2024 BMW F 900 GS Review [15 Fast Facts, Dirt and Street]

June 21, 2024

It’s a big year for BMW’s middleweight GS lineup. The 895cc engine we’ve enjoyed in the BMW F 900 R and F 900 XR finally makes it to the GS lineup. Plus, the new F 800 GS is positioned as the midsize GS for those who are more street-focused, with the 2024 BMW F 900 GS getting a makeover to turn it into a more off-road-capable adventure bike. That’s more than enough to inspire us to go on- and off-road riding, and it’s time to share what we discovered.

We tested a 2024 BMW F 900 GS with the Premium Package ($1750) and the Style Package ($275). The Premium Package has functional upgrades, including a quickshifter, different/more ride modes, cruise control, and an M Endurance chain. Convenience upgrades with the Premium Package include keyless operation, GPS prep, and tire pressure monitoring. The Style Package is about paint and graphics. Without getting too ahead of ourselves, the Premium Package is a must-have if you plan on touring or riding seriously off-road.

While we’ll get to the new motor soon enough, the real off-road upgrade comes via a 31-pound diet, upgraded suspension, and improved ergonomics. As soon as you sit on the 2024 BMW F 900 GS, you immediately feel the difference between it and the 850 it replaces; it simply feels more dirt bike-influenced. BMW got there by raising the handlebar 0.6 inches, lowering the footpegs by 0.8 inches, and narrowing the waistline thanks to the new plastic fuel tank and radiator guards. The smaller windshield subjectively enhances the lighter feel of the bike; however, it’s not adjustable, so you’ll need to replace it if you don’t like it. It’s amazing to think the 900 has the same chassis as the 850, as the two motorcycles feel so dissimilar.

Agility is dramatically improved, and noticeable on- and off-road. BMW engineers cut lots of weight far from the center of gravity—exactly where it counts. The new fuel tank is a staggering 10 pounds lighter than the old steel tank, a redesigned tail section shaves off five more pounds, and the standard Akrapovič muffler is almost four pounds lighter than the outgoing unit. In the front, the new headlight takes another pound off, as does the new kickstand. Also, the 21-/18-inch wheel pairing is de rigueur for the dirt. Put that together with the new ergonomics, and you know you’re no longer on the 850. These differences are as subtle as a flying mallet and as welcome as a 1st class upgrade on a transatlantic flight.

Before we got to the dirt, we had to ride on pavement, and the experience did not disappoint. Even with the optional dirt-ready Metzeler Karoo 4 tires shod on the 2024 BMW F 900 GS, the bike feels great on the street. A two-hour, 150-mile freeway drone is effortless and argues for the smaller windscreen and narrower plastic. The 900 is touring ready, even if it’s not the most street-oriented of the new middleweight GSes. Stability is outstanding, and the wind protection is just right for my five-foot-nine frame. The new 895cc motor has an uneven 270/450-degree firing order, banishing annoying buzzing and replacing it with a pleasant throb. The move to off-road capability has not compromised the touring tradition inherent in the GS jurisdiction. Oh, and the 900’s 10-horsepower upgrade further enhances highway operation.

Twisties return our thoughts to the new ergonomics and lighter weight. The 2024 BMW F 900 GS feels completely natural in the canyons. While no match for its pure-street XR and R siblings, the GS holds its own in the ADV class. It takes some time to acclimate to the edge grip available from the Karoo 4 tires. However, once confidence is established, the natural handling of the GS asserts itself, and speeds increase. With the still-high pegs, thanks to long-travel suspension, plenty of cornering clearance gives the rider complete control over commitment. The 21-inch front wheel trades some front-end confidence for low-effort direction changes, though it never gets into vague territory. All input results in an as-expected response, and the F 900 GS is a pleasure to ride on curving back roads, especially if pavement conditions are less than ideal.

The motor is sweet, and the Premium Package’s ride modes allow you to tailor your experience. The upgrade from 850 to 900 is top-end focused, so you get the push at high rpm without sacrificing anything in the low- to mid-range. With that in mind, the standard issue has Road and Rain modes. Premium adds Dynamic, Enduro, and Enduro Pro to the mix, making a total of five options. Oddly enough, you can have only four in the scroll at any time. Road is fine for the long hauls, with Dynamic getting attention when it’s time to make time. Fortunately, Dynamic is not abrupt—the motor is more responsive without becoming unwieldy. Still, if you’re on a casual ride through the mountains, there might be times when you want to take a break and revert to Road mode. Happily, Road is fun to use and in no way sluggish.
The quickshifter is slick, on- and off-pavement. It’s great to be able to keep your left hand on the grip when the going is rough, yet still change gears effortlessly. With the twin’s broad powerband, it’s easier to get the gear ratios right, and BMW nailed it. While there’s always a gear for the situation, the F 900 GS isn’t picky and will work with whatever gear you are in. Sixth gear is good for 125 mph, at least—the front Karoo 4 started protesting at that speed. Even with the knobbies, if you’re in double digits, you’re going to be fine.

The Showa/ZF suspension combo is well-balanced and widely adjustable. I always look at mismatched suspension components with an arched eyebrow. However, my skepticism was quickly extinguished riding on the dirt and street. The fork is fully adjustable, and the 43mm fork is beefy enough to properly handle the front-end duties when adventure riding. The linkage-assisted shock lacks compression-damping adjustment, though spring preload changes can be made by hand thanks to hydraulics—perfect for touring, especially two-up. As I am of average size and skill level, the suspension feels personalized for me right from the showroom floor. However, outliers will be pleased that BMW has widened the damping-adjustability options. Semi-active suspension is an option for the F 800 GS and the F 900 GS Adventure only; I would settle for electronically adjustable on-the-fly setting changes on the standard F 900 GS.

Hitting the dirt reminds you of the improvement heaped upon the 2024 BMW F 900 GS. As soon as you stand up, you know you’re on a different kind of BMW middleweight ADV bike. It feels slimmer, and the ergonomics are spot-on, making the new GS a shot over the bow of some of the less dirt-committed midsize adventure bikes from Austria. The 900 feels as light as a 483-pound motorcycle is going to feel off-pavement, and the Karoo 4 tires help the situation significantly.

BMW offers Enduro and Enduro Pro with the Premium Package, and I’m going pro every time with the Karoo 4 tires. In the dirt, Enduro Pro provides the fun we want when the pavement is in the mirrors. Enduro Pro’s throttle response is strong and linear, traction control is minimized, and ABS is front-only. Choosing the standard Enduro mode results in lackadaisical throttle response exacerbated by early traction control intervention, plus two-wheel ABS that often pumps in the dirt. Enduro mode is worth considering on wet or very dirty pavement, or with street tires on a dirt road. In the dirt, Enduro Pro is the way to go with Karoo 4s or something similar. As a bonus, Enduro Pro adds throttle response, traction control, and ABS adjustment.
The Showa/ZF suspension on the 2024 BMW F 900 GS is comfortable in the dirt. The suspension action is complaint without being too soft. The GS doesn’t pitch and yaw off-pavement, a sign of nice balance. Travel is right around nine inches at both ends, and you have to work to use it all up. When you do, you’ll know it is time to back off or consider moving to a dual-sport bike. The predictable power delivery makes it easy for new riders to ride the GS in the dirt, and everyone will appreciate the superb off-road ergonomics and the high-impact weight reduction. This motor/chassis combination satisfies non-competitive experienced riders, as well as those venturing off the pavement with limited familiarity with the dirt. This is a real-world Gelände/Straße motorcycle.

Although the brakes are oddly low-spec, they work fine. Up front, there are a pair of 305mm discs with traditionally mounted two-piston Brembo calipers—we’re used to four-pistons and radial mounting. Regardless, there’s plenty of braking power, particularly with the Karoo 4s mounted. The initial bite in the front is helpfully soft off-road, ramping up progressively as your grasp increases. As you might anticipate, ABS kicks regularly on the pavement when pushing hard due to the narrow knobby front tire, so there’s your limit. The BMW invoked the front ABS less frequently in the dirt thanks to the soft bite and predictable results. The rear brake is predictable and usable, and you can even skid the tire in the dirt in the Enduro Pro mode. We will be interested to see how the brakes work on the street-slanted F 800 GS.

The only thing that will dissuade a new adventure rider from going too far off-pavement is the seat height. When you put a 34.3-inch seat height and 483 pounds together, neophytes and shorter riders will be intimidated. The slip-resistant seat is narrow and comfortable, but those numbers create a high barrier of entry—there is a cost to long-travel suspension that doesn’t sag excessively, and that’s height. Lower seats are optional, though they can play havoc with the rider triangle. Certainly, a lower seat is worth a try, if necessary. Regardless of your height, the F 900 GS feels great once your feet are on the excellent dirt-bike-style serrated footpegs.

An excellent 6.5-inch TFT display and state-of-the-art switchgear make it easy to take advantage of the electronics. The dash is easy to read and lightly customizable. Once you get used to the BMW multi-controller wheel and the button/switch array on the left handlebar, they become second nature. There’s a dedicated mode button on the right handlebar—I love that. We had a dated BMW GPS unit installed, so we’re not reviewing that. However, having a dedicated GPS isn’t a bad thing, even in the era of superb smartphone navigation apps. Also, the USB-C charging port comes in handy on a long ride, as my iPhone can attest.

By any measure, the 2024 BMW F 900 GS is a success. BMW took a fine street-oriented GS and turned it into a legit off-road adventure bike. In doing so, the F 900 GS retains its street-going and touring prowess, widening the possibilities every time you swing your leg over the seat—and that’s exactly what adventure motorcycles are supposed to do.

Action photography by Kelly Callan

RIDING STYLE

Helmet: Arai XD-5
Jacket and pants: Rev’It! Stratum GTX
Gloves: Alpinestars Halo
Boots: TCX Infinity 3 GTX

2024 BMW F 900 GS Specs

ENGINE

Type: Parallel twin
Displacement: 895cc
Bore x stroke: 86 x 77mm
Maximum power: 105 horsepower @ 8500 rpm
Maximum torque: 69 ft-lbs @ 6750 rpm
Top speed: 124+ mph
Compression ratio: 13.1:1
Valvetrain: DOHC; 4vpc
Cooling: Liquid
Muffler: Akrapovič
Transmission: Constant mesh 6-speed
Clutch: Wet multiplate w/ assist and slip functions
Final drive: O-ring chain

CHASSIS

Frame: Tubular steel trellis
Front suspension; travel: Fully damping-adjustable Showa inverted 43mm fork; 9.1 inches
Rear suspension; travel: Rebound-damping and spring-preload adjustable ZF shock; 8.5 inches
Wheels: Wire-spoke
Front wheel: 21 x 2.15
Rear wheel: 17 x 4.25
Tires: Metzeler Karoo 4 ($65 option, as tested)
Front tire: 90/90 x 21
Rear tire: 150/70 x 17
Front brakes: 305mm discs w/ 2-piston floating Brembo calipers
Rear brake: 265mm disc w/ single-piston floating Brembo caliper
ABS: BMW Motorrad ABS Pro