The adventure-bike market is one of the hottest segments in motorcycling, inspiring riders both new and old to seek adventures across horizons both near and far. BMW was the segment’s progenitor, debuting the oddball R80 G/S in 1980. That first G/S had a Boxer motor that displaced 798cc, just like the parallel-Twin F800GS introduced in 2008.

Now, it appears BMW is on the verge of introducing a new 800-plus-cc inline-Twin-motored GS to give ADV buyers a new midsize adventure bike that’s easier to handle than its Boxer-powered 1200s. The existing mill cranks out about 81 horsepower to its chain-driven rear wheel, so we’ll guess this newer and likely bigger engine will crank out more than 90 horses on a dyno.

Based on what we see in these images, the bike appears to be new from the ground up. Visually, the engine shares nothing in common with the aging existing powerplant, with the drive swapping to the left side of the bike. Also new is the frame, which looks like it has been upgraded from steel to aluminum, with a new aluminum swingarm. Overall, the styling is similar but slightly altered from the previous generation with beefier lines.

This photo was shot several weeks earlier than the action photos in this article, and it shows what we believe is the F900GS version which has different wheels (tubeless wire-spoke) than the bike in the action photos. It also includes full LED lighting while the F750 uses LED only in its daytime running lamp. The 900 also differs by having a bigger windscreen.

This photo was shot several weeks earlier than the action photos in this article, and it shows what we believe is the F900GS version which has different wheels (tubeless wire-spoke) than the bike in the action photos. It also includes full LED lighting while the F750 uses LED only in its daytime running lamp. The 900 also differs by having a bigger windscreen.

The action photos shown here were shot in Bavaria on the Autobahn. According to photog Herr Höhne, the engine sounded a bit like a V-Twin, leading us to believe it will use a 270-degree crankshaft orientation as opposed to the F800’s 360-degree layout.

It’s likely BMW will again be offering the F-series GS in two versions: a typical base version with cast wheels and a 19-inch front tire; and an Adventure version with tubeless wire-spoke wheels and a 21-inch front tire.

The bike in this photo has cast aluminum wheels and a conventional fork, which makes us think this could be a base model of the new bike, decontented somewhat to make for a more palatable MSRP and with less off-road intentions and a lower seat height. It also might use different nomenclature from the F900 like the existing F700/F800, which has us guessing F750GS.

The bike in this photo has cast aluminum wheels and a conventional fork, which makes us think this could be a base model of the new bike, decontented somewhat to make for a more palatable MSRP and with less off-road intentions and a lower seat height. It also might use different nomenclature from the F900 like the existing F700/F800, which has us guessing F750GS.

The dual clocks of the previous generation F800 have been replaced with color TFT instrumentation. We expect this to be integrated with BMW’s clever rotary controller for accessing trip information and changing ride mode settings, among other things. The short windshield seen in these photos is mostly likely adjustable; a taller screen might be an option or a standard feature of the Adventure version as on the existing model.

The bike in this photo differs from the other two action photos in that it has wire-spoke wheels with what appears to be an inverted fork like the bike in the static photos shot earlier.

The bike in this photo differs from the other two action photos in that it has wire-spoke wheels with what appears to be an inverted fork like the bike in the static photos shot earlier.

The saddlebags appear to be a larger version of the BMW Vario cases available for the current F800, while the top case looks to be the same as currently offered through the BMW accessory program.

It’s more than likely we’ll see this latest BMW adventure bike at this autumn’s motorcycle shows, and it’s going to be a big year for mid-size ADVs with 270-degree parallel-Twin powerplants. The F900 will join KTM’s upcoming 790 Adventure and Yamaha’s FZ-07-based Tenere. We’re anxious to gather them together for a big shootout!

Related Reading

2009 BMW F800GS Review – First Ride
2010 BMW F800GS Review
2011 Adventure-Touring Shootout: Triumph Tiger 800XC Vs. BMW F800GS
2014 BMW F800GS Adventure Review
2014 BMW F800GS Adventure Vs. Triumph Tiger 800XC

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  • The current models look better.

  • JMDGT

    I look forward to seeing the finished product.

  • Sentinel

    Great! Another nice new bike with a stratospherically tall seat height I will never be able to fit upon! >:(

    • Gail

      I hear ya. I’ll have to have a factory lowered if I went with this bike.

    • Richard Bane

      Waaaaaa ….. try being 6’3″ and see how 7/8 of the bikes out there are too small.

      • Sentinel

        You are almost freakishly tall, what would you expect?

      • 12er

        or 6’6″…

  • LightenUp

    I know what a parallel-twin engine is, and I know what 3-, 4-, and 6-cylinder engines are, but I’m uncertain about an “inline-twin.” The only thing I can imagine is that the two cylinders are aligned fron-to-back (presumably in the interests of narrowness,) as in the Triumph Rocket or the original Indian inline-4. What am I missing?

    • Kevin Duke

      Sorry to confuse. An inline-Twin is just another way of referring to a parallel-Twin, as writers are often reluctant to repeatedly use the same term. As for inline-Fours, that term can be used to describe both an old Indian or Henderson and a CB750 or GSX-R1000. But the old engines would be described at a longitudinal inline-Four as opposed to an across-the-frame inline-Four as used for the past five decades. Hope that helps!

      • LightenUp

        Thanks for the reply. I guess I could’ve just paid a bit more attention to the exhaust headers. Also, I want you and the other scribes to know how much I appreciate the fine writing. By the way, I also greatly enjoy reading the thoughtful and often humorous contributions of my fellow MOrons.

  • Percival Merriwether

    Cruise control, please…

    • Kevin Duke

      Count on it!

  • Patriot159

    Me thinks the 900 will be more an Africa Twin competitor and weigh in at 500 + lbs. Perhaps the 750 version can be close to 400 lbs. and be more of a dual sport like the KTM and Yamaha will (hopefully) be.

  • Michael

    270 degree 900cc parallel twin… sounds like they copied the Nuda motor (which was a bored and stroked 800cc BMW motor to begin with). The Nuda makes 100hp on the dyno.

    • mikstr

      Nuda had a 315-degree crank, not 270…

      • Michael

        My mistake, you’re correct. 315 degree crank

  • Stephan Boatin

    I’m hoping for two important improvements over the F800GS. Less engine vibration coming your butt and lighter weight. During a test ride, the engine vibration was a deal killer for me. I could only imagine it on a long highway ride. Not good. Weight is the other thing. Off road I’d like to be able to pick the bike off the ground. On road I’d like to be able to toss it around as needed. The present 800GS Adventure model is over 500 lbs. Yikes! If they can get the new bike under 450 lbs wet, they’ll have a winner.

    • 12er

      Thing that killed me was the light switch throttle off idle. There was no modulation, it was on or off. Not good off road or on for that matter.

  • Cam

    As a 2009 F800GS owner since new, this looks like quite a nice improvement. I’ve seen so many folks comment about a buzzy engine. It was buzzy at first. After broken in, though, not at all – until about 5500 rpm, then yes….and increasingly so to redline. However, that’s about 90 mph in 6th. Under 5000 rpm, it’s glassily smooth – now with 55,000 miles on the clock.
    What was really unacceptable as new was the ultra-awful front suspension. I ended up dropping in new cartridges and springs with about 3000 miles on the clock – all fixed. Of course, that was >$1000….
    Definitely less weight would be welcome. The frame looks about the same as mine. One other suggested improvement – a factory belly pan that would protect the underside of the headers & the oil filter (forward projecting).

  • Ted

    Yes different market segment than I was hoping for. Still waiting for an FJ-07. DON’T GO OFF ROAD, except gravel roads’ or maybe over a mountain on an old deserted jeep trail that a blasted map shows as a numbered hiway. Never trust maps, or GPS’S FOR THAT MATTER.😂