In pure transparency, I was never a big fan of the old F 850 GS. To me they were top-heavy, bloated mid-weights with average off-road performance and uninspiring styling.

The F 800 GS, launched in 2009, was often outshined by its boxer-powered bigger siblings, the latest being the widely praised R 1300 GS. Besides updating the model in 2019 with the launch of the F 850 GS, the focus still felt road-biased, while other OEMs were increasingly leaning into the dirt.

BMW is out to change minds though with a totally revised midsized adventure bike — the F 900 GS. After testing the base F 900 GS and one with the Enduro Pro Package on roads and off-road terrain for over 300 miles outside of Las Vegas, it’s clear that this is a much different Bavarian animal than its predecessor.

Take note (and don’t get confused) that along with the standard F 900 GS, BMW also launched a detuned (87 horsepower) F 800 GS for 2024 to replace the F 750 GS platform, as well as a long-range F 900 GS Adventure to replace the F 850 GS Adventure. All three new models feature a 895 cc (previously 853 cc) powerplant with a 270/450 degree firing interval. 

See, I said it gets confusing. Just know that neither the 2024 F 800 GS nor the F 900 GS Adventure were as thoroughly overhauled as the F 900 GS, which now has more front suspension travel, a lighter fuel tank, a streamlined tail section, a lightweight Akro exhaust, updated ergos, and more. So, let’s get to it.

What’s New With The F 900 GS?

What’s new? Quite a lot, actually.

Before I get into the specifics, take note that during the Las Vegas launch, BMW had two variants available—what I’ll call the base model and one with what every off-road focused adventure rider will want: the ex-works Enduro Pro package, which includes fully-adjustable titanium nitride-coated USD 45mm Showa forks versus 43mm units on the base, a fully adjustable ZF Sachs central spring strut (with high and low damping!), 1” (25 mm) handlebar risers and an M Endurance ‘maintenance-free’ chain.

Let’s start with the powerplant. The 900’s engine grows from 853 to 895cc, delivering 105 HP at 8,500 rpm, a notable 15-HP increase over its predecessor. Torque is up 5.6 lb-ft to 68.6 lb-ft and the revamped engine has a much broader torque curve.

The F 900 GS engine, with its 13.1:1 compression ratio, features a 90-degree crankshaft offset and 270/450-degree firing interval that delivers a unique sound like no other BMW. Close your eyes, and you’ll think you’re next to a 90-degree V-twin. The firing order may sound rough when looking at the unique firing interval, but it’s one of the smoothest parallel twins I’ve ridden—I’d argue smoother than Honda’s Transalp 750 twin. This is achieved through the use of counterbalanced shafts. The sound, especially in the higher rpm range, is much meaner than the 850 due to using a lighter and more attractive Akrapovič muffler.

BMW says a refined oxygen sensor and catalytic converter enable efficient exhaust control, ensuring performance with a broader fuel range. But, as you’ll see, MPG wasn’t the best.

Two overhead camshafts drive four valves per cylinder, and the cylinder-selective knock control adapts to various fuel qualities, regardless of the high 13.1:1 compression ratio. A dry sump lubrication system also ensures optimal reliability without a separate oil tank.

Ever since I rode the first BMW S 1000 XR with its Gear Shift Assist Pro, a branded term for a clutchless up/down quick shifter, all other transmissions seemed clunky. The new F 900 GS equipped with the same technology seems even more refined.

The Bavarian diet is another huge improvement directed at the ADV crowds that spend much time off-road. There is no longer a porky, top heavy feel like the previous midweights; 22 lbs (10 kg) of weight has been cut, bringing the F 900 GS to 483 lbs (219 kg) with a full 3.8-gallon (14.5 L) tank.

Here’s a quick breakdown of the major weight savings on specific components:

• -9.9 lbs (4.5 kg), Fuel Tank: Now plastic instead of steel, and 0.1 gallons (0.5 L) smaller. I welcome the lightness, but the fuel range is a major complaint for riders like me who like to do 200+ mile stretches of WOT street and off-road.
• -5.2 lbs (2.3 kg), Rear Section: The rear section of the F 850 GS has been totally redesigned for a more naked, enduro look. Bye-bye, boring, bloated rear section.
• -3.7 lbs (1.7 kg), Akrapovič Muffler: Finally, the 850’s run-of-the-mill exhaust is replaced by a high-performance one.
• -2.2 lb (01kg), Battery: Switched to a lighter lithium battery.
• -1.3 lbs (0.6 kg), Redesigned Headlight: Yes, the redesigned headlight departs from that signature BMW design and appears, dare I say more Japanese. But regardless of whether you like it or not, it shaved another 1.3 lbs!
• -0.88 lb (0.4 kg), Sidestand: Changed to aluminum from steel.
• -0.55 lb (0.2 kg), Swingarm: A tweak in design helped shave just over a half-pound.

With revamped fairings and the above weight savers, the F 900 GS has a slimmer profile, eliminating much of the F 850’s bulkiness. Not only does the bike look smaller, but its design also appears more modern, with full LED lighting and rear turn signals that double as brake lights.

Besides the weight savings, another favorite update is the revamped ergonomics. BMW engineers redesigned the rider triangle (handlebar – seat – footrests). The updates include 0.79” (20 mm) lower footrests, a 0.5” (12.7 mm) higher handlebar, and a revamped 34.3 (870 mm) seat (a lower 32.9-inch [836 mm] seat is available). Another notable update here is adjustable gear and brake levers, helping to tune your ride to your boots, something needed when wearing more robust off-road boots.

For better bump absorption, the 900’s suspension has been upgraded with a fully-adjustable 43mm Showa fork. The rear shock, paired with a lighter aluminum swingarm, includes adjustable preload and rebound damping. The suspension travel offers a generous 9.1” (230 mm) up front and 8.5” (215 mm) in the rear. The bike also rolls on 21”/17” spoked tubeless wheels and Metzeler Karoo 4 tires. However, one drawback is the lack of 50/50 tire choices with a 17” rear wheel versus the 18” rear found on many of its midweight competitors.

Speaking of complaints, the F 900 GS arrives with two-piston floating Brembo calipers up front squeezing smallish 305mm discs and a one-piston floating rear caliper clinching a 265mm disc. Perhaps to save money, the F 900 GS doesn’t boast radial-mounted Brembos and larger discs found on many of its competitors, and you can tell—especially on-road where the braking felt weak. Off-road, though, the braking felt spot on.

As per electronics, the F 900 GS is well-equipped in its standard form, boasting a six-axis IMU, two riding modes (Rain and Road), ABS Pro, and Dynamic Traction Control. An attractive 6.5-inch TFT display with smartphone connectivity arrives standard, along with hand guards, heated grips, and self-canceling turn signals. Again, adventure riders will want the Enduro Pro package that also adds Riding Mode Pro, which includes three additional modes—Dynamic, Enduro, and the excellent Enduro Pro.

I initially loved the Sao Paulo yellow color on the base model that I tested on day one but quickly fell for the red/white/blue GS Trophy colors on the model I tested on day two. This model was updated with the Enduro Pro Package, which had all the off-road updates dirt-loving adventure riders will want, especially the updated 45mm Showa front fork.

According to the latest numbers on BMW Motorrad’s USA website, the F 900 GS starts at $14,190. BMW drives me nuts with their packages, so here’s a quick breakdown of what’s available.

The Ride Modes Pro package adds Dynamic, Enduro, and Enduro Pro riding modes, along with Engine Drag Torque Control, which adjusts engine braking. The Premium Package, which costs an additional $1,750, includes Ride Modes Pro, keyless ignition, a quickshifter, tire-pressure monitoring, cruise control, and the long-lasting M Endurance Chain.

The $1,495 Enduro Pro package includes Ride Modes Pro, fully-adjustable suspension, the M Endurance chain, and 1” (25 mm) bar risers (although I’d ditch the bar risers…more below!). This Enduro Pro package can be combined with the Premium package for the best of all worlds, something BMW simplifies as the Off-Road Package, which adds $2,500 to the base MSRP, and also the GS Trophy color.

On-Road Performance

When you look at what’s new, you can tell BMW engineers focused a majority of the revamp on the dirt. But how about street manners, which BMW is always known for? Well, street performance is typical BMW.

Though a 15 horsepower and barely a foot-pound of torque increase may not sound dramatic, the 900’s broader rev range, paired with its lighter weight, allows it to scream on the street. This powerplant feels totally new and more powerful than its predecessor.

From as low as 1,800 rpm, the parallel twin pulls forward with noticeable eagerness, really hitting its stride in the midrange, where it surges. Torque peaks at 68.6 lb-ft at 6,750 rpm and remains strong through 8,000 rpm and beyond, allowing you to ride lazily if necessary. In some of the faster street stuff, I kept the bike in fourth or fifth gear, allowing the engine to drop in RPM and simply open the throttle for pickup, allowing the quick-revving engine to do the work.

But when the aggression ramped up, I played more in fourth and third gear, overrevving the engine past 8,500 rpm, where it peaks at 105 HP. The quickshifter for auto up and downshifts kept everything smooth, allowing me to focus fully on braking and throttle inputs. When traversing through heavy downtown Vegas traffic, the clutch remained light, never tiring the two-finger pull I use for city riding.

If you stack it up against its competitors, like the Ducati DesertX with its 937cc L-twin producing 110 HP, the Triumph Tiger 900 with its 888cc triple putting out 106.5 HP, or the KTM 890 Adventure R’s 103.6 hp, you can see just how close the competition is in this class. These Europeans all have impressive engines that define what middleweight ADVs are all about. And with the entry of the F 900 GS, it’s nice to see BMW getting back into the mix.

For shorter riders, the standard 34.2” seat height might seem intimidating, but once you’re on it and the suspension settles, it’s manageable. I am just under 6’ with a 34” inseam and was able to flatfoot easily. A few fellow journalists who are shorter had zero issues with flat footing also. BMW also offers a 32” seat and a 35” Rally seat so riders can customize what’s best. As per comfort, I had well over 200 miles of street on the bike, and the stock seat was comfortable throughout.

This comfort was also helped by the revamped rider triangle, including the 0.5” (12.7 mm) higher bars and 0.8” (20 mm) lower footrests, which kept my body in a more upright position versus the F 850 GS, which had me slumping shoulders often (and sliding around the seat for more comfort).

The Enduro Pro package arrives with 1” (25 mm) bar risers, which offer more comfort on longer stretches of highway and standing long distances off-road. But that comfort is not worth the precision of the standard bars; the higher bars take away from the front end feel. Bar height is a personal choice, but I’d gladly take a bit away from the comfort for more feel in the twisties and on the trail.

As for wind protection, the stock windscreen was OK for speeds up to about 65 mph. From there, a bit of adjustability would have helped, but the stock unit features zero adjustability. BMW offers a higher touring screen, which I didn’t test, though others my height said the buffering was worse on highway stretches. A bike built for adventure touring should have an adjustable windscreen for a personalized ride.

In the twisties, the GS turns in easily thanks to a relaxed steering geometry of a 28° rake, 4.7 inches of trail, and the wider handlebar. The feel is not as quick as the DesertX or the 890 R, but it’s much more nimble in town and fun corners compared to the F 850 GS.

Like most modern midweight ADVs, the 21-inch front tire might detract from front-end feedback, but it’s not enough to prevent confidence when really on it. Many times during the street portion, I forgot I was riding on a 21-inch front, making this bike all the more enjoyable for those of us who like to push these midweights donning 50/50 tires at sportbike speeds.

The suspension provides a plush ride, though it took some time to dial in the rebound damping on the rear shock. The GS Trophy edition I rode with the Enduro Pro package and the updated suspension needed no alterations whatsoever for the street, and the 45mm Showa versus the standard’s 43mm fork provided MUCH more feeling up front on the road. The Enduro Pro upgrade also provides a more tunable ZF Sachs rear shock, including high/low-speed rebound damping. Again, the stock setup was fine for me for a day’s worth of riding, but having that added time to tune the suspension truly would do wonders after a long trek.

As for the brakes when on the street, well, I desired more power. With low-spec 2-piston Brembo calipers up front, they’re not quite on par with what you’d expect from this class, considering competitors arrive with radially mounted Brembos on larger discs. They were ideal for off-road, but on road, they lack the precise feel of their 4-piston counterparts, especially when trail braking into corners or under hard braking. The F 900 GS arrives standard with ABS Pro (cornering ABS), which works as it should. I stabbed the front brake a few times at speed around some deep corners; the cornering ABS intervened without much notice, and the bike’s suspension recovered nicely to allow me to focus and finish the corner.

When the hooligan surfaced, shutting off the traction control was as simple as holding in a left button for a second. This allowed for some wheelies and a bit of sliding through some turns containing a dusting of loose gravel.

All bikes were equipped with Riding Modes Pro (included in the Enduro Pro package), which adds Dynamic, Enduro, and Enduro Pro to the stock Road and Rain maps. I spent most of my time in Dynamic, which has a bit less TC and ABS intervention, and during all city riding, I played between Road and Rain. Rain, as it should, has major interventions that will surely save some lives in emergencies involving wet stuff.

Also, part of the Riding Modes Pro is what BMW calls Dynamic Brake Control (DBC). This enhances braking safety, even in tricky situations, by stopping the throttle from being activated unintentionally. If the bike senses a certain level of deceleration while braking, it recognizes any simultaneous attempt to accelerate as a mistake and blocks the throttle from opening. This keeps the motorcycle stable and helps shorten the braking distance. I didn’t quite test this, but I will one day. I didn’t know about it until I talked to a BMW tech after my review!

The cockpit is a well-designed piece of German engineering, highlighted by the 6.5-inch TFT display that shows all that’s needed and then some. Smartphone connectivity is available, and navigating the interface with BMW’s signature Multicontroller wheel makes life simple. Plus, a 12-volt socket and USB port power your gadgets.

For distance riders such as myself, who sometimes leave the trail with well over 200 miles ahead, the fuel capacity will require more frequent stops. The F 900 GS has 3.8 gallons, slightly down from the 4-gallon tank on the F 850 GS. However, when compared to the KTM 890 Adventure R’s 5.3 gallons and the DesertX’s 5.5 gallons, the new F 900 GS will have some mileage problems.

From experience, I can get over 200 miles on my DesertX even when on it. As for the F 900 GS, I saw an average of around 37 mpg. With all the math in play combined with an aggressive throttle hand, I don’t see this going more than 150 miles on a full tank.

Off-Road Performance

I got two days of testing aboard the new F 900 GS—the base model on day one, and the GS Trophy colorway with the Enduro Pro package on day two while the rest of the journalists were out riding the electric CE-2 scooter. All bikes were outfitted with Metzeler Karoo 4 tires, a 50/50 tire that grips well off-road and offers decent performance on-road. The gauge said the tires were set at 30 front/32 rear PSI, so the techs aired these down a bit from the factory 32 front / 36 rear PSI. Due to my riding style, unless there is a significant amount of mud, I run 50/50 tires at factory specs to save on rims. It’s worth noting, the jury is still out on the strength of the factory spoked wheels. A couple of journalists taco’d their rims during our ride. However, I did smack a couple of baby head rocks at the top of fourth gear that sounded harsh but the rims received no damage.

True to BMW’s revamped focus intended for adventure riders who like to spend more time in the dirt, the F 900 GS feels leagues ahead of the F 850 GS off-road. I’d argue there’s no reason to compare it to the previous 850 because not many similarities exist off road.

And while on the discussion, you can’t compare it to the R 1250/1300 GS platforms, either. They are tractors—point them where they want to go off road, especially at lower speeds across technical terrain, and the platform takes care of everything, from first gear barstop-to-barstop turns to flowing sections on top of fourth gear. The F 900 GS midweight is built for more of an aggressive riding style off road, where speed and lightness combine for seriously good times with limitations only for the most advanced ADV riders.

The off-road test began with a grueling stretch of baby-head rocks. I was on the non-Enduro Pro package bike and was able to rely on the wider power band of the bike, keeping her in third. I kept my focus on the perfect line at higher speeds and my body in an aggressive stand-up attack position.

The GS’s stock suspension is slightly soft, typical for these midweight adventure bikes that must lug around full luggage for extended camping. I added about 1.5 turns of rear preload during the rocky section to help get it a little higher in the travel, which helped the rear track better. First, the rear suspension was too soft, then a bit too harsh, but the preload adjustment took care of most of it. If I had more testing time, I’d play with shock settings, but I was comfortable cruising around the top of third and fourth on these sections.

But there was no time for relaxation. If you sat or relaxed standing up for a second, a baby rock appeared. I had this happen four times, and the front Karoo deflected harshly, though the bike recovered quickly, saving me from a crash. If this bike had 19s or less than 9.1” suspension travel up front, I’d be telling a much different story.

The 43mm Showa front fork suspension features separate fork tubes for compression and rebound. Years ago, I initially disliked this setup, but after a few thousand miles aboard a KTM 1190 Adventure R, I now understand the real feel of the benefits. On the return rip down the rocky section, I added some preload to the fork, but left compression as is. This allowed the bike to track better.

The remaining off-road sections were less rock and more smooth dirt, berms, ruts, and the occasional 90-degree uphill sections with loose shale spread throughout. I added loads of compression for this section, but it never felt enough for my more aggressive riding style. The base model’s suspension was fine for 75% of the off-road riding, and although I didn’t bottom out or have suspension travel issues, more compression would have helped in maintaining a balanced feel in the bumps, allowing the Karoo 4s to get more bite.

But things drastically changed when I took the GS Trophy version out with the upgraded 45mm Showa front fork and ZF Sachs rear. Whoever rode the bike before me had it dialed in, and I’d say that suspension is good for 90% of most off-road riding. Only the genuinely aggressive enduro rider or racer would want upgrades—again, I feel stiffer front springs would be key for that type of riding. However, not everyone will be heading down gravel roads or single track full stick, and the 45mm Showa will perform just fine.

That said, if you’re serious about off-road riding and ride single-track or aggressive dirt sections, don’t mess around. Grab the Enduro Pro package. But if you’re like me and despise overly high bars, ditch the 1” bar risers included in the Enduro Pro package.

Just as the revamped rider triangle increased comfort and confidence on the street, it did more so in the dirt. The 0.5” higher handlebar (read – not with an added 1” riser on the Enduro Pro package model) and the lower footrests provided comfort during long, 25+ mile plus stretches of off-road riding. I could bend my knees and swap between body positions quickly and comfortably from attack mode, where the arms are wider, having complete control of the bike while it leaned over, allowing those Karoo 4s to grip the various terrain.

And when things are less aggressive off road, I do loads of sitting. But unlike the street, where I’m a bit back on the seat, during off-road riding, I pin my privates as close to the tank as possible, roll my shoulders back for an upright posture, and widen my arms, allowing the bike to do all the work and me to feel the inputs. The ergonomics were also perfect for this. I’d adjust the handlebar forward for most other bikes during serious off-roading, but the F 900 GS was set up optimally.

As for those 1” bar risers on the GS Trophy model, well, I couldn’t sit on that style because it didn’t feel good. The bars are a bit too high for my liking, taking away from the front-end feel, something you don’t want to lose when riding aggressively.

Regarding electronics, I used Enduro mode for about five minutes. Once I got into Enduro Pro, which relaxes traction control and disables rear ABS but has cornering ABS up front in the dirt, I stayed in that mode for the remaining off-road riding. The more-intrusive Enduro mode, for me, is suitable for slick conditions when the speeds are down and the bike is packed with luggage or a passenger.

All other off-road situations are best with Enduro Pro mode, which has the smartest front ABS I’ve ever used. The Enduro Pro ABS can sometimes be overly aggressive on technical downhill sections, where you need to slow down quickly but still want the 21″ wheel to roll smoothly over larger rocks.

The traction control in Enduro Pro is ideal for fast sections, but I turned it off for most of the day. With my throttle hand controlling the power, I could gain traction quicker when speeding up, allowing me to slide the rear around turns on tighter sections. However, with TC engaged, I felt unsafe because the tire was trying too hard to keep traction, tossing me off line or slowing me down.

While the 2-piston Brembo brakes lacked the expected power on pavement, they excelled on dirt, offering just the right amount of stopping power. They were not too grabby or overly sensitive, providing just the right speed control. However, it was unsettling when the front ABS kicked in during steep descents, suggesting that the ABS settings in the “Pro” mode needed some fine-tuning. As for the rear, there was never a problem because Enduro Pro allows you to lock up the rear tire.

I used two fingers for my brake on the street but only needed one while standing up off-road due to the lightness of the lever. The same could be said for the clutch; whereas I use two fingers on the street, I only use one off-road. The quickshifter did most of the work off-road, though there were a few sections where I had to use the clutch to get the revs up for obstacles or just fun wheelies.

I didn’t drop a bike during the test—thankfully, because the bike didn’t have any crash protection!—but if I had, the new exposed rear section would provide some great grabbing points when picking it up. The bike’s lighter and low-slung weight also made for easy maneuverability, like when I got tangled in some trees and had to stop and pull the bike out.

Bottom Line

The KTM 890 Adventure R and Tiger 900 Rally Pro’s suspension and agility edge out the GS on technical trails, offering better control and feel over rugged terrain. The Ducati DesertX stands out with impressive off-road capability and rider-focused tech. Yet, the F 900 GS proves itself as a solid all-rounder, adeptly balancing its improved off-road prowess with a package that can handle long-distance touring just as well.

Starting at $14,190, BMW’s latest midsized adventurer has balanced power, agility, and comfort for both on and off-road riding. Yet, improving the suspension stiffness and braking power would enhance both its dirt and street credentials for the more aggressive riders.

However, the F 900 GS is, without a doubt, now a top competitor in the midweight ADV category, supported by BMW’s reputation for quality and a global support network. And with the must-have Enduro Pro Package add-on, you’re looking at an MSRP of around $18,200—on par with other Euro midweight leaders in this space.

2024 BMW F900GS Specs

Author: Ron Lieback

Ron Lieback began his motorcycle journalism career in 2007, and has since written well over 10,000 pieces of content for various publications and traveled overseas extensively. His main focus was once sport bikes and sport touring, but over the past decade his focus has pivoted to riding larger adventure bikes quickly both on the road and the trails. Besides riding and writing, Ron also collects race-focused motorcycles, and is an entrepreneur that owns multiple businesses.