Driving report BMW F 750 GS model year 2018

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Driving report BMW F 750 GS (2018)

Enduro fun for the road

Like the F 850 ​​GS, the BMW F 750 GS comes with the completely new in-line two-cylinder, although it is lower and has less power than the 850. We drove them.

The more beginner-oriented BMW F 750 GS replaces the successful, but somewhat outdated F 700 GS. It now has a displacement of 853 cm³ (previously 798 cm³). The newly designed in-line two-cylinder in the F 750 GS now delivers 77 hp and should provide noticeably stronger pulling power, promises BMW. Unlike its bigger sister, the F 750 GS has a 19-inch instead of 21-inch front wheel, which makes it less suitable for off-road use, but better handiness, especially on winding country roads.

The frame is also a new design: It consists of two steel halves welded to form a bridge, with the motor acting as a load-bearing element. The 15-liter tank of the new BMW F 750 GS is at the front between the handlebars and the seat, no longer underneath. Thanks to the crank pin offset, the two-cylinder in-line, calmed by two balancer shafts, should sound like a 90-degree V2.

The new BMW F 750 GS has standard equipment on board: three driving modes, LED headlights and traction control. Most accessories, however, have a surcharge: for example, cornering ABS (BMW "ABS Pro") available ex works and the connectivity function for smartphones. With connectivity equipment, the driver can not only make phone calls or listen to music while driving, but also use the navigation system via the TFT screen.

For the new BMW F 750 GS, BMW will charge 9,350 euros in the base when it goes on sale in May. Accessories, equipment and design variants can quickly push the price into the five-digit range.

Driving fun on the road

Bmw

With the 19-inch front wheel, the flat handlebars and the shortened spring travel, the 750 GS drives almost like a roadster.

With the handlebars that are flatter than the 850 GS and the smaller 19-inch front wheel and the trimmed spring travel (151 mm at the front and 177 mm at the rear), the little one looks almost like a roadster. The conventional, non-adjustable telescopic fork, with its tight coordination in combination with the 110/80 tire, gives a high level of feedback, is easy to turn in and allows tight radii without compromising on line accuracy. On the test bike’s hindquarters, the ESA shock absorber ensures a good road holding. The 750 engine, which is nominally 18 hp weaker than the 850, does not allow any performance asceticism to be felt up to medium speed.

From 2,000 turns, the booth slowly comes to life, from 4,000 there is a lot of pressure and from 5,000 sustained slight vibrations. From 7,000 rpm. is out of breath. Not surprisingly, the motor, which is throttled exclusively via software, is on par with its big brother in terms of performance up to around 5,000 tours. Only at the top does the gap between the 95 HP version become apparent. The 750 is not only interesting for smaller drivers, pure street speedsters can also be quite happy with it.

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