2017 BMW F 800 GS Adventure launch review

What better a way to test any new example of BMW's GS family than in the middle of the latest BMW GS Safari? In this case, the arrival of BMW's 2017 F 800 GS Adventure had coincided beautifully with the Safari, which this year would see it plot a five-day course from the bright lights of Queensland's Gold Coast, to the dense forests of north-eastern New South Wales, to the rolling cattle country of the Darling Downs and eventually east again to the brilliant beaches of Queensland's Sunshine Coast.

BMW Motorrad had asked Bikesales along to sample the first two days of the Safari – from the Gold Coast to Queensland's 'Cow Town', Toowoomba – aboard its updated 'mid-sized' adventure bike, and it seemed like a solid plan to us.

Bike media launches are often rushed affairs but in this case we'd be putting the new GSA to the test in exactly the theatre it was designed for – and alongside the people who know best just how enjoyable life aboard these machines can be.

I'll cover the antics of the GS Safari in a separate story, but for now let's take a closer look at the latest evolution of the F 800 GS Adventure.

On first glance, it's doesn't appear like much has changed. Sure, the Catalano Grey and Racing Red Matt colours schemes are new, the latter a $350 option. There's also a reshaped muffler tailpiece and new fork leg reflectors – hold the press!

The instrumentation has been mildly updated and now includes a 'Malfunction Indicator Light' (MIL), which – all things going well – you'll never see.

No, the big news here is the arrival of a more sophisticated suite of ride-mode electronics. Previously limited to 'Road' and 'Enduro', the new F 800 GSA now scores an (optional) choice of Rain, Road, Enduro and Enduro Pro, giving riders of all abilities the chance to tailor the ride to suit their mood, skill, and the prevailing conditions.

F 800 GS ADVENTURE IN BIKE SHOWROOM

In standard trim the new F 800 GS Adventure makes do with Rain and Road modes and standard suspension, while purchasing the Dynamic Pro package ($950) adds Enduro and Enduro Pro modes to the mix, along with Electronic Suspension Adjustment and traction control. If you're already looking at purchasing a GSA over a standard GS, spending the extra on the Dynamic Pro package is a no-brainer…

The electronics upgrade brings the F 800 GS Adventure into line with its big brother, the R 1200 GS, and as we set out from the Goldie for the twisting network of roads that traverse the Gold Coast Hinterland, it didn't take long for the benefits of the techno wizardry to make their presence felt.

With a blazing sun overhead there was no need to mess around with 'Rain' mode, which effectively cuts engine output and throttle response and ups the ABS/ASC intervention to help you better deal with ultra-slippery going.

'Road' mode then allows the 798cc liquid-cooled parallel-twin to kick out its full 85hp and 83Nm, which are both healthy-enough figures even for a package tipping the scales at 232kg wet. Part of that weight accounts for the GSA's 24-litre fuel tank – that's eight litres more than the standard F 800 GS, underlining one of the major differences between the two models.

I was obviously enjoying myself through the hinterland because the little orange traction control light was winking on regularly – I also couldn't help but wonder how many of those instances might have ultimately led to grief had I not had BMW's electronic safety net watching over me…

After a quick breather in Tyalgum and then lunch over the NSW border in Kyogle, it was back on the bikes to get our teeth into a bevy of roads that progressively saw the tar make way for dirt roads and tracks.

The advent of the dirt allowed me to play around with the two enduro settings, 'Enduro' and 'Enduro Pro'. Both of these see the traction control and ABS dialled down to give better off-road response, with one major difference. Enduro mode will still see ABS and traction control operating on both wheels, while Enduro Pro will allow you to lock the rear wheel for drift turns and the like, should your off-road abilities – or at least courage – extend that far.

To be honest, after the initial fiddle I was happy enough to leave my bike in 'Enduro', especially because even with the ABS and traction control on it was still so easy to manage in the loose stuff.

The next two days saw me guide the GSA over quite a diverse range of off-road terrain, from flat country dirt roads to some gnarly little rocky sections, slippery singletrack through the forest (including a surprise encounter with a road-construction roller!) – even deep sand.

Now it's been probably 10 years since I'd tackled sand (well, apart from a few quick jollies on the beach during the media launch of the BMW R nineT Scrambler) and while the mantra of 'weight back, power on' was recalled readily enough, the sand itself seemed a lot firmer than I remember when gravity finally did get the benefit of good intentions...

In any case, I was in good company, and at the end of the day dozens upon dozens of BMWs got through more or less unscathed – testament as much to the ability of BMW's GS models as to the riding skill of their owners.

I took me by surprise how much you sit 'in' an F 800 GS Adventure, even with its towering 890mm seat height (a low 860mm seat is available both as a factory swap or as an accessory). The seat is a really nice, well sculpted unit, tailor made for long-haul work. Even at 188cm tall I had no problem fitting aboard the GSA, although the height of the handlebars was too low for my long back. When standing up on the 'pegs I was still quite hunched forward – a set of taller risers would rectify this in a flash.

The bear-trap-style 'pegs are brilliant, as is the flip-down rear brake lever. In fact, the F 800 GS Adventure is really well set up for off-road riding straight off the showroom floor, although through a couple of those rocky sections I was thankful for the protection afforded by the accessory alloy bashplate and the headlight protector.

Switching between ride modes can be done on the fly via the 'bar-mounted button, as can selecting from the three damping settings (Sport, Normal, Comfort) via the Electronic Suspension Adjustment. Everything is laid out logically and is easy to use – BMW has been playing this GS game since 1980, and it shows.

The parallel-twin pumps out dependable grunt – enough to deliver three-figure thrills on the blacktop or tractable progress when off-road. At 100km/h in sixth gear the engine is spinning at just below 4000rpm, meaning it's relaxed enough for all-day touring. First gear initially feels a tad tall on the dirt, but you soon realise this bike is entirely happy to lope along at low revs without fear of stalling. That said it really is happiest in its broad midrange, which extends from 3500rpm to 7000rpm.

The six-speed gearbox shifts nicely and the brakes are well up to the task of slowing the show – every BMW model is fitted with ABS as standard these days.

The overall finish is exemplary. From tiny brackets to the cable routing, the array of component finishes to the gleaming paint – it's a quality effort, almost too nice to take off-road.

While the 2017 BMW F 800 GS Adventure is clearly about evolution, not revolution, the addition of the expanded ride modes has broadened its appeal considerably. Get one, get the Dynamic Pro package, and throw on a few protective accessories – then head for the horizon until the land runs out!

SPECS: 2017 BMW F 800 GS Adventure
ENGINE
Type: Liquid-cooled, DOHC, eight-valve, parallel-twin
Capacity: 798cc
Bore x stroke: 82mm x 75.6mm
Compression ratio: 12.0:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 85hp at 7500rpm
Claimed maximum torque: 83Nm at 5750rpm

TRANSMISSION
Type: Six-speed
Clutch: Wet, multi-plate
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Tubular steel frame, engine as a stressed member
Front suspension: Inverted 43mm fork, non-adjustable (ESA optional)
Rear suspension: Monoshock, adjustable for preload (ESA optional)
Front brakes: Dual 300mm discs with twin-piston calipers
Rear brake: Single 265mm disc with single-piston caliper
Tyres: Continental TKC80 Twinduro – 90/90 R21 front, 150/70 R17 rear

DIMENSIONS AND CAPACITIES
Claimed wet weight: 232kg
Seat height: 890mm
Wheelbase: 1578mm
Fuel capacity: 24 litres

OTHER STUFF
Price: from $18,650 (plus on-roads)
Colours: Adventure Rallye – Racing Red Matt ($350); Std – Catalano Grey (no cost)
Warranty: Two-year/unlimited kilometres
Bike supplied by: BMW Motorrad, bmwmotorrad.com.au

Standard equipment:
>> ABS
>> Heated grips
>> Trip computer
>> White LED indicators
>> Centrestand
>> LED auxiliary lights

Dynamic Package ($950):
>> Riding Modes Pro (Rain/Road/Enduro/Enduro Pro)
>> ESA (Electronic Suspension Adjustment)
>> ASC (traction control)

Further factory options:
>> Alarm $325
>> Off-road tyres (no cost)
>> Low 860mm seat (no cost)

Accessories:
Luggage
>> Alloy panniers ($1359)
>> Alloy topbox ($1004)
>> Pannier bags ($400)
>> Topbox bag ($200)
>> Tankbag ($345)
Ergonomics/comfort
>> Tinted windscreen ($579)
>> Low 860mm seat ($539)
Navigation
>> BMW Motorrad Navigator V ($1526)
Safety
>> Aluminium engine guard ($454)
>> Alarm ($539)