BMW F 900 GS Review – Revision Done Right

The BMW F 900 GS marks a major improvement on its predecessor and this is not even the off-road-focused model.

Story: Joshua Varghese
Photography: Sanjay Raikar

BMW’s F range of GS motorcycles are typically not as big or as heavy as the R family. That immediately places them in the wish list of those who want a motorcycle that can cover long distances in comfort while also offering enduro-level fun in the dirt. The BMW F 900 GS replaces the F 850 GS and, having spent a few days with it, I understand why “touring enduro” describes this motorcycle better than “adventure tourer”.

With a 21-inch front wheel and a 17-inch rear one, the F 900 GS strikes a pose that accentuates its purpose. Plus, it does not have the muscular bulk of its predecessor. Instead, it adopts a leaner and more athletic look that feels most appropriate for the in-line-twin engine platform. What begins as a slim and sculpted front end only gets slimmer towards the tail, where a titanium Akrapovic silencer awaits one’s admiring gaze. Furthermore, with a fresh design for the light-emitting diode (LED) lights, it has almost nothing in common with its predecessor. It looks like a machine that considers grippy tarmac merely a means of connecting one trail to another. While that is not far from the truth, one should note that of all the F 900 GS models available, the motorcycle seen in these pages is the least orientated towards off-roading. This is the base model equipped with the Dynamics package which could be all that most riders would need. Personally, the Enduro Pro kit in Trophy colours is what I am looking forward to.

Instrumentation is handled by a 6.5-inch colour TFT display that relays a lot of information in modern BMW fashion, but we feel important bits such as the fuel level should be a part of the main display and not something one has to scroll for. This motorcycle was equipped with the low seat which brought the saddle height down to a relatively accessible 835 millimetres from the standard 870 mm. That opens the F 900 GS up to a large spectrum of riders at the cost of lowered suspension. The riding position, when standing up, felt manageable even for a tall rider like me but I feel the risers offered with Enduro Pro would improve things further.

At 895 cubic centimetres (cc), the engine is bigger than the F 850 GS’ but it is the same unit that did duty in the F 900 R and F 900 XR. It is worth noting that it uses forged pistons and has a 270-degree crank. In the F 900 GS, this liquid-cooled, eight-valve, DOHC, in-line twin-cylinder engine develops a potent 105 hp at 8,500 revolutions per minute (rpm) and a peak torque of 93 Nm at 6,750 rpm. In this package, one also gets an up-and-down quick-shifter that works flawlessly. The final drive gearing is on point and it could not have been difficult to achieve because the engine itself is incredibly flexible. A good chunk of the power is available as early as 3,000 rpm and, with the throttle wide open, the engine pulls strongly all the way to the red-line. A quick blip of the throttle in first or second gears is all it takes to get some sunlight under the front wheel. While the power delivery is largely linear and progressive, there is an exciting surge as one crosses 6,000 rpm which adds to the fun without upsetting the stability of the motorcycle.

There is enough torque below 6,000 rpm to keep most people happy. Everything over and above that is clearly expert territory. The engine’s ability to offer such exciting performance without compromising on refinement is worthy of appreciation. However, we hope BMW would stop asking customers to pay extra for riding modes.

The engine’s role as a stressed member in this motorcycle’s steel frame is clearly visible. What is not as evident is the weight loss BMW have achieved over the F 850 GS. By replacing the steel fuel-tank with a plastic unit that holds 14.5 litres, they have saved 4.5 kilograms. That (along with the revised rear section, exhaust system, and battery) has resulted in a total weight loss of 14 kilos. That may not sound like much, given that the F 900 GS still weighs 219 kg, but the way the weight is distributed makes it feel like a much smaller motorcycle. Because this is the basic model, it does not get the adjustable suspension (one more reason to consider the Enduro Pro package) but the damping is progressive and there is enough travel to prevent the suspension from bottoming out when riding intermediate trails at intermediate speeds.

It did not take me long to adapt to this motorcycle while riding off road because it felt like a simple, well-balanced motorcycle. Making it respond the way I wanted was intuitive. As a result, it was easy to initiate and hold big slides astride this GS. Be it on tight, technical sections with big rocks or fast sections with gravel, there was never a shadow of doubt in my mind as I turned the front wheel of the GS towards whatever lay ahead.

Such excellent off-road ability comes at the cost of some road manners. To clarify, the F 900 GS handles well on tarmac but it is clear from its Metzeler Karoo 4 tyres and set-up that it is happier when ridden off road. It turns in quickly and carries pace confidently but at the edge of the tyres there is a lack of composure one has come to expect from road bikes. It is hardly a deal-breaker because touring and the like is well within its talents. With Brembo callipers at either end, braking is precise and progressive which translates into setting the speed accurately on the road and shaving off the pace quickly while riding off the road.

At Rs 13.75 lakh (ex-showroom), the BMW F 900 GS may appear reasonably priced but one should know that to have this motorcycle batting in the same leagues as some of its off-road-focused rivals, one must shell out more money to buy things that are not part of the standard kit. Even so, with the right equipment, I feel this motorcycle has what it takes to keep up in the dirt with its rivals because the F 900 GS did nothing wrong during our time with it. If the F 800 GS is too slow a motorcycle for you, then go for this spec in the F 900 GS. Deep down, something makes me want to say that the Enduro Pro is the one to have but I will reserve that opinion until I get to ride one.