BMW F 750 GS test

Menus

• Commuter, initiation bike, easy small bike for traveling: technology and versatility on the program
• Twin-cylinder in-line, 853 cm3, 77 hp at 7,500 rpm, 83 Nm at 6,000 rpm, 224 kilos with full tank, from € 9,650
• Discovery
• In the saddle
• Engine and transmission
• In the city
• On motorways and main roads
• On departmental
• Part-cycle
• Brakes
• Comfort and duo
• Consumption & autonomy
• Conclusion
• The video test of the BMW F 750 GS

Commuter, initiation bike, easy small bike for traveling: technology and versatility on the program

Twin-cylinder in-line, 853 cm3, 77 hp at 7,500 rpm, 83 Nm at 6,000 rpm, 224 kilos with full tank, from € 9,650

Nice, no fuss and good at doing everything: that’s how we would like to present the new BMW F 750 GS to you after a good day of testing, a little in the shadow of its new large sister, the F 850 ​​GS, inevitably more powerful, sexier (especially in its Rallye color scheme which gives it a beautiful adventurous air), taller, more rewarding, more everything. The F 750 GS is not, however, to be put aside when choosing, as long as one makes precise accounts of the actual use of his motorcycle..

Because the F 750 GS is not an F 850 ​​GS on the cheap: it’s been 10 years since BMW inaugurated this logic of false-twins. Launched in 2008, the F 700 GS and F 800 GS shared the same Rotax 798 cm3 engine, that of the “small” one having different electronic management to deliver less power. Then the two bikes were differentiated by their fittings: the 700 was a little simpler and offered less protection, while the 800 had a 21-inch front wheel and more equipment to reinforce its greater versatility and ability to handle. go off-road.

Well imagine that 10 years later, the philosophy remains the same. Positioning strictly identical to that of the past, new common engine, close chassis, greatly increased electronic equipment in both cases and premium prices, star badge required.

While the new, more versatile F 850 ​​GS has already been tested on and off-road at Le Repaire, what is this F 750 GS, which claims to be both urban and sporty at the same time? ?

Discovery

A family resemblance: with the line of GS (tank scoops, headlight optics), with the previous F 700 GS (general appearance, proportions, low saddle), no need to deny that the F 750 GS puts us as that, the imagination strained. You can see right away what it is: she’s a head of an easy and helpful machine.

Although: looking well and just like its big sister, the mimicry is only facade. We notice that the exhaust has shifted to the right, that the secondary transmission has migrated to the left, that the reservoir is no longer in the sidewalls of the saddle, but in its traditional place..

Another novelty: all the technological paraphernalia of which this F 750 GS is capable and which gives it a breakthrough compared to all its competitors. Judge for yourself: LED lights, cruise control, color TFT dashboard, e-Call emergency call system for help in the event of an accident, full connectivity, heated grips, driving modes, ESA Dynamic suspension, shifter pro, keyless start. She looks great, no ?

Before being overwhelmed by an emotion similar to that of the proto-geek discovering the Minitel in 1980, however, wait until you have the end of the story and understand that all this is optional, options that can seriously inflate the price, even if dedicated packs may seem advantageous. But even with the help of packs, a well-equipped F 750 GS like our test model can reach well over € 13,500. And yet, at this rate, we have not yet spoken of luggage, hand guards or a slightly higher bubble.

Everyone will judge, but it is not nothing for a machine with a slightly utilitarian vocation, especially in the face of its competition, certainly less modern, we agree.

A quick word on connectivity: it has been said this F 750 GS can be modern. Super modern. Hypra modern, even. Its color TFT dashboard is in my opinion the most successful on the market for its readability and ergonomics and the e-Call system will reassure the anxious. BMW has always advocated safety, that’s a fact, but just like in the case of the F 850 ​​GS, offering full connectivity (GPS, music and above all, telephony) alongside e-Call seems to me slightly schizophrenic. . Everyone will have their opinion on the question.

Finally, we note that the F 750 GS is available in three colors (in addition to the dark series white, the yellow of our test requires an additional 55 € while the Exclusive version, matt gray and with standard handguards, requires a supplement of 205 €) and is accessible to A2 licenses: in this configuration, it then develops 48 horsepower at 6,500 rpm and 63 Nm of torque at 4,500 rpm.

In the saddle

With 815 mm of saddle height as standard equipment (saddles at 790 and 830 mm are available as an option) and a lowering kit which lowers the assembly to 770 mm, the F 750 GS is easy to access, especially that the tank is relatively narrow at the crotch and that the ergonomics are very natural, with a very upright driving position.

Suddenly, the F 750 GS has everything to cast a wide net, including among beginners, defrocked nuns, frail young girls and jockeys in search of emancipation. Nothing prevents a hipster from ordering though, either….

Among the "essential" options, we can only recommend at least the color TFT dashboard. Readable, obvious, with successful graphics, it contributes to the modernity of this machine.

Then, we can indulge in some settings, such as the engine mapping, for example. Originally, we have the choice between rain and road; optional Dynamic and Enduro modes.

Engine and transmission

No mysteries here: the engine block is identical to that of the F 850 ​​GS, an electronic cartography taking care of lowering the power: on the program, 18 horses less (we go from 95 to 77 horses and from 92 to 83 Nm), while the yields have dropped a little.

In use, the difference is not radical: always a little mechanical noise at idle (a vertical 1000 from Africa Twin sounds rounder), good flexibility at low speed (it starts again in fourth at 40 km / h), effectively less torque sensitive to usual speeds (say in the range 3/5000 rev / min), but the power is still sensitive between 5 and 7000 rev / min with sharp climbs. Above 7,500 rpm, on the other hand, nothing happens. We will note the rather nice sound of the bike, very typical V-twin, with some small backfires..

It should be remembered that this engine, equipped with two balancing pendulums, is built in China at Loncin, a BMW subcontractor. It is therefore no longer the Rotax that officiates in this machine.

Finally, a pro shifter (up & down) is optional: it is fairly dry at usual speeds and at least on the first three reports. Things are better over the last three reports, or when you are fully, thoroughly, thoroughly. The box being soft, we can probably do without this option.

In the city

A little city on the program for this test, the opportunity to realize the excellent conditions of the machine in this environment. Smooth controls, smooth engine, excellent turning radius, seating that allows you to see the traffic well, everything is fine.

On motorways and main roads

May German bikers be reassured: this F 750 GS is already working well, because it takes 190 km / h in fifth and accelerates a little while passing through sixth. In fact, one would almost want to binge on autobahnen, for fun, as long as stability is not a problem, but then it will be necessary to invest in a high bubble, because it will take the face full.

The simulacrum of "windshield" that comes with this machine must be the result of a schoolboy bet between engineers, like "are you not up to it? "! Because the F 750 GS has good road arrangements, but this complete lack of protection is just as problematic as it is unique in its segment..

We console ourselves with the natural riding position, the saddle and the comfortable suspensions. The few vibrations that emanate from the engine at stabilized speed are quite bearable and out of proportion with those delivered by the previous Rotax unit..

On departmental

Joy ! The secondary network, even constrained to 80 km / h by the army of cowards and sadists who claim to rule us, remains a source of joy as long as the going gets tough. And the F 750 GS quickly impressed with the balance of its chassis, its agility and the quality of its handling, which we also owe to the excellent Bridgestone Battlax A41. Throwing itself from one angle to another with ease, precise in its trajectories, which it tightens if necessary without forcing, the F 750 GS demonstrates that with a simple, but well-designed motorcycle, the gates of motorcycling paradise are finally accessible. It must also be recognized that in action, the 224 kilos with the full tank are not felt at all, the center of gravity of the whole being quite low.

At a more reasonable pace, the F 750 GS seduces with its ease, its suspension comfort and above all the feeling that we and you have known each other for years when you have only done 10 kilometers on its handlebars. In short, this is a good bike, easy, obvious, fun.

Part-cycle

Much like the F 850 ​​GS, the F 750 GS introduces a new chassis, consisting of a semi-trailer engine in the center of a monocoque frame at the front and a tubular steel trellis. In accordance with its more peaceful and more urban vocation, the F 750 GS is content with a traditional telescopic fork (diameter: 41 mm) instead of the reverse (diameter: 43 mm) of its big sister while the travel suspension are revised downwards, with 151 mm instead of 204 mm. Ditto for the rear shock absorber, which works on 177 mm instead of 219 mm. Admit it makes a hell of a difference.

For the same reasons, if the two models share the same rear tire size (150/70 x 17), the front is no longer given to a 21 inch wheel, but to a 19 pavement in 110/80.

Finally, the ESA Dynamic suspension system can control the operation of the rear shock absorber.

The F 750 GS does not have access to ‘Enduro Pro’ mode, which disables ABS at the rear and allows ESA and traction control to tolerate more aggressive driving, with real TT tires..

Brakes

Identical arrangement for both machines, with a dual 305mm disc at the front controlled by a two-piston floating caliper, complemented by a 265mm disc at the rear, clamped by a single piston. And the same comments: it’s efficient, precise, dosable, perfectly in line with the performance and spirit of the machine. Bonus: a little less trim movements on the front during hard braking.

Comfort and duo

How weird, a slender Geraldine with the neck of a bull. Weird and not super graceful in fact! Because given the total lack of protection, this is what could happen to the poor thing. Well, she will console herself with the correct saddle, the fairly low passenger footrests, the wide grab handle..

On the pilot side and at the risk of seeing the lack of protection spoken once again, all is well, otherwise. Relaxed and comfortable position, itou saddle and suspensions, a real zenitude on the handlebars. Perfect !

Consumption & autonomy

With the F 850 ​​GS, we had Robert in the morning, a charming Teuton who has the distinction of being the slowest opener in the world. Pity. The French being known to complain, it came close to the diplomatic incident, but we were heard: the test of the F 750 GS took place under the driving of the brilliant Archie, well a guy who knows how to handle a handlebars. Suddenly, the consumption soared: 6 l / 100 at the end of a very tortuous route and at a pace which allows to (well) define the limits of the motorcycle, but which will not reflect the typical profile of the buyers. In fact, it’s a safe bet that these will be under 5 l / 100 and will reach 300 kilometers of autonomy. The digital dashboard displays the average consumption, a fuel gauge and the remaining range. What more ? A hundred bullets and a Mars, maybe…

Conclusion

Contract more than fulfilled for this F 750 GS: it is easy, obvious, well equipped and holds the road very well…. It is accessible to A2 licenses, will be perfect for going to work (equipped with a windshield and hand guards), will hold its rank during a big walk during a weekend and will give you a smile if you decide to ‘attack turns. All is well in the best of all possible worlds, so.

Only here it is: opposite, what do we find? If we think in terms of uses, we have an efficient, but basic Kawasaki Versys 650 (at € 8,049), a comfortable, but ugly Suzuki V-Strom 650 (at € 8,399), a Honda NC 750 X, sober. , but bland, although it can put its DCT transmission in the balance (and at € 7,799), or even a fairly sparkling Yamaha Tracer 700 at € 8,399. One thing is certain: the BMW F 750 GS is much more techno and outclasses them in many areas, but at what price ….

Strong points

• Nice and quite punchy engine
• Ease of driving
• Comfort (saddle & suspensions)
• Handling
• Relatively low saddle
• TFT dashboard (option) extra
• Good turning radius
• Electronic equipment possible
• A2 license possible

Weak points

• Super low windshield
• All the cool techno is optional
• Price with options
• Shifter (option) a bit harsh at usual speeds
• Some vibrations (less than before)
• Schizophrenic security approach

The technical sheet of the BMW F 750 GS

Test conditions

• Itinerary: a test day and 200 km around Malaga, in the south of Spain and at a good pace. Mainly of the small bendy mountain road, but a bit of motorway and town also on the program.
• Motorcycle mileage: 900 km
• Problem encountered: Hard after two days of motorbike in the sun, in dreamy landscapes, to return to Paris, to experience the grayness, traffic jams and especially the Parisians. And not cool to witness the crash of a blonde girl in R1. It must be said that following a horde of trail journalists in big curves can get on your nerves. But when ambition exceeds talent, it makes an R1 wreck and a slightly crumpled blonde. Not too much, fortunately…

Competition: Kawasaki 650 Versys, Honda NC 750 X, Suzuki V-Strom 650, Yamaha Tracer 700

The video test of the BMW F 750 GS

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