Adamchildchad Forties, 5'7, has been professionally bike testing for 20-years and has attended more than 350 bike launches and covered over a million road test miles. International road racer, with race wins at Oliver's Mount, podiums in NZ and two top ten TT finishes. Chad is just as happy off-road or on a classic bike.
Ever since BMW launched the F900XR and F900R with an 895cc version of the company’s parallel twin engine back in 2020 it’s been clear the F 850 GS would be following suit eventually. For 2024 that’s precisely what’s happened – but as well as the new engine the renamed F 900 GS gets a completely new look and a substantial reduction in weight as well as revamped suspension and electronics.
It's crazy to think the new middleweight F 900 GS produces more power than the legendary 1200 GS when it was launched back in 2007. ‘Middleweight’ adventure bikes have come a long way, that's for sure. For 2024 the F 900 GS promises to deliver both on- and off-road so we skipped merrily off to southern Spain to try two different models: one, the standard GS fitted with the Enduro Package Pro and the second, a more road-focused model, which also started life as a standard bike, now fitted with the Dynamic Package.
Pros & Cons
With 105hp the F 900 GS out-punches Honda’s Africa Twin
New tank and bodywork aid 14kg weight reduction
High-end electronics and rider aids. Simple to use too.
More premium than the 850
Front-end feel off-road
Still seen as the poor relation to the all-conquering R-series GS
Slight reduction in fuel capacity and increase in fuel consumption means shorter range
Screen isn’t adjustable
Not all will love the yellow option
Comfort is okay but not outstanding
2024 BMW F 900 GS Review
Replacing the 850GS comes the more powerful and more refined F 900 GS and we packed Adam ‘Chad’ Child off to Spain to ride the new BMW on-and-off-road
BMW’s R-series GS – which grew to become the R 1300 GS in 2024 – might still be the dominant beast in the adventure bike class but there’s no denying it’s become a genuinely expensive bike over the years. With the new F 900 GS BMW is offering something with a power output that matches the old R 1200 GS from 2007 but is also priced like the big GS was 15 years ago.
Although the £11,995 starting price is a £1245 premium over the outgoing F 850 GS, the additional power and performance offered by the bigger engine, allied to the weight reduction, new styling and improved equipment, mean it still looks more than competitive.
The base model starts at an attractive £11,995, but as with all BMW’s the list price is always preceded with ‘from’. Our road-biased test bike had a few extras: the yellow Passion colourway, £230, and the Dynamic Package, £480, complete with Riding Mode Pro and Gearshift Pro. We also had Cruise Control, £360; Keyless Ride, £245; Tyre Pressure Control, £190; GPS prep, £205: SOS, £300; and the high screen option, £175. That all equates a showroom price of £14,180.
Meanwhile, our off-road biased GS, which also started life the £11,995 base model has a very nice GS Trophy pack, £450; the Enduro Package Pro, £1430, with Showa suspension, bar risers and endurance chain; the Dynamic Package, £480; Keyless Ride, £245; SOS, £300; and off-road tyres, £50. All of which makes a total of £15,080. PCP for the base model, after a 25% initial payment starts from a more digestible £125 a month.
The headline change for the F 900 GS is right there in its name: instead of the 853cc parallel twin of the F 850 GS there’s the 895cc version that was previously in the F 900 R and XR.
In fact, it’s even more powerful in the F 900 GS, putting out a claimed 105hp, 10hp more than the old 850 GS could manage. The peak arrives at 8500rpm, 250rpm higher than before and reflecting the sportier state of tune. Despite the extra cubes there isn’t such a big increase in torque, which rises from 67.9 lb-ft to 68.6 lb-ft and arrives at 6750rpm instead of 6250rpm. Although the peak only rises slightly, BMW says the F 900 GS has more torque across the rev range, giving a notable improvement in acceleration compared to the 850.
The extra capacity comes from a 2mm increase in bore, up from 84mm to 86mm, while retaining the same 77mm stroke as before. A revised cylinder head, new forged pistons to replace the old cast alloy ones, and an increased 13.1:1 compression ratio – up from 12.7:1 – are aided by a standard-fit Akrapovič exhaust silencer in the pursuit of power.
There are two riding modes as standard – Road and Rain – that perform the usual job of altering power delivery to suit conditions, and the GS gets BMW’s Dynamic Traction Control as standard to keep a rein on the power. Optionally, you can add Riding Modes Pro, which introduces three more riding modes – Dynamic, Enduro and Enduro Pro – as well as the ability to pre-select up to four of the modes to be instantly applied by a button on the right-hand bar. It also adds engine brake control to the armoury.
It's slightly unusual to see an Akrapovič exhaust silencer fitted as standard, especially on a BMW adventure bike. But the premium Slovenian exhaust does add a little bit of bark and looks good too. The GS is one of those bikes that sounds better when you hear it overtaking you than it does from the saddle. BMW has significantly improved its performance over the outgoing 850, which was starting to feel dated in a class awash an abundance of new bikes. The 900 GS, with a quoted 105bhp, now sits above the Africa Twin in the power table and is on par with the Triumph Tiger 900 (106bhp) and KTM 890 (105bhp).
But it’s not all about bragging rights down the pub, because BMW has worked on developing the bike's torque output and fuel delivery. There’s now a wider spread of torque from low down in the rpm and a useful new punchiness to the midrange too. Initially I found myself downshifting the optional quick-shifter in the search for drive but it’s not unnecessary. Even on faster sections of road it was possible to leave the GS in a tall gear and just roll around on its smooth and torquey delivery.
I can see most owners simply riding in the standard Road mode day-to-day, neither bothering with the optional Dynamic mode nor taking the revs anywhere near the redline. There's enough grunt to lift the front wheel in the first three gears, which is useful off-road, and enough power in reserve to execute sharp, clean overtakes too. Those who ride two-up and fully loaded will love overtaking without worrying about their BMW running out of puff. The old 850 GS, launched back in 2018, was neither slow nor lacking but the new bike's 10 added horses (and subtracted kilos) add welcome pep towards the top end.
Off-road, the combination of dirt-biased Metzeler Karroo 4 rubber and soft-power Enduro mode works well on varied terrain. The initial pick-up from a closed to 20%-open throttle is a tad sharp, more so in Enduro Pro, but once the tap is open the power flows beautifully.
We enjoyed a long, smooth off-road ride, which allowed me to explore the precision of that fuel delivery. Exiting corners with the traction control switched off resulted in lovely long progressive power slides – again highlighting the smooth and wide spread of torque. Riding safely on the edge of traction seemed effortless, the rear wheel spinning a fraction more than the front, breaking free just enough to make me feel briefly like a desert raiding pro.
Both the off-road and on-road rider aids are excellent and can be accessed on the move with ease. That means the traction control can switched off or on with one push of a button. Riding modes can be changed without stopping, which releases so much more of the bike's dynamic potential and versatility. Inexperienced off-roaders, for example, can opt for the rider-cradling Enduro mode, softer power and a high level of rider aid intervention. Those feeling braver can remove the TC without stopping then quickly switch it on again when the terrain up ahead looks tricky.
I for one was constantly playing with the TC and Enduro and Enduro Pro modes, tuning the GS to the conditions and my diminishing energy levels. Lots of bikes in this class have similar electronic options and modes, but the BMW is the easiest and most convenient to use.
While BMW hasn’t changed the essence of the welded, sheet steel frame that the F 900 GS inherits from its predecessor, the new bike gets a redesigned rear subframe that helps cut 2.4kg from its weight, as well as a new luggage carrier.
At the front, the Showa forks are new as well. Like the old model, they’re 43mm upside-downers, but now there’s 230mm of travel instead of 204mm, promising a substantial boost in off-road ability. Preload, compression and rebound are all adjustable.
At the back, there’s a new aluminium swingarm that’s 250g lighter than its predecessor’s version, bolted to a rear shock with adjustable rebound and hydraulically-adjustable preload.
Splash out on the optional Enduro Pro pack and you get titanium-nitride coated, 45mm Showa forks and a fully-adjustable Sachs rear shock, as well as different bars and risers.
Even more important than the updated suspension, though, is the F 900 GS’s weight loss. Altogether, the bike is 14kg lighter than its predecessor at 219kg. Much of that comes from the new, plastic fuel tank that replaces the old metal one. It’s also more compact and half a litre smaller than before with a 14.5 litre capacity.
That weight loss doesn’t just promise improved performance and handling but also takes a load off the brakes, which are largely the same as the previous model with two 305mm discs at the front and two-pot floating calipers, aided by a 265mm rear disc and single-piston caliper. What does change is the addition of BMW Motorrad ABS Pro, which is BMW’s cornering ABS system.
At the launch event we rode both the standard model and the Enduro Package Pro model with beefed-up Showa suspension. BMW has made some dramatic transformations, none more so than a huge reduction in weight of 14kg, over two stone, and added quality Showa front suspension with 26mm more travel than previously.
More travel doesn’t mean that the new F 900 GS dives like an Italian footballer or wallows like a Citroën 2CV, because the 43mm Showa units are controlled throughout their stroke. The new Beemer is set up for the road and comfort, but it can take pretty much everything you can throw at. When we encountered some rock-and-gravel-strewn roads that had deeper potholes than the Dales, the GS soaked them up. The faster we rode the more composed and stable it seemed to become despite the terrible hammering being handed to the suspension.
Equally, on faster, smoother, more typical stretches of road, the GS performed above expectations. Despite its tall suspension, the chassis and its road-biased Bridgestone A41 rubber generated masses of grip and feel, so much so that the pegs started to tickle to road in sweepers. For an adventure machine with a 21-inch front wheel and genuine ability on the trail, it's remarkable how easy the GS is to throw around. Those stolen kilos, combined with the increase in engine performance add extra zip, too, resulting in a fun and satisfying ride when the roads get exciting.
The 2024 F 900 GS feels like a big step up for BMW's often overlooked adventure middleweight and, off-road, this welcome trend continues. We didn’t hit any severe terrain – mainly low jumps, plus sand and gravel – but the GS came back with all the right answers. The front-end feel is excellent in the conditions we experienced. It didn’t wash out or want to push wide, which is sometimes the case with ‘heavy’ off-road bikes, while that 21-inch front wheel remained unfazed throughout our test. I imagine the standard setup may be a little soft for extreme adventurists, but my guess is that 99% of GS owners are not going to be former Dakar riders and will love the friendly nature of the GS off-road as well as its supportive rider aids.
The brakes remain similar to the those stopping the 850 GS, but now we have the introduction of BMW’s Motorrad ABS Pro system, which is essentially cornering ABS. On what you could equate to UK-type roads, I didn’t feel the system was intrusive, while on the trickier surfaces we rode on test I was pleased to have the system in the background, working overtime without in any way distracting me. Off-road, in the Enduro mode, ABS is still active and is excellent for inexperienced and average riders alike, saving me from an embarrassing face plant on more than one occasion. For those who have more experience, Enduro Pro reduces the ABS intervention off-road and removes it from the rear.
Onboard, the 2024 F 900 GS gets a reworked riding position compared to the old 850, with 15mm taller bars (increased by another 24mm with the Enduro Pro package) and 20mm lower ‘Enduro’ footpegs, along with the new fuel tank making for a more spacious position.
As before, the gear lever is adjustable and can be switched between two positions – one for standing up when riding off-road, the other for when you’re seated. The 2024 bike also gets a new rear brake lever, 5mm higher than before and with a folding section to change its height by 20mm to switch between on and off-road riding.
With the new suspension and styling, the standard seat height rises by 10mm compared to the old model, going to 870mm, but there are multiple options to help accommodate riders of different sizes in the form of lowered suspension and taller or lower seats. In its lowest form, the F 900 GS can be spec’d to have a seat height of only 815mm, while the high Rallye seat can raise it to 890mm.
In terms of economy, BMW claims 64mpg – a fraction down on the 67mpg of the old 850 – and along with the 500ml reduction in fuel capacity that means the theoretical range drops from 221 miles to 204 miles between fill-ups.
Despite the taller-by-10mm seat height and the increase in suspension travel, the new 900 GS didn’t feel awkward or cumbersome. The seat is relatively narrow and sits you in rather than on the bike, and with the bike's weight vastly reduced, especially at the top with a new plastic petrol tank, it is anything but intimidating. I am only 5ft 7ins (just) and didn't have a problem and I wouldn’t recommend the lower seat option unless you are 5ft 6ins or shorter.
On a short motorway ride with the optional cruise control selected, the new GS cockpit was a happy place. Disappointingly the screen isn’t adjustable but otherwise the ergonomics are hard to fault. The bars are wide and naturally positioned while the pegs are low resulting in a spacious riding position. With more power the engine doesn’t feel as buzzy as before at cruising speeds and there’s now plenty of power in reserve.
Those familiar with the BMW touring range will already appreciate the informative 6.5-inch TFT dash that is simple to navigate via the wheel on the left bar and one of the best displays on the market. I’ve covered some serious miles on the F 850 GS and always considered its seat a bit hard for big 300-mile days. BMW has improved the new machine's comfort by setting the suspension on the soft side but, for me, the seat is still a little firm. We only got a flavour of what to expect but I suspect those who want to cover more than 300 miles in a day or burn through two tanks of fuel might be opting for the optional comfort seat.
Talking of tank range, the smaller fuel tank and less frugal engine mean the tank range has dropped to an estimated range of 204 miles to empty. However, in the real world that means getting to around 170 miles before searching for the next petrol station. On our admittedly brisk road test I averaged 4.3l/100km (not including off-road), which equates to 54mpg and nearly 10mpg less than BMW claims.
With its all-new styling, the F 900 GS gains a new LED headlight – promising a better spread of illumination than before – and there’s a standard-fit ‘multifunction holder’ added above the dash that can be used as a bracket for phones, nav systems or action cams.
The display itself is carried over from the previous model but is still a modern, large, 6.5-inch TFT that incorporates phone connectivity and can be operated by a multi-controller on the left-hand bar. The Bluetooth connectivity works without the need to download any apps, but to add turn-by-turn navigation you’ll need to have the BMW Motorrad Connected app on your phone.
Keyless go is an option, operating the ignition, steering lock and fuel filler as well as the alarm based on the proximity of the key, so you can leave it in your pocket.
The F 900 GS itself comes in three trims. The basic model, in ‘Blackstorm Metallic’ paint, features black fork tubes and a grey tank cover, with black wheels and red trim elements. There’s also a ‘Passion’ model in Sao Paulo Yellow, with a red subframe and radiator trims, and a ‘GS Trophy’ version with white/blue paint, which also gets hand guards, an alloy engine guard, tinted screen and gold wheel rims as standard.
As we now expect from BMW, there is a vast array of specifications for the GS to personalise on taste or how and where you ride. Each bike starts as the base GS at £11,995, then it’s down to budget. Me? I would avoid the yellow (£250) and much prefer the GS Trophy pack, which is an extra £450. By the way, the Enduro Pack Pro (£1430) doesn't comprise of just extra or a fancy button, but a complete suspension overhaul front and rear, plus bar risers and an M endurance chain. I should also confess that riding off-road I had a small mishap and the SOS system kicked in, asking if I was okay and needed any assistance. Now I’ve experienced it, for just £300 I think it’s a worthwhile upgrade.
As mentioned, our test bikes were not standard, and the price soon starts to creep up once you add accessories. Arguably this makes the F 900 GS a little expensive when compared to similar spec’d competition. But the flip side is the quality of the product. That BMW feel, the small touches, the quality of the fittings, wiring and fasteners make a difference to the way the GS is perceived. Many BMW customers are willing to pay that little extra for the brand and premium finish.
With more than 100hp for the first time, BMW’s parallel twin GS is elevated into a class that not long ago would have been the preserve of only litre-plus ‘big’ adventure bikes. Today, its’ closest rivals include Honda’s CRF1100 Africa Twin – also due an upgrade for 2024 – and KTM’s 890 Adventure, while the three-cylinder Triumph Tiger 900 must also be on most buyers’ shortlists.
The F 900 GS is a significant improvement on the F 850 GS, more than its on-paper specs suggest. It feels like there is more than an extra 10bhp and it feels like the weight has dropped more than a quoted 14kg. On the road it is more versatile and fun; on the rough stuff it is far more composed and competent.
But despite the increase in performance and fun, the GS remains easy-going and accessible to all. The level of finish is high and it’s a good-looking bike… yellow paint scheme apart.
The 850 was out of the fight in the middleweight adventure class as the class has moved on at speed in recent years but, with the F 900 GS, BMW is back in the ring. Once you start to tick the options boxes it’ll soon be more expensive than the competition, but it feels worth it.
The rider aids are superb and the dash is one of the best on the market in any class. It might not have the excitement of the KTM 890 off-road or the engine performance of the Triumph Tiger 900, but in every category the 900 GS scores highly. It’s not brilliant at any one thing but equally it’s not below average at anything either. If this was a school report, the new for 2024 F 900 GS would be B+ in all subjects – much improved from last year.
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Water-cooled, 2-cylinder, four-stroke in-line engine with four valves per cylinder operated by cam followers, two overhead camshafts and dry sump lubrication
Power
105bhp (77kW) @ 8,500rpm
Torque
68.6lb-ft (93Nm) @ 6,500rpm
Transmission
6-speed, chain final drive, slipper clutch
Average fuel consumption
64 mpg claimed
Tank size
14.5 litres
Max range to empty
204 miles
Rider aids
Cornering ABS, Dynamic Traction Control Pro, two riding modes
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MCIA Secured gives motorcycles a rating out of five stars (three stars for bikes of 125cc or less), based on the following being fitted to a new bike as standard:
A steering lock that meets the UNECE 62 standard
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