tft display on f800r free sample

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The badge says ‘750’ but it’s actually 853cc. Not the same performance as the F850 though, even though the two engines are essentially the same. Confused? Us too

Like the F700GS before it, which used a de-tuned version of the old 800cc motor, this new F750 is actually 853cc. No, we never understood it either, but clearly the Germans do have a sense of humour.

This heavily-revised, parallel-twin engine, launched in 2018 is very different from the old F800 motor. The dummy third-piston that smoothed out the vibes in the old motor has been replaced with dual balancer shafts and the exhaust has been moved from the left to the right hand side (because, when lifting up and pushing a stricken GS off-road, riders complained that they usually stood on the left and the hot exhaust could burn their clothing).

From a rider perspective it’s the advances in fuelling technology and ignition that are most obvious. The different riding modes (especially ‘dynamic’) really perk up the power delivery, making the throttle response noticeably sharper and delivering the bike’s 77bhp in a manner that makes it feel like much more.

BMW twins of the last ten years, whether in a parallel or boxer layout have a distinct personality. They pick up revs very quickly, like the pistons were made of race-grade Titanium and there’s a lovely, buzz-saw, aggressive rasp that you feel through the throttle.

The other thing this motor does really well though is the more laid-back stuff. Where big twins can be a bit chuggy through town or cruising at motorway speeds, the middleweights tend to be smoother and a bit perkier too at low speeds nipping in and out of traffic. Again, it’s BMW’s superb fuelling and throttle response that makes the difference here.

The gearchange is very slick with a light clutch and accurate shifting. Neutral can be a bit stiff to select on occasion, but you soon get used to it. Our test bike had BMW’s Gearshift-pro quickshifter fitted. It’s far from the best system out there – stiff, clunky and doesn’t always engage at lower of mid-rpm - and, to be honest, the F750’s gearshift is so good anyway, you’d be better off spending your cash on something else.

Sadly, the price you pay for an engine that punches so far above its weight is that fuel consumption in loopy mode reminds you that shifting a certain amount of weight at a certain velocity requires a certain amount of energy. Having said that, 52mpg on the back roads isn’t too bad considering the way it was being ridden.

In more typical use the F750’s figures are pretty much the same as the F850GS. Over the full test period it averaged 57mpg with a best of 65mpg on a motorway run.

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