot in the area, and it was dry only because it consisted of sand. In short, we were not in the most suitable conditions for the “most expensive goose”.
The BMW lineup already has one similar touring motorcycle of similar capacity - the BMW F850GS. Moreover, their engines are the same - 853 cc in-line twins, although the BMW F750GS engine is tuned differently and produces less thrust. Different camshafts, intake tracts and ECUs result in the 750 producing 77 hp. at 7500 rpm and 82 Nm at 6000 rpm, in contrast to the characteristics of the 850, which are 90 horses and 85 Nm.
In its basic form, the BMW F750GS is equipped with ABS, traction control (ASC) and two driving modes: Rain and Road. The main difference is the presence in the advanced version of an inertia measurement device, thanks to which the angle of inclination will be taken into account when calculating the response parameters of ABS and traction control. The bikes we rode were additionally equipped with electronic dynamic rear suspension control, which automatically adjusts damping according to data from an inertia measuring device.
Also, the Select Package on the BMW F750GS includes the same advanced LCD instrument cluster and professional riding modes, including Dynamic and Enduro, as on the F850GS. Each ride mode changes throttle response and affects settings for ABS Pro, Dynamic Traction Control, Dynamic Rear Suspension Tuning, Cruise Control and Tire Pressure Monitoring. The biggest difference between the F750GS and the 850 is the lack of an Enduro Pro riding mode. However, the best mode on it is Dynamic, regardless of the road condition.
In this mode, the response to the throttle becomes as sharp and aggressive as possible. However, not as aggressive as on the 850k. BMW really tried to make the 750 softer and smooth out the harshness of the throttle. Some people will like it, while others will want more harsh behavior.
The 750ki's suspension is significantly different from the 850. The fork is a regular 41mm telescopic with 150mm of travel (that's about a quarter less than on the F850GS). Where they are similar is the lack of fork settings.
The rear shock absorber here has a classic design (the 850 has a WAD shock absorber with progressive damping). In its basic form, shock absorber preload is manually adjusted via a hydraulic system, as is rebound damping. By upgrading to the Premium Package, you get Dynamic ESA electronic suspension control, which allows you to adjust the suspension using buttons. Rear suspension travel is 175 mm, which is about 4 centimeters less than on the F850GS.
The ground clearance of 19 centimeters has been reduced by about 5 centimeters compared to the F850GS. This mainly worked to the benefit of the model, making it one of the most comfortable saddles for short riders on the touring market. The stock seat height has been reduced by 5 mm compared to the previous F700GS to 81.5 cm. A lowered seat and lowered suspension are available in the accessories catalog, allowing the overall seat height to be reduced to 77 cm.
A fully charged device weighs 223 kg, which is 5 kg lighter than the F850GS.
The BMW F750GS brake system from Brembo remains the same, but it is installed on different wheels. While the larger, more off-road F850GS has spoked wheels, the 750 uses alloy wheels. The rear tire size on both bikes is 150/70R17, while the front tire on the 750 has a more street size 110/80R19. My example had Bridgestone Battlax Adventure A41s, good road tires, but not the best for mud and sand.
Now it's time for us to go back to the beginning...
Peking duck: test drive BMW F750GS 2021
We have been waiting for a long time for the release of a new generation of German mid-sized motorcycles with parallel “twos”: the previous generation lasted on the assembly line for almost a decade, it turned out to be very successful. Judge for yourself, almost a “liter”, modern electronics for its time, catchy design, low weight and a simple, but very well-designed chassis, which became the basis for a whole family of road and not-so-road motorcycles.
But time does not stand still, on the one hand the British Triumph is pressing with its Tiger 800, on the other hand KTM is pressing, delighting the public with the relatively affordable Adventure 1090, which are about to receive younger, 790 cc brothers, and even the Japanese have rolled out their answer in the form of the Honda Africa Twin, considered by many to be the best motorcycle in its class. Of course, each of them has eaten away part of the audience of the BMW F800GS and BMW F700GS, so the need to release a new model is long overdue.
Video version of the BMW F750GS 2021 test drive:
Or rather, not a model, but a platform that has already formed the basis of two motorcycles, which it clearly will not stop at. But this year there are only two available: the BMW F850GS and the BMW F750GS, which we will now talk about.
Don’t be confused by the different numbers in the names; in fact, both motorcycles have the same chassis and the same engine capacity – 853 cm3. But the engines produce different power - 94 and 77 horses, respectively, the power unit of the BMW F750GS is deliberately strangled, we need to somehow explain to customers why it is cheaper than the 850!
The image of the new “Goose” is similar to “Africa”, but no borrowings!
The engines for their mid-sized motorcycles, which the Bavarians had previously bought externally, from the Austrian Rotax, on the new generation of motorcycles are Chinese. I don’t know if this is good or bad, but it’s definitely cheaper. It’s difficult to talk about quality, because no one has put in long miles yet, however, the company’s recently launched recall of some of the released units and the overall quality of workmanship may lead one to think: the casting quality has sagged somewhat compared to the previous engine, sealant snot sticks out here and there , it’s unusual to see this on a BMW.
On the one hand, the new engine is good: the oil filter and pump are visible, instead of a “false” connecting rod, a pair of balancer shafts...
But on paper everything looks good: the previous engine had one balancer in the form of a third, so-called “false” connecting rod, which raised questions at high mileage, and did not dampen vibrations perfectly. The new motor has two conventional balancer shafts, which do their job much better, and this solution will clearly improve maintainability. By the way, KTM, which recently showed the 790 Duke with a similar parallel twin, chose exactly the same weapon to combat vibrations.
...on the other hand, Chinese citizenship and production flaws
And also the character of the V-twin due to the 75-degree camber of the flares, almost the same as that of the new “Africa” and a number of two-cylinder Yamaha engines, from Super Tenere to TDM 900, although there 270 degrees are measured on the other side, calling them 90 degrees, but that, as they say, depends on which way you look at it.
Why did I start talking about KTM? Oh yes, the camber of the flares in the new BMW F750GS engine is still the same notorious 270 degrees, which is why the character is the same, pulsatingly V-shaped. Engineering crisis?
The standard output looks good, but its equalizer sliders don't even reach the middle of the scales
It doesn’t look like it, because the rest of the device is quite original: the tubular frame has given way to a half-frame welded from steel stampings, now only a subframe is made of pipes, an aluminum pendulum, with an electrically adjustable active monoshock absorber with Dynamic ESA and a non-adjustable traditional “telescope” at the front, the design has been noticeably freshened. It generally deserves a separate discussion, because the artists managed to do the impossible!
A short “bikini” windbreaker is the best thing that can happen to a motorcyclist in 30-degree heat
On the one hand, the motorcycle is very similar to the Africa Twin, on the other - not a single direct borrowing, a proprietary, albeit surprisingly flimsy, “goose beak” under a fully diode headlight, I applaud while standing! The headlight is generally one of the most beautiful details, simply eye-catching - a spectacular tuning fork of running lights, bright light, and an asymmetrical design, which the Bavarians, despite its long-standing fall out of fashion, manage to not only use, but also actively develop.
The LED headlight is eye-catching, a real work of industrial design!
However, the asymmetrical one in the new BMW F750GS has become more of an external attribute than an internal one - the gas tank, having moved from under the tail to its traditional place, no longer requires the pilot to remember on which side the filler neck is located. Now he doesn’t need to remember about the keys either - our test subject was completely “keyless”, a pleasant and convenient option.
Why does a keyless motorcycle need a key? Lock the original navigator bracket and unlock the saddle.
The steering wheel has not changed much, but it feels like it is now installed higher, which makes it comfortable not only when sitting in a not too high saddle, but also when standing on the footpegs - even tall riders do not need to reach anywhere. Let me remind you that on the predecessor, tall pilots sometimes had to raise the steering wheel with spacers.
The steering wheel feels higher - now you don’t need to reach for it from a “standing” position
The remote controls are unified with other Bavarian motorcycles: there are no backlit keys, but everything is clear and convenient, and the cruise control control flag is generally a standard of ergonomics. The only thing I'm not excited about is the joystick wheel, but it probably just takes some getting used to. In any case, using it, getting into the most hidden corners of the dashboard menu, is quite convenient, and most of the manipulations are intuitive.
The remote controls are familiar: convenient, but not very reliable in harsh conditions
The dashboard itself is the pinnacle of technology. A large, color and perfectly readable monitor under any sun, a design standard, the same as the iPhone once was. We have already seen a similar panel on the KTM 390 Duke and Triumph Tiger, and in ten years, the arrows will remain exclusively on premium motorcycles, welcome to that future, earthlings! The Bavarians, with their characteristic scrupulousness, rejoicing at the new possibilities, crammed everything they could into the functionality.
The dashboard is the best thing that can happen to a motorcycle today, readability, information content, everything is amazing!
There are also optional tire pressure sensors that show not only the actual pressure, but also mark deviations from the factory parameters, a stunningly informative on-board computer, a clear tachometer, a convenient menu for setting up the device’s electronics; it’s a pity that you can’t choose the theme design.
But you can connect to a smartphone, and, through a special application, display a navigation arrow on the monitor, switch music and answer calls, of course, if you also have a headset.
The socket for standard gadgets turns into a regular cigarette lighter, the main thing is to get an adapter
All these electronic goodies captivate, cause delight, pig squealing and an incredible desire to sell some paired internal organ in order to run for a loan, which, by the way, the Bavarians offer on incredibly favorable terms. BMW employs not marketers, but real engineers of human souls who know how to win the sympathy of even hardened cynics like me.
Graceful contours of the beak, exquisite running lights, silhouette - a butterfly man!
However, behind the supermarket display of dashboard and electronic goodies, there is not the most pleasant backdrop. A striking example is the primitive floating two-piston calipers at the front. Despite the fact that they have Brembo inscriptions on them, they work mediocrely - there is not enough feedback, and efficiency is limited, which is especially acute when braking from high speeds. Of course, standard ABS will always protect you, but you traditionally expect more from the Bavarians.
Despite the fact that the mechanisms say Brembo - the floating two-piston calipers look more like Bybre
This also applies to the front suspension - the telescope, a regular one, not inverted, although it pleases with decent settings, bites when braking. But the new BMW F750GS has a standard steering damper, although its necessity on a motorcycle with not so sharp geometry is not obvious. In any case, overall the chassis makes a pleasant impression - nothing outstanding, but nothing disastrous either, balance is felt throughout.
The need for a standard damper on a tourenduro is not obvious, however, it’s better to be on the safe side
The motorcycle is not bad even on the move, the device does not show excessive flakiness even in sharp turns, and the motorcycle feels lighter than its predecessor; according to the Bavarians, the curb weight is 224 kilograms.
The engine also looks most appropriate here - moderately playful, but not intimidating with excessive power and not trying to tear off the front wheel during acceleration, the engine pleases with the pulsation and smooth power delivery characteristic of V-shaped units.
The new chassis has become lighter, and with it the taxiing of the motorcycle is more pleasant
The response to the electronic throttle is quick, and the ability to choose one of two standard engine operating modes, which in our case were supplemented by a couple of optional ones, came in handy.
By the way, both the traction control and ABS of the device are switchable, even though the cast wheels measuring nineteen inches in front and seventeen inches in the rear with not too long-travel suspensions do not scream about the off-road purpose of the motorcycle; it will not survive in the pampas.
The electronic rear shock absorber is a smart solution, but the location of the reservoir, as well as its casing, raises questions
But there is also cruise control, without which I can’t imagine a single motorcycle trip for a long time, and heated handles. And even though long-distance drivers will have to at least replace the windshield, the current bikini is only appropriate in the city heat, you can drive far on the new F750GS, even forgetting about the clutch lever - the two-way quick shifter works very cool.
A two-way quickshifter, which comes from the world of sportbikes, is quite appropriate on a crossover
I remember my acquaintance with the BMW F650GS, which happened six or seven years ago, when every now and then I had to hold back the urge to vomit. It was after riding the F650GS that I stopped stopping at the request of traffic police officers if such a vehicle was standing next to them, because the only way to catch up with it was a scooter. The inferiority of the 650 was especially clearly felt against the background of the splendor of the co-platform F800GS, which then seemed to be the standard of its class.
From this angle, distinguishing the new product from the previous generation is not easy
The new BMW F750GS did not repeat the fate of its 650 predecessor, despite the fact that there are enough budget solutions in it, it does not seem like a non-commissioned eight hundred, it is a completely harmonious vehicle for the city and long-distance road trips, which can even drive off the asphalt. However, when choosing between the 750 and 850, I would still advise choosing the more expensive option; the difference in money is less than the difference in emotions.
More photos of the 2021 BMW F750GS:
We thank BMW Motorrad Russia for providing us with a motorcycle for testing.
Accreditation and organization of test drives – Denis Sokolov | | +7 (999) 851-49-71
Riding a BMW F750GS
In general, the F850FS and F750GS were tested simultaneously. I was hoping to ride the more capable F850GS somewhere far from civilization and assumed that the F750GS "road SUV" would be tested somewhere on not so good asphalt. I was wrong.
After 5 minutes of riding, we found ourselves on a muddy dirt road along which we climbed to the mountain plateaus. When I said I hated my bike, I meant that I really didn't like riding through the mud on road tires that were loaded with regular road pressure.
BMW says the F750GS rims are strengthened compared to the F700GS wheels. Despite this, it took me an hour to bend the front wheel.
The first half of our trip was spent chasing each other along compacted dirt roads. My partner, an off-duty owner of a 2012 Tiger 800, quickly got used to the geometry of his bike and the size of its wheels and was doing well to catch up with the BMW representative on his R1200GS Rallye. For us with the 750m, the front end felt heavy and unstable and I had to use my whole body to steer it where I wanted it to go.
At first I tried riding in Enduro mode, but I soon realized that in this mode the motorcycle behaves constrained. I turned off the traction control completely and turned on Dynamic mode, which makes the engine respond much more aggressively to the throttle. That helped. But there was still a struggle with the paws of the gearbox and rear brake: I couldn’t reach them. I encountered the same problem on the F850GS.
But as soon as we hit the melting hot asphalt, the touring BMW F750GS was in its element. I was amazed at how stable it was, like a glove, at considerable highway speeds. At some point, I looked at the speedometer and saw that we were exceeding 160 km/h, but it felt like a little over a hundred. I think it was in such conditions that the shorter travel suspension and tire model determined its behavior and clear advantage over the F850GS. Perhaps the F850GS would also perform well on road tires, but then it would not be at all happy on the off-road.
The BMW F750GS motorcycle felt extremely friendly. I could easily reach the asphalt with my feet, while I felt spacious and comfortable. The electronics worked flawlessly, the huge LCD panel is easy to read, and the electronic suspension works great. While I wouldn't mind tuning the fork, I was surprised at how well it performed stock.
The only thing I don’t understand is why BMW decided to choke this engine. Without comparison, the F750GS does not feel stunted, but we just compared them, and the difference in response with the 850 model is immediately felt.
Perhaps it would make more sense to follow Triumph's path with its Tiger 800 touring enduro. Just as the Tiger 800 XR is a more street-friendly midsize bike, the F750GS is the same in BMW's line-up. A road warrior doesn't need to reduce power to perform better, and Triumph understands this very well by giving the Tiger 800 XR and 800 XC the same engine.
I offer a review of the new 2021 F750GS, which is aimed at riders new to touring motorcycles.
In the tourenduro class, there is still more adventure than just driving a 300-kilogram metal beast, going to the breach along jeep trails and rocky roads. To enjoy the fun of pounding the dirt on the back roads, you'll have to travel many miles of paved roads, and that's where the new 2019 BMW F750GS is at its best.
The all-new F750GS features a more powerful engine, sharper looks, a repositioned fuel tank and a host of GS-inspired technologies, making it a great entry-level adventure bike.
Even though the F750GS is an ADV series motorcycle, the cast aluminum wheels, shiny body, lower seat height and asphalt tires indicate that it is better suited for the city. In fact, the 750 is intended for those who are just getting acquainted with ATV motorcycles, who plan to ride mainly on city streets and, if possible, go into the dirt. It has lower suspension, a 77-horsepower engine, and lower bars compared to the 850, making it better for riders who intend to do most of their riding on paved roads. This bike is as much a stepping stone for those who want a smooth entry into the ADV scene as it is an entry-level street bike for people who want the BMW experience.
The cast aluminum wheels and lack of off-road tires reveal the F750GS's streetbike intentions, but it was great to test how well it handles on dirt roads.
The F750GS is fun to ride on the street. It handles the pavement well, has decent power and looks great. What more could you want?
The TFT instrument panel screen offers easier-to-read information, essential for everyday driving. But you'll love the big screen when you're in the middle of a city, and the optional GPS is a great helper!
Full LED headlights provide excellent illumination of the road ahead.
The optional tuning fork LED element looks cool. During this spirited ride, fuel consumption will be around 5.2L/100km, equivalent to around 290km range. When you reach the reserve, the dashboard starts counting down the distance to “empty”, which is very convenient when you are far from the nearest gas station. In any case, 200-300 km in the saddle is suitable for most riders. Sure, it's primarily a street bike, but the 2021 F750GS is a capable adventure bike. If you're intrigued by the Adventure life or if you're looking for a new BMW motorcycle for your next purchase, the 2021 F750GS is suitable for both commuting and touring. Moreover, it has off-road potential and if you want to go off-road, you will return home with a happy smile on your face because this motorcycle will give you an unforgettable riding experience.
