Last month, the 19th edition of the BMW Motorrad Days took place in pleasant mid-summer temperatures in Garmisch-Partenkirchen at the foot of the Zugspitze.
BMW Motorrad Days 2019 at Garmisch-Partenkirchen
This year more than 40,000 visitors once again turned the festival grounds at the Hausberg mountain into the world’s biggest BMW Motorrad meeting.
In addition to numerous new products presented by the around 80 exhibitors from the world of customising, tuning and accessories, fans were in for a world premiere in Garmisch-Partenkirchen this year.
BMW R nineT /5
MW Motorrad presented the new BMW R nineT /5, a motorcycle which skilfully echoes the legendary BMW R 75/5 of 1969. True to the motto “classic, authentic, original – and air-cooled”, the four bikes shown on the festival grounds went straight to heart of the fans as reflected by the almost euphoric reaction to the latest BMW Motorrad model.
BMW Motorrad Days 2019
True to the motto “classic, authentic, original – and air-cooled”, the four bikes shown on the festival grounds went straight to heart of the fans as reflected by the almost euphoric reaction to the latest BMW Motorrad model.
BMW Motorrad Days 2019 – Vision DC Roadster
The two concept bikes by BMW Motorrad also proved to be special highlights. The BMW Motorrad Vision DC Roadster was joined by the BMW Motorrad Concept R 18 custom bike with the large-capacity boxer engine for the cruiser segment.
The Concept R 18 was also the centrepiece of the new Heritage Area.
Many visitors also used the opportunity of talking to the BMW Motorrad product specialists in person and of getting to know the current model generation better in the product tent.
BMW Motorrad Days 2019
Autograph sessions were held with Helmut Dähne, a TT winner from 1976.
Helmut DähneAutograph sessions were held with Helmut Dähne, a TT winner from 1976.
As always, the 19th BMW Motorrad Days were dedicated to generating a relaxed party atmosphere. Be it in the festival tent in the evening, in the Heritage Area, at the campfire or in the US Lodge – everyone was sure to find their favourite spot with a wide variety of live music on offer.
BMW Motorrad Days 2019
By contrast pure action was delivered at the Original Motodrome Wall of Death Show by Donald Ganslmeier and his team as well as at the BMW Motorcycle Drift Show by Alex Le Marseillais from France or the Freestyle Show by Irishman Mattie Griffin at the Event Arena.
BMW Motorrad Days 2019
Anyone who felt like getting in on the action themselves, had lots of opportunity to do so.
BMW Motorrad Days 2019
Over 1,000 participants went for test rides, and over 600 visitors did off-road laps in the Enduro Park.
BMW Motorrad Days 2019
The Kids Trial Taster Training sessions were surely the highlight for the bravest of the young visitors. 150 of them gained their first experiences on motorised two-wheelers.
Kids were also welcomed into the action at BMW Motorrad Days 2019
Once again the pleasures of the palate were fully catered for – how else could it be in Bavaria – in the festival tent and the numerous food stalls and locations. No less than 5,000 scoops of ice cream, 1,000 crepes as well as 2.8 tons of French fries, lots of meat and around 20,000 litres of beer were consumed by the many visitors.
BMW Motorrad Days 2019
Two visitors of the 19th BMW Motorrad Days went home truly happy after the event. On Friday evening a brand new BMW R nineT /5 was raffled among the visitors and a BMW F 850 GS followed on Saturday evening.
BMW Motorrad Days 2019
Another record was announced from the BMW Motorrad rider equipment tent and the fanshop. More than 15,000 articles were sold this year – more than ever before.
BMW Motorrad Days 2019
The BMW Motorrad Team is already working on the 20th edition of the BMW Motorrad Days which will take place from 3 – 5 July 2020.
As of the upcoming 2019/20 season, which gets underway on 21st/22nd September with the Bol d’Or in Le Castellet (FRA), a BMW Motorrad World Endurance Team will contest the FIM EWC with the new RR. The commitment is in collaboration with the Team MRP of Team Manager Werner Daemen (BEL). The riders will be announced at a later date.
“The FIM Endurance World Championship is an attractive platform for us for many reasons,” said Dr. Markus Schramm, Head of BMW Motorrad. “Endurance races like the Bol d’Or or Le Mans are real tests of stamina for both man and machine during which we can showcase the performance of our BMW S 1000 RR on the international stage. The FIM EWC is becoming increasingly popular around the world and gives us the opportunity to be present also in the Asian markets. That’s why it is a logical step for us to expand our works commitment with the new RR, which is already making waves in the FIM Superbike World Championship this season. I’m looking forward to gripping endurance races with the BMW Motorrad World Endurance Team.”
Dr. Markus Schramm, Head of BMW Motorrad with Marc Bongers, BMW Motorrad Motorsport Director.
“As part of our customer racing programme, we have had a presence in the FIM EWC for several years and we are looking forward to taking the next step with the new BMW S 1000 RR and having a works involvement there now,” added BMW Motorrad Motorsport Director Marc Bongers. “Werner Daemen’s MRP team is a competent partner with a wealth of racing experience, who is also already very familiar with the new RR. We’re also excited to have Dunlop on board and part of this project as tyre partner. Dunlop will also provide strong support with their expertise. The objective is clear: The first season in this top-level world championship will be a year of learning in which we want to become more and more competitive step by step. In the longer term our aim is to be up there among the leading pack and battling for the title.”
“We’re really looking forward to this fantastic new project and being able to enter the Endurance World Championship with the support of BMW Motorrad Motorsport and a works team,” said Werner Daemen. “I believe that we have the necessary experience and we are eagerly awaiting the 2019/20 season. I would like to thank BMW Motorrad Motorsport for their continuous confidence in our work. I was an active rider in the Endurance World Championship myself and recorded a few successes, for example, second place in the 24-hour race in Francorchamps in 2000. I hope to be celebrating similar successes with the BMW Motorrad World Endurance Team sometime in the near future.”
BMW S 1000 RR
In preparation for the start of the season, the BMW Motorrad World Endurance Team is currently developing an endurance version based on the RR Superbike used in the FIM Superbike World Championship (WorldSBK).
FIM Endurance World Championship 2019/20
21st/22nd September 2019: Bol d’Or (24-hour race) – Le Castellet (FRA)
14th December 2019: 8 Hours of Sepang – Sepang (MAS)
18th/19th April 2020: 24 Heures Moto – Le Mans (FRA)
6th June 2020: 8 Hours Oschersleben – Oschersleben (GER)
BMW today took the wrap off a new R nineT /5 model that marks the 50th anniversary of the /5 series and 50 years of BMW Motorrad production in Berlin’s Spandau plant.
BMW R nineT /5
The new model will go on sale in Australia at an MRLP of $21,190.
Production got underway in 1969 at BMW’s Berlin plant with some 400 staff and a new series: the /5 models R 50/5, R 60/5 and R 75/5. With a completely newly developed chassis and engine along with a fresh, modern design, BMW made a lasting impact on the expanding motorcycle market of the time.
BMW R nineT /5
The BMW Motorrad anniversary model R nineT /5 marks the 50th anniversary of the /5 series and 50 years of BMW Motorrad production in Berlin Spandau.
Highlights of the BMW R nineT /5
Air/oil-cooled boxer engine with a capacity of 1170 cc and an output of 81 kW (110 hp) that meets EU4 requirements.
Spoked rims, 3.5 x 17 inches at front and 5.5 x 17 inches at rear.
320-millimetre twin disc brake at the front.
ABS as standard. ASC (Automatic Stability Control) as standard.
Heated grips as standard.
2-in-1 exhaust system made of stainless steel with chrome manifolds and rear silencer.
Chrome mirrors.
Fuel tank with knee pads and elaborate paint finish in Lupine Blue metallic with smoke effect and double line marking.
Front mudguard in Lupine Blue metallic with double line marking.
Double seat with chrome decorative elements and white piping, evoking the historic predecessor.
Fork slider tubes, wheel hubs and spokes in Aluminium Silver.
Telescopic fork with gaiters.
High-end details such as fork bridges and footrests in forged, clear anodised aluminium.
BMW R nineT /5 in detail
The BMW R nineT /5 features the air/oil-cooled boxer engine familiar from other R nineT models with 101-millimetre bore, 73-millimetre stroke and therefore a capacity of 1,170 cc. Its peak output is 81 kW (110 hp) at 7,750 rpm and the maximum torque of 116 Nm arrives at 6,000 rpm, with a maximum engine speed of 8,500 rpm.
BMW R nineT /5
Power transmission is via the well-established 6-speed gearbox and universal-shaft drive.
With a view to echoing its classic counterpart, the R nineT /5 is fitted with an exhaust system featuring the polished rear silencer of the R nineT Racer as well as chrome manifolds. The exhaust end section is finished in natural, matted stainless steel whose shape recalls the conical end sections of the 5/ silencers.
BMW R nineT /5
Like the other R nineT models, the R nineT /5 has a steel tubular space frame in modular structure. This comprises three components: a main front section, a rear section with integrated end piece and a passenger frame which are all bolted together.
Due to the removable sub-frame the R nineT /5 also offers plenty of scope to change the look and therefore also the character of the BMW boxer entirely according to personal taste.
BMW R nineT /5
The chassis geometry of the R nineT /5 does justice to the bike’s dynamic, active riding ambitions, too. It is designed for a light-footed handling, neutral cornering response and a high level of directional stability, thus promising riding fun on winding country roads in particular. The wheelbase of the R nineT /5 is 1,493 mm, the castor 105 mm and the steering head angle 63.4 degrees.
BMW R nineT /5
Like the /5 models 50 years ago, the R nineT /5 is also pillion passenger friendly thanks to the seat which authentically recreates its historical archetype. The seat height for the rider is approximately 825 mm, which in conjunction with a narrow inside leg width provides pleasant seat comfort for both rider and passenger.
BMW R nineT /5
A conventionally designed 43 mm telescopic fork provides 125 mm of spring travel. The gaiters on the telescopic fork are a feature that has been clearly borrowed from the historic original. 50 years ago their function was to provide protection for the hard chrome-plated surface of the slider tubes – from stone chip, for example, as well as from fine-grain soiling that continues to cause long-term shaft seal problems to this day.
BMW R nineT /5
The finish selected for the fork slider tubes is also reminiscent of the /5 models. They are coated in Aluminium Silver, as are the wheel hubs and spokes, engine and gearbox. The black coated frame and black propeller shaft casing are also perfectly showcased with a view to bringing the historical originals back to life.
BMW R nineT /5
The fork bridges and footrests are now high-end lightweight aluminium forged parts, for example, with a surface that has been glass-bead blasted and then given a clear anodised finish. Other aluminium features include the double-butted tubing handlebars and clamp.
BMW R nineT /5
Rear wheel control is taken care of in well-proven fashion by means of a Paralever single-sided swinging arm and monoshock, as used in other boxer models belonging to the BMW Motorrad Heritage world of experience. Pre-load and rebound damping is adjustable and the rear susension provides 120 mm of travel.
BMW R nineT /5
The R nineT /5 has wire spoke wheels in the dimensions 3.5 x 17 inches at the front and 5.5 x 17 inches at the rear, with tyres in the sizes 120/70 ZR 17 and 180/55 ZR 17 respectively.
BMW R nineT /5
An appropriate nod to the past is also provided by the sheet steel casing of the circular headlamp, which is finished in black just like its historic reference model. In corresponding style, the R nineT /5 is fitted with white turn indicators and an LED rear light.
BMW R nineT /5
Four-piston brake calipers at the front along with floating brake discs with a diameter of 320 millimetres and ABS ensure secure deceleration. ASC (Automatic Stability Control) is also available.
BMW R nineT /5
50 years ago, BMW used the lamp bowl of the headlamp to house a circular instrument that combined speedometer and engine speed display in a single unit. What was then a state-of-the-art information centre is replaced today by contemporary technology in the R nineT /5.
BMW R nineT /5
The instrument cluster – likewise designed as a circular unit – features an analog speedometer display and integrated indicator lamps, harmoniously matching the classic, reduced appearance of the R nineT /5. Housed in a high-quality metal casing, its simple functionality is entirely dedicated to the principle of reduction to the essentials – the very approach that was so typical of the /5 models 50 years ago.
BMW R nineT /5
If desired, the range of BMW Motorrad special accessories allows the addition of a classic engine speed counter with analog display. In addition, the R nineT /5 is fitted with an LCD display that shows important information such as the time and trip distance.
Supplies of the new BMW S 1000 RR have been substantially delayed thanks to a high demand for the company’s first high-performance M package.
The third generation gets a revamped engine and suspension for 2019, with more power, more technology, but less flab.
Power has been increased by 6kW (8 hp) to 152kW (207hp) and weight has been reduced from 208kg to 197kg (193.5kg with M Package).
And for the first time, BMW Motorrad offers M options and M Performance Parts for the new S 1000 RR.
The M package includes motorsport paint, carbon fibre wheels, lightweight battery, M Chassis Kit with rear ride height adjustment and swingarm pivot, sport seat and Pro Mode.
M gear has been available for BMW cars for years, but this is the first time it has been offered on a motorcycle.
BMW S 1000 RR with M package
S 1000 RR M package demand
BMW Motorrad Australia spokeswoman Leanne Blanckenberg says the “strong global demand for the S 1000 RR with the M package” has resulted in a delay in supply of the standard S 1000 RR.
“BMW Motorrad has had to adapt the originally planned production and delivery schedules from our suppliers,” she says.
“The production planning adaptations to the new S 1000 RR to meet the market requirements for a high M package equipment quota result in a reduced volume for the market launch in June,” she says.
“In addition, longer tool and system delivery times on the supplier side are currently reducing and regulating the output on the manufacturing side.
“BMW Motorrad is working in the best possible way to eliminate the bottlenecks to counter delivery delays and meet the great demand for the S 1000 RR.”
It is also believed early production models had a crankcase problem that has now been fixed.
Incentives
In Europe, buyers who have paid a deposit and face long delays are being offered a loan bike while they wait or they can keep and continue to ride their trade-in bike at an agreed price until the S 1000 RR arrives.
Some dealers are also offering customers discounts and cash rebates on BMW rider gear or bike parts.
Leanne says BMW Motorrad Australia has not yet made any decisions on incentives.
BMW have produced a new bespoke hand-made prototype concept of a new battery powered motorcycle they have dubbed the DC Roadster.
BMW Motorrad Vision DC Roadster
For more than 90 years, the 2-cylinder boxer engine has been a key element of the BMW Motorrad identity, in both technological and visual terms, and BMW designers have taken some cues from their history in penning and then producing this rather avant-garde new concept vehicle.
BMW Motorrad Vision DC Roadster
In a motorcycle, the motor is the centrepiece – it is the fundamental element, providing the basis for the entire architecture. But electrical drive components have completely different requirements in terms of installation space.
While in a conventional motorbike the size of the engine is mainly determined by its capacity, it is the battery that takes up most space in the case of an electrically powered vehicle. The electric motor itself is relatively compact.
BMW Motorrad Vision DC Roadster
Starting from this new basis, the BMW Motorrad Vision DC Roadster is able to make this transfer – retaining the iconic appearance of a boxer while filling it with a new function. This is why the Vision Bike is instantly recognisable as a BMW motorcycle, revealing its electric nature on closer inspection.
BMW Motorrad Vision DC Roadster
Replacing what would previously have been the engine, there is now a vertically fitted, longitudinally oriented battery.
For cooling purposes, two side elements protrude with cooling ribs and integrated ventilators.
BMW Motorrad Vision DC Roadster
As in the boxer engine of the BMW R 32 – the development of which was masterminded by Max Friz in 1923 – the cooling elements are placed in the air stream.
The cylinder-shaped electric motor is positioned underneath the battery and is directly connected to the universal shaft.
BMW Motorrad Vision DC Roadster
The BMW Motorrad Vision DC Roadster thus demonstrates a clever drive architecture that visually echoes the history of BMW Motorrad while at the same time taking it a step further.
Edgar Heinrich
Head of Design BMW Motorrad
“The boxer engine is the heart of BMW Motorrad – an absolute stalwart of its character. But BMW Motorrad stands for visionary zero-emissions vehicle concepts, too. In view of this, one question that arises is: what would happen if we were to replace the boxer engine with an electric motor and the required battery? The Vision Bike shows how we’re able to retain the identity and iconic appearance of BMW Motorrad in distinctive form while at the same time presenting an exciting new type of riding pleasure,” explains Edgar Heinrich, Head of Design BMW Motorrad. “After all: anyone who’s ever tried it out in practice knows very well that riding on two wheels is just as exciting when its electrically powered! The high level of torque right at set-off makes for breath taking acceleration. This almost brutal power delivery creates a whole new experience of dynamic performance. And the BMW Motorrad Vision DC Roadster puts a face to this experience.”
BMW Motorrad Vision DC Roadster
In the side view, the BMW Motorrad Vision DC Roadster presents a highly dynamic gesture with clear front-wheel orientation. The low front section and the short, high rear convey a sense of agility.
BMW Motorrad Vision DC Roadster
Instead of the fuel tank, a flat, finely-wrought tubular structure spans the vehicle corpus. Its further shaping integrates the seat in a modern form, thereby creating the flyline of a sporty roadster. The frame structure is a key factor in defining the dynamic side view.
BMW Motorrad Vision DC Roadster
The large battery with its laterally protruding cooling systems is positioned at the centre of a frame milled from aluminium. The three-dimensional surface finish on the battery trim conveys a contemporary aesthetic appeal with its precise contours. The cooling elements echo the slight forward tilt of the battery silhouette, giving the side a dynamic momentum. When starting the electric motor, these cooling elements move out slightly, indicating that the bike is ready to go.
BMW Motorrad Vision DC Roadster
The overall appearance of the BMW Motorrad Vision DC conveys a sense of lightness so as to emphasise driving dynamics. Elements such as the seat and the cooling system appear to hover around the battery.
BMW Motorrad Vision DC Roadster
On the frame itself, lengthwise milled grooves create a fascinating visual effect, reducing the perceived volume and highlighting the bike’s longitudinal dynamics. This impression is further underscored by means of openings in the milled aluminium frame and the tubular frame structure arranged above it.
BMW Motorrad Vision DC Roadster
High-tech materials such as carbon fibre and aluminium reduce the overall weight and give the BMW Motorrad Vision DC Roadster a technical aesthetic. Meanwhile, red contrast elements and brushed aluminium at selected points such as the battery, frame and cool systems emphasise the bike’s innovative geometry.
BMW Motorrad Vision DC Roadster
A key element of the BMW Motorrad Vision DC Roadster’s captivating overall appeal is the elaborate finish to be found in all its details. Within the mainly dark colour concept, it is the mechanical elements such as the exposed universal shaft and the Duolever fork that add striking accentuations. In this case, the two classic BMW features are re-interpreted and elaborately showcased.
BMW Motorrad Vision DC Roadster
In the same way, the suggested triangular frame echoes a typical feature of earlier BMW motorcycle models, even recapturing its white lines, which in this instance fluoresce in the dark. The minimalist design of the front and rear lights is an iconic implementation of the hallmark BMW Motorrad lighting, reflecting maximum reduction in modern style. The headlamp shows the LED daytime riding light in a dynamic, flat U shape, while two compact LED lenses on each side provide the low and high beam. This creates a hallmark lighting design that makes the concept vehicle instantly recognisable as a BMW motorcycle – both during the day and at night. The rear light consists of two C-shaped LED elements which are integrated in the aluminium rear carrier in minimalist, technically high-quality form.
BMW Motorrad Vision DC Roadster
On the flanks of the tyres exclusively made by Metzeler for the Vision Bike, five fluorescent elements, each about the size of a postage stamp, are integrated. They combine innovative design with safety aspects: standing and moving, the lighting elements create an exciting graphic effect. In darkness, they increase the visibility from the side and thus providing more security. They also convey dynamics when in motion.
BMW Motorrad Vision DC Roadster
The functional two-piece suit is not instantly recognisable as protective clothing: it is an outfit that primarily stands as a modern, emotional fashion statement. The light jacket with large graphics in iridescent colouring and the casually styled black trousers combine fashion sense with new functionalities. The protectors are sewn in almost invisibly, while integrated technologies enable various light functions as well as the digital connectivity of the future. An asymmetrical rucksack vest rounds off the rider equipment for the vision vehicle. Fixed to the jacket by means of magnets, it provides storage space and additional functionality. The permanent magnets means that the rucksack is quick to put on and take off.
BMW Motorrad Vision DC Roadster
The BMW Motorrad Vision DC Roadster is a visionary symbol of the future of BMW Motorrad with alternative drive forms. It showcases the electrically powered driving experience in honest, authentic form, in particular creating a new, distinctive aesthetic appeal that is still firmly rooted in the finest BMW tradition.
However, the new design shows that they are considering adding an electric spark to more models than just an R1-styled sports bike.
There is also talk of electric scooters and we suspect an electric version of the three-wheeler Niken.
Bright spark
These new patent designs are not really concerned with the type of the bike, but where the charging socket will go.
Some drawings show the plug socket in the traditional place where a fuel tank filler would be. They also show a socket in the instruments and nose cone.
Plug socket in nose cone
After all, it could be located anywhere on an electric bike, so long as it is convenient.
Yamaha recently joined with fellow Japanese manufacturers Honda, Kawasaki and Suzuki to standardise electric motorcycle technology such as batteries and charging infrastructure.
That would mean plugs on bikes and sockets on charging points would suit all electric motorcycle models.
That could be what this patent is about, rather than just designs for an electric version of the R1.
It seems everyone is now considering electric motorcycles and scooters.
In the past few weeks we have seen announcements and patent designs from traditional motorcycle companies such as Triumph, KTM, BMW, Buell and Kawasaki.
There are two things that have prevented Ewan McGregor and Charley Boorman completing their proposed Long Way Up tour of South and North America.
There is the fact that Ewan is so busy with Hollywood movies he can’t afford a few months off and there is also the fact that Ewan is ambassador for Moto Guzzi and Charley is ambassador for Triumph.
The pair rode BMWs in their 2004 Long Way Round and 2007 Long Way Down.
Ewan tries the sleeping arrangements on the V85TT!
Now Moto Guzzi has replaced it with the V85TT which Ewan recently rode in Southern Sardinia.
If Triumph and Moto Guzzi could come to an understanding, the pair could team up together again and ride different bikes.
Both companies have much to win from such a joint effort and a lot to lose — remember Charley’s tantrum when KTM pulled their support for Long Way Round!
However, Charley told us last year that Ewan’s relationship with Moto Guzzi would not necessarily foil their plans:
We’ve been talking about it a long time and if the stars align we will do something like a Long Way up from Tierra Del Fuego to Alaska in the next couple of years. It really is close now. Ewan’s always had a loose relationship with Moto Guzzi so there’s no conflict there.
MBW with Charley Boorman
Long Way Back
It’s been a long time between trips for Ewan and Charley.
From 14 April 2004 to 29 July 2004, they rode across Europe and the USA in Long Way Round and from 12 May to 4 August 2007 they rode from the top of Scotland to Cape Town in South Africa for Long Way Down.
With Ewan becoming increasingly busy with Hollywood movies, Charley squeezed in the 2006 Dakar rally for his series, Race to Dakar, and has produced several other travel shows.
I didn’t mind the F750GS I reviewed recently, but there were a couple of niggles that took the shine off it for me. The throttle feel was not quite right at part throttle, as was the quick shifter. In slow moving traffic it wasn’t the silky smooth bike it should have been. And the off road capability was certainly more ‘soft roader’ than ‘off roader. But aside from that there was real promise of something more…
The something more is (maybe a little unsurprisingly) the full fat, full sugar F850GS. Its a ripper of a bike. Dammit. So much for building suspense. What makes it so much better? Hah! You’d have to read on.
2019 BMW F 850 GS and F 750 GS on the Dyno
Quick recap of the spec sheet differences
F 750 GS: 853cc, 77hp, 83Nm, 224kg, 15L tank, 815mm seat, Suspension travel 151mm F / 177mm R (My take on that is here)
F 850 GS: 853cc, 93hp, 92Nm, 229kg, 15L tank, 860mm seat, Suspension travel 230mm F / 215mm R (this is what we’re looking at now)
So, compared to the 750, this one has an extra 15 ponies, 5 extra kilos that arrives care of the 80 mm extra suspension travel up the front, and 38 mm extra up the back, which translates to a 45 mm increase in the seat height. Despite what they sometimes say, more is absolutely more in this case.
First thing I noticed when I threw the leg over was the seat height from the extra suspension travel and the switch to larger spoked wheels (full sized 21-inch front), over the 750.
2019 BMW F 850 GS
What also caught me out the first few rides was how long the stand was compared to what I expected. It makes the bike sit closer to upright (it’s not leaning on the stand as much), so that when I rocked it off the stand it felt like it wanted to fall the other way – I had to catch it on the other side. I thought it felt a bit top heavy because of this initially, but on the go you don’t notice it at all. So if you’ve sat on one in a bike shop and its felt top heavy. Go for a ride on one because they aren’t. Maybe they’ve done that so it won’t push down into soft gravel all that much when going bush, which would be clever, although you don’t always have even ground when you stop the bike in the bush, so maybe not so much… Perhaps just a bigger foot on the stand would have sufficed. Either way, no biggie.
On the road it felt pretty familiar after having spent a couple of weeks on its little brother. I still love the dash and controls, kudos BMW.
Optional TFT dash seen here on the 2019 BMW F 850 GS Adventure
The big difference was, to my surprise, the throttle feel and quickshifter on this bike by comparison. They seem to work just fine. Damn near perfectly in fact. There’s still the slightest hint of surge at part throttle but only at revs below 3,000rpm, however it’s night and day better. And the shifter seems spot on.
If I was a cynic, I’d say that both the injection and shifter were extensively mapped and calibrated to this engine output, not the lower 750 output. But that’d be me being a cynic… Could also be that the 850 was running the standard muffler whereas the 750 had a slip-on that perhaps wasn’t properly mapped for that muffler? Dunno. With those two working perfectly on the 850, I didn’t seem to find anything to fault. And this bike didn’t have any more kays on it (around a thousand when I picked it up), than the 750, so that aint it either.
2019 BMW F 850 GS
The extra hump is noticeable. Not pull your arms out noticeable, but the feeling I often had on the 750 of wanting ‘more’ just didn’t seem to come into play on the 850. Gone are the days of the old lump being a bit insipid. This thing is nice, a deceptively grunty little number that builds power smoothly and without fuss. It’ll happily loft the front when you want it to in lower cogs and on gravel it’s just sublime.
Which brings me to the other big difference in that this puppy is running proper dual-sport tyres. Chunky looking Continental Twinduros. I’d not ridden on them previously and was itching to try them out in the dirt. And given that on sealed roads the 850 is just as good as the 750GS I’ve already covered (same lovely chassis that’s even better for having the aforementioned extra hump), let’s focus on the off road stuff in more detail here.
2019 BMW F 850 GS
So when a brief window of clearish skies appeared I was out the door and headed for some local bush tracks to get a fix. I’m lucky enough that the tracks mentioned aren’t far from my doorstep. And a few kays up the road is where the 850 GS really started to shine.
The longer travel suspension made mincemeat of serious corrugation at speed and once you’ve selected Enduro Pro mode – which you can do on the move – it does all manner of magic that flatters even relative gumbies like myself. Ride height goes up, traction control algorithms are adjusted to allow for some controlled slip, and rear ABS is disconnected (when the enduro plug inserted).
2019 BMW F 850 GS
This thing is proper awesome in the dirt. The traction control setting in this mode is mega, allowing you to get the tail out and steer it with the back with full confidence that you aren’t going to fling it around and end up halfway up a messmate. Its seriously good. Fourth gear slides good. I was quickly giggling inside my lid.
But it’s not just all about the traction control hijinx. It’s a true multi punch combo, as all the controls are so well dialled in. The throttle and traction control are ace, the quickshifter is also and doesn’t need any thought, just bang it up or down and it does its thing nicely – I didn’t miss a shift. So forward momentum is nailed.
2019 BMW F 850 GS
Combine that with a really impressive Brembo ABS system that allows you to pitch it into corners pretty hard for a bike this size, you quickly forget about there being any electronic intervention at all and just revel in the grip and control and simply enjoy the ride.
So – my test loop. The first stretch of my ride was a downhill tight access track that I hit pretty regularly, fairly hard with a local group of mountain bike riders so I know it well. But I don’t hit it often with a motor. Plenty of whoops and ruts and wash outs and soft sandy runs in spots that really tested the suspension at both ends. Not once did I have a single thought about the forks or shock needing more or less of anything.
2019 BMW F 850 GS
I stopped in amongst some of the smaller washouts halfway down the hill to take some pics of the bike while it was still clean, in a spot where the sun was coming through between the trees. This little spot was before a small creek ford crossing and I figured it wouldn’t stay nice and shiny for long! Even at that stage I was already impressed and feeling confident on the bike.
Despite having the tank bag in place to carry the camera, I could still move around quite freely, meaning that I could shift my weight around and easily place the bike exactly where I wanted it, going from one track edge to the other regularly to slide past some pretty serious near full track width puddles.
2019 BMW F 850 GS
By the time I’d come out the other end of that run amongst some dirt bikers loading and unloading, I was already basically sold. A couple more quick shots then I headed out for another run up some tougher climbs. It was mostly first and second gear stuff on this section and it quickly showed me how good the traction control was, to the point where I was pretty much just keeping it pinned in a lot of sections.
One particular section was a long sandy climb of about 100 metres that had plenty of washouts and line changes. I specifically took that track with that climb in mind and the 850 GS just powered up without breaking a sweat. We’re talking sand soft enough to leave tracks a few inches deep on the flat. Impressive.
2019 BMW F 850 GS
At times I forgot just how big the bike was to be honest and found myself launching it over the graded washout drains they have on these types of tracks like I would on a proper dirt bike or my mountain bike. Now I wasn’t exactly throwing it down Metal Mulisha style, but getting a good foot of two of air under us easily on the right lips, which when you’re carrying enough momentum is soaked up without fuss – it didn’t bottom out once at either end. It just took it all in its stride.
On some of the flatter of these sections that I found myself really finding a nice rhythm towards the top of second gear that worked well. Peeling the bike left and right with the rear to change lines around holes and ruts and washouts, unweighting the front over the whoops if they were the right size. It really was an awesome little ride. Lots of those moments where you feel fully at one with the bike. Brilliant.
I finished it all by charging back up the track that I’d first come down. It’s a bloody tough climb on the mountain bike but it was a blast on the 850 GS! Two-kilometeres with 180 metres of vertical climb but that climb is mostly done in the first half. It’s a sandy washed out slog in spots and I did have one moment in really, really deep sand where the front dug in and I had a bit of a slapper, nothing that a quick dab of the foot couldn’t correct, but that was my fault not the bikes as I didn’t exactly choose the best line. And the sand was about 15 cm deep… Probably should have had my strava turned on. I would have smashed out a PB…
2019 BMW F 850 GS
So which spec are we looking at here? (cos there’s a few..) Well this one is an F 850 GS ‘Tour’ (also known as the Exclusive). It comes as standard with the Comfort Package and Touring packages (Keyless Ride, Navigation prep, heated grips, tyre pressure monitoring, centre stand, Dynamic ESA, Luggage grid with pannier fastenings) and Dynamic and Lights packages (Dynamic traction control, gear shift assist pro, riding modes pro, ABS Pro, LED Headlight, Daytime riding light, white LED indicators) and hand protectors. Basically, all the fruit.
That’s not going to give you much change from 25 big ones ride away. On top of that this one also had the $2650 full luggage set consisting of the two Vario expandable panniers, Vario expandable topcase with backrest, waterproof liners for panniers and topcase, tankbag and USB charging cable. The test bike also wore wide enduro pegs which are an additional $274.
2019 BMW F 850 GS
So… How good is it? It’s good. Bloody good actually. Even better than I thought it would be. I reckon it looks ace in this colour too. The silver, gold forks and dark green is a nice combo.
Throw a nice louder slip-on at it and I reckon I’d have one over my own gen 1 Tiger 800XC, and I love that bike so that’s saying something. Maybe I need to ride the new Tiger Trev, to see if its stepped up to match it? And the new 790 Adventure? And maybe the Africa Twin while we’re at it? They’ll have to be good to match the F 850 GS. We’re spoilt for choice aren’t we – As motorbike riders we’ve never had it so good.
Why I like it:
Why I like it:
It takes everything that’s good about the 750 and steps it up a notch
Whilst their model naming conventions might defy logic, begging the question how/why is a 750 actually an 850?, the BMW engineering boffins sure know what they’re doing. It’s a seriously thorough package when loaded to the gills like this F 750 GS was when I picked it up.
2019 BMW F 750 GS Review
They know how to do dealerships too. BMW Southbank isn’t such a horrible place to do some casual window shopping before picking up the press bike. Mental note – step away from the second hand S 1000 RR HP4 Wayno. And the R nineT racer… oof.
Back to the earlier point – a 750 not being a 750. The F 750-850 GS family is a little confusing so let’s do a quick high level recap of the specs to focus on what is what:
F 750 GS: 853cc, 77hp, 83Nm, 224kg, 15L tank, 815mm seat, suspension travel 151mm F / 177mm R (this is what we’re looking at here).
F 850 GS: 853cc, 93hp, 92Nm, 229kg, 15L tank, 860mm seat, Suspension travel 230mm F / 215mm R (I’ll get to this one soon).
So today we’re talking about the more accessible (power-wise), lower, more road oriented of the trio. The quick run through of the dash and controls was a bit of an eye opener too. They’ve gone to town on these as far as spec options go. This one didn’t just have some fruit on it – it was the full fruit salad:
Keyless ignition (push button unlock/start on proximity)
5 inch TFT screen with ‘multi-controller’ scroll wheel
Four ride modes (Rain, Road, Dynamic and Enduro),
Traction control (disengageable)
ABS (disengageable)
Electronically adjustable suspension
Cruise control
Tyre Pressure monitoring
Integrated navigator, music and phone controls (via phone app)
Heated grips (three modes)
Quickshifter
2019 BMW F 750 GS with Akrapovic exhaust
The bike I was picking up also had the very tidy Akrapovic muffler and the full suite of luggage, which is stunning by the way, via the Touring Luggage Pack (which also includes the tank bag). Solid as a rock, on and off the bike in seconds. Side panniers expand out with the flick of a lever. The top box even has a nicely integrated back-pad for the pillion.
It’s dripping with goodness and makes my personal luggage look positively low rent. Very nice kit. The Akra muffler and luggage add-ons will set you back around 4 grand on top of the base price but having seen and used them I’d be hard pressed not to tick those boxes.
High quality luggage on the 2019 BMW F 750 GS is an extra but top notch
Other than a playbook full of new technology options and having had a catalogue full of accessories thrown at it, the biggest news is the new engine. I’ll admit I’ve previously not really been a massive fan of the F series – the old parallel didn’t really blow my hair back. But this new 850cc version (in this F 750 GS…) is a much nicer powerplant.
It revs freely with a surprisingly rewarding airbox growl. Power curve feels as flat as a pancake and the bike can either be happily quick-shifted at around 4-5 thousand rpm under full throttle (which makes the most of the airbox growl) or wound right out. Peak torque (83Nm) is at 6000rpm and peak power (77hp) arrives at 7500rpm so shifting around 8 thousand just before the 8500 redline makes solid progress.
2019 BMW F 750 GS Review
The lovely carbon tipped Akra muffler liberates a little more mid-range torque over the stock muffler as well as a couple of decibels, but is still very much on the polite side of loud. At idle there’s a bit of mechanical noise from the engine – not bad noise mind you, but it’s not a quiet engine at idle. And it does vibe a little.
If it was italian it would be called character. What’s the German word for character…? Regardless, once on the move the vibes smooth out, the mechanical noise gives way to that nice airbox growl which unfortunately overpowers the exhaust note. Then by the time the airbox growl drops away the wind noise takes over, so unfortunately you never really get to hear as much exhaust note as you’d like. Less baffling please.
The quick shifter works nicely in both directions, most happily doing full throttle upshifts and will downshift happily most times if you give it a little blip to take some reverse load off the box while you’re doing it. I still found myself using a little clutch on a lot of downshifts depending on throttle input to help smooth it out further – as at part throttle it’s a bit hit and miss (which you get a fair amount of in traffic and when just cruising around).
2019 BMW F 750 GS Review
Needs to be said that when using a bit of clutch there’s a little mechanical feedback on the lever that feels odd as the auto slip mechanism does its thing. I do wonder if what is a relatively entry level adventure style bike needs a quick shifter at all, I actually think it’d be better without it – but it’s not me plonking down the folded.
Throttle feel is nice on the go, with only the occasional, very minor injection hunt when transitioning from off throttle to ‘just on’. It’s only really noticeable in traffic, when you’re riding to match someone else’s pace and not flowing along at your own. Out on the road or punting harder it disappears.
I think there’s also some tweaking to do on the anti-stall mapping down low as I felt that kick in a bit weirdly a couple of times too – and then I managed to stall it more than once while maneuvering around the boom gates at the work car park. I’d imagine both of these are only a mapping software update away from being dealt with and they are nothing you can’t adjust your throttle inputs to ride around. In fact these minor foibles with the flexibility of the powerplant might actually be from the mapping not being quite matched to the optional Akrapovic muffler that was fitted to this test bike.
2019 BMW F 750 GS Review
Overall it’s nicely proportioned and roomy for my 6ft frame. Really nice upright riding position with a generously comfortable, sculpted seat. Surprisingly comfortable actually. Whoever designed the curve of the seat nailed it. For whatever reason I reckon most sculpted seats seem to miss the mark, but this one is spot on and rises up behind your butt offering really good support.
Comfy cruising along the highway, yet sculpted enough to let you shift around and forward when firing along your favourite set of twisties. But if I’m being picky, and I am, I’d probably like a little taller screen from the factory for a little better wind protection on a bike like this.
The Akro exhaust hidden behind the Luggage Pack
In the twisties, it’s a nice thing to punt along. Really, really nice chassis balance and dynamics. You feel comfortable on it straight away, confident enough to throw it fully on its side and test just how good the traction control is. And if you’re wondering, it’s good. I like it in enduro mode on smoother gravel roads in particular.
It lets you dial up a nice amount of wheel spin without getting away from you. When you combine the airbox growl at lower revs with easy gravel slides it certainly combines for a fun ride.
However to be fair – it’s the more soft roader of the family really and set-up for better road manners than off-road. It reinforced that by tying itself in knots on my admittedly horribly corrugated gravel road – the same road that my flogged out Tiger 800XC handles far better. For more serious off roaders, you’d go with the 850 or 850 Adventure being more, and more capable again, off-road.
The F 750 GS’s switchblocks give access to the full electronics package, including electronic suspension
So three variants of the same bike. I do wonder if punters will be paralysed for choice? Certainly spoilt for choice.
While the shorter of the three suspension choices might not be up to the task for really serious off road stuff, it’s more than up to it for sealed roads and decent gravel tracks. Lashings of feedback from both ends and it soaks up the everyday ripples and bumps on our average roads very nicely. That lower seat height helps make it a little easier for low speed maneuvering in traffic too and hides its 240 odd kilos well. I was surprised when I read that in the specs, feels substantially lighter on the move.
Another party trick up its sleeve is the electronically adjustable suspension. A quick dab of the controls raises or drops the ride height through three settings in a matter of a few seconds. I do think BMW would do well to swap the positions of the ride mode control (right hand side) and the suspension height control (left hand side). You’d be more likely to use the ride mode swapping on the go than the others, so put it on the left where it’s easier.
On the right side you need to shift your throttle hand, which… I’d personally prefer not to. But I do need to pat the lads on the back for allowing riders to disable the traction control and ABS while on the go. It’s not that hard is it. Why doesn’t everyone else do it?
That TFT also has a brilliant display of your bike status while on the go – and while I’d previously have never ticked the ‘tyre pressure monitoring’ option, on the second week it came in handy and could have paid for itself in one go. I’d managed to pickup a massive tech screw in the rear tyre and the warning system alerted me to the fact that my pressures were dropping well before I’d have noticed.
A TFT display offers a clear dash, with a TPM fitted to this machine
The warning kicked in when the pressures dropped from 43 pounds to about 38 pounds. After keeping an eye on it for a few kays to see how fast the pressure was dropping, I managed to servo hop my way to the dealer, topping up pressures before it dropped below the point at which you’d start to damage the tyre further.
Ultimately in this case it needed a new hoop as the tek-screw had damaged the inside of the sidewall so the lads couldn’t risk it, but it could have saved me 300 bucks on a new tyre. AND it alerted me early enough that I wasn’t left stranded with a dead flat tyre and no options.
All in all only minor grievances really. The position of a button? And too much stuff on a dash to play with? The world’s gone mad. It’s a bloody good bike that you’ll feel at home on straight away. If you want to do some decent miles including a bit of gravel roading, this has plenty going for it – and good service intervals too if you clock up the kays like I do.
BMW Motorrad have unveiled the third custom creation based around the new 1800cc Big Boxer powerplant, this time offering a modern interpretation of the classic 1960s boxer powerplant, alongside an R5 inspired overall theme. The bike was unveiled at the Concorso d’Eleganza Villa d’Este.
BMW Concept R18 ‘Big Boxer’concept art
Edgar Heinrich – Head of BMW Motorrad Design
“With its clear aesthetics openly on display, the Concept R18 embodies for me what motorcycling, at its core, is really about. It is all about feeling instead of thinking, and not using technology for self-staging, instead giving space for imagination. This concept bike appeals to something deep down – you just want to just get on it and ride off. But when you get off it again, you don’t just put it in the garage and walk away – you turn around again and give it a final parting glance.”
BMW Concept R18 ‘Big Boxer’
Bart Janssen Groesbeek – Designer
“The biggest challenge in the design is to render everything visible. Every part has a functional purpose. There are not many who would dare to take such an absolutely honest approach.”
The BMW Motorrad Concept R18 features a boxer engine, cradle frame, exposed shaft and drop-shaped fuel tank. Its black paintwork and hand-applied contrast lines are typical design icons of BMW Motorrad classics
BMW Concept R18 ‘Big Boxer’
Balanced proportions are reminiscent of classics like the BMW R5, and convey – even from a distance – the look that comes about whenever things are consistently reduced to their bare essentials. The frame and tank create a common line all the way from the steering head to the rear wheel hub and lend a somewhat flowing elegance to the side view.
BMW Concept R18 ‘Big Boxer’
The large spoked rims (21-inch front and 18-inch rear) provide a particular stance and balance around that hulking big-bore power unit.
The heart of the BMW Motorrad Concept R18 is the Big Boxer, a newly designed, two-cylinder 1800cc flat-twin, a layout synonymous with BMW and its history. Its outward appearance is consciously reminiscent of the engines that BMW Motorrad used to build up until the end of the 1960s – but with a considerably bigger displacement and modern air/oil cooling.
BMW Concept R18 ‘Big Boxer’
The engine block and transmission are made of glass bead-blasted aluminium, providing an ideal stage on which to present the hand-polished aluminium components as well as the belt guard and valve covers.
The engine badge bears the name of the concept bike. In addition, Solex dual carburettors – similar to those used in the famous BMW 2002 sports cars – also hark back to the brand’s history.
BMW Concept R18 ‘Big Boxer’
A chrome-plated universal shaft connects the back wheel to the drive. There are no further covers anywhere on the motorcycle. Similarly, the electronics of the concept bike are reduced to no more than starter and lights.
As for its colour design, the BMW Motorrad Concept R18 shows itself to be a classic. The theme is typical BMW: the white, hand-applied lines on the fork and fuel tank in combination with the black base colour represent the classic BMW colour theme.
BMW Concept R18 ‘Big Boxer’
A discreet yellow-gold varnish effect lends the bright twin lines an exclusive touch, and the black effect paintwork on the tank and fork rods similarly reveal, in the best custom style, an unusual depth when the sunlight strikes the large metallic particles in the various layers of the paintwork.
The visual design of the imprinted single leather seat is borrowed from the classics of the 1950s. Reinterpreted and somewhat more comfortable.
BMW Concept R18 ‘Big Boxer’
The cantilever spring strut is integrated beneath the seat. The graphics of the headlamp design are also reminiscent of the 1950s. The classic U shape of the original glass cover components are now interpreted as LED lamp elements.
Big Boxer Concepts
The BMW Motorrad Concept R18 is the third in-house interpretation of the large-capacity boxer engine to come from BMW Motorrad. Last December the model created by the Japanese customisers, Custom Works Zon was presented at the Yokohama Hot Rod Show, on the basis of this new prototype engine.
Yuichi Yoshizawa and Yoshikazu Ueda with the Custom Works Zon
The ‘Departed’ won the biggest accolade of the event, the ’Best of Show Motorcycle’ award, thrilling motorcycle fans with its classic forms, modern production techniques and all manner of manual art and craft in the details.
The next round was the interpretation by Revival Cycles. The customisers from Austin, Texas created a spectacular bike with their ‘Revival Birdcage’ model, an ideal presentation platform for the Big Boxer. The specially developed titanium frame features an unobstructed view of the engine and drive from all angles. This American design created a furore at last month’s Handbuilt Show in Texas.
Revival Cyles showcase the new BMW Big Boxer cruiser engine in their showpiece
Edgar Heinrich – Head of BMW Motorrad Design
“For me, motorcycles like the BMW Motorrad Concept R18 are a response to a growing need among the motorcycling community: instead of technology, the focus here is on simplification, authenticity and transparency. I observe an almost romantic yearning for real mechanical engineering. Our aim with this concept bike is to address this need and turn it into an analogue statement in a digital age. We have a rich history of iconic motorcycles, and they all bear the same design characteristics. We believe that this can still work well together today with the current technology.”
