Lhe time has come for the F 750 GS to recuperate some technology. Its engine is getting ready for Euro 5; as well take the opportunity to enrich the endowment and harangue more. The ABS switches to Pro mode, the DTC traction control replaces the ASC, the indicators are all LEDs and a USB socket takes place near the dashboard.
On the option side, the ‘Dynamic’ Riding Mode is more responsive, engine brake control is added in Pro Riding Modes, a super low saddle allows easier access, and preset buttons for Riding Modes can be used. be mounted on the handlebars (only with the TFT screen).
When you are part of the GS family, you know that you will have to compose in the shadow of the big sister superstar, the unmistakable R 1200 GS. And when in addition to that, we carry around a twin sister F 800 GS who does everything the same, but better still, we have every interest in not resting on its laurels.
This is the story of the F 700 GS, which despite a difficult positioning persevered and became F 750 GS in 2018. (Next to it the F 800 GS also accelerated and renamed itself F 850 GS). And although they have both struggled to impose themselves on the market, the little Germans are right to hold out because the extension of the A2 license to all new bikers could well give them back at last: They are indeed eligible for category A2.
BMW’s entry-level trail therefore received a serious overhaul in 2018, first with an increased displacement of 55cm3 to now cub to 853cm3. Yes, it is therefore an 850. Despite a less rewarding trade name, the little GS has the same mill as its sister, as was already the case with the F700 and F800. Visually almost identical, it is in the power and torque values that the two will stand out. And on their general aptitudes. One being more suited to off-road than the other.
So the other is her: The F 750 GS.
The first change for the F 750 GS comes in the design. More harmonious, (more ‘masculine, to take up the idea of BMW), the mid-size trail approaches a less divisive facies than when it arrived in 2012. The fairing sides gain in sharp angles and no longer have this one-piece look of the 700. They are also more enveloping towards the bottom. The line of the bike also changes on the side of the tank which takes a more classic place. Until then, this was placed at the rear of the bike with its characteristic gas hatch positioned on the rear shell. Abandoning this particularity in a desire for better centralization of the masses, the F750GS will carry its bump in a more conventional position. And although 1 liter of fuel has evaporated in the migration (15 liters), there is no need to worry since the range should always be around 300km for a Lilliputian consumption of 4.1L / 100km. This new “real” tank contrasts with the fluidity of the previous line, which linked saddle and tank in the same gentle curve. This saddle, which went up high in the crotch on the F700GS, is lightly planed as the tank comes out almost vertically to the engine. If the visual rendering is certainly more striking, one wonders about the loss of comfort between the two generations. In return, the saddle is lowered by 5 mm for more accessibility. Be that as it may, this change, in addition to improving the center of gravity, relieves the load on the rear, which in return carries a very useful standard luggage rack. And since it’s time for the big move, the engineers also made the decision to reverse the position of the exhaust and chain. The pot therefore turns to the right and the secondary transmission exiles to the left. A pot to the right of the grindstone, it avoids burning when you maneuver it from the left side; side we use the most.
Reinvigorated by its new dress, the F 750 GS can finally show its new heart. Faithful to the parallel twin that has been driving it since 2012, the machine is gaining momentum. Set at 270 ° against 360 ° previously, the new twin cylinder is based on the previous 798cm whose bore and stroke have been increased to 84 x 77mm. If it’s slightly more powerful and more torquey on normal revs, it should especially be more lively. Thus it will now be necessary to count on 77 hp at 7500rpm and 8.4 mkg of torque at 6000rpm to drive the F750GS, ie 2hp and 0.5mkg more than the F700. The 270 ° engine timing (found on the MT-07) should also transform the machine’s vocals for a more powerful and rewarding result. And since the engineers took the criticism into account, they also smoothed out unwanted engine vibrations with the two central balance shafts. Heavy rollers will appreciate.
In addition to this new engine, the small FGS abandons its tubular trellis frame for a more rigid double steel beam. The swingarm is also redesigned for more rigidity.
On the suspension side, the new non-inverted telescopic fork is a reminder that the F750GS is still geared more towards urban trail. The travel of up to 170 mm is reduced to 151 mm! The F 750 GS clearly leaves its desires off road to the F 850 GS. Rear damping remains with the combined spring / central shock absorber.
The F 750 GS is full of electronics, as standard and (especially) as an option. Let’s start with the original equipment, which includes two Driving Modes (Rain and Road), traction control, ABS Pro, emergency call (a first on a mid-range model), the Dynamic brake light since 2019, and a revamped dashboard.
But BMW obliges, it will be necessary to go through various accessory packs to fully enjoy its machine. Thus, it will already be possible to swap this classic cockpit with a much more modern 6.5-inch high-tech color TFT screen, making it possible to manage the music, the telephone and the vital parameters of the machine..
But other appetizers can quickly tempt you. It will thus be possible to equip the F 750 GS with the electronically adjustable Dynamic ESA suspension, a shifter, Pro riding modes which integrates’ Dynamic and Enduro (the Enduro Pro being reserved for the F850GS) , dynamic brake light, full LED headlight with daytime running light, Keyless Ride keyless start system, tire pressure control and 6.5 inch color TFT instrument panel.
With this development, the new BMW F750GS significantly increases its level compared to the previous generation; and only the additional 12 kilos (224 kg fully loaded) tarnish the picture. Fans of off-road trips will naturally turn to the F 850 GS which offers more appropriate peripherals (inverted fork, long travel, narrow front tire on 21-inch spoke rim …) But for those who want to ride in GS without breaking too much neither its crampons nor its wallet, the F 750 GS retains serious advantages.
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What you must remember
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F 750 GS 2020
Model marketed in
0 to 100: 4.10 s
medium: 4.10 l
about 190 km / h
The technical aspect
BMW F 750 GS 2021
- Tank: 15 liters
- Width: 922 mm
- Wheelbase: 1,559 mm
- Operating weight: 224 kg
- Train before
- secondary by chain
- Rear axle
(84 x 77 mm)
at 7,500 rpm
at 6,000 rpm