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2014 BMW F800GS Adventure First Ride

Monday, July 1, 2013

Adventure riding means many things to many different riders. For some it’s knocking out 1000 miles in a day; to others it's going to new destinations, but for me it's not an adventure until the pavement ends and the trail gets so difficult you don’t know if you’ll make it around the next 'bend or over the next hill. This is why I’ve always seen BMW's Adventure series of GS models as the real deal. These models are the more hardcore and capable versions of BMW’s massively popular GS motorcycles. BMW invited MotoUSA out to Moab, Utah recently to sample the latest of this variant, the 2014 BMW F800GS Adventure.
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2014 BMW F 800 GS Adventure First Ride
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BMW gives its middleweight AT mount the Adventure treatment. Watch more in MotoUSA's BMW F800GS Adventure First Ride video.

The testing loop would consist of nearly 80% off-road goodness through the mountains bordering Utah and Colorado. Dirt quality varied from desert sand and silt to alpine gravel and just about everything in between. Some sections bordered on full dirt bike terrain. BMW choose to fit the factory optional Continental TKC 80 Twinduro off-road tires to make our jobs a little easier.

Based on the standard F800GS the Adventure gets over a dozen changes or additions to create the Ultimate Riding Machine (see what I did there?). First off, nothing is worse than running low on fuel when exploring, so BMW fitted a larger tank under the rear seat. The overall capacity has been increased to 6.3 gallons, which can get you over 300 miles on a fill-up. The windscreen is larger for better wind protection, as are the radiator shrouds. A two-tone seat offers more padding for long days on the trail and road, but it comes with a price of a very tall 35-inch seat height. Engine crash bars have been bolted on up front, and at the rear dual-purpose crash bars/saddlebag mounts protect the larger fuel tank. Wide footpegs, an adjustable brake pedal and hand guards add to the off-road capability of the Adventure. Lastly a luggage rack and more rugged front fender complete the transformation of the 2014 F800GS Adventure.


Our test units were the “Fully Loaded” spec that adds three equipment packages called the Enduro, Comfort and Active. The Enduro adds traction control (ASC) and an off-road mode for the ABS brake system. Comfort equips heated grips, an onboard computer and a handy centerstand. Lastly, Active gives the Adventure LED fog lights and BMW’s Electronic Suspension Adjustment (ESA).

What has not been changed is the 798cc Parallel Twin powerplant that has been well-tested and proven in the base F800GS. BMW claims 85 horsepower and 61 ft-lb of torque from the unchanged mill. Twisting the throttle on the F800GS rewards the rider with a nice grunt right on the bottom that climbs steadily to a mellower top end. However, saying the top end is not strong doesn’t explain the whole story. That less punchy top end allows for a settled chassis when traveling at high speed on less than perfect surfaces. I found myself flirting with the redline most of the time as it kept the torquey nature of the Beemer’s bottom and mid in check. But when you needed to claw up a chucked out hill or to bounce through a technical rock garden, the torque was there to take you through with ease. The 800’s engine is easily one of the best for exploring the world or your local wilderness.


Off-road, I’ve always been an opponent of any electronic nannies, but I have to say that BMW’s traction control (ASC) works excellent. Press the mode button on the right to select enduro mode and the ASC is tailored for duty in the dirt. The cut in the power is not abrupt and you can even get nice predictable slides on the power. The only real downside is that you can’t snap out the rear end quickly to square off a corner. For that the ASC needs to be disabled, which is easy as the press of a button as well. Overall it’s a well-calibrated system.

BMW also decided that the suspension did not need any changes for the Adventure, running the same front fork and rear shock offering 9.1 and 8.5 inches of travel respectively. ESA on the F800GS Adventure has the BMW standard comfort, normal and sport modes. Comfort is useful for pounding the pavement on long stretches but is too soft for pounding the desert. Sport firms things up nicely for the curvy bits of road but on the dirt you lose some feel in the chop and washboard. Normal is the mode you need when you want to turn the screws off-road. The feedback from the front and rear is excellent, and it is compliant in the smaller bumps. I do think, however, BMW should have re-sprung and re-valved the Adventure as the extra 33 pounds tacked on from the larger tank and off-road gear make an already soft suspension even softer. On squared-edged bumps and G-outs the rear-end blows through the stroke easily. If you are a heavy rider, your first purchase should be heavier springs.


Just as with the ASC, BMW has the ABS calibrated damn near perfectly on and off the road. On the street the Brembo front binders have a solid initial bite and haul the Adventure down from speed with power. Getting into the ABS takes a very heavy trigger finger. Out back the ABS kicks in a little more eagerly as the feel is not quite the same as the front. In the dirt the off-road setting is truly amazing. I’m not a big fan of ABS in general, but if every system was as good as the BMW’s I’d be changing my tune. The rear-end actually slides a bit before the electronics take over, giving the braking a very natural dirt bike feel. Up front the ABS also holds out until the very limit and when it does activate it stops the bike rather than limiting braking force. I only turned off the ABS for one quick test and preferred to leave it on. It’s that good.

The rider’s compartment is comfortable and roomy with wide bars that give plenty of input to the front end. A large windscreen keeps the wind off of the rider’s torso and helmet and buffeting is nonexistent. The large foot pegs are comfortable when standing and provide room to move while seated. At 35 inches the two-tone seat is tall and has just the right amount of cushion for a day in the saddle. There is an accessory low seat available, but I’d take the extra padding of the taller seat.

After spending an entire day in the dirt with the latest Adventure for BMW, I was left more than impressed and would go as far as saying this is my favorite BMW available right now. The 2014 BMW F800GS Adventure fully lives up to its moniker, and would be my first pick when heading out on dirt-heavy adventure.

2014 BMW F800GS Adventure Gallery
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2014 BMW F800GS Adventure Specs
Engine: 798cc Inline-twin
Bore x Stroke: 82 x 75.6mm
Compression: 12.0:1
Valvetrain: DOHC, 4-valve 
Frame: Tubular Steel Trellis 
Front Suspension: 43mm USD Fork with 9.1 in travel
Rear Suspension: Dual-sided Aluminum Swingarm, Adjustable Pre-load, Adjustable Rebound, travel Related Compression Damping with 8.5 in. travel  
Front Brakes: Twin 300mm floating discs, 2-piston Brembo calipers, switchable ABS 
Rear Brakes: Single 265mm disc, Brembo single piston caliper, switchable ABS 
Wheelbase: 62.1"
Rake/Trail: 64.0/4.6"
Seat Height: 35.0"
Fuel Capacity: 6.3 gal
Weight Total: 505 lbs. (claimed) 
MSRP: $14,999 (as tested)

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800ken   May 11, 2014 09:57 AM
I'm sure the BMW is a fantastic bike. I much prefer my Triumph Tiger XC for several reasons. It's acceleration is much smoother and highway riding is substantially better -- almost as if you're floating over the road on a sheet of glass. I found the Tiger to be much more comfortable and confidence building off-road; the BMW felt heavy and like I had to wrestle it a little bit more than the Tiger. If you're plans are for more off-roading, then the BMW might make more sense -- bigger tank and beefier build quality; but those and other features come with a bigger price tag too. For the money and for someone who's not too hardcore and wants a better overall bike, the Triumph Tiger 800XC is by far better. You'll probably want to upgrade the tires to Metzler Karoo's or Hidenau Scouts; to me that makes the bikes about equal.
RBen   July 10, 2013 06:24 AM
$15000. Hmmm $5000 to much .
philthy_utah   July 6, 2013 09:44 AM
I have a '10 F800GS with 25k miles, and significant time offroad. For me the bike is great all around. I've had nothing but trouble with the ABS offroad though and am surprised by the review. It engages too early and causes pucker moments on technical parts, especially downhills (similar to the Ride Apart review). And I'd not care for ESA or ASC crap either. The motor is really buzzy on highway speeds over 65 and the gap between 5th and 6th gear way too narrow. Wish they made 6th an overdrive. I've put a one taller tooth sprocket up front which helps a little. Not sure how the Ride Apart author thinks the engine isn't torquey down low. Even with one taller tooth, I find myself riding in 2nd gear a lot on technical stuff and throttle is a little snatchy down low. My huge nitpick with the bike is the really noisy front brake disks (after 2000 miles when they seem to loosen up). There is so much float offroad the rattle is so loud it sounds like the front end is falling off. Really distracting. And offroad, airing down to 25 or so psi makes a HUGE improvement in control and feel. I don't think the Vstrom is comparable offroad (we have one too) mainly due to it's suspension travel. Bashes skidplate a lot. I'd rather have it on road trips though.
MotoManny   July 3, 2013 09:08 PM
Well done JD. Been dreaming about the ultimate dual-sport stable lately and the F800 is the bike at the top for me (with a KLR, DRZ, and WR parked along side).
NWBeerkat   July 3, 2013 08:09 PM
Should be a great bike overall. Understandably there is added weight with included touratech bags, however they passed the 500 lb barrier. You get alot of stuff on this bike. I paid more for my F650gs with bags than MSRP of this bike. Every rider considering this bike should know and be very vocal about the 400 watt Generator on this bike. It is not enough alternator to run the included auxillary lights plus a heated jacket.
coffeehead01   July 3, 2013 10:46 AM
It's a fine bike no doubt. I am zeroing in on it, but I'm going to see what the first takes are on the 2014 V-Strom. The added cc's won't hurt for highway riding. The BMW is near perfect, although I have read about some issues with the bike over 74mph on freeway rides, some vibration and stuff. The reviews really don't talk about this part of the bike too much. If you ride 85% roads, and 15% off them, (which is what most of us do), maybe this bike should not be considered. The BMW dealer just told me the other day that a guy looking at both the BMW and TIGER 800 tested them both back-to-back, and ultimately, he purchased the TIGER because of his feeling about the engine performance and overall feel of the bike. Each of us has to make up our own minds on this stuff, and I'm just like everybody else when trying to decide which one of these things to buy.
Lee   July 2, 2013 02:04 PM
Now if BMW would just franchise additional dealerships it might make sense owning this bike. West Virginia calls itself "The Mountain State," there are so many BMWs buzzing around in the summer, and not one, not ONE dealership in the entire state. Need parts or service while on a trip? Too bad. Think this bike won't need parts of service? Better hope so.
Poncho167   July 2, 2013 01:27 PM
I like the bike but there are a couple others such as the Triumph that I would get me first. If the Honda Transalp were imported to the states that would be my #1.
Rumblestrip   July 2, 2013 07:12 AM
Interesting review as it's a very different result than whats up on Ride Apart