BMW F 800 GS (2024) - Review

Technical review: Ben Purvis
Riding Review: John Milbank

Price: £9,995 | Power: 87bhp | Weight: 227kg | Overall BikeSocial Rating: 4/5

It might be the baby of BMW’s parallel twin adventure bike range but the F 750 GS that was introduced in 2020 has long been a favourite and the new F 800 GS also looks set to punch above its weight – not least because that ‘800’ in its name is a bit of BMW subterfuge.

Yep, despite the title the F 800 GS is actually nearly 900cc in size, just as the ‘F 750’ was actually an 850 and the ‘F 700’ that preceded it had an 800cc motor. The smaller numbers seen in the bike’s name (and in its power output) have been inserted to draw a distinction between it and the more expensive F 900 GS models. So it’s really a cut-price F 900, not an F 800 at all...

2024 BMW F 800 GS Price

At £9,995 the F 800 GS is exactly £1,000 more than the outgoing F 750 GS it replaces and if you sat the bikes side-by-side you might be left wondering exactly where that additional bag of sand is going. They are, to most eyes, identical apart from their paint schemes.

The answer, of course, lies under the skin where the F 800 GS gets an extra 43cc, bringing it to 895cc and adding 10hp. Those are the same changes seen on the 2024 F 900 GS and F 900 GS Adventure engines, but the 800’s peak power is artificially constrained to draw a distinction between the bikes.

Three versions are being offered. That base price applies to the standard model in solid white paint. There’s also the option of a ‘Sport’ model in BMW’s blue, red and white scheme, or a murdered-out ‘Triple Black’ version.

One consideration is whether, having launched the restyled, lighter F 900 GS for 2024, BMW will carry over the same visual and weight improvements to the F 800 GS in the near future, making the 2024 model a stopgap machine.

The model I rode, which was loaned by Sycamore Motorrad while my own R1250GS was being serviced, had the £885 Comfort Package – which includes keyless ignition, cruise control, GPS preparation, M Endurance chain and a luggage grid – along with the £360 Gearshift Assist Pro (up and down quickshifter), taking the total price up to £11,455. Other options I'd be keen to have would be the £130 centre stand, £175 Riding Modes Pro (for the Dynamic, maximum performance mode, though it also includes Enduro for a softer throttle response off-road), and probably the £200 Anti Theft Alarm.

2024 BMW F 800 GS Engine & Performance

Like the 2024 F 900 GS models, the F 800 GS gets a 10hp hike over its predecessor, but in percentage terms that’s actually a larger increase – taking it from 77hp for the old F 750 GS to 87hp for the F 800 GS.

You might think that, with 18hp less than the F 900 GS’s 105hp, the F 800 GS is missing some tricks from its engine, but the specs say different. There’s the same 895cc capacity, the same 86mm bore and 77mm stroke, the same 13.1:1 compression ratio. The power and torque graphs give a clear explanation of what’s happening – the F 800 GS’s power simply plateaus from 6750rpm (exactly where the torque peak is) and the red line on the far side of 900rpm. That points to an electronic restriction of the ride-by-wire throttles and the fuel injection rather than a mechanical limit to the engine’s potential.

The torque curve itself is all but identical to the F 900 GS’s, peaking at the same 6750rpm and hitting 67.1lb-ft, essentially close enough to the 68.6lb-ft of the F 900 GS to be indistinguishable.

The result, as a rider, is that the bike should offer virtually the same experience all the way from idle to the engine’s peak torque at 6750rpm, only losing out if you wring it out above that. BMW’s stated performance figures bear that out. Top speed is down from the ‘over 124mph’ of the F 900 GS to only 118mph, but the difference in acceleration is small – the F 800 GS will go from 0 to 62mph in 4.2 seconds compared to 3.8 seconds for the new, lighter 2024 F 900 GS.

On the road, the F800GS' motor is surprisingly punchy, pulling well out of corners when hacking around lanes, while also feeling unstrained at motorway speeds and beyond.

This isn't stretch-your-face-back sportsbike engine, but for something so suited to twisty backroads, it's incredibly enjoyable, not least because it sounds superb.

Despite ever-tightening regulations, the exhaust has an open-sounding grumble that I love from idle to flat-out. An Akrapovic titanium rear silencer is available for £869, but I honestly wouldn't bother.

It's easy to think of this as a 'small' bike when jumping off the larger adventure machines we're used to, but while this might not have the higher rev power, the torque's available just where you want it when riding the routes this machine's intended for.

And using that torque is easy with the slick gearbox, made all the better by the excellent (but optional) up-and-down quickshifter.

2024 BMW F 800 GS Handling & Suspension (inc. Weight & Brakes)

The engine might be substantially improved but the handling and ride of the F 800 GS promises to be much the same as the older F 750 GS. It shares exactly the same chassis, also used by the F 900 GS and made of welded sheet steel, and carries over the same suspension and brakes as the F 750 GS.

That means you get non-adjustable 41mm telescopic forks instead of the 900’s adjustable upside-down Showas, although there’s still scope to adjust the rear shock’s preload and rebound.

There’s much less suspension travel than the F 900 GS has on offer – 170mm at each end, compared to 230mm front/215mm rear – and the wheels are road-oriented alloys, 19-inches at the front, 17-inches at the rear, instead of the more expensive bike’s wire wheels and knobbly tyres.

At 227kg the F 800 GS weighs exactly the same amount as the old F 750 GS – unsurprising, given the fact they share so many parts – and there’s no change to the brakes other than the welcome addition of BMW’s ABS Pro cornering anti-lock system.

The standard suspension of the F800GS is good, feeling controlled and reasonably compliant, but – and this should come as no surprise – it's not got the grace and poise of my semi-active-equipped R1250. Potholes and bumps feel more harsh on the 800, but not to the point of pushing the bike out of shape. And if things are getting rough, the standing position for my fairly average 5'10" frame is perfect, placing the bars at just the right height.

I rode in the wet and dry on the Maxxis Maxxventure tyres with no problems. It wasn't an exhaustive test, but I was happy with their performance, and found the steering to be the perfect balance of stable and light.

Spoked wheels aren't an option on the F800GS, which I think is an oversight, but I do appreciate the valves built into the case spokes making it much easier to attach a pump.

The pair of twin-piston sliding Brembos might not look as trick as the latest radial monoblocks, but they've got no problem pulling the bike up quickly, without any feeling of snatch or grab. Bigger isn't always better, though I do admit I'd be disappointed not to be able to fit a Roadlok to this bike.

The low stand-over height of the 800 is great for my 32" inside leg, and the lighter weight compared to my 249kg (before all the accessories I've fitted) 1250 does make it more confidence-inspiring at low speeds and on awkward surfaces. But I'd want some crash bars before I used this bike on byways, which would add £367.

The shock (which is protected by a splash guard) has a remote preload adjuster, but once you've had quality semi-active suspension, it's hard to go back. This would add £400 to the 800 (or it's part of the Dynamic package), and it gives push-button preload rather than automatic, but I'm not sure I'd go for it on what I appreciate as a slightly more 'back-to-basics' machine.

2024 BMW F 800 GS Comfort & Economy

As with the handling, the F 800 GS’s comfort isn’t likely to be significantly changed compared to the F 750 GS. There’s the same 815mm seat height – much lower than the 900 GS’s thanks to the smaller front wheel and shorter suspension – and no change to the rider triangle, so if you found the 750 comfortable there’s no reason to believe the 800 will be any different. The larger engine does bring a slight dent in economy, dropping it from a claimed 67mpg to a fraction under 66mpg, but it’s barely different enough to be noticed. The tank is unchanged, with a 15-litre capacity to give a theoretical 216-mile range.

While I didn't get the chance to do a full day on the F800GS, I did find the seat to be firm yet comfortable. The position of the bars was also ideal for my frame, but it's the short screen that, while not an issue on back-roads, can get a little tiring on long motorway journeys. BMW does offer the option of a windscreen adjustment kit for £215, and a taller screen for £153 – both of which I think I'd invest in, taking the total up to £12,695 for the spec I'd want.

Economy on the TFT dash was an indicated 53.2mpg, which would give a theoretical range to dry of 175 miles.

2024 BMW F 800 GS Equipment

The big change here is the instrument panel. Until now the F 750 GS has made do with a rather dated design using an analogue rev counter and a greyscale LCD display for speed, gear and other functions. For 2024, the F 800 GS gets the same 6.5-inch colour TFT used by the F 900 GS models, including phone connectivity and, with the BMW app, turn-by-turn navigation.

Like the more expensive models, there are two riding modes as standard – Road and Rain – and you can add a further three with the Riding Modes Pro option pack, which also brings engine brake control to the mix.

Other standard kit includes heated grips, LED lights and hand guards, which were an option on the old F 750 GS.

I've covered the options I'd choose (which take the price up to £12,695), but one piece of standard equipment that I really appreciate is the decent amount of storage space under the seat – something notably absent on my R1250GS. You'd have no problems fitting a puncture repair kit under here, and a small disc-lock.

I'm old-school, and tend to prefer traditional 'clocks', but I must admit that the BMW TFT used here – which is the same as on my 1250 – is clear, easy to read and well designed. The overal cockpit view is very important to me as it's what's seen most while riding, and this does have something of a budget feel thanks to some overspray inside the panels and the thin plastic surround, not to mention the cables zip-tied behind the LED headlight. It's no deal-breaker though, and I could easily convince myself that it's utilitarian.

Span-adjustable levers add a touch of refinement, and I'm delighted to find that the Vario panniers I have for my 1250 fit straight onto the luggage racks that come with the Comfort package. With a 213kg load capacity (including rider and pillion) you can carry plenty, and it's only 15kg less than the R1300 can take.

2024 BMW F 800 GS Rivals

The F 800 GS’s rivals include the likes of Triumph’s Tiger Sport, Yamaha’s Tenere 700 and Suzuki’s new V-Strom 800DE, but it could be Honda’s new Transalp that provides its toughest competition. Suzuki is expected to launch a cheaper, alloy-wheeled version of the V-Strom 800 for 2024 that could be even closer in spirit to the F 800 GS.

Honda XL750 Transalp | Price: £9499

Read more

Power/Torque

90.5bhp / 55.3lb-ft

Weight

208kg

Triumph Tiger Sport 660 | Price: £8945

Read more

Power/Torque

80bhp / 47.2lb-ft

Weight

206kg

Suzuki V-Strom 800DE | Price: £10,499

Read more

Power/Torque

83.1bhp / 57.5lb-ft

Weight

230kg (kerb)

2024 BMW F 800 GS Verdict

The big question for me was whether I'm riding a bike that's excessively big and heavy, and while the F800GS surprised me with its eager engine that's perfectly suited to the twisty back-roads I enjoy, and I really love that exhaust note, I'm not going to chop in my 2019 1250 just yet.

I'm tempted though.

Of course, it's not fair to compare a new bike with a used one on price, and an R1300GS specced as I'd want it would be £19,200 – a whopping £6,505 more. That's more than 50,000 miles of fuel, which puts things into a different perspective entirely.

The F800GS is as capable of scratching around back-roads as it is being loaded up with luggage for long tours. The lack of spoked wheels will disappoint some, but for those looking to explore green lanes and tackle fire trails on European tours – rather than battle with the TET – they're fine.

If you need more off-road capability, consider the F900GS, but for most of the rest of us, the BMW F800GS is a fantastic bike.

Thanks to Sycamore Motorrad for the loan of this bike.

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2024 BMW F 800 GS Technical Specification

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MCIA Secured gives motorcycles a rating out of five stars (three stars for bikes of 125cc or less), based on the following being fitted to a new bike as standard:

• A steering lock that meets the UNECE 62 standard

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The higher the star rating, the better the security, so always ask your dealer what rating your bike has and compare it to other machines on your shortlist.