tft display as on the f 850 gs navigation system made in china

Yep, on the GSA need the BMW ($$) Bracket or custom solution. I have an Ebay one available for the Standard GS in the market place. As noted toughest part of the relocation is cutting Zip Ties for the GPS cable, best to remove to the front fork splash shied.

As from 1st Jan 2021 ordering anything directly from the EU to be sent to the UK is going to cause problems if it is worth more than 45 GBP, since there will now be customs declarations required and additional handling fees to be paid, which the buyer will have to bear. This will also apply to goods moving in the opposite direction from Great Britain to the EU.

The 2019 F750GS and F850GS are BMW Motorrad’s new, anxiously awaited, but behind schedule new release models replacing the original F650 and F700/F800 series motorcycles.

The somewhat larger (853cc vice 798cc) engine with revised crankshaft offset, timing and balancing changes now produces 95Hp vice 85 and torque is 92Nm vice 83; the changes provide a far stronger and responsive motor.

While weight is up, chassis, suspension, and component changes make for a far more stable machine compared to the F800 motorcycles – progress is good.

What we have here is an evolving but acknowledged dilemma… created knowingly in owning many Beemers of all sizes over many years, including an original F 800 GS and recently a treasured F 800 GSA that was originally slated as a trade for a new F 850 GS or GSA; the former now seriously overdue and the latter becoming a serious contender given timelines.

In the interim, a 2018 Triumph Tiger 800Xca fills the mid-displacement (small GS) gap quite nicely; in fact, it’s causing the dilemma. The Tiger is one darn fine motorcycle and thoughts of retaining it while still investing in an F 850 are gaining traction…

An early opportunity is just that and one not to be left on the table. As a volunteer Ride Lead for the BMW Demo Ride Days I was discussing the plans for the upcoming second Ottawa Motorrad event with the Sales Manager, during which it became apparent that an opportunity to undertake a First Ride review of the 2019 BMW F 850 GS could become reality; can we say ‘thank you’.

The 2019 BMW F850GS in Rallye livery – Light White and Lupin Blue scheme stands out and provides a very good visual first impression, not diminished after the first walk around and then further inspection of the externals.

It is hard to miss the specific GS Rallye highlights including the radiator trim and cross-spoked gold rims, and especially for F-series owners, the (now) right-side exhaust and left-side chain drive.

Without getting into the nitty-gritty, such as where all the parts are from or, where its assembled, this first contact (including the distinctive LED running light shaping), first leg over, first start-up and first ride, is all (very) good.

Getting used to not having the fuel cell under the seat is likely to be one of the most persistent visual observations owners of previous F-series machines will have – appreciating the pros and cons of such an arrangement.

In not (totally) buying into all the BMW Motorrad marketing hype about the ‘why’ in moving the fuel cell back to what some see as the traditional location in front of the rider, one must acknowledge that it does result in an overall slimming of lines and fit from the rider’s placement to the back of the motorcycle.

There is still a fair amount of plastic, but BMW Motorrad’s continuing design and styling exercises see the modular pieces become more aesthetically pleasing and for the most part, easier to work with.

And the streamlined plastic and flowing lines do contribute to an overall visual of a lighter, leaner machine, which is good as both the 2019 F850GS and its almost identical sibling the F750GS have put on a few kgs.

The F850GS Rallye variant features gold rim aluminum cross spoke wheels. The front is 21 x 2.15 shod with a 90/90 tire while the rear is 17 x 4.25 and carries a 150.70 R17 tire. And, to the joy of many, tires can now be run tubeless.

Up front is found a 43mm USD fork with 8.0 in of travel, with the more sensitive exposed parts protected from obstacles and low-flying things by full fender leg covers.

At the back, the standard configuration rear shock in bright red has 8.6 in of travel. BMW electronic suspension adjustment or ESA equipped models are easy to spot – the gold colored remote reservoir component is fitted inside a protective plastic frame mounted on the left subframe.

Both the 750 and 850 models feature dual 305 mm front brake rotors with two-piston floating calipers; a single 265 mm rear disc with a single caliper is used at the rear wheel.

The enduro-style brake lever is familiar – readily accessed and providing good modulation of the rear stopper. Some owners will prefer the optionally adjustable assembly with its spring-loaded section that flips up or down depending on what type of access/reach is desired.

Rolling the F 850 GS around in the parking lot didn’t bring any surprises, in fact, it seems lighter than my previous F 800 GS machines, especially the recently departed 2014 F 800 GSA that was the heaviest due to its extra fuel load carried mid-ships and a couple of OEM accessories.

With its up-front 15L fuel cell at least 90% capacity, the F 850 GS’s road-ready weight is listed as 229 kg or 505 lbs (up from 217 kg or 478 lbs) for an identified increase of 12 kgs or 26.5 lbs over the base 2017 F 800 GS model.

But like the original F650/700/800 series models, the new F 850 GS and the F 750 GS carry their weight extremely well; discernable weight gain is mitigated once the wheels start turning and the ride by wire throttle exercised.

A quick summary of the power plant: an increase from 798cc to 853cc for the vertical two-cylinder vertical four stroke motor featuring four valves per cylinder, DOHC and dry sump lubrication.

Claimed output for the F850GS is 70kW or 95hp at 8250rpm (up from 85hp at 7500rpm); maximum torque is listed as 92 Nm at 6250rpm (up from 83 Nm at 5750rpm)

Another major engine change that can be felt and heard, features a crankshaft journal offset of 90 degrees and firing intervals of 270/450 degrees. This results in a uniquely powerful sound immediately distinguishable from earlier F-series machines (0-degree crankshaft journal and 360-degree firing order).

Longtime F-series owners will be pleased to note that higher rpm buzz issues prevalent on so many earlier F-series models is now, at least from my initial F750/850GS rides, a thing of the past; mitigated by using two counterbalance shafts (vice the original crankshaft/counter-weight layout).

The combination of these major changes results in an extremely strong and extremely smooth-running engine throughout the (used) rpm range and of course, the previously mentioned robust engine sound.

At 416 W (nominal power), the alternator hasn’t been beefed up, something I thought might have happened as part of the new powerplant. The battery is a 10 Ah maintenance free unit.

After installing my BMW Navigator VI into the open navigation preparation cradle mounted on the handlebar clamps it was time to quit ‘burning late-summer daylight’ and get on (and off) the road to make the most of this time-limited opportunity.

At 188 cm (6 ft, 2 in+) and an 86.3cm (34 in) inseam, putting a leg over the F 850 GS with the regular seat (860mm, step length 1910mm) felt familiar – the well-used BMW Santiago boots are flat on the ground.

Leveraging the GS up from the too-tall (for a purpose) side-stand isn’t hard, but a little extra effort is involved – the first sign of that extra/re-located weight.

The Keyless Ride button brings the F 850 GS Rallye to life with a familiar initial bark. But after this, it is a whole new ballgame and any notion that this is the same in-line vertical twin of yore is immediately dispelled as the GS settles into a lump-lump big-V-twin sounding idle, admittedly helped in part by the optional HP Sport (Akrapovic) Sport silencer.

With the ignition on, the new 6.5in TFT display comes to life and after its initial splash screens the standard extremely clear and easy to read default display sits ready for your viewing pleasure and, use via the new Multi-Function or Jog Wheel controller now part of the left switchgear grouping on the handlebar; do I like being spoiled, yes.

During a short warm-up, all the switch-gear, pedals, and mirrors were further inspected and adjusted as needed; quality and feel are first-rate, everything is placed in familiar ergonomically positions and works as expected.

A slight push down on the shifter brings about a slight snick and jump for first gear, but after that, it is all smooth – whether with the more stock 750 GS model or the F 850 GS equipped with the Shift Assist Pro feature.

The first few blocks of crawling at low speed in traffic around town serve to confirm that the new F 850 GS (and its 750 sibling) are among the most nimble and well-balanced motorcycles I have ever ridden; none of the increased weight nor its distribution is felt.

The F 850 GS hauls.Once the tach clears a low RPM stumble (not observed on the F 750 GS) output and mapping of the new engine is readily discernible – arm straightening pull and a rush of speed, no muss, no fuss, just big smiles.

With tractor-like pulling power and long legs, the revised power plant is best displayed in dialing up some throttle and exercising the Shift Assist Pro. Upshifts are seamless and downshift only slightly more noticeable, although like the versions on our 2017 and 2018 R 1200 GS Rallye machines the feature works best when used from second and up and back down.

Toggling between the Road, Enduro and Enduro Pro modes is a fun and discernible exercise while running our poorly maintained city roads, out into the countryside, and then on to some hard pack gravel and dirt roads while transitioning between stretches of pavement.

As with the big GS machines, Dynamic Mode on the F 850 GS Rallye handles road and varied riding conditions with ease although the F 850 GS feels different in all available modes due to its chassis, suspension, handling and weight.

My original F 800 GS and F 800 GSA machines tended to exhibit some high-speed oscillation or twitch (on and off-road), but the F 850 GS with its frame, geometry, and suspension have the 21 inch and 90/90 wheel/tire combination stable at all speeds and on all surfaces traveled on for this review.

And even given the limited amount of time spent in transitioning onto and between road surfaces, the vertical twin GS feels very much like the Tiger 800Xca with its strong frame, stable handling, and compliant WP suspension.

The stock (skinny) road pegs on the demo Rallye were fine for this initial ride review, but as most of my riding is a mix of on and off-road with some touring thrown in, optional Enduro foot pegs or something similar will be needed.

With the narrow road pegs, standing up wasn’t as comfortable for the feet and like the F 800 GSA, another 15 to 20mm in bar height would be good for prolonged off-road riding.

But overall and for most other riding conditions, the layout of the handlebars, mirrors, pegs, and seat make for good ergonomics and visibility, at least for my build.

Many riders complained about the mirrors on the F-series motorcycles, but it never was an issue with me once the proper positioning is found and the mirrors on the F850GS are good to the same degree; not that they wouldn’t get changed for something more robust… or more easily replaced.

Like the Tiger 800Xca and the F 800 GSA, however, the left mirror on the F 850 GS is glass smooth while the right mirror is blurred at varying rpm and gear… is there a conspiracy here?

The brakes are as good or better than on previous F-series machines, although they don’t have the same forceful feel found in activating the integrated and assisted brakes on the larger GS machines; you know – that soft brick wall feeling…

Of importance for many is that the back brake, by itself, is well modulated and progressive, providing fine grain use, somewhat impacted depending on the modes in use of course.

And last, but not least, the windscreen. I am a minimalist here – enjoying the feel and flow of air into and through the cockpit. Accordingly, both the small and large (standard) non-adjustable screens (available in tint as well) installed on the 750 and 850 respectively look clean.

Being non-adjustable, a lot of riders will be (possibly) scratching their heads and looking for something else – quickly. Given the simple installation and adjustment solutions used on the bigger R-model machines, this fixed-in-place approach does not make sense, at all.

Now, having made these observations, higher-speed pavement runs were fully enjoyable on either machine and of course, a small spoiler style windscreen works well for many off-road environments, especially in warm-hot climates.

This initial ride was just that and I have no doubts that a longer-term review or ownership experience will put other things on the table to be dealt with; part of the fun in fitting the machine to the rider (or vice versa).

Since SHAD started making most (or all) of the BMW Motorrad OE and optional seats for Beemers I have been far less inclined to change seats during the ownership experiences – acknowledging that we are all unique in our requirements.

The first ride on the standard seat was comfortable for about three hours, then a couple of pressure points could be felt, but a photo stop provided the break, and some needed stretch n flex exercises. Bottom line – there is enough flat real estate and wiggle room to allow movement and allow seated flexing exercises.

While the stock seat is pretty good, once the ownership experience begins, one option to be pursued is the flat Rallye seat (seat height of 890mm and step length of 1980mm) as its shape and deck-style layout allows lots of movement – sitting or standing.

Another slightly higher option from stock is the Comfort Seat (seat height of 875 and step length of 1950mm). An earlier version used on my 2014 F 800 GSA was excellent for day-in/day-out travel, although needing a bit more cut out at the rear for larger/taller riders.

Finally, the F-series GS machines get full LED lighting with a standard LED headlight for low and high beam and rear tail/brake (with dynamic?) light. LED signal lights and the distinctive daytime running light are optional items.

As expected, given its showpiece status and subsequent fleet demo use this Rallye was equipped with (all) of the optional equipment packages. And less one or two specific enduro-oriented pieces, this configuration is the one I have on the pending order sheet.

Two of the most visual and useful additions are the6.5 in TFT display and the left handlebar-mounted Multi-Function Controller or Jog Wheel. The Jog Wheel provides an intuitive and safe interaction with the TFT display menus and equal ease of interaction with a mounted BMW Navigator V or VI device.

And with the latest TFT firmware release loaded onto the system, additional features and enhancements to the navigation feature available when using a paired smart-device is now available.

I would be remiss in not admitting that the (smaller) TFT display and (very) well-thought-out but multiple digital input controls on the Tiger 800Xca including its nifty joystick controller is an easy to read and easy to use feature although with one or two niggling setting limitations.

But in ‘borrowing’ the 2018 R 1200 GS low frame Rallye from the home fleet with its TFT, Jog Wheel and Navigator cradle, the Motorrad combination reveals just much more can be realized by the user in an integrated cockpit environment; with more to follow.

For the most part, this same level of technology with features is now provided on the new F-series machines, including cruise control; it is a most welcome upgrade to the little GS machines.

Depending on the installed packages (standard or optional), the left and right handlebar nacelles provide the rider a whole lot of customization for individual riding environments and most of the features can be set ‘n forget or dynamically managed on the fly.

As a way of qualification, this review is based on one initial ride of about five hours and then two more one-hour demo run trips on the F 850 GS Rallye and F 750 GS the following day; just enough time and exposure to start gathering data and processing it…

However, based on getting some extended riding time on the F 850 GS Rallye variant, it is (as I knew it would be) the model for me – it fits, almost like the proverbial glove and just like the original F 800 GS and later F 800 GSA did.

My attraction to and ownership of mid-size machines has never really waned over the decades and riding the F 850 GS Rallye served to rekindle the relationship.

And while this first ride is about the F 850 GS Rallye, the F 750 GS model cannot and should not be overlooked – I agree with many others who have used both, in that the F 750 GS is an excellent replacement for the original F 650 and current F 700 models.

So, no formal Pro and Con table here yet or encompassing summations – we’ll reserve those for what we hope will be a Part II Follow-on, either facilitated with a longer-term loan of the F 850 GS Rallye if it can be coordinated or, actual ownership.

Price:Current Motorrad Canada MSRP $14,550 CAD (base pricing), Rallye variant has most of the optional packages installed, so pricing will change accordingly, all subject to confirmation

The current (initial) offerings from Motorrad Canada identify three F 850 GS variants – Racing Red, Pollux Metallic Matt (Exclusive) and Light White (Rallye).

Standard equipment on all models includes ABS brakes, automatic stability control (ASC), On-Board Computer Pro, Rain, and Road ride modes, heated grips and a DIN power socket.

Exclusive Package –Pollux Metallic Matt, Hand Protectors, Galvanized Radiator Cover with GS Logo, Tape in Black Matt and White Aluminum Metallic, Gold Anodized Fork Tubes

Rallye Package – Light White/Racing Red/Lupin Blue Metallic, Hand Protectors, Galvanized Radiator Covers with GS Logo, Cross Spoke Wheels with Gold Anodized Rims

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Fuel consumption, CO2 emission figures and power consumption were measured using the methods required according to Regulation VO (EC) 2007/715 as amended. They refer to vehicles on the automotive market in Germany. For ranges, the NEDC figures take into account differences in the selected wheel and tyre size, while the WLTP figures take into account the effects of any optional equipment.

All figures are already calculated on the basis of the new WLTP test cycle. NEDC values listed have been calculated back to the NEDC measurement procedure where applicable. WLTP values are used as a basis for the definition of taxes and other vehicle-related levies that are (also) based on CO2 emissions and, where applicable, for the purposes of vehicle- specific subsidies. Further information on the WLTP and NEDC measurement procedures is also available at bmw.de/wltp.

For further details of the official fuel consumption figures and official specific CO2 emissions of new cars, please refer to the following web site www.dat.de.

Ahh, Zee Germans; a nationality that is known for their precision engineering and ingenuity. One that also gets stuck in their ways and tries to reinvent the wheel from time to time. If that reinvented wheel works, but not well, the Germans will perfect it until it becomes so good that many may consider it a new standard.

Example A: The BMW R80G/S; a motorcycle with a shaft drive and massive horizontally opposed twin cylinder engine that would later grow in size and an A-arm Telelever front suspension. A motorcycle that performs twice as well as it should off-road. Example B: the Porsche 911 with its rear (over the rear tires) mounted engine, like putting the carriage ahead of the horse. Two designs that went against the grain and the laws of physics, but that were later perfected to a level that the brand purists stand behind as much as the Germans who’ve engineered them.

So what happens when the Germans take a page out of the playbook everyone else is using? BMW did this in 2009 when they built the S1000RR; a sport bike in a conventional four-cylinder, aluminum chassis, chain-driven configuration. In 2010 it went on to win all but one of the FIM Superstock Series races and won the 2010 championship. In 2004 Porsche sold its first Carrera GT, a traditional mid-engined layout supercar that was capable of 1.35 G’s of lateral grip and still sits firmly in the top 50 fastest production car lap times of the Nurburgring 15 years later!

At this point, you may be asking yourself where the hell am I going with this. Well, BMW built the outgoing F800GS in a weird time (the market crash of 2008) with a few quirky design features of its own. Its gas tank was located under the seat instead of between your legs where it normally sits. The exhaust system was on the “wrong side,” and in defiance of using a chain drive, they mounted it on the right-hand side of the bike while every chain drive on the planet runs along the left-hand side of the swing arm. These design choices gave the original F800GSs their “German” flair.

In walks the 2019 BMW F850GS, and guess what? It has a conventional motorcycle layout. The gas tank is between your legs, it doesn’t have a single-sided swing arm, the exhaust and chain drive have been swapped to the “normal sides,” yet it still feels German… in that “we did it better” kind of way.

The parts that carry over from the F800GS to the F850GS are nill. It’s an all-new motorcycle. The frame, suspension, engine, software and hardware are all new. Looks-wise, there is a strong resemblance to the R1200GS due to its “fly line,” essentially, the line that runs from the beak to the tail when you look at it from the side.

If the F850GS looks small, it’s because it is, and it’s small in all the right places. The seat height, for instance, may sound a little high at 33.9″ but when you realize that it’s .7″ lower than the outgoing F800GS you may warm up to it a bit. It feels like the shortest and least intimidating middleweight adventure bike on the market. Since the gas tank has moved from under the seat, the rear subframe and seat are much narrower. The seat is not adjustable but with options to get a low seat (32.9″), a comfort seat (34.4″) or the flatter, taller profiled rally seat (35″), there are plenty of options to get that seat height or seat-to-peg ratio into the goldilocks zone. Lastly, if you opt for the low suspension kit, you can get the seat as low as 32.1” on the F850GS, but note that the low suspension kit is only available in the premium package and loses the electronically-adjustable shock from the premium package.

BMW flat-out did an excellent job making the F850GS feel smaller and more compact while not cramping up the rider or making my 6’2″ frame feel oversized. The gas tank is down to 4.0 gallons (previously 4.2 gallons), but when coupled with a theoretical 57 mpg fuel consumption rating, your range anxieties should subside. The BMW crowd typically loves a large capacity fuel tank, but consider your actual intentions of long-range travel before criticizing this one. In practice, carrying a 1-gallon fuel canister for longer rides is easier than always dealing with the added size and weight of a large fuel tank between your legs.

The handlebars have just the right amount of bend, rise, and width for my taste. I never felt cramped while sitting or like I had to reach or bend over while standing. If you’re the type to insist on bar raisers and wide bars for “body positioning” and “turning leverage,” be my guest, but I would recommend 10-20mm risers at the most. What I did enjoy is the cockpit feel or lack thereof. While sitting, the profile of the gas tank is low, and you don’t feel locked into the F850GS. The same goes for the dashboard and low windshield when standing. The F850GS has the least amount of hardware interference I’ve ever experienced on a mid-sized adventure bike. The gas tank has well-thought-out knee indentations for standing that should work with almost all rider heights, unlike some bikes that have a hard ridge right where taller riders knees want to be.

Just over the bars is the new optional 6.5 inch TFT display that is absolutely gorgeous. While some people will scoff at these and say “I just want an analog tach and speedo,” at no point did I have a hard time reading this display, even covered in dust with the afternoon sun directly shining in its iPad-like face. Accessing menu options with a single menu button and the bar-mounted multi-controller wheel is straightforward and took just minutes to get the hang of.

The TFT display will integrate with your smartphone while using the BMW Motorrad Connected app via Bluetooth. You’ll then be able to access your contacts and media while displaying call status and navigation. While I didn’t have enough time to dive deep into all of these features, the ones I did access worked without issue.

Another technology item people love to hate is the keyless ignitions (Premium Package only). While my personal experiences with keyless bikes have ranged from quirky to downright miserable, the transponder key fob worked flawlessly for over 30 journalists at the press launch for both the F750GS and F850GS with dozens of starts and stops each. The Keyless Ride system also allows you to open the fuel filler cap and operate the steering lock without mechanically using the key.

Before we get into what it’s like to ride, we should address the ride modes. All F850GSs sent to the US will be in a Select or Premium Package (the base model will not be available unless you are ordering it and waiting for delivery.) Therefore, all F850GSs will come to the US with the coded plug for unlocking Pro modes. Below we have a break down of the modes to save you from having to read through all of them but let’s talk about the Enduro Pro mode for a bit.

Enduro Pro is an unlocked customizable ride mode that saves the settings once they are changed, even after the key is turned off. It should also be noted that whatever ride mode you are in, when you shut off the bike, will also be the mode that the bike is in when you turn it back on (thank you BMW).

For throttle response, you have two options: a soft mode which isn’t too soft, and a dynamic mode with snappy response and improved exhaust note. ABS pro has two options: The first is an ABS Pro profile for loose surfaces with knobby off-road tires that switches off the rear ABS and allows for much less interference (skidding but not full lock) of the front tire and loading the front suspension to increase braking performance; the second option is profiled for street tires in an off-road setting and gives you the opportunity to disengage the ABS to the rear wheel or not.

The Dynamic Traction Control is a bit of a mystery for me at this point. In Enduro Pro mode the traction control is on by default, but in a “Dynamic Traction Control” mode, you can toggle the traction control off with a single button on the handlebars (or turn it off in the menu and it will stay off even after the bike is shut down.) The menu will then show on the TFT display that the traction control has been turned off and will illuminate a warning light on the right-hand side of the dash confirming this. However, from a standstill on a rocky uphill with 2000 RPMs dialed in and the throttle going all the way to stop once the clutch was engaged, the F850GSs “Dynamic” traction control still interfered somehow.

This may be due to the lean angle sensors for the ABS and DTC. It’s not necessarily a bad thing as a full throttle uphill climb from a standstill would have typically ended in the loss of traction with either a tip over or the digging of a massive hole in the side of a hill causing the rider to get stuck. I wasn’t the only journalist to experience this but we were not able to dive into this further without more testing time.

The new chassis is a steel bridge monocoque design. Honestly, I don’t care what it is; I care how it feels off-road. During the press launch, we rode a lot of two track that was heavily water damaged. Choosing the worst line through it gave us a feel for what it would be like to ride the F850GS on some of the most rocky jeep trails.

In my opinion, The single most important number for how a motorcycle feels off-road is the rake angle of the front suspension. There’s a reason that all true off-road motorcycles and “good” adventure bikes hover around the 27-degree mark. The larger the number, the more stable a motorcycle will feel. It also affects front end traction in mud and sand tremendously. The tradeoff is slower steering on-road, but I’ve yet to say that I think an adventure bike’s steering feels too slow on the street, it’s an adventure bike after all. BMW’s F850GS has a rake angle of 28 degrees and it feels fantastic

Because of this, The new F850 is flat out one of the most confidence inspiring middleweight adventure bikes I’ve ever ridden off-road. What gets me most excited about this bike is not only how good it feels off-road, but also how easy it is to ride. Some of the first techniques you need to master as an off-road adventure rider are slow, tight-radius turns, and braking and stopping without putting a foot down. In this case, the F850GS has an advantage over the old F800GS in slow speed stability, making it easier for newer riders to learn these essentials.

Being approachable is a good thing for adventure riding and riders. The easier it is and the more fun it is to ride your ADV bike the more you’ll do it. By following the recipe to build a motorcycle without trying to engineer the crap out of it, BMW has been able to focus on engineering the crap out of a proven design.

Weighing in at 504 pounds wet, the new F850GS is 25 pounds heavier than its predecessor. Yet it feels lighter and less intimidating than the outgoing F800GS by a significant amount. In fact, the F850GS feels lighter and smaller than any of the other 750-1000cc adventure bikes currently on the market.

The riding style of an adventure motorcyclist is easy to spot. We stand up everywhere, and while that is the proper technique for low traction environments, it’s not the only way to skin the cat. The F850GS is one of only maybe 2.5 adventure bikes I’d consider riding sitting down on and sliding the rear like a flat track racer on smooth ground. Being able to ride the F850GS off-road while sitting demonstrates the stability, proper weight distribution, and optimal rider ergonomics of the redesigned bike. In short, the F850GS is really good at gravel and dirt roads at regular, high and very high speeds sitting or standing.

What about when the road gets not so normal? In rougher terrain, the new front and rear suspension are surprisingly well sprung and valved. In the case of a few more modern motorcycles that I’ve tested it seems manufacturers are getting better at building a suspension that will perform right out of the box for someone who weighs more than your average horse jockey, and BMW is on the right track as well.

The Premium package trim level bikes have the next-gen Dynamic Electronic Suspension Adjustment (ESA) shocks mounted to the rear of the F850GSs. This ZF manufactured rear unit adapts to every type of riding scenario with the push of the mode button. It doesn’t just set itself to a “mode” and stay at that setting. It takes inputs from itself with a spring travel sensor and adjusts damping according to road conditions. It also works in conjunction with data from the lean angle sensor, ABS, ASC, and DTC to offer the best possible settings for performance, traction, and comfort.

The one major, drawback to the F850GSs suspension is that it lost 1.1″ of travel compared to the F800GS on the front end, even though the rear suspension is continuously in a state of infinite electronic adjustment. The front forks are NON-adjustable. That makes the F850GS the only adventure bike at this price point and class with non-adjustable front suspension.

By the numbers, the F850GS has 8″ of travel up front compared to the F800GS which had 9.1″ of travel. The F850GS has .1″ more travel at the rear than the F800GS at 8.6″ of travel, and has 9.8″ of ground clearance while the F800GS had only 8.5″.

Well, if you were to try to calculate the negatives, there are very few… First, let me explain that I have adjusted the front suspension on every motorcycle I’ve ever tested, owned, or even borrowed. Not just because I can but because I’m picky, and weigh 210 pounds without gear. On the F850GS, I couldn’t even find a place to bottom out the front end while pushing the bike well past its marketing aspirations. The F850GSs front suspension will be more than adequate for 95% of the people who buy one and their intended uses.

What the fork does do is run out of travel as it packs down riding fast through choppy terrain. Adjusting out some of the rebound damping would probably solve some of this problem from the front end if it were available. And when we asked what was new in the front suspension at the pre-ride briefing, BMW was not able to expand on this other than the difference in travel. That being said, by my seat-of-the-pant-suspension-dyno-meter, it’s all new inside the 43mm tubes when it comes to the springs and valving. Despite the reduced travel, the F850GS front end is an improvement over the F800GSs when it comes to out of the box performance, stability, compliance and bottoming resistance. We could get upset about the lost travel but the ease of use and confidence boost the 850 gives vs. the F800GS is much more important to the people who are going to buy these motorcycles. Fun fact: the average age of an F850GS purchaser is four years younger than the average age of all other BMW buyers…. at 51 years old according to BMW.

The new motor is only rated at 90 horsepower. I say “only” because the new engine feels miles ahead of the F800GS’s 85-HP 180-degree parallel-twin lump. The significant changes to the motor are the 270-degree firing order and a more-compact design; think race bike V-Twin sound that is quelled by twin counter-balancers. The new motor is so smooth that I found myself in 4th gear going 100 mph and I wasn’t looking to shift into 5th, let alone the imaginary 7th gear I’d be trying to shift into on the F800GS.

The new throttle-by-wire system has a natural feel. While I still wish someone would figure out a 1:1, no-interference setting for an engine’s throttle response, the F850GSs throttle by wire seems to adapt to a rider’s throttle inputs and speeds. For instance, should you find yourself cruising at an average pace and want to ask the throttle for full power, it feels as if the first twist of the throttle is not as sharp as the second no matter what mode or engine profile the F850GS is set to. That’s why I would call the throttle by wire “adaptive.”

The transmission on the F850GS feels wider than the F800GSs did. First gear is down to almost the equivalent of going one tooth down on the front sprocket. The lower first gear will help with low-speed maneuvering and starting on uphill grades from a standstill. I found the F850GS harder to stall at slow speeds than most adv bikes and never had a stall due to a rear wheel lockup. The credit to this is the slipper/assist clutch in the new bike. Not only does it have reduced lever pull but it also slightly disengages to allow clutch slip during heavy engine braking to keep the rear wheel from chattering in on-road situations, and prevents stalls due to rear wheel lockups in off-road scenarios. It won’t stop you from stalling all the time, but having a little forgiveness in the clutch is a benefit worth mentioning.

The F850GS has a quick shifter, but it doesn’t work by cutting the ignition for upshifts. It works by modulating the throttle-by-wire system which “auto blips” the throttle for clutchless downshifts. A side effect is that it also does a bit of a “rev match” on downshift, meaning the chassis never really gets upset during aggressive braking and late downshifting – a feature I didn’t know I wanted until I had it.

On the road, the sacrifice of an inch of travel up front may have been the most substantial pay off for the F850GSs handling. The front end feels planted and sporty. We pushed these bikes hard during testing, and the F850GS felt better-than-good in all aspects of road riding. It’s stable at any speed, no hop or bounce from the front or rear end. Even late braking into a turn it didn’t bounce, wobble or push at any point. It handles better than many sport touring bikes do out of the box, and the only small complaint would be a bit of fork dive due to the initial brake bite being better than expected.

Yes, the brakes. While they may look a little puny compared to other OEM’s that use the massive four-piston Brembo Monoblocks, the two-piston floating caliper dual Brembos up-front grabbing twin 305mm floating disks, manage to scrub speed better than they should. While BMW could have slapped on high-spec, street-bike style, radially-mounted calipers, I feel the choice to run the floaters makes for a better option off-road, and never left me wanting on-road.

Having smashed and broken a few sets of mag rims on adventure rides with other bikes, I can not only tell you about the added durability the F850GS will have with its cross spoked tubeless rims. Tubeless rims are a feature that is currently not available on any other mid-sized adventure bike. I can also tell you that not having a tube in your wheels increases front-end feel and performance. But once you smash or crack a cast aluminum wheel on the trail, you have to put a tube in it to get back home (ask me how I know). Serious off-roaders will want to carry a tube in the off chance they bend a rim, something one of the test riders did with us on the launch. He also smashed his face on his handlebars at the same time, so we’re talking about a tremendous impact. The obvious benefits to a tubeless system are puncture repairs can be done without removing the wheel.

Who does the BMW F850GS have to compete with? For that, we have to look at the price tag first. It’s the biggest flaw of all when looking at the F850GS. The F850GSs base price is $13,195, but remember that BMW will not be shipping these to the United States and nor would I recommend special ordering one. So we immediately have to jump to the Select Package for an additional $2400. In the base red color sans handguards, the F850GS rings in at $15,595. Should you go for either premium paint option, the price jumps to $15,870, but you get handguards. Should you want the Premium Package that includes the Keyless ride, LED style headlight, tire pressure monitors, and next gen Dynamic ESA or low suspension options you’re going to need to add $3,450 to the base price. That’s $16,645 for an F850GS in red and $16,920 for the optional colors in the Premium Package. This makes the F850GS the most expensive middleweight bike out there especially when it doesn’t come with crash protection, a center stand, or even a metal skid plate.

VS the Triumph Tiger 800 the F850GS will feel more intuitive to ride off-road. It feels like it will be smaller and more confidence inspiring and will be the right choice for anyone looking for a small off-road focused bike for a beginner to intermediate rider. On-road it’s hard to beat the Triumph’s extra HP and Triple engine. At least the passenger foot pegs are removable on the F850GS, unlike the Tiger.

VS the KTM 1090R the F850GS will be much easier to handle off-road for less experienced riders. Think of the KTM as a 1290 frame with a 1090 motor in it, so it really doesn’t fall in the middleweight category and is also the reason I don’t own a 1090R as they are much larger than the F850GS. Just don’t try to drag race a 1090R on your BMW as you will lose.

VS the Honda Africa Twin L1 the F850GS will feel like a better road bike and has the premium parts and electronics to back it up. Off-road, the Africa Twin carries its weight well and is another excellent choice for the beginner rider, but also has the suspension travel to keep the experienced dirt-focused riders happy.

How does it stack up against the old F800GS you have in your garage? If you are a road-focused rider who occasionally does gravel and light dirt, the F850GS is a no-brainer when it comes to an upgrade. Those who are new to medium-skilled off-road riders will find the F850GS a more-friendly machine to ride in the dirt. If you’re an experienced adventure rider, looking to replace your F800GS, I’m afraid that the new 850 is not going to offer a clear advantage for higher-speed and aggressive off-road terrain. Should you find yourself somewhere in the middle of this range, the F850GS is going to be a more versatile bike both on- and off-road.

To sum up the F850GS, it’s not a “big dirt bike” that’s going to change the face of adventure riding by racing on MX tracks and turning into a hoverbike at every rock slide. It won’t be the end-all be-all upgrade to whatever you currently have in your stable. What I’m most excited about when it comes to the F850GS is how well it performs on-road, how easy it is to ride off-road, and how I hope that this motorcycle will get more people out adventure riding because it does so many things well and even a few things better than those who wrote the playbook.

Steve has been labeled as a “Hired Gun” by one of the largest special interest publishing groups in America. His main focus now is video content creation as a “Shreditor” (thats shooter, producer, editor all in one nice, neat, run and gun package). If he’s not out competing in a NASA Rally Race you can find him on the East Coast leading around a rowdy group of ADV riders. Some say Steve_Kamrad has the best job in the world but he’s not in it for the money. He’s a gun for hire that can’t be bought and that’s the way we like him.

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BMW Motorrad USA reserves the right to change specifications without notice. BMW Motorrad USA has made every effort to ensure the accuracy of information but does not accept liability for any errors or omissions.

The original holder for the Navigator on the handlebar clamps may be really practical but it"s a hindrance when a tank bag is used. The navigation device collides with the tank bag when steering and limits the steering angle and thus the turning radius. The makes manoeuvring uncomfortable, more demanding and longer than it has to be.

The relatively low position forces the rider to lower their head if they want to read or operate the navigation. This position results in the eyes constantly having to focus between long-distance and close up. This strains the eyes and causes tiredness. The safety aspect shouldn"t be underestimated either, because the rider is forced to regularly take their eyes off the road.

The improved position navigation bracket positions the navigation device in the natural line of sight for ergonomically optimal visibility and operability, making your ride more relaxed. This position is located above the TFT combi instrument. This ensures the rider always has their eyes on the road and an eye on the navigation at the same time. This arrangement has been tried and tested and provides noticeably greater comfort while riding, navigating and operating, meaning it avoids premature tiredness and increases safety in road traffic.

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