BMW F 800 GS and Suzuki V-Strom 800 in a comparison test

Enduro naked from Munich?

The BMW F 800 GS looks very tough, and not only in comparison to its older brothers. And the ergonomics with relatively thin handlebars, an average seat height of 825 millimeters and shallow parts are more likely to evoke the word naked bike than a touring enduro. Not to mention the very small windshield. Even the seemingly bold handguards don’t change anything. BMW F 800 GS is and remains a motorcycle that is especially suitable for small people. At 1.80 meters and without the figure of a ballerina, you almost feel a little out of place. You will find in vain the high sense of power that is popular in this genre.

BMW F 800 GS with around 93 hp

In terms of driving, Bavarians do not believe in small parts. The predecessor with “750” in the name has already delivered more than expected and the BMW F 800 GS is traditional rather than inferior. Along with the latest generation of the Munich line twin, it now also has almost 900 cubic meters and delivers more than promised on our test bench. Around 93 hp and just a few Newton meters on the ground mean that impressive longitudinal dynamics can be expected despite the not-so-small 235 kg curb weight.

The two cylinders of the BMW F 800 GS are sound-wise but mechanically lacking. And it stays that way throughout the speed cycle. The low-frequency rumble is a constant companion on the BMW F 800 GS, which takes an extra breath around 6,000 rpm and changes to higher rpm again 2,000 rpm later, shortly before the peak of speed. With a transformation that is widely used as a “character”, the long-translated Pacha, unfortunately, lacks a general figure and an expression, but otherwise there is nothing to blame. Without any fidgeting, it allows you to accelerate early and give bold pressure down the line, which increases with the line to the middle and even has a hot mark on top.

BMW F 800 GS with smooth clutch

The smooth clutch and ultra-smooth throttle response allow you to apply power in a quiet manner at all times. As usual for BMW, the sportsman of the two daily driving modes “Road” and “Dynamic” can be safely left on the BMW F 800 GS. As is typical for BMWs, the transmission is more stable: short distances, precise blocks, but the feeling of operation is mechanical and stiff, with or without assistance from the reliable automatic transmission. Either way, things are moving forward with confidence. Above all, the pulling power in the high speed range is official in view of the long gear ratio and Suzuki, which is also not very fast.

The F 800 GS is known for its freedom and ease of use

In keeping with its basic character, cornering on the BMW F 800 GS is also characterized by freedom and trouble-free handling. Comparison of long wheelbase, steering damper, healthy weight: It is expected that the first answer to the question of the sensitive top of the lean angle will not be the BMW F 800 GS. But if you’re looking for a no-nonsense motorcycle, solid handling and high neutrality, this is the right choice. When turning, you can feel the resistance from the steering damper a little and even changing it quickly requires a little more work than the V-Strom, but the BMW F 800 GS rewards you with an absolutely amazing cornering stability. Like the Suzuki, it offers acceptable, but not lane-reading, feedback from the road. There’s still a lot to lose in above-average suspension travel, still-below-average front-wheel grip and mediocre fork quality.

Only at high speeds is it recommended to adjust the (optional) semi-active shock absorber from “Road” to “Dynamic” to reduce the movement on the BMW F 800 GS chassis to a more tolerable level. When things get really bad, you can apply the brakes with a clear conscience because there is no time necessary to adjust. Even without a tilting position, it can cope with possible longitudinal movements at any time and pleases with good measurement and invisible ABS control.

Everyday comfort and ergonomics

The BMW logo usually ensures that everyday comfort is also prominent in the measurements. The latest BMW F 800 GS is no exception. The spring elements balance the road reliably, and there is a great concern for the rear passenger chains in the front and back, without being blown away in the shake. Even the ESA shock absorber adjusted to “Dynamic” is still committed to this philosophy, but offers more feedback and commitment. The hardness level is then comparable to the V-Strom absorber. The slightly longer spring travel (170 instead of 150 mm for the Suzuki) and the electronic differential usually make the balancing act a bit easier.

Ergonomics on the BMW F 800 GS are good if you are not very tall. However, the controllable wind protection makes long stretches of road unexpectedly tiring as your head is completely caught in the storm. Even the crisp bench slowly but surely challenges the derrière at times. Cruise control and heated grips are standard features on every cruise, but usually require an additional fee.

Small extra charge (list) for Suzuki V-Strom 800

Those who avoid the extra pay list usually have a better life in Japan. And at least in the case of cruise control, we were not given any choice: We don’t have it, it doesn’t exist, says Suzuki. Despite the clear tolerances in terms of handlebar position, seat height and suspension travel compared to the 21-inch version, the Suzuki V-Strom 800 immediately feels more like a touring enduro than a BMW after first mounting. More space on each side, real handles and a windshield that looks like an event in its dimensions. Especially if you close it on 3 possible positions. It’s just a shame that this requires a hex wrench. However, the wide-lipped V-Strom is recommended (after all, Suzuki was a pioneer in this field with the DR 800 Big) if your body size and desire for an enduro touring feel are more prominent.

Sunlight as soon as you move

Two balancing units with an innovative look, 270-degree ignition adjustment: The Asphalt-V-Strom twin 776 series has done its homework and immediately impresses with its subtle rumble and impressive, mechanical smoothness. So, go into gear, hold the clutch a little soft and … shop. Unlike previous test machines with a DE suffix, the connection here is very strict in measurement. But there is almost only the sun when you move.

The two-cylinder provides usable power from 2,000 rpm and subjectively (but not objectively) pushes more downrange than the BMW. Up to 5,500 revolutions it works almost without vibration, and then it only allows itself a balancing arrangement to continue pushing hard up to 7,000 revolutions. Up high, it gets a little anemic and full of vibrations, but the powerful low- and mid-range ride brings more joy into everyday life. Driving mode A seems to be the most uncomfortable in this package, B is the setting of choice, while C steals a lot of power. From letters to numbers: Gears one through six can be handled with a bit more travel, but also more ridiculous mechanicals than the GS. The sport automatic transmission shines when it’s uphill, but requires a bit of power to go down.

Light weight, large lever on the handles

However, it takes quite a bit of power to push the Suzuki through the thicket of curves. Less weight, bigger levers on the handlebars, slightly crisper geometry: it shows. Both turning and turning are easier finger exercises for him than for his competitor from Munich. The Japanese also like to have neutral steering behavior: each degree of steering thrust is calculated and constantly converted into a corresponding change in direction.

However, the Suzuki V-Strom 800 buys its confidence with an insignificant but noticeable portion of fear. If you let it fly, you will experience less movement, especially in the tail. Reducing the water by half a turn more does not help, but it gives some relief. If you grab the super-strong, custom-balanced brakes (radius screw connections and four instead of two brake pistons), there’s plenty of action from the smooth Showa Big Piston fork. You can live with that too, but you have to live with it, because unfortunately the damping can’t be changed here. And if you take it even further, you must also consider the ground contact of the footwells, which are almost a centimeter wider than the BMW.

Well, anything is possible, but even this small road-traveling enduro doesn’t want to be driven especially in the last groove. And without an employment contract as a long-term motorcycle tester, that probably fits the profile of a well-intended driver anyway.

Advanced ergonomics even for tall drivers

Suzuki V-Strom – everyday motorcycle life regardless is traditionally expressed in the name. And it is right, because the high ergonomics, even for the most advanced drivers, are accompanied by seats that are suitable for long trips and, compared to the GS, strong winds, they first tried the hexagonal wrench. It doesn’t have modern smartphone connectivity, but the electronics available are much easier to use with fewer buttons.

Things like larger mirrors with equal visibility or a simple oil check make the little things in motorcycle life more enjoyable. It is a shame that the cruise control, which is very popular in this class, is often rejected, even for an additional fee. As well as the option of long-term adjustment for the clutch lever which is not more expensive.

In Japan, too, people are clearly worried about the back row of traveling workers. The spring elements work well, so well, but they are a little inferior to the BMW ones in terms of responsiveness. The shock absorber in particular handles the potential roughness of the pavement more directly than the Munich-based company’s electric counterpart (if acceptable for an additional charge), which works more gently even when shifted hard.