Motorcycle specifications BMWF 800 GS 2025 Progression relative

The GS series changed a lot in 2024. Of course, there's the new 1300, the range's flagship model, and its 900 and 800 lieutenants, the latter of which we're interested in here, successor to the 750 that appeared in 2018.

While the 900 evolves on many points compared to the 850 it replaces, the F 800 GS focuses mainly on the engine and a few technical points. The base remains the same as the 7 and a half. The design is identical, with a new round of colors to refresh the mood. And as with the 700 / 800 and 750 / 850 duo, the displacement information has nothing to do with actual cubic capacity.

Both the 800 and 900 share an updated parallel twin. Its bore has been increased by 2 mm from 853 cm3 to 895 cm3. In fact, the block, supplied by Chinese manufacturer Loncin, has not been modified; it's the twin-cylinder from the F 900 R and F 900 XR that has been transplanted to the GS, but with fewer watts to better suit its use. In fact, BMW authorizes 87 hp at 6,750 rpm, a gain of 10 hp, and a maximum output of 750 rpm earlier. Torque is just as pleasing, with a gain of almost 1 mkg (from 83 Nm to 91 Nm). The Bavarian brand thus puts this trail bike just ahead of the Tiger 850 Sport in terms of power... A little work on the gearbox optimizes shifting.

The on-board equipment is also more robust. The cockpit is now equipped with a 6.5-inch TFT color display (previously optional). As a result, the GS can now be paired with a smartphone to control calls, music and a navigation system. Everyday life in cooler weather will be more pleasant with heated handguards and grips fitted as standard. The 800 also gets an adjustable gear selector, Vario luggage support and LED daytime running lights.

Combined with what's been carried over from the 7 and a half, that's quite a lot. The list continues with PRO cornering ABS, DTC traction control, Rain and Road riding modes, 12V and USB sockets, Dynamic Brake Light... and still no proper windscreen. BM should have looked into this a long time ago.

The F 800 GS weighs in at 227 kg - exactly the same as its predecessor. It doesn't benefit from the high revs of the 900 GS, allowing it to gain 14 kg. A certain injustice, but also a way of limiting inflation. Its design is based on the continuity of its double-beam steel frame, in which the engine plays a stiffening role. The 750's fork and shock absorber provided real satisfaction for users; finding them here will be all the more enjoyable. Suspension travel is 170 mm. A classic value for an urban/road trail bike, denouncing its lack of desire to go off-road. It leaves this role to the F 900 GS, which is far more seasoned for this kind of escapade.

ditto for the discs. The F 800 GS 2024 will be fitted with 305 mm front discs with double-piston calipers. For the rear, the 265 mm single-piston caliper will suffice. Well-calibrated equipment for this type of machine.

you'll have to be careful with search engines when looking for the 800 GS. The name identifies both the first version from 2013 to 2017 and the current one. One was the posh mid-size model; that role has now devolved to the 900. The other is now the access model to the "large-displacement" GS range.

Except that an entry-level BMW is already much more expensive than the competition. Especially if you add the optional packages. These include Dynamic Brake Control (DBC) and Engine Torque Regulation (MSR), as well as two additional riding modes (Dynamic/Enduro), semi-active Dynamic ESA suspension, shifter, tire pressure monitoring, keyless ignition and intelligent emergency call.

By becoming the F 800 GS, this all-round mid-size trail bike has gained in power, certainly in equipment, barely in styling (only slightly altered color schemes) and, above all, relaunched its career.
Anecdote: in 25 years, it has managed to catch up with the R 1150 GS in terms of power and price. But in terms of feel, equipment and character, there's plenty to debate.

M.B - Manufacturer's photos