As the middleweight ADV class advances with an ever increasing focus on more and better off-road performance, power has risen, weight has dropped, ergonomics have become more off-road focused, and suspension travel has grown. Yet BMW, the brand credited with starting the adventure bike segment with the 1980 R 80 G/S, didn’t exactly keep up with the times with its F 850 GS models. But now, the latest generation of its F model parallel-twin-powered ADV, the F 900 GS, is 31 pounds lighter and has gained 10 hp. Has the Gelände Sport advanced enough to make it a serious contender in the middleweight adventure bike segment?2024 BMW F 900 GS ChassisOne look at the 2024 F 900 GS makes it clear that BMW has sharpened, refined, and shrunk its middleweight twin ADV. It’s thinner from nearly every angle, and it projects purpose and intent lacking in the previous model. Only 20 percent of the F 850 GS’s parts have been used on the F 900 GS and BMW has used the opportunity to shave weight from just about everywhere. A new plastic fuel tank is 9.9 pounds lighter (but loses a quarter gallon of capacity); the new slimmer subframe and tail cuts another 5.3; and the Akrapovič muffler further shaves 3.7 pounds. Now the wet weight for the standard F 900 GS is a claimed 482 pounds.

The F 850 GS’s stamped steel and welded bridge-type frame is unchanged and uses the engine as a stressed member. But essentially all that is attached has become lighter and trimmer. A narrower, 5-pound-lighter steel subframe (with provisions for luggage) holds a flatter, more aggressive seat. At the front, a fully adjustable 43mm Showa inverted fork has 9.1 inches (230mm) of travel, adding an inch of travel versus the F 850 GS. A half-pound-lighter monoshock strokes the rear wheel through 8.5 inches (215mm) and has a remote hydraulic preload adjustment along with rebound damping adjustment—no compression clicker here. But fret not, BMW has the hardcore off-road covered.The optional Enduro Pro Package adds a fully adjustable ZF Sachs shock with 20 percent more damping, increased bottoming resistance, and a wider adjustment range. Along with that upgraded shock, the Showa fork grows to a more rigid 45mm unit with the same travel, but has titanium nitride coating for increased sensitivity thanks to its slipperier surface. Additional bits to the package include 24mm bar risers and an M Endurance chain. Spoiler alert: The Enduro Pro Package is a must-buy.2024 BMW F 900 GS EngineBMW utilized the DOHC parallel twin from the F 900 R and F 900 XR in the F 900 GS, bumping the displacement 42cc with a 2mm-larger bore to a total of 895cc. Now the F 900 GS produces a claimed 105 hp at 8,500 rpm and 68.6 lb.-ft. of torque at 6,750 rpm. That is 10 more horses than the outgoing 850 with nearly a pound-foot more of torque. Displacement alone didn’t give the F 900 GS more power; new forged pistons and a new cylinder head bump the compression ratio to 13.1:1.

Two riding modes are standard: Road and Rain, both with BMW’s Dynamic Traction Control. Optional Ride Modes Pro adds Dynamic, Enduro, and Enduro Pro modes. Four of these modes can be added to the quick selection menu at a time. We preferred Dynamic, Enduro, Enduro Pro, and Rain as our selections during our ride on the F 900 GS. Each mode gets an optimized traction control, ABS, and throttle response setting. Take the Enduro Pro mode: ABS is off at the rear, and the throttle response is fairly punchy with plenty of wheel slip. Of course, you have the options to turn off and tailor as you see fit.2024 BMW F 900 GS ErgonomicsAdditional power, improved chassis, and lighter weight elevate the F 900 GS, but without the ability to use those new abilities, it’s all for naught. BMW has reworked the foot controls of the F 900 GS. Previously the F 850 GS’s shift lever and brake lever were positioned too low, even at their highest adjustment, to be easily operated while standing off-road. The F 900′s shift lever now sits at a usable position for on- and off-road work, and the toe lever is adjustable to accommodate street and moto boots. Actuation of the rear brake lever no longer requires contortion of the ankle and knee while standing; the lever also features a flip-out riser for quick adjustment for off-road and on-road usage.

The standard handlebar position is now a half-inch taller than before, placing the hands at very comfortable reach and height for this 5-foot-10 rider’s frame. Both the clutch and brake levers are adjustable for reach with plenty of range. With the Enduro Package Pro the handlebar is raised an inch and makes standing up easy, however the bar is placed a tad too close to the rider. This is really only an issue when climbing rocky hills on the gas, causing extra energy to be expended holding yourself forward with your arms rather than your legs. The bend of the bar is just straight enough to give plenty of leverage on and off-road without inducing any hot spots on the hands.

Seat height is stated as 34.2 inches—adventure bike standard. BMW has a host of optional seats to fit many body types and comfort needs, and you may just need an option. BMW absolutely sharpened the F 900 GS, perhaps too much in the seating area. The new seat on the slimmer subframe is firm, and after just 30 miles it becomes uncomfortable.

Wind protection from both the tall and low windscreens is passable, but at highway speeds the tall screen will induce some annoying buffeting on a helmet with a visor. At least with the low screen the flow of air is constantly in your face. Taller or shorter riders may have a different experience. As always, the aftermarket will solve this bit quickly.On the StreetBMW had two F 900 GS setups for our one-day ride through the mountains above Malaga, Spain: São Paulo Yellow machines fit with the Premium Package (Ride Modes Pro, Gear Shift Assist Pro, TPMS, cruise control, keyless ride, and GPS unit prep) and street-focused tires for the first half of the day that hit most of the best roads southern Spain has to offer. Later in the day we were plied with the white, blue, and red GS Trophy style that also had the Premium Package and the Enduro Package Pro with upgraded off-road suspension—tasty-looking bits—but we would have to wait and experience the standard suspension first on the street.In the early morning, the coastal roads around and above Malaga are cold and dirty, perfect for a test of Road mode. Roundabout after roundabout are chained together with snaking, shoulderless paths; even here, it’s evident that the F 900 GS is an improved machine with a notable rush of power over the F 850 GS. No need to make an extra downshift for tight corners or to make a pass on a sleepy local in their Fiat Panda, there’s plenty of torque to jump ahead. Hold it on and the power builds with an intensity that a modern parallel-twin ADV ought to have. In fact, horsepower numbers are on par with the new Triumph Tiger 900 and KTM 890 Adventure.

Engine response from the as-standard Road mode is immediate but not abrupt—excellent for everyday use around town and up in the hills. Switch over to the optional Dynamic mode (available with Enduro and Enduro Pro modes in the Premium or Off-Road packages) and you get a snappy character that makes leaps forward with an urgency not afforded in Road. Even with the snappiness, fueling is excellent on partial and on-off-on throttle openings.While the F 900′s R 1300 GS big brother gets electronic suspension adjustment, it is a manual affair here—even with the optional Dynamic mode. Up front, a black anodized 43mm Showa fork provides compression and rebound damping along with preload adjustment. The rear shock forgoes compression damping adjustment, featuring a rebound damping adjustment screw and a knob tucked under the right side of the seat for increasing and decreasing preload.

For my 230-pound weight, the fork was excellent in the standard settings, however, the rear shock needed fettling to get into shape. As delivered, the F 900 GS sits too low in the stroke and moves to the bottom of the stroke too quickly on big bumps. This then pops the rear upward on rebound, overpowering the stock damping setting, resulting in a bouncy, pogolike ride. Good news is that there is plenty of adjustment left in both the rebound circuit and preload to remedy the situation. Running the rebound screw in 1.75 turns negates the oscillation up and down, and three turns of preload sorts the ride height, giving the shock more stroke to work with before reaching the bottom. One quick coffee-stop adjustment was all it took.

In the mountains above Malaga on the way toward the famed city of Ronda, the roads are a mixture of second- and third-gear switchbacks connected by fast and flowing sweepers. Perhaps the most impressive trait of the F 900 GS is not the weight reduction, or the slimming, or the new styling, but the absolutely magnificent front-end feel. The roads in this section of the world don’t always have the most grip, but with the F 900 GS, you know exactly how much grip you have and what the tire is doing. It’s better than most superbikes, no exaggeration. If you want a confidence-inspiring ADV on the road, this is the one.Off-RoadFor the second half of our ride day, we rode the white, blue, and red GS Trophy Style F 900 GS, a color scheme that adds $595. GS Trophy Style also adds aluminum hand guards, skid plate, and gold wheels. With this style there are multiple package choices, two of which add serious off-road capability to the bike: Off-Road Package and Enduro Package Pro.

Off-Road Package brings some of the Premium Package features (Gear Shift Assist Pro, Ride Modes Pro, M Endurance chain) along with all of the Enduro Package Pro’s upgraded 45mm Showa fork and fully adjustable Sachs ZF rear shock. Cruise control, tire pressure monitor, and GPS Prep from the Premium Package are not available with the Off-Road Package. Only this color combo is available with the Off-Road Package—no Black Storm Metallic or São Paulo Yellow (Style Passion). However you can order any color choices with the Premium Package ($1,750) combined with the Enduro Package Pro ($1,495) to get all of the Off-Road Package and then some. The only option boxes left to check are off-road tires and BMW’s SOS button: Intelligent Emergency Call. Fully optioned, MSRP is $18,390.

Our units were equipped with the latter, more expensive configuration giving us all the available options. I will say it right now: This is the F 900 GS to buy. While the standard model’s suspension is a step up from the 850, once you ride the upgraded suspension, standard is no longer an option. It’s that good.

The ride to the off-road sections of our test let us try out the setup on the street, and it has the same excellent handling with unbelievable front-end grip but with a more controlled rear suspension thanks to that compression damping circuit.In the dirt the front end gets even better. You can place the front tire where you want it and know it will stay where you ask. Even on marbly gravel, it sticks. It’s game-changing for this middleweight GS. A sand-wash photo session allowed for the most aggressive riding of the day, and the upgraded 45mm fork with its titanium nitride-coated lowers and ZF shock eats up bumps and whoops despite not offering any additional travel from the standard units. BMW finally has a true off-road ADV ripper.

While Enduro mode is an option for off-road use with the ability to slide the rear wheel on the gas while offering reduced lean-angle-sensitive ABS intervention, the Enduro Pro is really the only way to fly in the dirt. This mode allows you to turn off the ABS at the rear for a more dirt-bike-like brake-slide ride style. Traction control can be disabled in any mode with just the press of a button.

Braking power from the front Brembo twin-piston calipers is strong, with connected and communicative feedback. At the rear the new adjustable brake pedal makes actuation while standing and sitting a breeze, and the single-piston caliper provides great modulation and feel.ConclusionBMW listened to the market and its riders, and clearly targeted KTM. The F 900 GS is improved in nearly every single aspect that makes it competitive in the middleweight ADV class. There are very few misses—the lack of compression damping on the standard shock, whereas the gains and improvements are substantial. More power and a much lighter weight are both solid achievements, but its newfound on- and off-road handling prowess that really makes the difference in the F 900 GS, allowing it to be ridden to its full potential. And potential is what the GS has always been about.2024 BMW F 900 GS Specs