Adam ‘Chad’ Child has got his thoughts down on the new Beemer. Here’s what you need to know:
Bigger engine, more power, less weight and a new look for the 2024 BMW F 900 GS- It’s weird to think the new middleweight F 900 GS produces more power than the legendary 1200 GS when it was launched back in 2007. Proof, if it were needed, that middleweight adventure bikes have come a long way. For 2024, the F 900 GS promises to deliver both on and off-road – so we headed to southern Spain to try two different models: first, the standard GS fitted with the Enduro Package Pro; and the second, a more road-focused model, which also started life as a standard bike, now fitted with the Dynamic Package.
BMW has made substantial improvements in performance over the outgoing 850 model, which was beginning to feel dated compared to recent competitors entering this highly competitive market. With a quoted 105bhp, the new 900 GS surpasses the Africa Twin in power and matches the Triumph Tiger 900 and KTM 890.
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Nevertheless, it’s not just about peak power numbers, as BMW has focused on developing torque output and throttle delivery. There’s now a wider spread of torque throughout the rpm range, with added punchiness in the midrange. Peak torque isn’t a massive step over the old 850 (just 0.7lb-ft higher) but it’s wider. Even at higher speeds, the GS delivers smooth and torquey performance without needing constant gear changes. There’s enough power to lift the front wheel in lower gears too, which is useful for off-road riding – with abundant reserve power for positive overtakes, especially when riding with a passenger or fully loaded.
Jumping to the dirt, the combination of dirt-oriented Metzeler Karoo 4 tyres and soft power perform well on the varied terrain we encountered in Southern Spain. Initial throttle response can be a bit sharp, especially in Enduro Pro mode, but once the throttle is open, the power delivery is smooth and consistent. Throughout a long off-road ride, I welcomed the precise fuel delivery, allowing controlled power slides when exiting slow corners, great immature amusement.
Both on-road and off-road rider aids are excellent and easily accessible on the move, with traction control adjustable with a single button push on or off. Overall, the BMW GS offers a blend of power, versatility, and user-friendly electronic aids that make it stand out in its class.
We tested both the standard model and the Enduro Package Pro model equipped with upgraded Showa suspension. This is a big change for BMW; the design team have been busy in reducing weight by a whopping 14kg and introducing high-quality Showa front suspension with 26mm more travel than before.
Notwithstanding the increased travel, the new F 900 GS maintains controlled handling throughout its suspension stroke. It’s optimized for road comfort but can handle a variety of terrain with ease. Even over rocks and gravel-covered roads with deep potholes, the GS provided a smooth ride, feeling more composed and stable as speed increased.
Back on the tarmac, the less off-road derived GS exceeded expectations, offering abundant grip and feedback despite its tall suspension and road-oriented Bridgestone A41 tires. Its agility is remarkable for an adventure bike with a 21-inch front wheel, making it enjoyable to ride when roads get twisty and fun – again something which could never really be said of the old bike.
Off-road, the improvements continue, with the kitted-out GS handling small jumps, sand, and gravel effortlessly. The front-end feel is excellent, providing confidence in varied conditions without washing out or pushing wide. While the standard setup might be slightly soft for extreme off-road enthusiasts, the majority of GS owners and MSL readers will appreciate its user-friendly nature and supportive rider aids. It’s like riding with a BMW instructor on your shoulder.
The brakes now feature BMW’s Motorrad ABS Pro, offering cornering ABS. The system felt non-intrusive on typical roads and provided necessary assistance on trickier surfaces without being distracting. In Enduro mode, ABS remains active, offering valuable assistance for less experienced riders and can be adjusted in Enduro Pro mode for more experienced riders seeking minimal ABS intervention off-road.
Regardless of the slightly increased seat height and suspension travel, the new 900 GS doesn’t feel awkward or bulky. The seat is comparatively narrow and positions you within the bike rather than on top of it. With a significant reduction in weight, especially at the top due to the new plastic fuel tank (sorry, no magnetic tank bag anymore) it’s far from intimidating. I’m only a short rider at 5ft 7ins, and had no issues, and I wouldn’t recommend the lower seat option unless you’re 5ft 6ins or lacking confidence.
The F 900 GS is like the superhero sequel we didn’t know we needed, leaping miles ahead of the F 850 GS and making it look like a sidekick. Sure, the specs suggest just an extra 10bhp and a 14kg weight loss, but it feels like it’s been hitting the gym and drinking protein shakes. On the road, it’s more fun than before, and off-road, it’s as surefooted as a mountain goat in hiking boots.
