BMW F 850 ​​GS Exclusive & Rallye test

Menus

• A major competitor for the Honda Africa Twin ?
• In-line twin, 853 cm3, 95 hp at 8,250 rpm, 92 Nm at 6,250 rpm, 229 kilos with full tank, from € 11,950
• Discovery
• In the saddle
• Engine and transmission
• In the city
• On motorways and main roads
• On departmental
• Off-road
• Part-cycle
• Brakes
• Comfort and duo
• Consumption & autonomy
• Conclusion
• The video test of the BMW F 850 ​​GS

A major competitor for the Honda Africa Twin ?

In-line twin, 853 cm3, 95 hp at 8,250 rpm, 92 Nm at 6,250 rpm, 229 kilos with full tank, from € 11,950

The good real trail is like good fries: you can recognize it at the first bite ! Because the real good trail has a real flavor: that of taking you to work every day by flying over the chaos of its elevated driving position, of selling you travel and dreams when you see one parked at the foot of a building impersonal business and then to materialize the whole by taking you to improbable destinations, possibly as a duo and always playing with the weather conditions or the state of the roads.

The current era emphasizing overbidding and performance, we have seen the arrival of hyper-trails, flirting with 160 horses and with more electronics than an Apollo capsule and a weight that, sometimes, can flirt with 270 kilos ( gasp). They are selling well, so much the better, but have nevertheless led behind them to an interesting refusal of the overbidding and a return to a human scale. The success of the recent Honda Africa Twin and to a lesser extent, the Triumph Tiger 800, attests to this..

For BMW, the trail is a piece of cake: the R 1200 GS picks up most of the cake, a good thick thing with chocolate, full of cream and cherry, as a metaphor for force-feeding. That’s not why you don’t want to pick up some extra crumbs.

This is the mission of the lower range, that of the F 750 and F 850 ​​GS: ten years ago, BMW had already entered this market with the F 700 GS and F 800 GS, which shared the same Rotax inline-twin of 798 cm3 and which differed in engine mapping, fittings, equipment level and a more assertive "trail" dimension for the 800, which had a 21-inch front wheel and no 19 like its little sister, more utilitarian and urban at heart. A doublet not without success, by the way, since it has sold 160,000 copies in ten years, so.

Today we are starting over. The philosophy has remained, but everything changes: new engine, new chassis, new technologies and even, pay attention to that word, new connectivity. We tell you everything in the twelve paragraphs below, so complete that Le Repaire could sell them to Wikipedia and make a lot of wheat.

Discovery

No doubt, the family resemblance is there, just like the spirit of the GS, with these pointed fairing and tank sides, this hollowed-out saddle, the voluminous rear rack with the suitcase supports and the grab handles. Were it not for the LED lights at the front and this new visual signature, we could almost confuse them with their predecessors, except that the bubble of the F 850 ​​GS is surprisingly low (we will discuss this in detail below). ).

However: the technical changes, which we discuss in detail below, have led to a reversal of the polarities: now, the exhaust is on the right while the transmission has migrated to the left. And then the tank became traditional again and no longer housed in the sidewalls of the saddle.

And that’s not all: the F 850 ​​GS, like its little sister, is trendy and has migrated very techno. With one detail: almost everything is optional and it will be necessary either to take them individually, or to go through more advantageous packs in terms of limiting the painful. Suddenly, as we tried a fully equipped version, we tell you about it like this, but be aware that the approval of the base model will be far from it.

Suddenly, the range of F 850 ​​GS already includes three variants: a basic variant (available in black or red) and, for 260 € more, either you can go to the Rallye version (special tricolor color predominantly white, saddle red / black, gold rims, handguards), or the Exclusive version (black color, silver sides, handguard, gold anodized inverted fork, black wheels).

Once you have therefore chosen your version, the catalog of options remains, because as standard there is necessarily ABS and traction control and two engine maps (road & rain). And there, in accordance with German premium practices, there is a choice: ESA Dynamic, LED front lights, keyless start, pro shifter, extended driving modes (Dynamic & Off-Road Pro), heated grips, cruise control , connected screen, e-Call emergency call system, there is a way to do it all. It will, of course, be in your interest to go through packs: comfort, touring, dynamic, lighting, your dealer will tell you more as much as it is a safe bet that no GS, even slightly optioned, is found. one day on the tiles of a dealer. Or the carpet.

A final word on connectivity. The TFT screen can integrate a GPS, which goes through your smartphone. BMW has worked well on the interface and ergonomics and thanks to a few buttons and the rotary wheel attached to the left stalk, navigation in the menus is simple. At the same time, we recognize that BMW is both a champion and a precursor of safety and the appearance of the e-Call, which calls for help in the event of a cardboard box, is unique at this level. displacement in this segment. However, how can you understand that at the same time, BMW offers you the possibility of making phone calls via the screen and the dial, once your smartphone and your headset have been paired via Bluetooth. Everyone knows, even more those who circulate on motorcycles, the dangerousness of the drivers on the telephone. Of course, we do not stop progress, but this technology in the service of "security" is a bit schizophrenic.

Last point: this F 850 ​​GS is A2 license compatible, unlike its big rival the Africa Twin. In this case, the F 850 ​​GS then delivers 48 horsepower at 6500 rpm and 63 Nm at 4500 rpm.

In the saddle

The standard saddle is at 860 mm; others are offered at 875 and 835 mm, or even, with the lowering kit, at 815 mm. Obviously, if you are the child (even spiritual) of Michel Petrucciani and Mimi Mathy, it will be complicated, but you will have, like other sources of satisfaction in life, an unparalleled artistic talent. For the others, who have a minimum of legs, let’s say that for a trail, the F 850 ​​GS does not do so badly and is not really intimidating, in particular thanks to a weight that does not seem too high perched, well thought out ergonomics and a rather narrow saddle at the level of the tank.

Transponder (optional) in the pocket, you press a button and there the beautiful (optional) color TFT instrument panel comes to life. We will be direct and frank, it will avoid convolutions: in my opinion it is the most successful dashboard on the market, for its ergonomics, the hierarchy of information, readability, lighting and ease of switching from one information to another and easily find what you are looking for. BMW ergonomists did a great job !

Then, you select your driving mode by being able, in particular to go on Dynamic (optional), put the piloted suspensions on Dynamic (optional) and put a small log in the heated grips (optional), or even pair your phone (guess what) ….). We force the line a little, but it’s a reality.

With one push on the starter, the twin comes alive and it’s not like it used to be ….

Engine and transmission

With its specific data, BMW has achieved the feat of producing torque and power values ​​extremely close to those of its designated rival, the Honda Africa Twin. Chance, happy coincidence, obvious marketing target? Who knows.

Nevertheless and if these engines, by their architecture, deliver both performance and a fairly similar character, there are some small nuances.

The previous generation Rotax engine is already finished: the new one is made in China, at Loncin, a BMW subcontractor. It therefore outputs 95 horsepower at 8,250 rpm and 92 Nm at 6,250 rpm and it is a simple map management that differentiates it from that of the F 750 GS, which outputs 77 horsepower at 7,500 rpm and 83 Nm at 6,000 rpm.

With its 90 ° offset crankshaft and 270 and 450 ° firing order, the twin sounds better, it’s fuller, almost like a V-twin. At idle and low revs, however, it makes more mechanical noise than the Honda. Rather flexible at the bottom, it is on the other hand more lively at mid-speed, more inclined to take turns (its lower displacement means that it delivers its power a little higher than the Honda) and it is very pleasant to drive in a range from 5000 to 8000 rpm, by being quite nervous and by delivering good acceleration. There are still some vibrations despite the presence of two balance shafts, but significantly less than on the previous Rotax. As on the S1000RR, the valves are actuated by latches. The timing chain is housed on the right side of the block.

An up & down shifter is available as an option: if it does not pose a problem at full load, it is on the other hand a little brutal at normal speeds, which means that the clutch is naturally resumed in calm driving. On the attack, on the other hand, the shifter is always pleasant !

The accelerator is of the original ride-by-wire type, the bike comes with two maps, road and rain.

In the city

To be fair, very few cities in this test, driven mostly on mountainous roads in the Spanish hinterland, generally between Malaga and Ronda..

The F 850 ​​GS, however, should do well. The controls are soft, the twin is flexible (at 50 km / h, it turns without complaining at 2500 rpm in fourth, even if it will be a bit more lively when picking up in 3rd, at 3000 rpm), the turning radius is good, the balance of the machine does not call for criticism and, moreover, it is not too wide. In short, we would almost want to type a crossing of Paris through the city center during rush hour !

On motorways and main roads

There, we have to really explain something. The BMW staff insists on both the "sporty look" of the GS as well as on its versatility and its ability to travel and sticks us on a machine capable of taking 200 times a "bubble" even two times smaller than that. found on a modest Royal Enfield Himalayan fort! As a result, as soon as you pass the fourth, you take it all in and this GS does not protect at all. It is at best an awkwardness, at worst a meanness, because it will inevitably push the dealers to sell to what better the adaptable bubble, translucent plastic at the premium price, of course.

And that’s a shame, because the rest is going well. The engine has a good reach (barely 5000 rpm in 6th at 130 km / h), the hollow saddle offers a good base, the suspensions are reasonably flexible, the heated grips and the hand guards are a good help , stability is not a problem and we would like to continue the experience for a long time, even if it were a few sensitive tingling from the mechanics, but which have nothing to do with the unpleasant vibrations felt at cruising speed on the previous generation.

Except we take it all in the face.

On departmental

It only takes two bends at high speed to realize the progress made in the chassis: the new F 850 ​​GS is both a rail, while being precise, agile and playful. Looks like nothing, this trail could be traced to more sporty bikes and that’s what is good, on the handlebars of such machines. It is easy and obvious, with equal happiness, a really cushy stroll and curves in which we throw ourselves with the greed of a freelance journalist on the buffet of a press presentation.

In addition, the machine transmits information on its behavior and the suspensions, which while being relatively flexible, are not pumping on the attack. In short, that’s good, only good reasons that make us understand, once again, why we love real good trails so much..

Off-road

If the handlebars seem a bit (really not much, but still) too low for a comfortable standing position, the F 850 ​​GS shows off its off-road qualities. Agile, easy and well suspended, it allows you to have fun on the trails. The accelerator is of obvious control and you quickly find yourself controlling drifts when accelerating.

In addition, the Off-Road Pro mode (optional) allows you to choose to deactivate traction control and only keeps ABS on the front. In these conditions, the braking system is simply stunning: you can take the brakes hard in mud without feeling the front axle crossing the skis and the bike comes to a precise stop. In these conditions, long live electronics !

In the segment, the F 850 ​​GS is a bit easier and more playful than its designated off-road rivals.

Part-cycle

Here, too, BMW has designed an entirely new chassis. Gone is the tubular trellis of the old version, now we have a monocoque frame at the front of the engine and a tubular trellis structure that goes all the way to the rear loop, the engine being semi-carrier. The entire design of the bike has been redesigned, with the tank migrating from the saddle sides to a conventional position.

The 43mm-diameter inverted fork has 204mm of travel and the rear shock has 219mm. Optional ESA suspension only acts on the rear.

The wheelbase values ​​have been increased: from 1573 mm on the F 800 GS to 1593 mm on this one, to improve stability.

Finally, the tire mounts are classic in the category, with 90/90 x 21 at the front and 150/70 x 17 behind..

Brakes

The device uses two 305mm discs at the front, clamped by two-piston calipers, complemented by a 265mm disc at the rear, with a single-piston caliper. ABS, with turn function, cannot be disconnected.

Nothing to say about the power and dosage, up to the requirements. There is a bit of diving on the hard braking, but that’s normal in the category.

Comfort and duo

Were it not for the enigma of wind protection, already mentioned, the comfort is good and in line with what you expect from a real good trail. Comfortable saddle, flexible suspensions, relaxed riding position, there are certainly some mechanical vibrations, but hey, it’s a twin and it lives. In short, on its handlebars, you can see yourself coming back from a walk in the depths of the Morvan, at night, under the fleet, with gravel on the road and without stressing more than that. Long live the trails.

We did not catch Geraldine on this test (caramba, still failed!). On the other hand, the saddle still offers generous dimensions, the footrests are installed low enough and Geraldine will have room for her legs, while her delicately manicured little hands will come to rest on thick handles, not the handles. love of Gunther, his lover, but those of the luggage rack in the back. On the other hand, Gunther would do well to be damn hunky, because there is no wind protection..

Consumption & autonomy

This test showed an average consumption of 5 l / 100, the value of the on-board computer even if, in the morning, we really dragged ourselves on the road, it was however more rhythmic in the afternoon. , not to mention all-terrain. With 15 liters of gasoline, we can therefore achieve 300 kilometers of theoretical autonomy, which is correct without being exceptional in the category, especially as this bike has a real vocation as an adventurer.

The dashboard incorporates a fuel gauge, an average consumption indicator and the remaining autonomy.

Conclusion

A real good trail, it is a machine that makes you want to go and ride in the depths of France and elsewhere, on small roads and back roads. No doubts: once on its handlebars, the BMW F 850 ​​GS makes you want to get away from it all. Contract fulfilled.

Compared to the previous generation, the gains in terms of chassis, performance and engine approval are immediately noticeable. Well done, so.

There remains the enigma of this minimalist bubble and to be replaced immediately. And then the fact that this BMW attracts us with all its technology, but is also quick to price everything as an option. Of course, one can live without LED lights or color TFT dashboard, even if this one is the most successful on the market. By checking all the boxes, the price soars, even if it is then in phase with that of a Triumph Tiger XCa, which however offers in addition a heated saddle and a real bubble, it.

The BMW is however more playful than the Triumph, less road too. To each his own priorities…. Then comes the damn Honda Africa Twin, which is content with simpler technology, but which hits the nail on the head, even if the BMW will remain a little more playful and easier off-road. And its price will be cleverly smoothed out by a salesperson who will offer you a leasing. But if you count everything and pay cash, then the strength of the coat of arms remains ….

Strong points

• Punchy engine
• Balanced and playful chassis
• Ease of driving
• Handling
• TT skills
• Comfort (saddle & suspensions)
• TFT dashboard (option)
• Electronic equipment possible
• A2 license possible

Weak points

• Damn low bubble !
• Anything that’s cool is optional
• Price with options
• Some vibrations (but less than before)
• Shifter (option) a little brutal at usual speeds
• Handlebars a bit too low in TT
• Schizophrenic safety

The technical sheet of the BMW F 850 ​​GS

Test conditions

• Itinerary: 200 km and a test day in the region of Malaga (Spain), on the handlebars of the Exclusive and Rally versions. About 150 km of road and a good fifty kilometers in the paths…
• Motorcycle mileage: 900 km
• Problem encountered: it’s beautiful, southern Spain, by the paths, in trail !

Competition: Honda Africa Twin, Triumph Tiger 800 XCa

The video test of the BMW F 850 ​​GS

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