Menus
- The migratory piaf
- 3,700 km trial in 8 days, between France, Switzerland and Sicily
- Discovery
- In the saddle
- In the city
- Motorway and expressways
- Departmental
- All Terrain
- Part-cycle
- Braking
- Lighting
- Comfort / Duo
- Consumption
- Conclusion
- Colors 2016
- Main equipment
The migratory piaf
3,700 km trial in 8 days, between France, Switzerland and Sicily
Alongside the essential GS references of the BMW family, light trails have existed since 2007. The first of its kind, the F650GS is equipped with a rotax single cylinder and is aimed at everyday backpackers, mostly city dwellers.. It later became G650GS when a parallel twin version reclaimed its original designation. The latter is accompanied by a more adventurous sister, the F800GS. In 2013, the two sisters benefited from a significant aesthetic overhaul and global optimization. And the youngest is now called F700GS. However, 650 became 700 and model 800 have an identical displacement of 798 cm3….! The mysteries of marketing, no doubt.
Less opulent, equipped with more classic equipment than its predecessor, the 700 however has many advantages. Tonic motor, bird’s appetite, record compactness and ease of handling characterize our pocket adventurer. But what about the long-term skills of such a frail wader? If you are unsure about it, I have a few answers. After a test of 3,700 km in 8 days, between France, Switzerland and Sicily, I can affirm that the Bavarian does indeed have the traveling genes of her elders…. under certain conditions.
Discovery
Accessing the GS family means placing your tires in the footsteps of mechanical legends that smack of distant borders. If the flat-twin imposes its reputation, it also requires a certain purchasing power. So what? Couldn’t we leave penniless in GS? Yet it is possible with the F700.
Slender, compact, the little German trail seems very slim compared to its sisters. All its lines contribute to the finesse of the whole, to an impression of height and sportiness. It almost looks like civilized endurance of lesser capacity. But the little one does not forget to be elegant, especially in this graphite gray tone. However, the upper part of the front side looks a bit truncated..
Under a very short bubble, flanked by deflectors, its two rectangular optics dominate a large duckbill with a sharp design. This outgrowth stretches its taut lines around the false tank, forming long, sharp scoops. These minimalist sides pierced with extractors are adorned with two elements in aluminized colors, reinforcing the dynamics of the trail. A long one-piece saddle, also two-tone, covers the stern with a LED light. Large grab handles frame the saddle: this rear loop in steel profile hides the real 16-liter container. Right side, we therefore find the fuel flap, very practical in lateral position.
Aesthetic, the tubular steel trellis frame takes on the color of the machine and encloses the well-known parallel twin. This boiler with four valves per cylinder and double ACT incorporates two balance shafts to reduce the vibrations induced by the moving assembly. With its bore / stroke ratio of 82 mm x 75.6 mm, the twin-cylinder gives pride of place to taking energetic turns. Since 2013, it has gained 4 hp for a total power of 75 units at 7,300 rpm and displays a force of 7.7 da.Nm from 5,300 revolutions / minute. Accessible to the A2 license, performance is then reduced to 48 horsepower and 6 da.Nm.
The breath of the Austro-Germanic boiler tonic spins towards a voluminous cylindrical silencer in a high lateral position. No cardan shaft here but a chain transmission supported by a classic but aesthetic steel swingarm. Its shock absorber is adjustable in any direction and offers a practical wheel for compression. In addition, he is optionally assisted in pre-loading by ESA. Because my test model is equipped with the Safety pack at € 740, including ASC, ESA and RDC…. either anti-slip, electronic rear suspension and tire pressure display.
Classic, the 41 mm fork is devoid of any adjustment and the suspension assembly slides on 170 mm of travel. What to approach the tracks without too much apprehension, especially as anti-skating and ABS can be deactivated…. The aluminum rims with 5 split-spokes will, however, limit too committed excursions. Too bad, because the front element in 19 inches should provide a good ease to the handlebars (17 "for the rear), well helped by a mounting in Michelin Anakee 3. Its counterpart is in 17". Dual-piston front calipers stop it all, biting off 300mm discs. The opposing, single-piston retarder clamps a 265mm track and ABS is standard.
For the announced journey, my steed is also equipped with the Comfort pack (central stand, on-board computer, case holder, heated handles) at 480 €, as well as Vario cases at 512 €. In polycarbonate, waterproof, the latter allow, by a judicious system, to increase or reduce their accommodation. The width of the crew is then important, requiring good attention between queues or when maneuvering. Some have taken the plunge with less than that. Another option, the LED indicators are pleasing to the eye and clearly visible.
Benefiting from careful construction, a good fit of the various components and quality paint and engine coating, the BMW F700GS can still improve its performance. An optional engine guard and higher screen will then effectively complete the basic version. Only the electrical terminals, hoses and other conduits deserve to be less visible on the right side.
In the saddle
The narrowness of the motorcycle is remarkable, the false tank barely wider than the high engine…. Data optimizing the already very common saddle height of 820 mm. The less tall can opt for a low saddle, 790 mm, or even for the lowering kit: 765 mm. On the contrary, a comfort saddle brings the value to 835 mm and even 860 mm for the Rallye version..
In short, the F700GS knows how to be accessible and allows good control of the machine. The short footrests induce a slight flexion of the legs, leaving the bust straight. On the other hand, the hands must rise appreciably to grip the large variable-diameter hanger, giving the pilot of more than one meter eighty the impression of being registered "in" the machine. The high saddle will be the solution and this handlebar will be very appreciable in a standing position..
Firmly anchored on its saddles, it overhangs an instrument block divided into three sections. Analog tachometer and tachometer adjoin a rectangular LCD window. This continuously displays the clock, odometer, engine and fuel temperature gauges as well as the gear engaged indicator light. By pressing the mode button on the left stalk, the on-board computer option displays successively average and instantaneous consumption, average speed and exterior temperature. On the instrument panel, we will press the small buttons to read the totalizer or one of the two partials. With the Safety pack, the tire pressure is then indicated. Complete, the whole is readable and the layout very adventurous. A larger screen incorporating a digital tachometer, leaving more room for a larger tachometer would be appreciable, even if the vocation of the GS is less pure performance than the track.
There are levers adjustable in spacing but the regrettable absence of hand guards on a machine equipped with two packs…. Likewise, electrical wires and terminals are too present and the finish of the cockpit and the fork well is a bit tight. However, the front axle is fitted with two essential anti-projection flaps. Finally, the space under the saddle is anecdotal and the tool kit is sparse..
In the city
Discreet, the melody of the twin is a felted but tonic tremolo, the mechanics showing hardly any inertia. The dominant feeling from the start is the lightness of the frame. With 218 kg ready to split the air (options included), the F700GS is already looking after its line. But it is above all its geometry that gives it unparalleled ease. If the wheelbase of 1,562 mm is a guarantee of stability, the column angle of 26 ° and an extremely short turning radius make it a real urban bike. Guidance is obvious, with the machine keeping an eye on traffic or any other obstacle on the course. Especially since the hanger passes over the mirrors of the cars.
This agility is combined with a mechanism of great smoothness, particularly flexible, just like the clutch. However, in intermediate gears and even in second at idle speed, it is not uncommon to stall if you do not give enough gas to start again. A habit to take. Apart from that, the operation is exceptionally smooth. Present from low revs, the torque pleasantly energizes changes, even if the machine is loaded..
The box is less pleasant, a little hard and the selector, too short and low, is unpleasant when you use boots. A male torque screw fixes its position, requiring a specific tool…. and uncommon.
Sensitive to handlebar and footrest support, balanced, the Bavarian is handled with the tips of the gloves. However, we feel that the weight is rather distributed over the rear, also giving a certain lightness to the steering gear. A feeling reinforced with loaded suitcases. The general flexibility of the suspensions is then sensitive, admitting fairly marked mass transfers. Likewise, the BMW sinks sharply in duet, which can hamper the deployment of the side stand if the ground is not level. Finally, the luggage is very large, especially deployed to the maximum. Watch out for the interface and maneuvers ….
Ideal tool in town, the little GS plays with sidewalks, roadworks and other everyday embarrassments. With it, there is always a back-up solution. And to escape the horrors of town planning, take to the open sea.
Motorway and expressways
In more metallic trills, the pocket-sized migratory wader takes flight. If the block is not overflowing with power, the thrust is nice, quickly taking the crew to the 200 km / h meter. However, with a maximum of 215 displayed, the actual figure is only 192. These values are quite sufficient to prove the good health of the twin. The course, even with suitcases, is flawless.
In legal terms, the speed is 4,800 rpm on the last gear. These are rather short and allow frank acceleration from mid-revs. On the other hand, we would have liked a sixth longer to reduce consumption and tingling on the handlebars. Hardly perceptible at first, these vibrations become sensitive over time. Especially since the position induced by the too low seat, as mentioned above, makes the hands "hang". At cruising speed, the weakness of the protection is painful after 50 km, especially in bad weather. The smoothness of the bike does not justify fairings too little enveloping and such a reduced fork crown. But above all, the high screen should be fitted as standard. The absence of a hoof and hand guards also detracts from the rain. My 700 motorway terminals, on my journey of 1,000 km in one go, were difficult for me. Too bad, because the comfort of the saddle, however thin, only bothered me at the end of the course. Fortunately, to take full advantage of the F700GS, there is the secondary network ….
Departmental
After so much rectilinear distance, I longed to find, at last, more tormented ways. The narrow, damaged Sicilian roads, even improbable as some are defeated, especially in the mountains, highlight the German trail. If by any chance you are traveling with colleagues who are much better supplied with horses, now is the time to show them that a small, well-filled block can easily show them to the sturdiest steeds. Especially when they energize a cycle part of the flying carpet type ….
These are the major assets of the machine in dynamic control. Catapulted from 5,000 revolutions by its twin, the F700GS rumbles with tenacity and efficiency over the following 2,500 revolutions. Second or third gear engaged, we then waltz the Bavarian on its narrow gommards: 140 rear and 110 front…. Liveness is not just a word, allowing lightning angle changes, barely hampered by the 19 "rim of the steering gear. At high speed, the latter can sometimes widen the trajectory. We will then be angled a little. more.
The lightness and ease of the machine allow you to link curves and pins without any fatigue, only focused on the trajectory. Dynamic, the relaunches benefit from a torque present over a wide range of revs and a good extension. The more so as the Anakee 3 deliver a secure grip, warning with enough frankness on more slippery surfaces. Same observation in the rain, from drizzle to deluge, where the Michelin support changes without getting your underwear wet..
Thus fitted, the front axle provides an excellent feeling, in particular on the braking phases which are sometimes continued on the angle. The fork plunges noticeably but the damping remains consistent. Especially when the road becomes a "goat road". The suspensions then absorb almost everything, leaving the machine at its rapid migratory pace. This neutrality is an ally of choice for winding at a high rate…. and forget the pursuers. However, we would like a better managed damping in preload. The Sport, Normal and Comfort variants do not really change this trend..
Comfortable for any occasion, the BMW F700GS is a charming frame with a more touristic look. Its obviousness lets the crew enjoy the landscapes and other wonders of travel. And the crossroads are approached with almost comparable ease.
All Terrain
Getting out of the asphalt and serenely taking the big roads or moderately bumpy tracks, this is another quality of the light trail in Munich. The driving does not pose any problem to him and the F700GS ventures rather quickly on more daring grounds. However, if the mixed Michelin envelopes cash without flinching the rough terrain, they prove too fair on soft ground. Likewise, the fork is too tight in preload, slams a bit on passages that are too demanding..
Taken on more suitable routes, the machine still provides as much ease when its pilot stands up on his footrests. The handlebars are then well positioned to steer the trail through the ruts. We then want the superior capacities of the big sister F800GS…
ABS and traction control disengaged, we can then have fun driving more engaged while keeping control…. and a cool head.
Part-cycle
Simple but effective on all occasions, the trellis-geometry-suspension frame assembly gives the F700GS homogeneity, neutrality and agility for appreciable efficiency in most driving phases. Rigid and responsive, the trail deserves more progressive damping and better braking. In my opinion, we will easily do without ESA in favor of a quality shock absorber and fork springs. All of this will drastically improve general efficiency..
Braking
Less extreme than those of the F700R roadster, the dual piston front calipers provide very good control of stopping power. The latter is quite sufficient to manage the liveliness of the block, even when loaded. Remarkably calibrated, the ABS curbs any wheel lock to good effect, activating with transparency. A little long, the stroke of the rear pedal however avoids untimely blocking of the rear and the retarder finely completes the deceleration of the opposing grippers.
Lighting
With powerful lighting, the F700GS deserves better coverage when the bike rolls over the corner. Very practical on the other hand, the adjustment of the headlight is done simply by tilting the support of the optics.
Comfort / Duo
Sometimes criticized, the one-piece saddle seemed very correct to me. It seems to me more useful to switch to the "Rallye" saddle to have a more pleasant position, both in everyday life and on the motorway. In this regard, that is really the sticking point. In addition to an essential high screen, we will also think of hand guards.
The accompanying person benefits from a welcoming place and position and remains protected from the elements by the pilot. A small, or large, top-case will be able to wedge it even more.
Consumption
Particularly variable, the thirst of our little wader varies from 4 liters on quiet roads to more than 6.5 liters on highways or (very) sporty piloting. In town, 5.5 units on average. We can therefore do nearly 400 km with the 16 liters of the tank as a solo tourist on the secondary network! Generally, 300 km are the norm for a duo. Appreciable values for 700 cm3 of tone.
Conclusion
Often presented as an urban trail, the small BMW F700GS hides its game well, capable of much more than its flyweight template suggests. Her strong drive and liveliness make her a multi-faceted companion. Efficient, agile and reassuring, she knows how to forget the city to easily travel the vast world. For that, however, it will be necessary to draw in the box of options and to choose the good ones. Our trial mount combines two equipment packs, bringing the already high base price, € 9,605, to € 10,930. Excluding suitcases. And for greater versatility, spoked rims would be a good thing..
Compromise between two worlds, the small German gives its big sister F800GS access to large virgin spaces. Better equipped, the latter loses in ease for more efficiency off-road. Priced at 11,250 €, it leaves the youngest to equip herself largely with the difference…
The small BMW will have to deal with the Austrian neighbor KTM 690 Duke, more road, not very conducive to the duo but superbly finished for € 7,990. Finally, the Triumph Tiger 800 XC, € 10,850, represents a real challenger, at all levels. More protective, perfectly finished, it only concedes less agility.
When it’s time to take off, the BMW F700GS could be the ideal migrant for tight budgets. Second-hand backpacker or everyday traveler, she reminds us that the most famous migrants are not necessarily the greatest..
Strong points
- Evidence of handling
- Motor character
- Agility and precision of the chassis
- Ergonomics
- Braking
- Versatility
Weak points
- Protection far too fair
- Too soft cushioning
- Lack of hand and hoof guards
The technical sheet of the BMW F700GS
Test conditions
- Itinerary : –
- Motorcycle mileage: –
- Encountered problem : –
Colors 2016
- Storm black / red frame
- Alpine White
- Matt blue
Main equipment
- Comfort pack: 480 €
center stand, on-board computer, case holder, heated grips - Safety pack: € 740
ASC / ESA / RDC - Comfort saddle: 105 €
- Vario cases left: 256 €
- Vario suitcases right: 256 €
- High screen: 135 €
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