We had been riding for 20 minutes when Steve Kamrad put a GoPro on my face and asked for my initial impression of the BMW F 750 GS for a video he was putting together. “I hate it.” Now before you get the wrong idea about this bike, let me go back a moment and set the scene. Steve and I were standing by the side of a silty dirt road on top of a mountain pass outside of Gateway, Colorado. We were on top of a pair of F 750 GSs with street tires and no crash protection. And to top it all, we stopped in a particularly sandy corner. Not exactly ideal conditions for what is arguably the most street-centric BMW with GS in its name.
The BMW F 750 GS is a completely new machine for 2019. Photo by Kevin Wing. The F 750 GS If you are unfamiliar with the article I wrote about the F 850 GS, I recommend that you take a minute to take a look at it as a starting point for the changes BMW made to its two-unit equipped F-line. parallel. Rather than repeat that information, I will use this section to focus on the main differences that distinguish this bike from its big sister, the F 850 GS.
The F 750 GS shares the engine and frame of the F 850 GS, but is readjusted for less high-end power. Photo by Kevin Wing.While both bikes are powered by BMW’s new 853cc motolindric engine, the F 750 GS gets a different tone, reducing power output. Using different cams, intake, and ECUs, the F 750 GS claims 77 horsepower at 7,500 rpm and 61 pound-feet of torque at 6,000 rpm. This is less than the 90 horsepower and 63 pound-feet of torque of the F 850 GS.
In its basic form, the F 750 GS is equipped with ABS, traction control (ASC) and two driving modes: rain and road. However, BMW Motorrad will only import motorcycles to America with the Select package, which upgrades ABS and ASC to ABS Pro and Dynamic Traction Control (DTC). The main difference is that an Inertial Measurement Unit (IMU) is added, which takes the tilt angle into account. Our bikes were equipped with the Premium Package, which adds Dynamic Electronic Suspension Adjustment to the rear shock, which automatically adjusts the damping settings based on information from the IMU.
The new TFT board is huge, clean, and intuitive. Photo by Kevin Wing. The 750 GS Select Package has the same improved TFT dash and Ride Modes Pro modes (adding Dynamic and Enduro modes) as the F 850 GS. Each driving mode alters the throttle response, ABS Pro, Dynamic Traction Control, Dynamic ESA, cruise control and the tire pressure monitoring system.
The biggest difference is the absence of Enduro Pro on the F 750 GS. I found that I preferred to drive the 750 in dynamic mode most of the time, regardless of the road conditions. A breakdown of how riding modes affect the F 750 GS. Image of BMW. In dynamic mode, throttle response is at its sharpest and most aggressive setting. That said, it’s still not quite as sharp as the F 850 GS’s dynamic mode. BMW really worked to soften the overall throttle grip on these bikes.
And while I think this will appeal to a lot of riders looking at this model, it will disappoint anyone who prefers a definite throttle ‘punch’. The suspension is significantly different from that found on the F 850 GS. The front fork is a conventional 41mm telescopic fork with 5.9 inches of travel (about two inches less than the F 850 GS). As with the 850, there is no tuning available on the fork.
The Dynamic ESA impact is the main reason to upgrade to the Premium Package. Photo by Kevin Wing The rear shock is a conventional spring strut design (the F 850 GS uses BMW’s progressive damping WAD design). In the basic form, there is a manual hydraulic adjustment for preload and for rebound damping. Step up to the Premium Package and Dynamic ESA puts rear shock adjustment at your fingertips. The travel on the rear shock is 6.9 inches (about an inch and a half less than the F 850 GS).
The 7.5-inch total ground clearance is reduced by just over two inches compared to the …