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BMW F750GS (2018-on) Review

Published: 02 March 2018

The F750GS offers big GS thrills without costing the earth.

BMW F750GS  (2018-on)

The F750GS offers big GS thrills without costing the earth.

Overall Rating 4 out of 5

With its lower 815mm seat height, calmer 76bhp power output, smaller (but wider 110/80 x 19 front wheel) and more stable chassis, the F750GS (replacing the F700GS) is aimed squarely at the road rider. And costing a lot less than the standard 850, it offers big GS thrills without costing the earth. 

Ride Quality & Brakes 4 out of 5

Despite the slightly lower-spec cast ali wheels, slimmer, non-adjustable 41mm right way up fork tubes (the 850 has 43mm upside downers) and a smattering of small detail changes, the F750GS enjoys the same chassis and brakes upgrades.

Sat closer to the ground the F750GS is even easier to get on with, it’s just as comfy and handles with the same level of charming predictability. With its smaller screen the wind protection isn’t as complete, but you can buy the screen from the 850GS and swap it over. 

A stiffer new monocoque bridge-design frame, with calmer steering geometry, replaces the old tubular steel item (it’s still steel for strength off-road) and the 15-litre fuel tank has been moved from under the seat to between your thighs to optimise the centre of gravity. The exhaust has also swapped sides to the right, to make it easier for the rider to swing a leg over.

All-day riding won’t be a pain, thanks to the F750GS’s comfy saddle, spacious legroom, slender fuel tank and natural bar position. 

Engine 5 out of 5

The 853cc parallel twin-cylinder motor is the same as the F850GS’s (who knows why BMW call a 750?), so it has an equally delicious soundtrack and elastic power delivery. Unless you thrash it mercilessly you don’t feel that missing 18bhp or 6ftlb of torque, either. 

Gone is the old F700GS’s zero degree crankshaft journal and 360 degree firing interval, now the parallel twin cylinder motor has a 90 degree offset and bangs every 270/450 degrees.

BMW have also upped capacity from 798cc to 853cc (thanks to an increased bore and stroke), increased power by 10bhp to 94bhp and added two counterbalance shafts to iron-out the vibes.

Four years in the making and over a million ilometres in testing, all this engine work results in a power delivery that’s packed with rumbling character and shimmering, smoothness. Low-speed manners are impeccable, the new ride-by-wire throttle is jerk-free, and the new lighter-action ‘anti-hop’ clutch serves to make the F750GS natural and easy to get along with at lower speeds.

But whip the motor into a frenzy and its fast, free-revving and fun. There’s none of the rocking and pitching you get from its boxer-twinned, shaft-driven 1200cc big brother, just vibe-free, stable acceleration and a velvety parallel twin-cylinder silence off the throttle. 

Build Quality & Reliability 4 out of 5

Build quality is superb, paint finishes and chunky plastics are top notch and the kind of attention to detail, from everything to fasteners, to the silky action of the switchgear, is everything you’d expect from a BMW. Owners reviews for reliability are mixed for the F700GS – most good and some bad, so only time will tell how this new model will stand the test of time. 

Insurance, running costs & value 4 out of 5

The F750GS is a fair chunk cheaper than the F850GS despite being not being a million miles away in general spec.

Insurance group: 12 of 17 – compare motorcycle insurance quotes now.

Equipment 4 out of 5

You’re not short-changed when it comes to spec. Standard equipment includes tactile Brembos, two riding modes (Rain and Road), ABS and a basic traction control system. Go the extra for the Sport model and another three riding modes are unlocked (Dynamic, Enduro and Enduro Pro) along with cornering ABS and traction control, a quickshifter/blipper, heated grips and an LED headlight and indicators.

Go mad with the options boxes and you can turn your basic F750GS into an enduro-shaped superbike, with superb semi-active rear suspension, cruise control, a tyre pressure warning system, a multi-function 6.5in colour TFT screen with Bluetooth connectivity, keyless ignition and a bewildering array of official BMW parts and accessories. 

Facts & Figures

Model info
Year introduced 2018
Year discontinued -
New price £7,950
Used price £7,500 to £13,800
Warranty term Two years
Running costs
Insurance group 12 of 17
Annual road tax £88
Annual service cost -
Max power 76 bhp
Max torque 62 ft-lb
Top speed 135 mph
1/4-mile acceleration -
Average fuel consumption -
Tank range -
Engine size 853cc
Engine type Liquid-cooled, 8v, parallel twin
Frame type Steel bridge-type
Fuel capacity 15 litres
Seat height 815mm
Bike weight 224kg
Front suspension 41mm non-adjustable forks
Rear suspension Single rear shock, adjustable for preload and rebound damping
Front brake 2 x 305mm discs with Brembo four-piston caliper
Rear brake 265mm single disc with single-piston caliper
Front tyre size 110/80 x 19
Rear tyre size 150/70 x 17

History & Versions

Model history

2008: Replacing the old single-cylinder F650, the entry-level adventure machine is powered by the same 798cc parallel twin-cylinder engine as the F800GS.

2013: Now called the F700GS, but still powered by the same motor, has more torque an extra 4bhp thanks to cam timing and fuelling tweaks.

Other versions


Owners' Reviews

1 owner has reviewed their BMW F750GS (2018-on) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.

Review your BMW F750GS (2018-on)
Summary of Owners' Reviews
Overall Rating 3 out of 5
Ride Quality & Brakes 3 out of 5
Engine 3 out of 5
Build Quality & Reliability 4 out of 5
Value & Running Costs 4 out of 5
Equipment 4 out of 5
3 out of 5

Oops, BMW make changes and produce an inferior product

26 June 2018 by Paul

Not as good as the previous bikes. New Chinese-built engine lets the bike down in my opinion.

Ride Quality & Brakes
3 out of 5
The bike I rode had the optional ESA (electronic adjustable suspension) fitted, with a choice between 'road' and 'dynamic'. I found the dynamic setting too firm, and even the road setting wasn't as smooth and comfortable as the bog standard set up on my F650. Standard seat as with the F650 is way too hard. I have the BMW comfort seat on my F650 which is a huge improvement. Brakes on the F750 are marginally better than the F650 due to having twin disks, but not massively so.
3 out of 5
Having owned a 2010 F650GS for about a year, I was interested in taking the new F750GS for a test ride. One of the main changes to the F750 over the previous models (F650 & F700) is the engine. Gone is the fantastic parallel twin 800cc unit manufactured by highly regarded engine builders Rotax with 360 degree firing order, replaced by an 850cc parallel twin unit with 90/270 degree firing order to mimic 90 degree V twins, made by a firm in China. In my opinion this is a huge mistake. Whilst the 750 does have a little more mid-range 'shove', it feels 'lumpy' in low revs and as I use mine for commuting, lumpy isn't good when trying to negotiate traffic at low speed. An hour and a half into my test ride and I'm beginning to find the 'manufactured V twin feel' of the engine quite annoying and long to be back on my smooth F650. I average 68-70mpg on my F650, the F750 was averaging 60, good, but not AS good. If the F650 & F750 were to be drag raced next to each other, there would be less in it that you might expect. The F750 would just win, but only just, and the rough feeling engine doesn't justify the minor increase in grunt.
Build Quality & Reliability
4 out of 5
Value & Running Costs
4 out of 5
4 out of 5
The test bike had all the toys fitted, TFT dash was impressive, but I prefer conventional dials.

Photo Gallery

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  • BMW F750GS  (2018-on)
  • BMW F750GS  (2018-on)
  • BMW F750GS  (2018-on)
  • BMW F750GS  (2018-on)
  • BMW F750GS  (2018-on)
  • BMW F750GS  (2018-on)
  • BMW F750GS  (2018-on)
  • BMW F750GS  (2018-on)
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