depending on the surface , with a constant or slightly rising throttle or bounce off the limiter , whatever takes your fancy . It ’ s decently powerful too with a claimed 105hp ( 77kW ) peak power available at 8500rpm from the 895cc parallel twin and a healthy dose of 93Nm of torque at 6750rpm . Compared to the F850GS the new engine makes 10hp ( 7kW ) and 1Nm more . To get the extra performance , the new engine ’ s bore is up by 2mm to get the extra capacity and the compression ratio is up from 12.7:1 to 13.1:1 . It has to rev another 250rpm for the additional 10hp over the F850GS . Lubrication is via a dry sump and the six-speed gearbox has a slipper clutch , or as BMW likes to say – an anti-hopping clutch . Our test machine also had shift-assist ( up and down quick-shifter ) and keyless start ( the key stays in your pocket and works through proximity ). There are engine modes for Rain , Road , Dynamic , Enduro and Enduro Pro – something for everyone . I reckon so years . I guess not surprising when you look at it that way . We rode the F900GS with the Dynamic Package ( extra riding modes , adjustable ABS and Shift Assist Pro ) and Enduro Package Pro ( Showa front suspension , ZF Sachs rear suspension , handlebar risers and M Endurance chain ).
THE NEW MOTOR The F900 parallel-twin engine is a beauty . There ’ s just enough pulse , vibe and exhaust note to be engaging while delivering a master class of useable playfulness for the good rider to exploit at every turn of the throttle . It ’ s the sort of power delivery that allows you to play with a slide on gravel without any peaks and valleys in the torque to upset your intended trajectory . You get what you ask for . And it will drift ,
KIWI RIDER 67