VOLUME ISSUE JULY , P89
BMW has been missing from this
increasingly focused game. The last
time the 850 GS got an update was
way back in 2019, and the middle-
weight ADV class is now barely
recognizable from then. BMW has
been seriously on the front foot of
late, producing a slew of new bikes,
including the highly acclaimed R
1300 GS, so it was only a matter of
time before the 850 got the boot
and replaced by a far more worthy
competitor to the KTM.
Enter the F 900 GS. This is a full
redesign of the 850. Indeed, very little
is carried over from the old bike.
FACE VALUE
The KTM and BMW represent the
two halves of the modern mid-size
ADV market. Or, rather, the KTM
makes up half the modern mid-size
ADV market, while the BMW, Ducati,
Honda, Yamaha and Triumph all
make up the other half.
I say that because the KTM is
short, compact and aggressive in its
build, while the BMW (and others)
have a much rangier chassis and rid
-
er triangle that's more on the relaxed
side of the ride.
A quick look at the vitals backs
this up. The BMW's wheelbase is a
considerable 2.4 inches longer than
the KTM (62.6 inches vs. 60.2 inch
-
es); it's got a slightly more relaxed
rake angle at 28° vs. the KTM's 26.3°,
but the two are close on seat heights,
only 0.4 in. difference at 34.2 for the
BMW and 34.6 for the KTM.
The BMW hasn't changed its wheel
dimensions in its morphing to F 900
GS form, running a 21-inch front and
17-inch rear wheel setup, but purist
off-roaders will likely be more drawn
to the KTM's 18-inch rear wheel that
matches the 21-inch front.
