Motorcycle specifications BMWF 750 GS 2021 More hearts

thetime has come for the F 750 GS to pick up some technology. Its engine is getting ready for Euro 5, so it's a good idea to take advantage of the opportunity to enhance the equipment and make a bigger splash. The ABS switches to Pro mode, DTC traction control replaces ASC, the turn signals are all LED and a USB socket is installed near the dashboard.
On the options side, the 'Dynamic' riding mode is more responsive, engine braking control is added to the Pro riding modes, a super-low seat provides easier access, and riding mode preselection buttons can be mounted on the handlebars (only with TFT screen).

When you're part of the GS family, you know you'll have to deal with the shadow of your superstar big sister, the indestructible R 1200 GS. And when, on top of that, you've got a twin sister, the F 800 GS, that does everything the same, only better, you'd better not rest on your laurels.

That's the story of the F 700 GS, which despite its difficult positioning persevered to become the F 750 GS in 2018. (Alongside it, the F 800 GS also accelerates and is renamed F 850 GS). And although they've both struggled to make their mark on the market, the little Germans are right to hang in there, as the extension of the A2 license to all new motorcyclists may finally do them some good: They are now eligible for the A2 category.

BMW's entry-level trail bike gets a serious makeover in 2018, with a 55cm3 increase in displacement to 853cm3. Yes, it's an 850 all right. Despite a less appealing commercial name, the little GS uses the same mill as its sibling, as was already the case with the F700 and F800. Visually almost identical, it's the power and torque figures that distinguish the two models. And on their general aptitudes. One is more suited to off-roading than the other.
The other is the F 750 GS.

the first change for the F 750 GS comes in the design. More harmonious, (more 'masculine', to use BMW's idea), the mid-size trail bike takes on a less divisive face than when it arrived in 2012. The fairing sides are more sharply angled, and no longer have the one-piece look of the 700, but are more enveloping towards the bottom. The bike's lines also change, with the fuel tank returning to a more traditional position. Until now, it was positioned at the rear of the bike, with its characteristic fuel filler flap on the rear bodywork. Abandoning this peculiarity in a desire for better mass centralization, the F750GS will carry its hump in a more conventional position. And although 1 liter of fuel has evaporated in the migration (15 liters), there's no need to worry, as range should still be in the neighborhood of 300km, with a Lilliputian fuel consumption of 4.1L/100km. This new 'real' tank contrasts with the fluidity of the previous line, which linked seat and tank in the same gentle curve. The seat, which on the F700GS used to reach well up to the crotch, is now planed down, while the fuel tank emerges almost vertically from the engine. While the visual effect is certainly more striking, we wonder about the loss of comfort between the two generations. On the other hand, the seat has been lowered by 5 mm for greater accessibility. In any case, this change of direction not only improves the center of gravity, but also takes some of the load off the rear, which now includes a useful luggage rack as standard. And since it's time for the big move, the engineers also decided to reverse the position of the exhaust and chain. The muffler is now on the right, while the secondary transmission is on the left. A muffler on the right-hand side of the grinding wheel avoids burns when manoeuvring on the left-hand side, the side we use most.

Reinvigorated by its new look, the F 750 GS can finally show off its new heart. Faithful to the parallel twin it's been powered by since 2012, the machine is growing in size. Set at 270°, as opposed to 360° previously, the new twin is based on the previous 798cm engine, whose bore and stroke have been increased to 84 x 77mm. Slightly more powerful and more torquey at normal revs, it should also be more lively. The F750GS will now require 77hp at 7,500rpm and 8.4mkg of torque at 6,000rpm, i.e. 2hp and 0.5mkg more than the F700. The 270° engine timing (found on the MT-07) should also transform the machine's vocals for a more powerful and rewarding sound. And since the engineers took the critics into account, they also smoothed out unwanted engine vibrations thanks to two central balance shafts. Heavy riders will appreciate this.

In addition to the new engine, the little FGS abandons its tubular trellis frame for a stiffer double steel beam. The swingarm has also been redesigned for greater rigidity.
On the suspension side, the new non-inverted telescopic fork reminds us that the F750GS is even more oriented towards urban trail riding. Travel has been reduced from 170 mm to 151 mm! The F 750 GS clearly leaves its off-road desires to the F 850 GS. Rear damping remains the responsibility of the central spring/shock combo.

The F 750 GS is loaded with electronics, both standard and (above all) optional. Let's start with the standard equipment, which includes two Riding Modes (Rain and Road), traction control, ABS Pro, Dynamic brake light since 2019, and a revamped instrument panel.

but as BMW is obliged to do, you'll need various accessory packs to get the most out of your machine. For example, you can swap the classic cockpit for a much more modern 6.5-inch high-tech color TFT screen, which can be used to manage music, telephone and vital machine parameters.

But there are other snacks to tempt you. The F 750 GS can be equipped with Dynamic ESA electronically-adjustable suspension, a shifter, Pro riding modes including Dynamic and Enduro (Enduro Pro is reserved for the F850GS), a dynamic stoplight, a full LED headlight with daytime running lights, Keyless Ride keyless start, emergency call, tire pressure monitoring and a 6.5-inch TFT color instrument panel.

With this evolution, the new BMW F750GS clearly raises its standards compared to the previous generation; and only the extra 12 kilos (224kg fully loaded) tarnish the picture. Off-road enthusiasts will naturally gravitate towards the F 850 GS, which offers more appropriate peripherals (inverted forks, long travel, narrow front tire on 21-inch spoked rims, etc.). But for those who want to ride a GS without putting too much strain on their spikes or their wallets, the F 750 GS still has serious assets to offer.

m.B - Manufacturer's photos.