BMW F750GS (2018 - on) Review
- Impressive all-rounder adventure bike
- Offers big GS thrills without the price
- Comes packed with kit as standard
At a glance
|Owners' reliability rating:|
|Annual servicing cost:||£170|
Overall ratingNext up: Ride & brakes
With its lower 815mm seat height, calmer 76bhp power output, smaller (but wider 110/80 x 19 front wheel) and more stable chassis, the BMW 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 & brakesNext up: Engine
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.
EngineNext up: Reliability
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.
Reliability & build qualityNext up: Value
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.
Our BMW F750GS owners' reviews show mainly positive comments, however some are unhappy with the engine's sound and character, and others bemoan it being an expensive bike to buy.
Value vs rivalsNext up: Equipment
The F750GS is a fair chunk cheaper than the F850GS despite being not being a million miles away in general spec.
Twin test: BMW F750GS vs Suzuki V-Strom 650X GT
You could be forgiven for thinking it’s impossible to enjoy yourself on an adventure bike unless it’s equipped with the computing power of a Boeing Dreamliner, at least six riding mode options, Bluetooth connectivity and the ability to update your social media at every comfort break. And it’s even easier to forget that one of the most effective and enduring adventure bikes on the market has virtually none of these things. Simplicity has been the key to the Suzuki V-Strom 650’s success since its appearance in 2012 and one of the reasons it remains so popular. Today we have the 650X GT version on test, which, with its pannier and topbox set, is as deluxe and highly spec’d as the 650 gets. The X GT is £1000 more expensive than the XT, which is essentially the same spoke-wheel variant without the fixed luggage, and £1500 more than the basic standard V-Strom 650 (with its cheaper alloy wheels).
The MCN verdict
It’s a close run thing. If you want a middleweight adventure bike capable of both on and offroad that’s both compliant and rewarding to ride then you’re going to have dig deep and opt for the pricier BMW. The German machine’s not faultless, for example its lack of comfort over longer distances is a not insignificant weakness when compared with the Suzuki, but overall the BMW comes on top.
But that’s not the full story because if you plan to do serious miles and value proper, allday comfort above the latest technology and modern, easy handling, then the cheaper Suzuki is the machine for you, especially because it has the 250-mile range ready and waiting. Not only that but you’ll have a healthy saving to spend on your touring holiday.
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.
|Engine type||Liquid-cooled, 8v, parallel twin|
|Frame type||Steel bridge-type|
|Fuel capacity||15 litres|
|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|
Mpg, costs & insurance
|Average fuel consumption||-|
|Annual road tax||£93|
|Annual service cost||£170|
|Used price||£7,000 - £8,000|
12 of 17
How much to insure?
|Warranty term||Two years|
Top speed & performance
|Max power||76 bhp|
|Max torque||62 ft-lb|
|Top speed||135 mph|
|1/4 mile acceleration||-|
Model history & versions
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.
Owners' reviews for the BMW F750GS (2018 - on)
5 owners have 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.
Summary of owners' reviews
|Ride quality & brakes:|
|Reliability & build quality:|
|Value vs rivals:|
|Annual servicing cost:||£170|
Version: Factory low spec
Annual servicing cost: £250
The most perfectly balanced bike I’ve ever ridden. You can track stand this bike at traffic lights Brakes are Bremen, enough said
Powerful, throaty exhaust, reliable,
It’s a bmw
Buying experience: TFT screen, 4 rider modes, keyless. And on and on
Annual servicing cost: £100
Accessible, versatile and plenty of fun. Equally happy on gravel and motorways. Feels like a 95BHP engine and sounds great. High spec package. Only needed to add a screen to make it everything I need in one affordable package.
A decent screen and a comfort seat it would make it 5 out of 5.
Much more fun than I expected. Bottom end torque and smooth power across the range make it great on gravel as well as an exceptionally comfortable highway tourer.
So far so good.
Fuel economy could be better.
Heated grips, cruise control, modes, GPS maps and phone pairing put this spec above comparators.
Buying experience: So glad the BMW dealer told me to ride the F750GS when I dropped in to test ride the F850GS. It was a perfect fit.
Annual servicing cost: £150
Lovely bike with a characterful engine (much better engine than the previous one in the F700GS). Smooth and easy to ride. Not too tall. Great for touring. Could be a bit lighter.
Brakes are great! Handling very good; predictable.
Characterful and makes a lovely noise. Pulls well. 99% of the time I don't miss the extra power of the F850GS.
No problems so far after 2600 miles and a trip to France and Spain.
Price above was for first (running-in) service. Economical on fuel.
Would have been 5* but it is not a cheap bike! I bought a standard bike with heated grips and centre stand. Added a Scottoiler. The dash on the standard bike is great, easier to read than on my previous 1200 GS & RS.
Buying experience: New from dealer. £500 discount and good p/ex price.
Ideal for returning bikers or those who don't plan to tour the world. This bike has plenty of power for the intended purpose. It is comfortable and has a relatively low seat height, making it accessible for many people.
I have the standard (non-ESA) suspension. I adjusted it to suit my weight and the bike handles everything pretty well. It is confidence-inspiring in corners, which again, is great for new riders.
The power is available at quite low revs. That's a characteristic that suits my riding style, but I guess it won't suit everyone. The engine sounds a bit rattly and I'd quite like to be able to hear the exhaust a bit more.
So far, so good. I've only had it for 1 month (900 miles), but so far, everything works as expected, and the quality is clear to see.
It is quite frugal. Across my first 900 miles (including running-in), the average MPG is more than 60. I'm sure that will reduce over time...
I chose the options I wanted. Some of them seem a bit expensive, but the one that really makes a difference is the TFT display - which is great. I would also recommend going for the Sport model because it opens up the 'dynamic' mode and includes the quick-shifter (gear-assist pro) which also works well. The one thing that lets the bike down (in my opinion) is the standard screen - which is far too small to offer much protection, although it does provide a clean air stream. I replaced mine after only 3 weeks...
Not as good as the previous bikes. New Chinese-built engine lets the bike down in my opinion.
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.
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.
The test bike had all the toys fitted, TFT dash was impressive, but I prefer conventional dials.