2018 BMW F 750 GS and F 850 GS test: which one to choose ?
In 2018, the BMW F750GS and F850GS gain in displacement and technology to succeed the F700GS and F800GS launched in 2007. How to choose between these two versions of the trail type, designed from the same engine and chassis platform ? Answer in this double test Site !
F750GS / F850GS test page 2: Dynamics
The south of Spain is the ideal playground for testing trails: on the one hand because of its mild weather, on the other hand thanks to its diverse and winding secondary network. It turns endlessly as it climbs up the mountainside, then it circles back down to the seafront. Andalusia is to the motorbike what fries are to food: an invigorating pleasure which is difficult. to happen !
In these conditions, mid-displacement trails are the ideal motorcycles and the F750GS and F850GS are no exception: very well balanced, the BMWs are intuitively driven in the Andalusian virolos, even if their weight gain is felt with each change of angle. Their efficiently calibrated suspensions perfectly smooth out the irregularities of the bitumen, especially on the 850.
Without any real surprise, the F850GS – below in its very beautiful Rallye version – actually shows a progressive damping superior to the F750GS, well helped by its fifty millimeters of additional travel. A real treadmill, which absorbs the worst bumps on the road as easily as the "tough" bumps in off-road.
Despite a few jumps in an "Enduro Park", MNC did not reach the limits of its suspensions, nor of its ground clearance: a real adventurous motorcycle, easy to steer in soft ground thanks to its narrow front wheel. in 21 inches. Other side of the coin: his compromise of suspicion relevant in "off-road" shows a certain softness on the road during the first third of his generous race.
This phenomenon causes significant variations in attitude during braking and acceleration, including by strengthening the hydraulics of the rear shock absorber via the Dynamic mode of the ESA (optional). With a pressure on the left stalk, the bikers with the large template will even increase the preload by selecting the Duo mode: this unflattering choice improves the rigor when "sending wood" on asphalt !
The F750GS excels on the road and the F850GS follows its path
Another solution to flourish unreservedly in the winding: opt for the F750GS, below in its yellow color let’s say … original (the same as the first of)! The "little one" enjoys sensational handling, which brilliantly combines agility, stability and improvisational skills. His secret? Its 19-inch front wheel and more closed front end, which make it more manoeuvrable and lively than the F850GS.
The slight inertia felt when changing angles with the F850GS – penalized here by its 21 "rim – is totally absent on the F750GS. The difference in reactivity is bluffing, to the point of having the impression that it is not 5 kg, but rather 15 kg between them! Another good point likely to seduce beginners … and to delight more experienced bikers !
This observation is underlined by the work of its suspensions, less sensitive to mass transfer because of their lower travel. The "750" is better placed on its downforce, therefore more precise, without sacrificing too much comfort of damping: the "Road" mode of the ESA gives complete satisfaction. Sitting comfort is different, firmer on the F750GS … The reception is noticeably better on the F850GS saddle, more padded.
As for braking, identical on both bikes, its performance is beyond criticism despite the "puny" appearance of the Brembo 2-piston front calipers. The rear brake is less convincing: the right pedal is a little spongy under the sole, penalizing characteristic on road as in off-road.
Still, the slowdowns are gradual, powerful, and the ABS plays its role perfectly, including off-road. MNC was amazed by the delicacy of this device on gravel: in "Enduro Pro" mode (only available on the 850), it is possible to crush the right lever without fear of losing the front, even on rolling stones. !
The deactivatable traction control works in the same register: its sensitivity is very well calibrated, on and off the road. In Enduro Pro riding mode, the system is permissive enough to allow generous rear drifts, according to the wishes and abilities of the rider. In case of excess, the power decreases smoothly to avoid orbiting: thank you technology !
Two punchy motors !
Power, precisely, the new 853 cc engine has plenty to please. Thanks to its setting at 270 ° (instead of 360 ° in 2017), the vertical twin wins in response as well as in sound: its rumbling melody when accelerating is reminiscent of a 90 ° V-twin. Only downside: the twin "scrap" without elegance at startup and idling, which spoils the picture a bit.
On the F750GS as on the F850GS, the mechanical availability is satisfactory: the block resumes at 1750 rev / min on the first reports without too much complaint, despite an electronic accelerator a little harsh on the go-around. Driving in fourth gear at 50 km / h at 2000 rpm in built-up areas is within reach, without remaining "stuck" at the exit.
On both motorcycles, the engine runs at 3250 rpm at 90 km / h on the last gear … and at 3000 rpm at 80 km / h, on the French secondary network! Misery … At this rate, the revivals are still a little timid, but gradually strengthen to become more catchy.
On the F850GS, acceleration even becomes exciting at mid-range: the twin has a solid punch between 4000 rpm and 7000 rpm, which it willingly spreads to the switch at 9000 rpm. Its revivals are frank and energetic, with a touch of character that was lacking in the previous engine..
This almost sporty temperament is sublimated by the cracklings generated when the throttle is cut in Dynamic mode. This mode offering more responsiveness to acceleration, BMW has decided to highlight it with this sound "bonus"! In Rain and Road modes, installed as standard, no backfires: it’s more discreet on a daily basis, but regrettable for those who have not subscribed to the "Pro Piloting Modes" option at 410 €.
In terms of faults, also include vibrations still present from 4000 rpm under the buttocks, which are then propagated in the feet. At high speeds, despite the two balancing pendulums, the image returned by the mirrors is seriously disturbed by these tremors. Annoying, but not unbearable: the 270 ° twin vibrates significantly less than its 360 ° predecessor. And since he is more alive, it helps to pass his "tickles" !
By the way, the selection is not exactly a model of smoothness, unlike the very progressive clutch. The opportunity to advise our readers to avoid the bidirectional Shifter Pro: the box hangs up and down gears without disengaging, prompting them to quickly use the clutch. MNC even thought at the start of not having this option at 425 € installed on his test bike … But it was nevertheless the case. !
The good surprise comes from the F750GS, which does not demerit despite its 18 hp and 9 Nm less than the F850GS. On the contrary, the "small" is naturally less torquey at low and mid-range, without being hollow for all that: its voluntary responder surprises even between 3000 and 5000 rev / min with regard to its small 80 ch.
Then the twin races past the 6000 rpm mark to deliver a solid forward thrust, like a kick to the foundation: the F750GS then reveals a more playful temperament in the towers than the F850GS, less expressive in the approach of high speeds. Result: the accelerations of the "750" are very lively !
By playing the box in the winding to stay above 5000 rpm, its performance is impressive: thanks to its excellent chassis, the F750GS is riveted to the ground in the curves and comes out very strong. Confidence is complete, even at very high speed when its footrests end up scratching the asphalt !
This "BMW-Loncin" engine is very fun, in addition to being quite sober: MNC did not manage to go down to "4.1 l / 100 km" as the manufacturer announces, but raised 5.3 l / 100 km average on the F750GS on-board computer. Reasonable considering the very fast pace of this test and the ultra-sinuous nature of the route taken.
The F850GS for its part climbed to 6.1 l / 100 km, but this value is biased by our long foray into off-roading: an entire afternoon skating in the dirt and stones in the first reports, necessarily that. increases the consumption … and the cardio of the assayer !
Verdict: each his way
Reading this double test, you will understand, the two new BMW trails are not aimed at the same target: more accessible, the "750" is mainly intended for road use. In reality, it appears more like a "leggy" roadster, like a or a. In the virolos, she is the most fun !
But for lack of sufficient travel – and standard engine guard – its off-road skills are limited compared to the F850GS. This is a more "traditional" incarnation of the trail, a versatile and robust motorcycle at ease on the road as in the paths. And its vigorous 95 hp will be appreciated for long trips in duo.
There are still a few flaws to overcome: the high price positioning described in and BMW’s options policy … "We prefer to leave the choice to our customers to equip their motorcycle according to their needs", answers us – without laughing – the manufacturer when MNC points out the lack of series of basic equipment such as hand guards, a central stand and a luggage rack.
Another reason for annoyance: the inexcusable "XXS" size of the bubble, slightly higher – or rather lower – on the F850GS! The protection is at the level of this windshield which barely exceeds the instrumentation: ridiculous. The wind is barely deflected up to the neck on the 850 and the shoulders are totally exposed.
On the F750GS, it’s even worse: everything in the quiche, almost like on a roadster! Ten years, however, that BMW has heard that a short bubble on a trail, it’s just not possible. But the manufacturer has here again a ready-made answer: this ersatz windshield preserves a sporty look. An adjustable screen like on the Tiger 800 would however reconcile aesthetic and practical, no ?
- Continuation of our F750GS and F850GS test in our .
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