BMW F 900 GS (2024 – ) review

The first F 800 GS arrived in 2008 alongside a novice-friendly F 700 GS, both based around the parallel-twin engine from the F 800 S roadster That bike, though a little clunky, proved its middleweight proportions made it arguably a better true dual-purpose machine than a R 1200 GS even if it didn’t have quite the same image or kudos. Ever since, however, it’s been a triumph of evolution, improvement and refinement, adding an Adventure variant, increasing capacity and nowgetting a big makeover to become the F 800/900 GS. Apart from the enlarged engine from the F 900 XR) the thrust is for enhanced off-road ability via a new chassis and significantly reduced weight. It’s a thorough job with a new ‘shell’ frame, revised bodywork including lightweight plastic tank and improved suspension. The result is seriously impressive and a genuinely off-road capable, mid-weight adventure rivalling the best from KTM while also a classy, well-proportioned road adventure bike with all the performance you need and your choice of quality equipment.

Classic, more off-road orientated adventure bike. Which is to say thanks to longer-travel suspension, wire wheels and taller/slimmer off-road saddle blends typical upright adventure vibes with true dirt-friendly cred. It works well. Even with the screen seeming low it does a decent job, despite the saddle seeming tall, narrow and firm it’s surprisingly comfortable and there are plenty of BMW quality touches to add to the comfort and class. It’s also worth saying that if all of that does sound too ‘off-road’ BMW also offers the softer, lower F 800 GS and the more touring-orientated, big-tanked F 900 GS Adventure.

‘Practicality’ can be a subjective thing. For instance, do you prioritise long-distance comfort over easy manageability? Or features over affordability? Even so, it’s hard to imagine a bike (except, perhaps, its sister Adventure version) that does so much, so well. The 900 GS is both genuinely off-road capable – especially if you option the £1,500 ‘Enduro Pro’ package – and also a really competent and entertaining roadster. At least as a solo it’s comfortable for big motorway miles yet sufficiently slim, light and nimble for cutting across towns. Being a BMW it’s a genuine Swiss Army Knife of a motorcycle thanks to the wide range of options and accessories, although if you do go down that route it can significantly add to the cost.

With the new 895cc engine from the F 900 XR (up from the previous 853cc unit) the new F 900 GS now produces 105 horsepower, which is a healthy boost of 10 horsepower and comes with a fatter mid-range as well. In reality, it’s a near-ideal real-world powerplant with enough power for most. In standard trim there are just two power modes and, if you can stretch to it, we’d recommend the optional Dynamic Pro package which adds an extra, sharper Dynamic riding mode plus a quickshifter. That apart, our only criticism was the engine’s character, which is a little wooden and charmless if we’re being super picky. No complaints for the brakes, being twin Brembo (non-radial) four-pot calipers up front with plenty of power and feel, all ably assisted by cornering ABS.

There are two main reasons for the improved handling of the new F 900GS compared with the old 850. One is the all-round reduced weight, totalling 14kg taken from the frame, fuel tank, bodywork and more. The second is the higher quality, multi-adjustable suspension even if we have to caveat that with the fact our test bike came with the even better components included in the Enduro Pro Package. Either way the result of this and the improved frame is a perfectly controlled ride and sweet, precise steering, the latter all the more impressive given the off-road biased wheels and tyres. Genuine dual-purpose bikes have rarely been so good on road and off.

While you may wonder when 900cc bikes became ‘mid-range’ the new F 900 GS is the perfect example of the formula as applied to the adventure format, all of which helps running costs even if there are a few complicating factors. For instance, the price may start just shy of 12 grand but can quickly rise if you tick the options boxes. Our fully loaded test bike, for example, would cost around £15K. The sensible power output together with the reduced overall weight, shouldn’t cause excessive consumption of tyres, fuel, brake pads and so on, either. But being an F-GS rather than an R-GS it’s not shaft drive, though, so you’ll also have to factor-in chain replacement into your long-term costings.

BMWs are generally quality, premium, well-made and durable machines. Though, as we all know, they’re not perfect, either, with plenty of instances of niggles or recalls over the years, especially during as new model’s first year. That said, the heart of the F 900 GS is essentially that of the two-year-old F 900 XR, which has proven durable and reliable while equipment such as its 6.5-inch TFT screen and scrolling wheel switchgear is proven BMW fare, ditto the cycle parts. Finish and build quality are better than most, too, so you should have little cause for concern.

BMW remains ahead of the pack in the UK by offering a three-year manufacturer-backed warranty for all parts and labour, which in itself can be a tempting reason to buy, especially on PCP terms. As the F 900 GS is based on the F 900 XR powertrain its service schedule is identical in being a first oil and filter check at 600 miles, followed by annual services every 6,000 miles and major valve adjustment services every 12,000.

The F 900 GS is a BMW, meaning equipment levels are in the ‘how long is a piece of string’ realm according to how much more you want to spend. In stock trim it’s a little basic, but not bad. You get multi-adjustable suspension, two riding modes, TFT screen, some electronics and a new LED headlight which isn’t bad for the price. On top of that, however, there is all the usual BMW optional luggage, heated grips, tall screen and so on. The £1,500 Enduro Pro pack with up-specced suspension and more is very nice, ditto the aforementioned Dynamic Pro pack with the quickshifter and extra riding modes. Then there are the fancy paint options, tasty bits like machined and adjustable foot controls, a centre stand … the list goes on. The rub being our fully loaded test bike was a £15K machine, not a £12K one.

Yamaha really kicked off the midi-adventure sector with its 700 Ténéré at a time when such bikes appealed to those after something smaller, lighter and cheaper than a full-blown litre-plus heavyweight. There’s not much ‘less’ about the F 900 GS, though. It’s brilliant on road, better than big ones off it, well equipped (see above for caveats on that) and so versatile and practical it makes you wonder why anyone wants a bigger bike for anything other than bragging rights. If you bought with your head instead of following the herd and tend to ride solo rather than two-up the 900 GS would suit more people more of the time than the 1300.