First Ride: 2023 BMW F750 GS Sport

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It’s not often that motorcycle manufacturers underestimate their motorcycles’ capacity. In fact, there’s an entire school of hyperbole amongst motorcycle marketers, their only goal to portray whatever bike they’re hawking as more than it really is. More power, more speed, and, as if by association, more panache.

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Not BMW’s F750 GS Sport. Blessed with the same 853-cc parallel-twin as the company’s F850 sibling, baby brother is virtually mechanically identical to its larger-denominated sibling. It is less powerful — down roughly 10 horsepower and 6.7 pound-feet of torque, in fact — but the detuning is all done via software. Pistons, cams, et al are essentially identical, it being cheaper and more expedient to change software than alter an engine’s hard bits.

The funny thing is that, despite the reduced power, you might not even notice much of a difference between the two bikes’ engines. Indeed, the biggest surprise of this test is how positively energetic the supposedly “lesser” engine is. Torque down low is plentiful, throttle response in the mid-range effusive, and damned if the top end, which is supposed to be the part that has been emasculated via the ECU, isn’t invigorating. Never once did I feel like the F750 had been neutered. In fact, the playfulness of what is BMW’s lowest performance version of its mid-range twin actually turned out to be the best part of the bike.

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Indeed, what is becoming more and more apparent is that our propensity to denigrate the once-lowly parallel-twin as for beginner bike is a conviction long past its sell-by date. KTM’s 790 and 890 — and soon its 990 — are genuinely sporty, Honda’s recently-released Transalp 750 is plenty speedy, and the BMW’s 750s and 850s are both massive improvements over the 798-cc F650s, 700s, and 800s BMW used to peddle.

That all feature some variation of a 90/270-degree crank — the KTM’s actual firing order is more like 75/285 — also helps all these latest twins feel larger and more substantial than the 360-degree twins of the past. Seriously, the little 750 revs at a big-bike-like 3,800 rpm at 100 kilometres per hour, can torque past long trucks without downshifting, and is smooth enough to cruise all day at a buck-thirty.

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What is smaller — or, more accurately, shorter — is the seat height. That’s not unexpected, since the smaller GS is marketed at all those new to biking and/or short of inseam, for whom its 810-mm reach from seat to terra firma will be more confidence-inspiring than the F850’s more substantial reach.

Truly the downsizing works great, the lower centre of gravity, not to mention the light weight — the F750’s curb weight is but 227 kilograms — making the little GS immediately easy to ride. Quick, immensely manoeuvrable, and fast to change direction, the F750 is a terror in town, able to dart for any hole in traffic with but the slightest nudge on the handlebar. Seriously, I found the baby GS easier to ride around the city than many a scooter, mainly cause its larger wheels make it more comfortable and stable over bumps and train tracks.

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That’s not to say it’s not a delight on the open road. For one thing, all that manoeuvrability pays dividends on twisty roads (and they don’t get any twistier than the Stelvio and Umbrail passes). For another, the optional electronically-controlled suspension is well-damped, which means no matter how hard you push, the F750 doesn’t turn into a wallowing dirt bike on roller skates.

That said, like all F-Series GS’s I’ve tested equipped with the ESA electronic suspension, the 750 Sport required I bump the rear-spring preload one position higher than recommended. In other words, when riding solo, I had the rear payload set up for a rider and luggage. When I was fully loaded down, I used the left handlebar’s control wheel to electronically up the preload to two riders and luggage. So set, the F750 GS was a model of linear steering and quick turn-in. as compared to the feeling of “falling into turns” when it was in BMW’s recommended settings.

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The only problem is that the “two helmets and luggage” setting is the tallest option, which means that, if you are indeed riding two-up and fully loaded down, there is not a further option to get the proper ride height back.

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Otherwise, the F750 feels more than up to riding two-up. The power and suspension are more than adequate, and the seating accommodations, too. BMW’s Vario saddlebags provide copious luggage capacity (though, as always, less on the right side because of the exhaust system) and there are plenty of accessories available to tailor the little GS to the open road. If you are thinking of the F750 as a future touring mount, for instance, you will need a larger windscreen, however. The “fly” screen that is standard equipment is fine for those using the baby GS as urban transport, but those thinking of hitting the open road will need to shop a taller screen to be sure.

So far, as complimentary as I’ve been about the F750’s performance, I still haven’t justified the BMW “premium,” that little extra you’ll play to have the spinning-propeller badge on your tank. The F750, while not outlandishly expensive, is a bit pricier than comparable models with the same power and equipment.

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The counter to that argument is that BMW offers more — and better-integrated — accessories than pretty much anyone else in motorcycling. Unlike most other manufacturers who tailor existing products to their bikes, BMW’s line of accessories is tailor-made for each bike. No other bargain parallel-twin, for instance, offers electronically controlled suspension with automatic rear-spring preload adjustment. The integration of the aforementioned Navigation VI system — from its mounting bracket to its wiring — speaks to a design process that was instituted while the bike itself was being engineered. Ditto for the auxiliary lights.

Indeed, considering how competitive this segment is, this accessory integration is truly BMW’s real differentiator. Put more simply, if you’re shopping in this segment, and “farkling” your bike up with tailor-made, almost bespoke accessories is an important part of the purchase decision, then BMW is probably your best choice. Yes, you will pay for the privilege — BMW, like all German brands, demands a hefty price for some of its add-ons — but they are worth it.

So, while my tester’s base price in Canada is $11,495, you’ll need to add $1,065 for the Comfort package, which adds the rear ESA suspension; $565 for the Dynamic ensemble that adds the Gear Shift Assistant Pro; and $1,048 for BMW’s excellent Navigator VI, and then you have $14,173 for a bike that I will remind you is supposed to be the baby brother.

On the other hand, the surprise here is that the F750 does not feel the lesser of BMW’s parallel twins. Smaller? Yes. But not diminished. Maybe all it needs is a “reflash” to rediscover its “850” roots.