bmw f850gs tft display made in china

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).

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.

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 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.

BMW Motorrad today launched the new F 850 GS and F 850 GS Adventure at a starting price of Rs 12.5 lakh (ex-showroom). The two will retail in India through the CBU (completely built-up) route and deliveries will begin in June 2022. While the F 850 GS Pro is priced at Rs 12.5 lakh (ex-showroom), the F 850 GS Adventure carries a price tag of Rs 13.25 lakh (ex-showroom).

The standard equipment on board the new model year motorcycles have been enhanced compared to the previous version in the market. The new BMW F 850 GS will be available in ‘Pro’ profile with the Style Rallye Package.

The new BMW F 850 GS Adventure, on the other hand, gets improved standard equipment like the TFT display and BMW Motorrad Connected, the USB charge port as well as ABS Pro and DTC. The new F 850 GS Adventure will be available in India in the ‘Pro’ profile with the Style Rallye or Style Triple Black Package.

The two are powered by an 853cc liquid-cooled 4-valve two-cylinder engine with fuel injection and a six-speed gearbox. The BMW F 850 GS and the BMW F 850 GS Adventure generate 95 hp at 8,250 rpm and 92 Nm at 6,250 rpm.

The new GS models feature ‘Rain’ and ‘Road’ riding modes, along with BMW Motorrad ABS and the ASC (automatic stability control). Along with Riding modes Pro – ‘Dynamic’ and ‘Enduro’, DTC dynamic traction control and banking capable ABS Pro are also available.

Both motorcycles are equipped with Connectivity, with a 6.5 inch full-colour TFT display. Phone and media functions can be used without having to install an app. The rider can make telephone calls and listen to music with Bluetooth connection. In addition, the BMW Motorrad Connected app offers arrow navigation directly via the TFT display.

Like all BMW bikes, the two new GS will come with a standard warranty for ‘three years, unlimited kilometers’, with an option to extend the warranty to fourth and fifth year. BMW Motorrad also offers road-side assistance 24x7 365 days package.

Often called “The Best Of Both Worlds”, BMW Motorrad certainly has many things right with the F 850 GS and GS Adventure. Powered by 853cc in-line 2-cylinder engines, and sharing the same 6-speed gearbox and brakes. Both bikes use the easy-to-read TFT display with connectivity. When it comes to the suspension, it appears that both bikes are using the same suspension and should have the same wheel travel numbers, 9.1″ / 8.5″ (230 mm / 215 mm) front and rear. I will note that there is some confusion on the BMW websites. Canada and some European sites list them as the same, but the USA and UK for example show different suspension travel figures between the two models.

Like many models in the 2022 BMW lineup, the options list is full of goodies. I highly recommend looking at the Premium package, it includes key items such as the Dynamic ESA and Ride Modes Pro.

Connect your smartphone to the bike via bluetooth and keep an overview of the vehicle information, navigation, calls and media with the 6.5 inch TFT display. You can control all functions intuitively via the multi-controller.

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.

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.

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.

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.

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)

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.

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.

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.

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.

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.

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.

Having already ridden BMW’s F 750 GS (and now reviewed) on a variety of terrain, BMW gave me the chance to ride its more off-road biased sibling, the F 850 GS. I was looking forward to sampling its capabilities and find out how the F 850 GS compared to the F 750 GS and other machines in its segment. The F 850 GS is an all-new machine replacing the F 800 GS. There is little in common with the previous version, so this would be a chance to find out how good the revised machine is.

As I previously reported, the engine in both the F 750 GS and F 850 GS is being built by Chinese manufacturer Loncin to BMW’s specifications. This engine has been available in the F 750 GS and F 850 GS models in Europe for a while now but has only been recently released to North America.

BMW claimed that the later North American arrival was due to a production backlog and some quality control concerns. Recalled in Europe, approximately 1,500 F 850 GSs were affected. The issue was related to engine oil supply and has been resolved. Since the initial recall, there have not been any others on this bike. But anytime a recall affects the very core of a motorcycle, you can understand why some people may be concerned about the long-term quality of the Chinese built engine.

The F 850 GS engine is entirely new. It now displaces 853 ccs compared to the F 800 GS’s 798 ccs. In fact, it is the same parallel-twin 853cc parallel-twin engine found in the F 750 GS. However, the F 850 GS uses an entirely different set of intake and exhaust cams as well as a different ECU. BMW claims the engine now puts out 90 HP at 8,000 RPM with 62 lb-ft of torque at 6,250 RPM. Those figures represent a 5 HP increase and 2 lb-ft of torque increase over the model it replaces. If you are want to compare the F 750 GS to the F 850 GS, the F 850 GS has a 13 HP and 2 lb-ft of torque advantage over the F 750 GS. The 13 HP difference between the two is substantial, but the torque is relatively close.

With a bore of 84mm and a stroke of 77mm, the new engine now uses a 270-degree firing interval with a 90-degree crankpin offset. BMW added twin counterbalancers, and the result is significantly reduced engine vibration and smooth throttle response. When fired up, the engine note has a more throaty and deeper growl.

A new bridge-type steel shell monocoque frame uses the engine as a stressed member. Gone is the previous tubular steel frame found on the F 800 GS. BMW claims it increases torsional rigidity and also results in more ground clearance since the frame holds the engine higher in the chassis. The new frame increases the ground clearance a significant 1.3 inches over the F 800 GS. Ground clearance aside, the new frame definitely looks sturdier than the frame on the F 800 GS.

21″ front and 17″ rear wheels fitted with Brembo brakes provide a wide choice of off-road rubber. Both wheels feature BMW’s cross-spoke design, which means that the spokes are located on the outside of the rim, so both tires are tubeless. The bike I rode was shod with Metzeler Karoo 3 tires. Other bikes were equipped with Continental TKC-80 rubber.

The BMW F 850 GS is the more off-road oriented of the two BMW middleweight adventure bikes. Hence, ground clearance can be more of a concern. In gaining the ground clearance, manufacturers often end up with seat heights that some riders find uncomfortable.

The BMW F 850 GS could be one of those bikes with a standard seat height of 33.9 inches.  However, BMW seems to have addressed ergonomics for both shorter and taller riders. Using a different seat, taller riders can raise the seat height to a lofty 35 inches. For shorter riders, BMW offers two ways to lower seat height. A low seat is available, and if installed, seat height is reduced to 32.9 inches. If that is not low enough, BMW offers a lowered suspension kit.

BMW says their narrow seat also reduces overall seat height feel. On an F 850 GS with the standard seat and suspension, my 30-inch inseam had me on tiptoes when at a stop.

BMW recommends premium fuel for the F 850 GS. Frankly, I don’t understand why manufacturers build adventure machines that require premium fuel. Having power is nice, but requiring premium fuel on a bike that is supposed to be able to take you to more remote places just doesn’t make sense to me.

A new fuel tank mounted where the more typical fuel tank would be located replaces the F 800 GS’s underseat design. BMW claims that the new tank provides a better front to rear load distribution of 49%/51%.

The new fuel tank holds just 4 gallons. At BMW’s claimed 57 MPG, full to empty range calculates to 228 miles. I saw 55 MPG on the F 850 GS’s display from a mixture of 70% dirt road riding and 30% spirited pavement riding. Ultimately, the range should be reasonably close to BMW’s estimate.

The significant rise of rider aids makes adding to new bikes almost mandatory. The F 850 GS comes with a plethora of rider aids. Some are standard, and others are optional. Standard is BMW’s Anti-Lock Pro braking (ABS) and Dynamic Traction Control (DTC). The rider can disengage both.

BMW offers up to three optional additional riding modes: Dynamic, Enduro, and Enduro Pro. Dynamic provides optimum engine performance and is meant for pavement operation. Enduro softens response for soft surfaces. Enduro Pro is the most off-road oriented riding mode and is intended for the loosest of surfaces.

The F 850 GS also has a “gear shift assist.” It allows you to shift without using the clutch lever. I didn’t use it because I find not using a clutch lever distracting. However, there are times that you may prefer to bang a gear without one. BMW’s gear shift assist will let you shift both up and down without the use of that lever on the left side of the handlebars.

BMW’s philosophy is to produce and be seen as a premium brand. To them, premium levels of performance, technology, quality, and riding comfort are keystones of their machines. In this regard, BMW has added more standard equipment to the F 850 GS than was on the F 800 GS. The chart below shows the new standard equipment on the F 850 GS.

There are many options to choose from. Some come as a package, and others are available only separately. The chart below summarizes both option packages and individual options. While I like the ability to select different options, I’m not so happy about having to purchase a package of options that I may not want. That said, I understand that BMW likely can’t build bikes for each person on request. If they were to do so, the benefits of mass production are lost, and the price would skyrocket to even higher levels.

The initial display is clear and easy to read with the standard “vital” information. You can change what is seen on the initial screen if you desire. Multiple other screens can also be adjusted and provide a wide range of information.

Pushing the ring with the white lines and pushing the menu button allows you to adjust the full suite of riding modes, rider aids, and information shown on the display. The left grip also houses the cruise control, ABS, and suspension switches.

Jumping onto the rider’s perch, I immediately noticed the difference in seat height compared to the F 750 GS. With my 30″ inseam, I was now on tiptoes. The bike did not feel unusually tall or unbalanced, just higher. To fire up the bike, I did not need to put a key in an ignition slot. BMW’s smart key can remain in your pocket. If the key goes out of range, the display will provide a warning letting you know the key is missing. If you do lose the key, the bike will continue running until you turn it off. However, once you turn it off, you will need the key to re-start the bike.

Using BMWs Electronic Suspension Adjustment (ESA), I changed the rear suspension settings a couple of times. It was easy to change using the display and the buttons on the left-hand grip. This is a nice touch. Unfortunately, I was unable to firm up the rear end feel leaving the rear somewhat less vague but still not stable when pushed hard.

The combination of BMW’s Dynamic Traction Control (DTC) and the knobby tires made ascents and switchbacks much easier than on the F 750 GS. Gone was the often spinning rear tire and weaving back end that I experienced with the other machine. The rear could still spin up, but it was controlled, and the rear stayed in line with the front. Using the Enduro Pro mode, rear ABS was off, and it was also nice to be able to lock the rear tire to pivot.

Pricing of the F 850 GS depends on the color selected and how well equipped you want the bike. As a previously shown chart above depicts, BMW has increased the level of standard equipment on the GS 850 GS. That helps add value to the base price machine, which is priced at $13,195.

However, there are many options to choose from, and if you choose them, your final price will escalate accordingly. For example, if you want a color other than red, white, or dark green (Pollux Metallic Matte) paint add $275. If you choose to add one of the option packages, you’ll pay $2,400 for the Select Package or $3,450 for the Premium package. Note that if you choose the low suspension, the premium package price drops to $3,250, presumably because the low suspension option deletes BMW’s Dynamic ESA).

If you want a base level bike, you may be in for a wait. BMW says the vast majority of buyers will purchase their bikes complete with option packages. Because of this, dealers may not order many, and you may end up waiting for such a bike to be manufactured and delivered to your dealer.

With the unveiling of new middleweight bikes from KTM and Yamaha, the BMW F 850 GS is squarely in the sights of other manufacturers. When we get a chance to ride those bikes, we’ll be able to say how the BMW stacks up against the competition.

China has about 200 motorcycle manufacturers slaving away to bring people the joys of hitting powerband on a Beijing street. Many of the larger ones are engaged in joint ventures with better-known brands like Jianshe which has a deal with Yamaha, or Loncin which is beasties with BMW and CFMoto which is in close contact with KTM and its Kiska design house. Some brands perhaps more familiar to us are in fact all Chinese with SWM being owned and built by Shineray, while Benelli is actually Qianjiang.

In 2017 Zongshen entered the Dakar rally on their then-new NC450 Rally bike. None of the five bikes finished but to the company’s credit only one through a mechanical issue. The engine was then placed in the RX4, Zongshen’s flagship adventure model. They sell in the US as a CSC RX4 at just 4,995.00 and it comes with a 7-inch TFT display with Bluetooth connectivity as well as LED lighting, adjustable windscreen, spoked wheels, bashplate and crash bars and topped off with a three-piece pannier set. That’s the equivalent of an adventure bike family meal.

Loncin is a massive company with fingers in many dumplings. It produces around 2.5 million motorcycles a year which is close to 7000 bikes a day. They also started making engines for BMW’s G650GS in 2005 and in fact, the current F 850 GS runs an engine built by Loncin. Voge is reportedly the company’s premium brand and the 650DS is the bike they’re hoping will grab the dirt squirter’s attention the world over running that same engine from the G650GS.

It promises a TFT screen with Bluetooth connectivity, BOSCH EFI, tubeless tyres, spoked wheels and LED lights as well as a power output of 49 horsepower and a weight of 192 kilograms. The 650DS appears to be a step forward from the Loncin DS8 that debuted in 2018, also with the G650GS engine but with less refined styling.

Move up to BMW’s TE model and you’ll be paying from £10,685, but you’ll be getting cornering ABS and a host of other electronic extras, as well as cruise control and heated grips. Pannier rails are included in that, but expect to pay £654 extra for a pair of hard panniers and £328 for a top-box. The £11,195 Yamaha Tracer GT comes with colour-matched hard panniers. Of course, there are various options open to you when buying any BMW, but the online configurator will show you how much the options that matter to you will cost.

While the Tracer is the obvious competitor to the BMW – it’s also got no off-road pretences – the Triumph Tiger, costing from £9,500, might also be on your list (it too has a very long option list to bolster that price). Or perhaps the Suzuki V-Strom 1050, which starts at £9,999.

While the Yamaha has higher peak power than the BMW, it makes it 1,500rpm later in the revs. And it’s down on torque; it’s the heavier and bigger Suzuki that really stands out in this group.

Despite being more torquey than the MT-09, the BMW doesn’t feel it – at least at first. Where the Yamaha has a fairly immediate rush, the F900XR is very easy going; it’s not sluggish, but it makes its power very smoothly through the revs.

If you want the immediacy and relative aggressive nature of the Yamaha, you might not like the way the BMW fuels. And on the F900R – the roadster that BMW is targeting at the MT-09 – despite it being exactly the same engine, it might bother more people. But on this adventure tourer, it feels just right.

The motor – which like many small-capacity engines in BMWs since 2005 is made for the company by Loncin in China – is more than happy to pull the bike around tight, twisty mountain roads in third gear (at least with no luggage or pillion); it’s surprisingly easy to ride it lazily, and it certainly smooths out the throttle.

The gearbox is fine – it’s far from the slickest ’box available, but at this price point it’s certainly not the worst. Compared to my own BMW S1000XR it’s more notchy, which also means that if you’re using the optional quick-shifter and you’re not high in the revs, it can feel pretty clunky compared to more expensive transmissions. £10k is a lot of money of course, but keep in mind that, back when the ‘bargain’ Suzuki Bandit 1200 was launched in 1996, it cost the equivalent of £10,211 in today’s money.

There’s no denying that the F900XR doesn’t have the intoxicating roar and bark of its big brother (in-line four) S1000XR – nor can it compete with the triples fitted to the Yamaha or the Triumph – but it’s far from asthmatic, having a decent rumble from the Euro5-compliant exhaust system. Don’t think though that you’ll be able to pop an open end-can on to give it a bit more character – besides most modern exhausts doing all the work in the collector box slung underneath, the BMW’s collector and end-can are one piece.

Owners of the same model as Gal’s on Fuelly.com are averaging 55.2mpg – which is a maximum range of 218 miles – but going by the EC-standard claimed fuel consumption figures given by both manufacturers, which are conducted under the same conditions (Yamaha quotes an average of 51mpg, which would give a range of 202mpg), the bikes have a similar potential. Time will tell as owners of the BMW present some real-world figures…

We were riding fully-equipped TE versions of the BMW F900XR, which meant our bikes had the Dynamic Electronic Suspension Adjustment (Dynamic ESA) – a £375 option (or part of a pack), even on the TE.

The front fork is a conventional, unadjustable upside-down fork, but the rear can be upgraded to boast semi-active damping control in two modes – Road and Dynamic – as well as spring preload adjustment to one of three settings at the touch of a button. That’s a lot easier than using a C-spanner or even a remote adjuster knob, but it’s also especially valuable on the BMW as it has an excellent load capacity. While the Tracer 900 is homologated to carry only 169kg, the F900XR can safely lug up to 219kg, which matters on a bike that’s likely to carry a rider and pillion (probably around 160kg alone), as well as their luggage.

On the motorway, just like my S1000XR, the ‘Dynamic’ damping setting felt a little harsh, but tapping the button on the left switchgear twice was all it took to smooth things up with ‘Road’ mode. It never feels too soft either – a lot like the previous model S1000XR – and when things get a bit more spirited in the turns, swapping to ‘Dynamic’ makes the BMW feel more controlled and engaging.

The BMW Motorrad Connected app allows you to share pic with various data overlaid, including lean angle, acceleration and deceleration G-forces, distance, speed (if you want) and more…

The tight turning circle and small form would make for a superb city bike, so it’s impressive just how versatile the little BMW can be. That compactness makes it feel light too; despite being slightly heavier than the Tracer and the Tiger, being able to get both feet flat on the floor so easily (I’m 5’10” with a 32” inside leg) makes this bike feel very manageable, even when turning around for the umpteenth photo on an off-camber wet road.

The sport dash (only available with ‘Riding Modes Pro’) gives you feedback on your braking pressure, displaying the maximum reached until you turn the engine off. You can also see the deceleration G-forces on the BMW Motorrad Connected app.

The mirrors give a good, wide angle of view though they do blur the image through vibration (which isn’t obtrusive through the bars, seat or pegs). There’s some space under the rear seat – which will be handy for a disc lock – and the TFT screen is clear and easy to read and navigate.

The BMW Motorrad Connected app allows the dash to show speed limits and turn by turn navigation, though there’s still the option of preparation for a sat-nav; it comes with a mount for the Garmin-made BMW Navigator, though by removing this you may well be able to use it for a TomTom mount.

That app also records your whole journey (if you want), with accurate mapping displaying all of the trip for replay at up to four-time speed. At any point, you can view your acceleration and deceleration G-forces, where you activated ABS, lean angle, altitude and speed (you can disable that). You can also check out the Bike’s fuel level, service status, mileage etc. It’s by far the best bike connection app yet released by any manufacturer. And unlike some KTM Roman Vilimek, BMW’s leader of the apps development, tell me it will always remain free to download on iOS and Android.

The cornering headlight is potentially a good option – while we weren’t given the chance to test it in the dark, a demonstration showed that it’s very effective at spreading light in a turn. Legislation sets a maximum light output for any lamp, so there’s only so much any headlight can do (before you add extra spots), but BMW has cleverly designed the high and low beam to use a warmer colour temperature – closer to sunlight – which is easier on the eyes when trying to see at night. Conversely, the Daytime Running Light (DRL) is a cooler, bluer light that’s easier to be seen with.

“Then I saw the BMW at EICMA and it was a bit of a no-brainer: it’s more up-to-date than the Yamaha and offers equipment – admittedly as an option – that the Tracer doesn’t; semi-adaptive suspension, lean-angle ABS, wonderful iPad-style screen, five-year warranty, keyless ignition, full connectivity, tyre pressure monitoring... Best of all, my fully specced XR was only €100 more than the Tracer GT.

BikeSocial takes and in-depth look at the new for 2020 BMW F900XR – which goes head to head with the Yamaha Tracer 900 – and the BMW F900R, a challenger to the Yamaha MT-09. A full and honest review of the two bikes, and which you should choose...