One tank of gas through the BMW F 850 GS – RevZilla

Not everyone who buys an adventure motorcycle uses it exclusively for adventuring.

For every hardcore ADV enthusiast out there, there must be several more riders who enjoy their versatile motorcycles despite spending the majority of their miles on the street. To that end, we’ve already had the full-on ADV review of the BMW F 850 GS from our man Spurgeon, who battled snowstorms and river crossings in Colorado and Utah in his first ride review. BMW later loaned us another F 850 GS for Spurgeon to ride at the Get On! Adventure Fest in South Dakota. Idle press bikes are the Greaser’s playthings, and I decided a one-tank review of BMW’s middleweight ADV would be worth writing from a more casual ADV perspective. Here’s how it went.

Like many of you, I do my dirt riding on dirt bikes, and my street riding on street bikes. It’s not that I don’t like adventure rides that combine the two — I simply prefer my separate dirt and street motorcycles for most of my riding. At the same time, I recognize that most people don’t have multiple motorcycles and a garage to store them, so it’s no wonder that ADV machines like the F 850 GS are wildly popular. And expensive. The coveted BMW R 1250 GS Adventure starts at 20 grand and quickly escalates from there. That’s certainly diving into the deep end of ADV, and for all the R 1250 GSA’s virtues, it’s probably overkill for us normies who just want to get out there and have fun. To me, this is where the F 850 GS comes in. It is far more potent than the junior G 310 GS model, but it’s a rational step down from the big boxer. One tank of gas through this bike showed the good and the bad for a small-time ADV guy like me. 

The brushed side panels and gold rims give a premium look. I think it’s one of the nicer designs on the market today. Photo by Andy Greaser.

The F 850 GS on the street

After grabbing the keys to the F 850 GS from the RevZilla motor pool, I embraced the old stereotype and rode it straight to the local coffee shop. I expected some zip from the 853 cc parallel twin, and its acceleration was a little surprising. The quickshifter definitely contributed to that impression. Looking at the bike in the parking lot, still a bit muddy from Spurgeon’s trip to South Dakota, I decided that I didn’t mind the looks, especially in BMW’s pearl white with tricolor details.

The 34 inches of seat height meant that I could get my toes down on both sides while wearing street or dirt boots. If your inseam is under 32 inches, this could get tricky off-road, although lowered seats are available for this bike. (Hopefully the lowered seats don’t eliminate too much foam. The stock seat was adequate, but not what I’d call plush.)

The upgraded dash is easy to read in all conditions. Photo by Andy Greaser.

Even though the F 850 GS isn’t BMW’s flagship ADV, the “GS” mentality carries over with all the optional bells and whistles you’d expect. Our test bike had the $950 Select package (heated grips, all ride modes, a large TFT dash, cruise control, drag slip torque control, and GPS accommodations), which is included with the $2,350 Premium package (Dynamic electronic suspension adjustment, also a lowered seat that we did not use). We also had a center stand ($175) and a few other add-ons, like BMW’s excellent soft luggage. The whole shebang would have retailed for well over $15,000 as delivered, even though the base price for this model is just under $13,000. Were the upgrades worth the money?

The Select package would be a non-negotiable for me with this model. Cruise control should come standard on these bikes, but seeing as it doesn’t, it’s worth scooping the other Select luxuries while you’re at it. Too bad the center stand isn’t included with Select. I think most riders could skip the Premium package and its electronic suspension. I’ll say more about that down in the off-road section. 

The F 850 GS is superb on the street. Photo by Andy Greaser.

In my limited time with the bike, I thought the F 850 GS was all the street bike that most riders would ever need. The twin is respectably smooth and it’ll churn freeway speeds without complaint all day. The longish wheelbase keeps it sure-footed. The biggest issue with high-speed operation was the near-useless windscreen. Two positions of adjustability allow the rider to choose between “No Effect” and “Still Don’t Feel A Difference.” A taller accessory windscreen would do wonders for rider comfort.

Otherwise, the bike was excellent on winding roads, highways, and back lanes. “Comfort” and “Dynamic” ESA modes provide noticeable changes in suspension response. I found myself using Dynamic most of the time, then changing to Comfort and flipping on the cruise control for longer stretches at consistent speeds. The GS is a fine street bike that also happens to be practical. Groceries didn’t slow it down at all.

The F 850 GS is reasonably compact for what it is. I found myself forgetting how much motorcycle was behind me, especially if I had the luggage attached. Photo by Andy Greaser.

The F 850 GS off-road

Obviously an adventure bike should be decent on the street. It’s the off-road performance that captures the imagination and sells copies of “Long Way Round,” so when you see “GS” graphics on the side of a BMW motorcycle, there are expectations. For the off-road portion of this one-tank review, I rode the GS through the sandy pines of Wharton State Forest in southern New Jersey. My day was about 100 miles of double-track, single-track and pavement that would get me acquainted with the GS’s wild side. I decided to start the day with all my rider aids activated, and 50 yards into the first trail, I was glad for it. Rainy weather turned to a constant misting as I hit the first patches of sand, and the TKC80s were doing their best to paddle through. The tail whipped a bit, then stabilized. Suddenly the GS felt a lot more top-heavy than it had in the street. Then again, the bike I usually ride in these parts weighs half as much!

The GS and I found our rhythm as the morning went on. I gradually turned off rider aids until I was in Enduro Pro with ABS and traction control fully nerfed, and the bike stayed in that configuration for the rest of the day. As a dirt rider, it was a lot more natural for me to slide the rear end around like a big dual-sport than it was to rely on BMW’s rider aids, although I think the off-road learning curve would be slightly less steep for a novice if they were left on for the first few rides. 

The rider aids should keep rookies out of trouble. Turn them off as soon as you’re comfortable and the bike gets even better. Photo by Andy Greaser.

The electronic suspension worked well up to the point of topping or bottoming out on larger obstacles, when it would give a jarring “clunk” sound with a shudder that passed through the handlebar. At first, I wondered if the suspension wasn’t up to the task of off-roading beyond Jeep trails, but on closer inspection, I saw that the steering head bolt had worked itself loose. Tool marks on the nut confirmed that this had happened before. A chat with Spurgeon confirmed that the nut worked loose on him at the Get On! ride, so he took it to our colleague Patrick’s shop for retorqueing. Apparently they did not use Loctite, however, because the bolt worked loose by lunch here in New Jersey.

I did the best I could with the tools I had on hand, and kept going. I’d like to try that fancy electronic suspension out again sometime without ruined steering bearings affecting the front-end feel. The rear suspension, however, had no trouble with whoops, logs, small jumps, and slides, so at least I can recommend the back half of the suspension department. And I’d only spring for the entire electronic suspension setup if you’re frequently changing between riding solo, riding with a pillion, and adding large amounts of cargo. Otherwise, set things up on the sporty side and send it.

The rest of the day was spent bombing the GS down some of the milder routes through the Pine Barrens. Half the time, I wished I was back on my dirt bike. But the other half? I was genuinely enjoying the GS’s speed and stability down sandy straights, or splashing through brackish puddles, or skipping across whoops with as much speed as my right wrist dared. This is not a bad motorcycle.

There are some places, like this old railway bed, that you’d only visit by motorcycle. And this bike will get you there. Photo by Andy Greaser.

At the same time, I hoped for much more of that secret GS sauce. The engine has way too much top-end power and too little torque down low. Excessive fanning of the clutch lever was necessary to dig out of ruts and holes. The weight isn’t anything impressive, the ride modes are too smart for their own good sometimes, and as a beginner-intermediate ADV rider, I would have been better off with a different motorcycle if I intended to do lots of off-road riding like this. 

On the other hand, the GS is a terrific street mount that only needs a taller ‘screen and a good set of luggage. A different seat might also be required, depending on your stature, and buyers will have plenty of options. The F 850 GS is more than capable of dominating any public roadway in this country, and it’ll surprise a fair few “fast” motorcycles along the way. Remember how it had too much top end for the dirt? That translates to a properly quick bike on the street. Overtaking in today’s traffic is something of an adventure in itself, so it’s nice to have that power on tap. 

Caution: ADV riding can make you hungry. Be sure to plan a stop at Charlie’s for wings. Photo by Andy Greaser.

The F 850 GS is destined to live in the shadow of the R 1250 GS. Every Beemerphile knows the R is The Bike To Have. Based on my time with the F 850 GS, from highways to sandy trails (and even the coffee shop), it’s worth a closer look for the rare customer who would buy a GS without automatically reaching for the very top shelf. If we are honest with ourselves about our riding habits and aspirations, we might find that the “hero bikes” aren’t quite right for us. Of course, life is short, and we should ride whatever makes us happy, but for the practical rider who wants the right tool for the job, the F 850 GS is a solid choice if you a) ride mostly on the street, b) want to learn or improve ADV skills, c) want a full suite of modern rider aids, and d) want something easier to muscle upright than the R 1250 GS or R 1250 GS Adventure.

Looking beyond BMW’s borders, the ADV space is full of compelling motorcycles of all shapes, sizes, and prices. I’d need more than one tank of gas to address those comparisons. I’d rather use this space to recommend a motorcycle like the F 850 GS alongside the flagship models, especially if you don’t need the very best. 

Again, ride what you like. Just keep in mind that you might like what you ride a little more if you’re willing to look beyond the obvious answers.

2021 BMW F 850 GS

Price (MSRP)

$12,595 base price

Engine

853 cc, liquid-cooled, DOHC parallel twin

Transmission,
final drive

Six-speed, chain

Claimed horsepower

90 @ 8,000 rpm

Claimed torque

63 foot-pounds @ 6,250 rpm

Frame

Steel bridge-type

Front suspension

43 mm inverted fork,  optional electronic adjustment; eight inches of travel

Rear suspension

Single shock adjustable for preload and rebound damping, optional electronic adjustment; 8.6 inches of travel

Front brake

Dual Brembo two-piston calipers, 305 mm discs with ABS

Rear brake

Single-piston caliper, 265 mm disc with ABS

Rake, trail

28 degrees, 4.9 inches

Wheelbase

62.7 inches

Seat height

32.1 to 35 inches

Fuel capacity

4.0 gallons

Tires

90/90-21 front; 150/70-17

Claimed weight

504 pounds wet

Available

Now

Warranty

36 months or 36,000 miles

More info

bmwmotorcycles.com