After the R 1250 GS, the BMW F 750 GS is the most successful GS from the Munich motorcycle manufacturer. With a relative share of just 8.5 percent of the German motorcycle market, it seems to be far behind. But the slender 850 is a sly old dog.
Although the 2023 version of the BMW F 750 GS is already rolling to dealerships, the changes to the mid-range travel enduro are not so significant that a detailed test of the current model would not be justified. Tire pressure monitoring is available in the new model year for all vehicles equipped with the keyless entry and start system. There is also the special equipment “comfort turn signals”, the particularly durable M Endurance drive chain is now part of the comfort package.
Let’s stay the same with the features and prices of the F 750 GS. At 9850 euros, its basic price is relatively cheap, but you can only avoid buying the four packages offered (comfort, dynamic, touring and active) if you take the technical refinements that make this 57 kW/77 hp mid-range machine into a premium product do, consistently denied. Not many interested parties can do that, so that including the “Style Sport” outfit the purchase price is almost 3000 euros higher; The configurator throws out exactly 12,715 euros. But then you have almost everything that is not only “nice to have”, but often really useful. Mentioned are the heated grips, the semi-active suspension system, the cruise control or the connectivity for smartphone integration. Those who invest the necessary 515 euros save themselves a separate navigation device.
BMW presented the current generation of the BMW F 750 GS in spring 2018; it has been on the market for five years now. It does not differ from the slightly more powerful F 850 ??GS in the displacement of the two-cylinder in-line engine (both have a displacement of 853 ccm), but solely in the reduced performance data, the shorter spring travel and the slightly lower weight. However, the F 750 GS is not a lightweight: BMW specifies 227 kilograms, for the various extras you have to add a few extra kilos. After all: A good 200 kilograms of payload should be given in any case.
The seat height can be chosen to suit: There are five options to choose from between 76 and 84.5 centimetres. The standard height of 81.5 centimeters is perfect for average figures. The 95 hp F 850 ??GS weighs six kilos more, the seat height is a tight 86 centimeters (spread from 80.5 to 89 centimeters). The 23 centimeters of spring travel of the 850 offer real advantages for ambitious excursions beyond the asphalt; the 750 has to make do with 17 centimetres, which is always sufficient for the usual forest and field paths.
On a long tour, the 750 proved to be a fine, well-balanced mid-range motorcycle: the in-line twin responds perfectly to the gas, is powerful and flexible. He is instrumental in ensuring that this BMW is both active and effortless on the road. The performance offered is completely sufficient for soloists, but with two people you have to accept certain dynamic limitations on steeper uphill sections.
Consumption is always moderate: BMW states an average of 4.2 liters per 100 kilometers; this value can definitely be achieved in practice. We registered consumption values ??between 4.1 and 4.5 liters/100 km. The 15 liter tank thus enables safe ranges of 300 kilometers.
The chassis – the test bike featured the semi-active Dynamic ESA damping for the rear wheel – was convincing: it’s easy to turn in, and the stability in corners and at higher speeds is impeccable. The brakes – double discs at the front and single discs at the rear – are easy to use and have a strong grip. The ABS is standard capable of leaning and regulates sensitively.
The standard equipment also includes traction control that is capable of leaning, complete LED lighting including stylish turn signals and the USB port on the right-hand side of the cockpit. The connectivity system is not cheap at 515 euros, but it is worth the money: the BMW app that goes with it is very smart and varied; this even enables map navigation via the 7.5-inch TFT display.
The BMW Navigator 6 we used was not convincing in every detail: Sometimes asphalted roads were shown as “unpaved” for at least 30 years, sometimes side roads were not shown at all. The display, which is now supplied as standard equipment in most BMWs, is a perfect tool together with the “Multicontroller” rotary pushbutton. You have to learn how to use the numerous setting options, but once you get used to it, everything runs smoothly.
The wind protection on the F 750 GS has failed sparingly. This is a distinguishing feature to the 850, which can, however, be equalized by the dealer. The larger windshield protects significantly better. Instead of side cases, we were traveling with a spacious, absolutely waterproof BMW soft bag that is attached to the luggage rack. It has proven itself very well, but has since been replaced by a new product. This has about the same volume and is lower, but also wider.
The BMW F 750 GS takes second place in the Bavarian manufacturer’s GS ranking behind the R 1250 GS, which is the leader by a large margin. In view of the dominance of the “eternal” boxer GS, the figures for the 750 with the 850 engine are not bad. Of course, it only becomes a premium bike if the buyer can afford all the niceties that make it stand out from the crowd of competing models from Yamaha, Moto Guzzi or Suzuki.