Review: 2024 BMW F 900 GS Adventure

The adventure motorcycle space has seen significant change in product diversity in recent years. While displacement one-upmanship continues at the far end of the displacement spectrum, roughly 16 years ago, a “middleweight” twin-cylinder category began gaining traction among adventure traveling enthusiasts. 

In the early 2000s, most big adventure bikes had displacement at or north of 1000cc (discounting the KTM 950). A few options existed in the sub-liter adventure touring class, such as the Suzuki V-Strom 650 and Kawasaki Versys 650, but they were quite street-biased. 

Around 2008, things began to change. BMW introduced the F 800 GS and Triumph followed suit with the Tiger 800 in 2010. The stage was being set for a new class of adventure motorcycle to become a permanent and growing fixture. 

Although BMW has arguably led the charge with twin-cylinder middleweight adventure bikes, the timeline above becomes a bit skewed when you consider the R 80 G/S essentially sparked the entire modern adventure bike market in 1980 with a 798cc flat twin. Based on current displacement categories, multiple manufacturers were already racing “middleweight” twin-cylinder adventure bikes in Dakar throughout the ‘80s, but the category didn’t go by that name at the time.

A Growing Class

The BMW F 900 GS Adventure occupies a unique corner of the sub-liter adventure bike market. It’s a middleweight bike in heavyweight trim. 

After the rear-mounted fuel tank of the original 2013 F 800 GSA was moved to the front of the bike for the F 850 GSA in 2018, the bike’s overall girth increased. The F 900 GSA continues this evolution with an even larger presence, which can be offputting until you ride it. 

Despite its daunting heft, the F 900 GSA is surprisingly agile on the trails. The manually adjustable 43mm fork appears to have preload, rebound, and compression dialed in for someone roughly my weight (185 pounds) by default, and the preset Dynamic ESA modes of rider, rider and luggage, or rider and passenger seemed adequate to handle each of those tasks. 

Trim Packages

In standard trim, the bike features the Rain and Road riding modes. With the optional Riding Modes Pro installed, you’ll unlock the Dynamic, Enduro, and Enduro Pro modes. 

Trying to select one of these five available modes reveals an interesting quirk in the TFT display—only four are available when scrolling through them with the Mode button. You can select which four you want available through the Settings menu. 

Unless you’re really getting after it in the twisties, the Road mode provides a good balance of stability and performance. The Dynamic mode allows for more rider input to be felt through the computer intervention. The bike still handles traction control, throttle response, and braking duties in this sportier mode, but it feels like it’s operating more in the background. 

For basic off-road duties, you have the Enduro mode. However, for anyone looking to play a bit more in the dirt, the snappier throttle response and fully disabled rear-wheel ABS of the Enduro Pro mode will be the go-to choice.

In addition to Ride Modes Pro, all the usual suspects, such as Dynamic ESA, Keyless Ride, Tire Pressure Monitor (TPM), and a quickshifter, are present in the $2,690 Premium Package. In addition, this package comes with the fascinating M Endurance chain. I’m accustomed to some chain stretch on most new bikes after the first few hundred miles, but measuring this optional chain at 2,363 miles showed almost no appreciable wear. 

Target Consumers

With the F 900 GSA occupying a middle rung on the ladder between the F 900 GS and R 1300 GS, it begs the question of whom this bike is for. Choosing between the standard or Adventure versions of the F 900 is a somewhat clear choice—you’re basically getting more fuel range at the expense of some additional weight. 

A lighter, slimmer package in the standard F 900 GS makes it the obvious choice for more off-road oriented riders. The heavier and perhaps more planted feel of the Adventure could make it the preferred choice for adventure tourers, with an emphasis on “touring.” 

Going a little deeper into the details, the choice becomes more nuanced. The F 900 GS Adventure features a lower final drive ratio than the standard bike: 2.765:1 for the GS and 2.588:1 for the GSA. This further adds to the GSA’s touring nature by sacrificing some low-end torque to achieve a more relaxed engine at higher speeds 

Choosing between the F 900 GSA and R 1300 GS involves much more profound differences. Comparing these two bikes is almost apples to oranges. 

Surprisingly,  an additional 405cc of displacement, the R 1300 GS is 19 lbs lighter than  the F 900 GSA when both are fully fueled. However, the 900 GSA carries a full gallon more fuel than the standard 1300 GS, has a full inch more seat height, and boasts more suspension travel (only an additional 0.56 inches for the rear but an additional 1.55 inches up front).

On paper, the F 900 GSA would seem to be the clear winner over the boxer for serious off-road adventure travel. But, having sunk some respectable hours into both bikes, I find the R 1300 to be massively capable off-road. In the end, it’s less of an issue of one being clearly better than the other for a particular purpose, and more that they’re just different.

Conclusions

For now, the middleweight class is perhaps the most diverse segment of the adventure bike market. With a range of options spanning roughly 400cc and 100 pounds, you’ve got bikes that feel like off-road weapons that can handle superslab decently, and others that appear to be heavy cruisers but like to play on the trails. 

The 900 GSA would lean toward the latter, but in a unique way. It rides like a much smaller and lighter bike than it appears. At a claimed 505 pounds dry, the F 900 GS Adventure packs an additional 64 pounds over the KTM 890 Adventure R, 72 pounds over the Yamaha Ténéré 700, and a whopping 93 pounds over the Aprilia Tuareg 660.

These numbers aren’t to be taken lightly (no pun intended). The fact that the F 900 GSA can handle as nimbly as it does both on- and off-road speaks to the level of refined power delivery and balance engineered into the bike. Why this middleweight motorcycle aspires to outdo many heavyweight contenders in terms of sheer mass is a question for the engineers, but maybe not the most important one. 

As the current contender for the heaviest bike in the middleweight class, the F 900 GS Adventure almost begs for a new class of motorcycle to be defined in the middleweight space. At the opposite end of the weight spectrum, the Tuareg 660 might beg for the same thing in the other direction. 

Reclassifying and re-naming things seems de rigueur presently. So, redefining a segment of the motorcycle market would seem to be an easy call.

Technical Specs

+surprisingly agile, wide range of available factory options, highly refined engineering
-options rack up the price, heaviest bike in its class

Distributor: BMW North America
MSRP: $14,495
Engine: parallel-twin, four-storke, water-cooled, 4-valve, two OHC
Displacement: 895cc
Power: 105hp @8,500rpm; 68.6lb-ft @6,750rpm 
Transmission: 6-speed, constant-mesh, multiplate clutch, optional quickshifter, chain final drive
Rake/Trail: 62°/4.72in
Weight (Wet): 542lbs
Seat Height: 34.4in
Fuel Capacity: 6gal
Fuel Grade: premium
Colors: Blackstorm Metallic, Ride Pro