Peking duck: test drive BMW F750GS 2022

Touring BMW F750GS

After the first 20 minutes on it, my partner stuck an action camera in my face and asked about my impressions of the BMW F750GS. I honestly said that I hate him. But before you misunderstand me, let me tell you the circumstances under which everything happened.

Touring BMW F750GS

We stood on the side of a river of liquid mud, which, by misunderstanding, is considered a road. The river-road went down the hill. We were riding a pair of BMW F750GS with road tires and no crash protection of any kind. Moreover, we stopped to rest on the only dry spot in the area, and it was dry only because it consisted of sand. In short, we were not in the most suitable conditions for the “most expensive goose”.

The BMW lineup already has one similar touring motorcycle of similar capacity - the BMW F850GS. Moreover, their engines are the same - 853 cc in-line twins, although the BMW F750GS engine is tuned differently and produces less thrust. Different camshafts, intake tracts and ECUs result in the 750 producing 77 hp. at 7500 rpm and 82 Nm at 6000 rpm, in contrast to the characteristics of the 850, which are 90 horses and 85 Nm.

In its basic form, the BMW F750GS is equipped with ABS, traction control (ASC) and two driving modes: Rain and Road. The main difference is the presence in the advanced version of an inertia measurement device, thanks to which the angle of inclination will be taken into account when calculating the response parameters of ABS and traction control. The bikes we rode were additionally equipped with electronic dynamic rear suspension control, which automatically adjusts damping according to data from an inertia measuring device.

Also, the Select Package on the BMW F750GS includes the same advanced LCD instrument cluster and professional riding modes, including Dynamic and Enduro, as on the F850GS. Each ride mode changes throttle response and affects settings for ABS Pro, Dynamic Traction Control, Dynamic Rear Suspension Tuning, Cruise Control and Tire Pressure Monitoring. The biggest difference between the F750GS and the 850 is the lack of an Enduro Pro riding mode. However, the best mode on it is Dynamic, regardless of the road condition.

In this mode, the response to the throttle becomes as sharp and aggressive as possible. However, not as aggressive as on the 850k. BMW really tried to make the 750 softer and smooth out the harshness of the throttle. Some people will like it, while others will want more harsh behavior.

The 750ki's suspension is significantly different from the 850. The fork is a regular 41mm telescopic with 150mm of travel (that's about a quarter less than on the F850GS). Where they are similar is the lack of fork settings.

The rear shock absorber here has a classic design (the 850 has a WAD shock absorber with progressive damping). In its basic form, shock absorber preload is manually adjusted via a hydraulic system, as is rebound damping. By upgrading to the Premium Package, you get Dynamic ESA electronic suspension control, which allows you to adjust the suspension using buttons. Rear suspension travel is 175 mm, which is about 4 centimeters less than on the F850GS.

The ground clearance of 19 centimeters has been reduced by about 5 centimeters compared to the F850GS. This mainly worked to the benefit of the model, making it one of the most comfortable saddles for short riders on the touring market. The stock seat height has been reduced by 5 mm compared to the previous F700GS to 81.5 cm. A lowered seat and lowered suspension are available in the accessories catalog, allowing the overall seat height to be reduced to 77 cm.

A fully charged device weighs 223 kg, which is 5 kg lighter than the F850GS.

The BMW F750GS brake system from Brembo remains the same, but it is installed on different wheels. While the larger, more off-road F850GS has spoked wheels, the 750 uses alloy wheels. The rear tire size on both bikes is 150/70R17, while the front tire on the 750 has a more street size 110/80R19. My example had Bridgestone Battlax Adventure A41s, good road tires, but not the best for mud and sand.

Now it's time for us to go back to the beginning...

In the shadow

Mid-sized touring enduros are not the most popular class. While the older models, the pop stars of the motorcycle industry, are always in the public eye and embody the latest technology, the simpler motorcycles are in their shadow. At the same time, in modern times, serious prospects are opening up for budget technology. “Motoexpert” compared the two most powerful representatives of the class, the BMW F 700 GS and the Suzuki DL650 V-Strom.

BMW F 700GS

The F 700 GS is a strange motorcycle, even from the concept itself. It was prepared as a replacement for the single-cylinder 650 cc “Goose”, but for some reason they decided to install the engine from the “eight hundred”. Which is not only larger in volume, but also there is a clear excess of cylinders. Weight, size and difficulty in maintenance were added compared to its predecessor, but the main advantage for which such sacrifices were made was removed.

Since the “seven hundred” is an entry-level motorcycle, a dozen horsepower was cut off from the engine. The result was greater than that of the F 650, but there is still a feeling of some senselessness of this procedure. Why do less when the engine is already not distinguished by beastly power - the question is more likely for marketers than for designers. There were no obvious advantages at low speeds: it pulls well, but nothing more.

At the same time, low speeds are the main operating range of the engine. Because, despite the depowering, he also inherited another family feature, an unpleasant small vibration that spreads through the palms and feet throughout the body and forces him to turn up the gear. In general, the engine really turned out to be new. Soft, obedient, including on the ground, where this power is more than enough, but if you have been driving for several seasons and love asphalt, such characteristics will be boring.

The chassis is also the fruit of compromises. Although here it is more clear: the use of not too complex components makes the design more affordable in terms of price. Cast wheels, a simple fork without any adjustments - everything looks very budget-friendly and feels like it while driving. The suspension works very softly. For the city - excessively. While the rear can be adjusted using an optional electronic system, the front fails under braking and sways in corners without any hope of correction, unless, of course, you interfere with the design. But the brakes work very well. They are very tenacious, and the moment of blocking is felt even before the ABS begins to chirp.

Cast wheels with asphalt tires transparently hint that the abbreviation in the name, although it contains the letters GS, but “Strasse” is much more appropriate in it than “Gelland”. You can quickly drive along dirt roads or simple off-road terrain on a motorcycle. But we love the GS series for its ability to get into some serious mud or blast through dry conditions. And with this the “seven hundred” is already starting to have problems. The suspension wobbles, the tires slip, the whole motorcycle rattles and knocks, as if the fasteners are not tightened properly.

What the F 700 GS really does well is travel. On a long straight road, when you don’t have to brake hard and turn quickly, the soft suspension turns into a big plus, thanks to which the body feels fresh even after many hours of driving. The ergonomics are also quite touristy. Here the junior GS is not much different from the older ones, except that there is a little less space behind the wheel. In this regard, the F 700 GS is an excellent solution for girls and men who do not have an outstanding physique. Reaching your feet to the ground is no problem and this makes the bike even easier to use.

Suzuki DL650A V-Strom

Suzuki developed its formula for medium-sized touring enduro in 2004 and has been using it with minimal changes since then. The current V-Strom 650 is only the second generation in 12 years, and not too radically different from the first. A particularly striking greeting from the past, and even more distant, is the quality of manufacturing of individual parts. Especially those that are in front of the driver’s eyes and constantly remind of themselves with greetings from the 80s. The remote controls, mirrors, and key seem to have been borrowed from experimental military equipment from the Cold War. Although, perhaps, for some, this interface will not be a drawback, but a special feature, a stylistic refinement on a military-retro theme, adding some brutality to the motorcycle.

The motorcycle as a whole gives the impression of being difficult to kill. It’s as if it appeared not in an era of universal relief, refinement and disposability, but in the glorious years when technology was heavy, but strong and repairable. Although, if you look closely, it is not so simple at all. Spoke wheels are tubeless. In addition to speed and mileage, the liquid crystal “tidy” shows a lot of interesting information. True, some of the necessary data appears only after a long game of “guess the button,” because it is impossible to intuitively understand the logic of changing virtual screens with the high beam flashing button.

Also, a strange logic can be seen in the engine settings. The good thing about a regular low-boost V-Twin is that most of its power comes at low revs. Here, all the most interesting things went under the red zone, like on some racing Ducati. To feel the acceleration, you need to twist the throttle properly, and then the V-Strom will drive even better than it should according to the canons of the class. True, one of its trump cards, fuel efficiency, will be irrelevant in this case; when driving fast, the “ström” drains a fairly large tank at a mind-boggling speed, almost like the aforementioned Ducati on the race track. True, the brakes are not at all conducive to fast driving. It often happens that the front calipers are not powerful enough, but here they also add disgusting feedback, which is practically non-existent. And when pressed, the handle springs unpleasantly, as if you feel the rubber hoses first inflate, and then compress and squeeze the brake fluid back into the master cylinder. Well, there is ABS, with which you don’t have to worry about unexpected blocking, but just push with all your might.

The suspension is made in full accordance with traditions, not at all racing. So unracing that even with such brakes the front end dives so much that you almost touch the ground with your helmet visor. The rear one has remote preload adjustment, which can be adjusted to more or less normal behavior. But on a bad road it is very comfortable to drive on a soft suspension, especially when you travel far. In general, the V-Strom 650 is primarily a touring motorcycle. The glass is high, the seat is wide and soft, the tank is large, it lasts a long time if the engine does not need to be cranked hard. And city riding is already a compromise for those who do not have the opportunity to keep two motorcycles.

Sparring

The difference between the two motorcycles is already evident from their history. The V-Strom 650 has been in production for over ten years and is an established and popular model that sells well around the world. The F 700 GS is a not very successful fruit of marketing efforts, hiding in the shadow of the more respectable older members of the family. Moreover, he hid so much that he is practically invisible on Russian roads.

There are a number of points in assessing motorcycles that are not obvious to everyone. For example, that there are quite a lot of people in the world who are not tall and have long legs. And these people have big problems choosing big enduros. At times they are so serious that, having fallen on their side several times when stopping in an inconvenient place, they have to abandon this class of motorcycles and switch to something more compact. For such people, BMW has provided the opportunity to order a lowered seat and even a lowered suspension directly from the dealer. In the latter version, the saddle height is 765 mm, even lower than that of the reference Yamaha YBR125 small-capacity training bike. And in the default configuration you sit quite low. And even if you are taller than average, you have to climb onto the V-Strom with your leg raised high. And it is precisely for this reason that you don’t want to stop there often, but you want to sit behind the wheel. In terms of ergonomics, manufacturers have changed places. The Bavarians made a motorcycle in an Asian style, not too spacious, but on the V-Strom you sit like a European, without shrinking, with outstretched arms and a relaxed body.

The opposite happened with motors. The inline-two loves to drive at low revs. There is noticeably more peak power, but it is problematic to use due to vibrations. You have to drive “on the moment”, as V-shapes usually do. And the V-Strom is completely dull from below, so for joy and fun you have to keep the gear lower and not spare the gas. But in general, the Suzuki engine, of course, loses, which is not surprising given the significant difference in displacement.

The situation with the suspension is similar. In both cases, the front part is designed primarily for straight-line movement with a minimum of maneuvers, so sharp braking and fast turns are not for it. The shock absorber in both cases is adjustable without the use of special tools. On the F 800 GS - electronically, on the DL650 - using a remote mechanism. In this way, the rear section can be adapted to accommodate passengers and luggage, and also make active driving a little more pleasant. On a global scale, the BMW is more agile, the Suzuki is better suited for straight-line driving. In terms of brakes, the Bavarians beat the Japanese with a huge advantage: in order not to feel like a kamikaze pilot with a one-way ticket, the owner of a V-Strom will have to do something with them, at least experiment with the pads.

Although both motorcycles belong to the enduro class, their off-road capabilities are modest even by the standards of large touring machines. The wheels in both are 19-17 in size, that is, something between purely asphalt and purely dirt, and the ride is just as average. That is, it is possible, but carefully. The V-Strom looks more off-road thanks to the spoked wheels, but in practice the GS is a little more comfortable on the ground due to the low-end engine and low seat, which allows you to secure yourself with your legs. Yes, these are not the motorcycles on which it is recommended to take turns sideways in a beautiful Dakar stance. Here it is better to put your foot on the ground once again, since falling on such equipment is painful, and repairing it is difficult and expensive.

Motorcycles of this size are usually designed for beginners, who should feel comfortable and safe on them. This fully applies to the GS: it is compact, low and light, the engine operates in a more friendly range, so the motorcycle is very easy to handle. That is why, by the way, it is used in the driving school of the Russian BMW representative office. It’s not very easy to even sit on the V-Strom, and the features of the engine and chassis require the driver not only to be of average height or above, but also to have some driving experience. It is less versatile; first of all, it is good for traveling, and everything else is an add-on that requires some effort. The scope of application of the F 700 GS is somewhat wider with one caveat: there is a high chance that those who bought it for the first two-wheeled steps will get tired of this softness and friendliness after the first season.

For the provided Suzuki V-Strom motorcycle, we thank the Russian representative office of Suzuki, www.suzuki-motor.ru
For the provided BMW F 700 GS motorcycle, we thank, www.bmw-motorrad.ru Lyulaki-bab > May 30, 2016 10:57 Nikolay Bogomolov

Riding a BMW F750GS

In general, the F850FS and F750GS were tested simultaneously. I was hoping to ride the more capable F850GS somewhere far from civilization and assumed that the F750GS "road SUV" would be tested somewhere on not so good asphalt. I was wrong.

After 5 minutes of riding, we found ourselves on a muddy dirt road along which we climbed to the mountain plateaus. When I said I hated my bike, I meant that I really didn't like riding through the mud on road tires that were loaded with regular road pressure.

BMW says the F750GS rims are strengthened compared to the F700GS wheels. Despite this, it took me an hour to bend the front wheel.

The first half of our trip was spent chasing each other along compacted dirt roads. My partner, an off-duty owner of a 2012 Tiger 800, quickly got used to the geometry of his bike and the size of its wheels and was doing well to catch up with the BMW representative on his R1200GS Rallye. For us with the 750m, the front end felt heavy and unstable and I had to use my whole body to steer it where I wanted it to go.

At first I tried riding in Enduro mode, but I soon realized that in this mode the motorcycle behaves constrained. I turned off the traction control completely and turned on Dynamic mode, which makes the engine respond much more aggressively to the throttle. That helped. But there was still a struggle with the paws of the gearbox and rear brake: I couldn’t reach them. I encountered the same problem on the F850GS.

But as soon as we hit the melting hot asphalt, the touring BMW F750GS was in its element. I was amazed at how stable it was, like a glove, at considerable highway speeds. At some point, I looked at the speedometer and saw that we were exceeding 160 km/h, but it felt like a little over a hundred. I think it was in such conditions that the shorter travel suspension and tire model determined its behavior and clear advantage over the F850GS. Perhaps the F850GS would also perform well on road tires, but then it would not be at all happy on the off-road.

The BMW F750GS motorcycle felt extremely friendly. I could easily reach the asphalt with my feet, while I felt spacious and comfortable. The electronics worked flawlessly, the huge LCD panel is easy to read, and the electronic suspension works great. While I wouldn't mind tuning the fork, I was surprised at how well it performed stock.

The only thing I don’t understand is why BMW decided to choke this engine. Without comparison, the F750GS does not feel stunted, but we just compared them, and the difference in response with the 850 model is immediately felt.

Perhaps it would make more sense to follow Triumph's path with its Tiger 800 touring enduro. Just as the Tiger 800 XR is a more street-friendly midsize bike, the F750GS is the same in BMW's line-up. A road warrior doesn't need to reduce power to perform better, and Triumph understands this very well by giving the Tiger 800 XR and 800 XC the same engine.

Test drive BMW F700GS

It all started with the fact that I was late. Or rather, from the fact that I looked at my watch and realized that with the estimated “flight” time of 40 minutes, I had an hour left and that I was potentially already late. Nekarasho. Lunch remains in my dreams, a semblance of a sandwich is hurriedly plopped into my stomach, the rest into the bag on the tank, hasty dressing and I’m on the seal.

The first thought is “do I even remember where to go”? I looked yesterday, but there is no navigation on the moto. Okay, you know, I’m used to luxury. I remember the number of the convention, it seems simple. Let's go. I pull out onto the road quickly... mom... i.e. Why is it blowing SO much? Well, I seem to have overcome the first section, and then “so as not to relax” - the turn to the highway along which I have to cut for almost 80 km is blocked. Sooooo convenient. And it seemed that the golden key was almost in my pocket. Fortunately, I know from memory how to take the next exit on small roads. I pass a closed exit where road work is in full swing (and this is on Saturday), and I’m heading to the next one. We spend about 15 minutes driving along small roads with traffic lights and rotundas. Hurray, this exit is open, slightly open the gas, “take off” onto the road, we drive as planned, although there is little hope of getting there on time.

And here the real “bonus game” began. Did you order the wind? But here you have the full program - both strong (you can only ride with an incline to compensate) and also impetuous. In general, combined with the desire to arrive, if not quickly, then at least on time, this was slightly not what was needed. I was really carried away (I checked by looking in the mirrors at the sharp braking of cars around). Maybe it was also added by the fact that I took off the lining of the jacket, which acquired a “pleasant windage” and also the bag on the tank (albeit folded to a minimum), but at times I wanted to let out my claws and grab onto something more reliable than the prowling waster under my ass. Maybe my imagination also helped, I came across motorcycles regularly, but I didn’t notice such “yaw” in anyone, the last time I saw only a BMW, either 700 or 800 GS, which also dangled along the strip, but it has a full set of panniers - there there was something to sail about. In general, driving more than 120 km/h was not very realistic, as a result, I spent the last 10 kilometers in the right lane at no more than 100 km/h, which had a positive effect.

Okay, I got to the exit, drove off, and after two turns I realized that I don’t know where to go next :). Malaaadets. And this despite the fact that my time has already passed 15 minutes (according to the person who recorded me, everything is scheduled for half an hour, I understand that I have to rely only on the fact that I am not the only one and that there will be time). In general, I found a map and somehow figured out where to go. I turn into the last but one corner and run into... a dead end. What the... Okay, it looks like there are 100 m left and in front of me is a bicycle. For those who don’t understand, I’m not local and I confuse the signs for a bicycle and a motorcycle... I’m driving. And I just found myself in a crowd that blocked the entire road, with motorcycles standing on both sides. As one very popular girl in our family says (I would say just a role model) - “that’s great-a-a-a...” :).

I parked (apparently all the dealers nearby were quietly closed for this Saturday :)) and went to “seek my fortune.” Happiness was parked in rows in front of the dealer. 10 minutes to find out “where they sign up to be an astronaut,” and relief from the fact that few people signed up, those who came and went, and the ordered 700th goose was free. Crrrr beautiful. There's just one thing - my tank bag is magnetic. But no way, sir. Plastic, sir. I had to leave it at their office. Well, okay. If anything you need to force them to give you a new one. But first the spendthrift. A funny detail that I simply forced myself not to pay much attention to, but if Suzuki wanted 500 euros of its own risk in case of anything, then BMW, without hesitation, modestly wrote off 1150 euros. And this despite the fact that a specific Suzuki copy was *more expensive* than a specific BMW model. Hikkk...okay. Let's hope it doesn't blow into the ditch.

I received a dark gray copy - I would have ordered one myself if I had taken it for myself. It suits him. The silver one standing next to him clearly looked “vulgar” compared to his background. The dealer's representative brought the car to the start and gave out the key. Do you need to explain anything? No, everything seems to turn on “like in the Japanese” (for those who don’t know, it’s a proprietary BMW feature to place turn signals separately for the left and right under the thumbs of the left and right hands, yes, yes, two separate “petals”), the buttons are all clear. I sit down (before that I had already sat “statically” at my dealer), everything seems to be ok. But there was an “alien” desire to buckle up :). As I later realized, most likely due to the direct landing (association with a car). We start and... stall. It's fucked up, it's either cold, or the BMW doesn't need half a kick, but some persuasion. Okay, I held the starter a second longer. Wow, wow... no, he started rattling! And this rattling thing reminds me most of all... of a scooter. Damn, it looks like a full-fledged spendthrift. But I’m not “enlightened” yet, I probably need to try it first.

The seat is high, the back is straight, the arms, like on a Suzuki, do not seem “spaced” in different directions. It seemed more humane, although there was an added feeling that everything was close. The feeling is similar to the situation when you get behind the wheel of a car after a smaller driver. The only difference is that here you can’t move the seat back like that...

Taxiing, due to the high landing, you want to first put both feet on the ground at low speed. We quietly make our way through the crowd of motorcyclists and drive out onto the road. Let's go... well, let's go... damn it. It seems like I'm revving up the gas, but it feels like nothing special. Except for the elections. Hmm, it seems like 5 thousand revolutions, but there are noticeable vibrations (after an in-line four with a red zone of 13 thousand). We shift to a higher gear... well... even higher. ABOUT! This is already something. 3 thousand revolutions, it became quieter and calmer. The motor "floated" over the road. This feeling of “swimming” never left me. And it also somehow “floats” into turns and accelerates.

About the wind. There were no fewer of them and I decided not to tempt fate and not go onto the highway. And so it blew alright. The branches of the trees bent and spread along the ground. At speeds of up to 80 km/h, everything remained akin to the sensations of a “cat” - it drags a little along the road, but nothing seditious. But the oncoming truck forced me to “clear my lungs” with an involuntary “wow” oncoming wave “in my face” (Goose had a mini-piss windshield), but nothing. But it’s not a fact that it would be fun if you went under 120 km/h. Well, I already had enough hints not to accelerate when the overly quick “comrade” started to overtake in the oncoming lane, which by coincidence turned out to be my lane, through a double lane. All that's left to do is shake your head. The desire to tear his hands away and show him something more intelligible was suppressed by another gust of wind.

At some point I realized that it was time to return. I turned to the side and immediately came across a wonderful Dutch type. Moreover, this type was desperately spinning, but filming on the phone (sorry, that was) there was no way to show it particularly artistically. I made a “completely off-road” maneuver by climbing onto the edge (well, Goose is “or sho”) and under the stern glances of old women on bicycles (also apparently very off-road judging by the way they attacked the edges :)) I took a couple of photos.

Further on there were more small paths, very “convenient” 90-degree “blind” turns, in which bushes and trees reliably protected from the eyes of curious motorcyclists and other “non-local” traffic lights and cars languishing on them. In general, it’s good that the brakes are new (Brembo, after all) and they really grabbed a lot. I still didn’t try ABS, but I wasn’t upset about this fact at all. They say it works well, so let them talk. I'd rather take their word for now :).

By the way, a few words about the tidy along the way. There’s a lot of information, it’s useless... Well, then. I don’t need to see the metric number of the selected gear at all. Especially considering that the most important one (neutral) is duplicated by a light bulb, which, unlike the “slow-witted” electronic tidy, turns on immediately, while the tidy switches on with a clear delay. Damn, there’s no time to wait for her to think - it’s much easier to catch the lit light with peripheral vision. Everything else is readable, but the speedometer is a joke. It seems that the short needle points in the direction in which the driver is left to extrapolate the speed. Given the presence of a developed system of cameras that measure the speed of everything that moves, this is not the best option for a “hint.” I don’t need to know the revolutions down to units, but the speed wouldn’t hurt. To complete the “devices”, a few words about mirrors. Hands, as expected, do not interfere, but at 5 thousand the image is treacherously blurred. True, I’m not sure what’s going on in the “cat” mirrors at 11 thousand, but to be honest, there’s no time for that at that moment :).

In the city we managed to sort out the box a little more. Works. Although I also had to look for the foot, just like on the Suzuki, my foot “got used to it” faster. In principle, it works well :), but I didn’t get much joy from it. I think it’s more likely because of the engine and my expectation of an “arson explosion” when we reach 6 thousand rpm. Here it’s just a “continuation of torque gain”, accompanied by an almost tractor-like rumble, “encouraged” by a specific trembling of the motor. For some reason, the “tickling” from the “kitten” engine was immediately estimated at 10-11 thousand. I guess I'm just not in the know. Since we were talking about the engine, I thought, “Well, if it doesn’t work at high speeds, then maybe at least at low speeds,” but no. Up to 2 thousand, although it doesn’t shake like a “seal” that didn’t get enough gas, I didn’t notice any special traction either.

On the way back, I again managed to get onto the same street with a dead end, but in the end I decided not to repeat the “ear feint” with driving on a bicycle and still drove around and entered “through the front entrance” as planned. Along the way, I tried to spin the engine again, but realized that I was expecting the impossible from it and abandoned this idea. At the same time I found out that engine braking is quite relative. Those. it kind of exists, but it depends on what you compare it to. In my case, the “felines” (Thundercat) are head and shoulders above the birds (GS = “Goose”). At the end of the trip, another important detail became clear, namely that, yes, Goose’s standard seat digs into the rider, so that by the end of the ~45-minute trip I clearly felt two aching points on my butt. In the cabin I tried to sit on the “comfort” seat - it’s better, but then the position is fixed and you can’t fidget too much.

From “pure quibble”: the button that turns on the turn signals clicks when you press everything. In Yamaha (and, as the test showed), it clicks only if the turn signal is on.

The good news is that the bike is quite fun to shift, but, as it turned out from the reviews, not least because of the narrow rear wheel (140 vs 160 on the “cat”), but if you don’t compare yourself with anyone, then it gives more pleasure.

Total. Liked? Controversial feelings. Outwardly a funny beast. On the road - a soft cruiser. In the city, it’s a nimble device that easily absorbs bumps (although I had to look for bumps for the test :)). The question is rather: is it worth switching to this one? I received the answer within the first hundred meters on the way back. How “karasho and pleasant” it was :). I didn’t pet the “cat” like I did after testing the cruiser ;), but the possibilities on the road immediately expanded (although the desire to attack curbs suddenly disappeared :)), the range of “playing” with the engine expanded, the recoil increased... Yes, the visibility decreased and I had to strain my back a little so as not to “lie on your hands,” which immediately limits the duration of the run without a break, but the “fan factor” has increased by an order of magnitude.

After Goose returned, I walked around the salon and “licked the cream”: it’s both pleasing to the eye, and the “fan factor” by its nature multiplies and leaves the asphalt “fighters” in their usual “camp.” The cream of the crop was the trio of Yamaha FZ1, Honda CB1000R and Kawasaki Z1000. Of these, Yamaha is the closest in character and habits (but “stupid” with its 150 horses...). Honda, judging by the reviews, has traction in the lower range, and the Z1000 just looks great :). After the third test of driving the Honda, the salesman approached me, but I was in no hurry to please him. For testing, they only gave us the “anemic” 700 with an automatic transmission (scooter, you say?). In general, the next Honda to try on the list is the most reasonable and friendly for daily driving. Just have to find a nice example by the end of the season and at least add at least a minimal “fly deflector”, otherwise it’s pointless to meddle on the motorway even with the Dutch “unfortunate” 120 and sometimes 130 km/h. Well, if rationality prevails, then there are always “intermediate” 750/800 cc options, but I haven’t thought about them yet ;).

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Specifications

Technical characteristics of BMW F700GS: