On a glorious 28°C Thursday morning in the Lowveld we saddled up at The Vine in Pilgrim’s Rest. In less than 500 metres we were into the first dirt of the day. I was riding the all-new F 900 GS, a tall rakish beast resplendent in São Paulo Yellow, which looked like 120 km/h standing still. The looks did not deceive. My mojo was strong and short before long I was blasting down dirt highways and middelmannetjie tracks, lighting up the rear wheel just because it was so addictive, leaving billowing vortices of dust in my wake. Full of fuel, the F 900 GS weighs a mere 219 kg, translating into exceptional agility and precise handling even on the roughest tracks. The mountainous landscapes south of Pilgrim’s are dirt bike heaven, crisscrossed by tracks that wind through dense plantations and across open savannahs, exactly the terrain the ‘900 GS’ was designed to conquer.
My partner in crime on this ride was Donovan Fourie, TV presenter from The Bike Show, despite having a face for radio. Donovan was riding the all-new R 1300 GS. Where the tracks were wide enough we howled along side by side revelling in the thrill and the challenge that high-speed offroad riding always delivers. Half an hour into the ride we stopped to gaze in wonder upon a scene of astonishing natural beauty. A sheer cliff pitted with deep caves loomed above the road. We were surrounded by enormous pine trees and indigenous forest giants which created a twilight zone beneath the leafy canopy which towered above us. And that’s the reason why we’re so obsessed with big dual-purpose bikes. They take us to places that mere mortals will never see.
On the previous day, Wednesday morning, eight journalists assembled at Kruger Mpumalanga International Airport for the launch of the 2024 GS models. Our host for the next two days was Shaun Willis, Head of BMW Motorrad, South Africa. In his opening remarks, Shaun was very clear that his primary objective was to grow BMW’s market share. He spoke enthusiastically about the new 900 GS and the ‘1300 GS’ which are viewed by BMW as Conquest Motorcycles, bikes intended to entice riders away from other brands.
The <1000 cc dual-purpose market is hotly contested by all the major brands: KTM 890, Yamaha Ténéré 700, Triumph Tiger 900, Suzuki V-Strom 800, Ducati 950 Desert X, Honda 750 TransAlp, Husqvarna Norden 901. For the first six months of 2024, BMW leads the 500 cc to 900 cc segment with a very respectable market share of 22.5%. KTM is in second place with 20,2% but Motorrad is hungry for more and that’s where the F 900 GS plays a pivotal role. In the >950 cc segment BMW dominates the South African market with an unparalleled share of 56.4% for the first six months of 2024. The new R 1300 GS is key to maintaining BMW’s ascendancy and sets the bar for the domination the F 900 GS is expected to deliver.
The F 900 GS is an all-new motorcycle. The new DOHC, 8-valve, liquid-cooled, parallel twin engine displaces 895 cc and delivers 77 kW of power and 93 Nm of torque. The big difference, which has already been mentioned, is that the 900 weighs just 219 kg fully fuelled. That’s 14 kg less than its predecessor the F 850 GS and makes a huge difference, especially on dirt. The up and down quick shifter is intuitive to use and selecting the correct gear in tricky situations is easy. The 900 has had a complete cosmetic makeover which includes an enduro saddle, new plastics, a 14.5 litre plastic fuel tank, a redesigned headlight, 21” front and 17” rear wheels, and an Akrapovič sport muffler as standard equipment. Front brakes are dual Brembo two-piston calipers, 305 mm discs with BMW ABS Pro.
The dynamics electronics package has four modes; Rain, Road, Dynamic for 10/10ths tar riding and Enduro for full tilt dirt riding. But wait, there’s more! The entire GS range comes with 5-year warranties. This is unheard of for dual-purpose machines and differentiates BMWs from the competition in an unprecedented manner. There are many good reasons why the F 900 GS is flying off showroom floors, not least because 2024 marks the year in which BMW got serious about the midrange dual-purpose market. The standard F 900 GS is competitively priced from R242,900.
After the riders’ briefing, we divided into two groups. I was in the group riding tar and took the F 800 GS for the first section of the ride. The 800 is an entry-level bike intended to provide new riders with a non-intimidating, easily manageable introduction to biking. The F 800 GS achieves this goal in two primary ways. Firstly, the seat height is adjustable between 760 mm and 845 mm. For shorter riders, and especially for female riders, seat height is a major consideration. Feet flat on the ground at a standstill is a major confidence booster and overcomes the anxiety and stress of trying to balance the bike on tiptoes.
Secondly, despite the F 800 GS having the same engine displacement as the F 900 GS, 895 cc, it delivers less power, 64 kW vs 77 kW, and less torque, 91 Nm vs 93 Nm. Less power means that new riders are less likely to give themselves big eyes. But having said that the 800 likes to have its ear tweaked and responds with alacrity to spirited riding. I always thought that the single-cylinder BMW F 650 GS range was a little underpowered and that new riders would soon outgrow the 650s. The opposite is true for the F 800 GS. This is a bike which can be ridden conservatively for a while and as the rider’s skill and assurance increase the 800 is a bike that the rider will grow into while not easily reaching the limits of its performance. Part of the BMW strategy is to grow the market and to attract new riders into the family of bikers. The F 800 GS is a key element of that strategy and, I think, is going to sell like cornflakes.
Aldo van der Walt was our guide and led us from the airport to White River and then towards Hazyview. We turned left to Kiepersol and soon joined the R536, at the start of the legendary “22”. We regrouped and swapped bikes. Donovan took the F 800 GS and I grabbed the F 900 GS Adventure. To prove my point about the 800 liking its ear tweaked Donovan buggered off at speed and I had to ride like a madman with his hair on fire to catch him. In his youth Donovan was a Battle Of The Twins winner and had we been on identical bikes he would have run away from me. With the power advantage of the 900 I hung onto his tail like a flying leech, revelling in the precision and surefootedness of the 900, its excellent brakes and silky gearbox.
When we stopped at The Woodsman in Sabie we looked for chicken strips on the tyres and unsurprisingly there were none. From Sabie, up Long Tom Pass to Misty Mountain Lodge it was more of the same bad craziness. The F 900 GS Adventure is a highly desirable machine which I think has a fairly narrow target market. Serious off-road riders will likely opt for the standard 900. Full of fuel, 23 litres, the Adventure weighs 246 kg which places it squarely in the heavyweight category. The Adventure is in its element on tar. With its broad spread of power, it will cruise all day at >160 km/h with the odd foray up to 200 km/h and beyond but it has the undoubted capability to tackle dirt when opportunity knocks. I’m looking forward to taking the Motorrad demo on a journey of exploration soon. I’ll ride long distance on tar and I’m really looking forward to turning off onto the dirt to find places I’ve never visited before.
After lunch at Misty Mountain, we swapped bikes again. The Light White R 1300 GS was waiting for me and with great anticipation I slung my leg over the 1300 for the very first time. My R 1250 GS Adventure is the seventh GS I have owned but there’s never been as much hype about a new GS as there has been for the 1300. The BMW Motorrad wizards have emptied their bags of mechanical and electronic magic to create a motorcycle that sets a new standard for the dual-purpose category. Power has increased from 100 kW to 107 kW, torque from 143 Nm to 149 Nm and here’s the biggie, fully fuelled the 1300 weighs 237 kg, 12 kg less than the 1250. The differences between the 1250 and the 1300 may seem incremental at first glance but in fact, they are a quantum leap and yield significant performance enhancements on the road and in the dirt.
On Long Tom Pass towards Lydenburg, the R 1300 GS was a revelation. It’s a terrible cliché to talk about the synchronicity of man and machine but the unbridled power and nimble handling of the GS made it so easy to ride that I left the others behind as I blitzed up to the Mauchsberg summit of the pass and spanked down the mountain to Lydenburg. I’ve ridden that road many, many times but never as fast as I did on this golden afternoon. I felt that I couldn’t put a foot wrong and if I overcooked it into a tight downhill corner the GS would see me through. There was an intuitive connection between me and the bike. There just was. Ride the new R 1300 GS yourself and you’ll understand what I’m rabbiting on about.
From Lydenburg, we followed the R36 north towards Ohrigstad. That road is a bloody disgrace, scarred by hundreds of killer potholes. Fortunately, a local farmer did everyone a service by painting broad white lines around every pothole so that at least they are visible and you can dodge them.
28 km from Lydenburg we hooked a right and rode east towards Robber’s Pass. Robber’s never sleeps; it waits. Robber’s has been the ruin of many a poor boy. The gently winding road to the foot of the pass runs across grassy plains and can lull a rider into thinking this is an easy ride. Then reality bites. After dozens of easy sweepers, there’s a ‘baastid’ diminishing radius left-hand corner that has taken many riders by surprise. If you run in too hot you’ll be lucky to emerge with big eyes and a tight sphincter. If you’re not so lucky you’re definitely going to go farming. With these sobering thoughts in mind, we all took it easy over the pass. The tarmac is in good condition but every piece of Armco has been demolished and many corners a strewn with loose gravel. I love riding Robber’s, it’s a vat-nie-kak-nie road. We regrouped at The Vine in Pilgrim’s Rest and as the sun set we raced up and over the mountain to Graskop our bivouac for the night.
We checked into the uber-swanky Angel’s View Hotel perched on the edge of the escarpment. The views over the Lowveld give truth to the hotel’s name. It’s a special place if you can afford the tariffs. That evening we ate in a private dining room at a long linen-covered table set with fine china, silverware and candelabra. I think the Motorrad organisers must have decided that bikers are apex carnivores because the selection of meats was a bit overwhelming. We gorged on fish, chicken, lamb chops, pork fillets, T bone steaks and succulent boerewors. It was a fleisch fiesta.
Overnight the team of Motorrad elves washed and prepared the fleet of motorcycles so that when I strolled to the parking lot on Thursday morning there was an array of sparkling bikes to choose from. I staked my claim to the yellow F 900 GS by hanging my helmet and gloves on the mirrors and pocketing the key. After breakfast, we rode back over the mountain to Pilgrim’s Rest and regrouped at The Vine which is where this story began.
After our first dirt section of the day it was time to swap bikes again. I relinquished the 900 and took the Triple Black R 1300 GS as my ride for the rest of the day. Our guide for the dirt routes was my connecko Johan du Plessis, a Country Trax instructor. He led us for the next few kilometres until we hit the R532 and rode to Sabie on tar. There’s a brilliant track that runs from Sabie up the mountain to Misty Mountain Lodge. In essence, it’s the equivalent of riding Long Tom Pass in the dirt. On the way to the foot of the mountain, we traversed landscapes of haunting, ethereal beauty. We rode through forests and plantations littered with thick layers of fallen leaves, alongside swiftly flowing streams hemmed with banks of emerald riparian grasses. Time was on our side and we stopped often for photos and to imbibe the spirit of the place known only to bikers in the wild. The ride up the mountain to Long Tom Pass was steep and rocky and covered in fesh-fesh. The GS floated up the tricky bits trivialising the rough stuff. I’ve seldom felt so invulnerable and bulletproof on a bike but that was the confidence that the GS instilled in me. What a machine!
Some technical info: The redesigned engine features BMW’s ShiftCam technology, which optimizes valve timing and valve lift for improved performance across the rev range. The chassis of the R 1300 GS has been re-engineered for better handling and agility. The frame is lighter yet stronger, contributing to the bike’s reduced overall weight. This weight reduction, combined with a lower centre of gravity, enhances the bike’s manoeuvrability and stability, especially on challenging terrain. The suspension system is the latest iteration of BMW’s Telelever front and Paralever rear suspension which has been fine-tuned to provide exceptional ride comfort and handling precision.
One of the standout features of the 2024 R 1300 GS is its advanced electronics package. The bike is equipped with a full-colour 18 cm TFT display that provides all essential information at a glance. The display is easily readable in all lighting conditions and is controlled via the multi-controller on the handlebar. Riding modes include Road, Rain, Dynamic, and Enduro. Each mode adjusts the throttle response, ABS, traction control, and suspension settings to optimize performance.
Safety and convenience are enhanced by the inclusion of Adaptive Cruise Control, which maintains a safe distance from the vehicle ahead, and Blind Spot Detection, which alerts the rider to vehicles approaching from behind. Ergonomically, the R 1300 GS offers adjustable seating positions and handlebar settings to accommodate a wide range of riders and the new windscreen design provides better wind protection. The bike features the distinctive LED Matrix headlight and all-around LED lighting which ensures excellent visibility and enhances its modern aesthetic. And there you have it; cutting-edge technology, superior engineering, and superb design combine to create a motorcycle that excels in performance, comfort, and versatility. The R 1300 GS is priced from R355,410.
Johan had planned more dirt routes but we were running out of time and there were flights to catch that afternoon. Donovan and I hooked up again. We were both riding 1300s and it was inevitable that the ride back to the airport would turn into a flatstick dice. We sprinted down the pass to Sabie and then rode the ever-alluring R537 to White River. That road is a 200 km/h playground characterised by fast, flowing, come-to-glory sweepers where you hang off the bike for what seems like ages but is probably only seconds. It’s an incomparable adrenaline rush and it was a fine conclusion to two days of unforgettable riding. And that’s the versatility of the GS. Fesh-fesh for breakfast, balls to the wall tar for afternoon tea. I’m pretty sure I’m about to buy my eighth GS. I’m just waiting for the 2024 BMW R 1300 GS Adventure to arrive.
2024 BMW GS Range
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