You’re looking at a BMW F 700 GS and wondering if you're settling. I get it. In a world of 1250cc monsters and 160-horsepower adventure bikes that cost as much as a mid-sized sedan, a 798cc parallel-twin with a modest spec sheet feels... safe. Maybe even a little boring? But honestly, most people who dismiss the F 700 GS are usually the ones who spend more time talking about torque curves in a Starbucks parking lot than actually riding through a crosswind on a Tuesday in November.
It’s a weird bike. BMW called it a 700, but it actually has the exact same 798cc engine displacement as its "bigger" brother, the F 800 GS. They just detuned it. Why? Because not everyone wants to play "the floor is lava" with their tippy-toes at every red light. The F 700 GS was built for the rider who wants the badge, the reliability, and the capability without the intimidating seat height or the twitchy throttle response of a dedicated dirt-shredder.
What the BMW F 700 GS Is Really Like to Live With
If you buy one of these, you're getting the 2013-2018 production run. It replaced the older F 650 GS (which, confusingly, also had an 800cc engine). BMW has a history of being mathematically challenged with their naming conventions.
The first thing you’ll notice is the seat. It’s low. Like, 32.3 inches low in the standard configuration, and you can get it down to about 30 inches with the factory lowering kit. For anyone who isn't six-foot-four, this is a godsend. You can actually plant both feet. That matters when you’re loaded down with panniers and a passenger and you hit a patch of gravel at a stop sign.
Power-wise, we're talking about 75 horsepower. It isn't going to win a drag race against a S1000RR. Obviously. But that’s not the point. The power delivery is linear. Predictable. It feels like a tractor in the best way possible. You can lug it in third gear through a slow corner and it just pulls.
The "Twin" Personality
The engine is a 360-degree firing order parallel-twin. If you close your eyes, it sounds remarkably like the old air-cooled boxer twins. It’s got that distinctive thrum. Some riders find the vibration at 5,000 RPM annoying. It’s a buzzy sensation in the pegs and bars. Others call it "character."
Personally, I think the buzz is a small price to pay for an engine that is famously hard to kill. I’ve seen F 700 GS units with 100,000 miles on the clock still running the original clutch.
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Handling and Those "Budget" Components
Let's address the elephant in the room: the suspension. Unlike the F 800 GS, the 700 comes with conventional right-side-up forks. They aren't adjustable. For a "hardcore" off-roader, this is a dealbreaker. For the rest of us who spend 90% of our time on pavement and 10% on fire roads or well-maintained gravel, it's fine. It’s plush. It soaks up potholes like a sponge.
The braking setup was actually a massive upgrade over the bike it replaced. BMW slapped twin discs on the front. This was a huge "finally" moment for the series. The Brembo calipers offer plenty of bite. It’s got ABS as standard (which you can switch off if you're feeling spicy in the dirt), and the later models even had optional ESA (Electronic Suspension Adjustment) for the rear shock.
- Front Wheels: It runs a 19-inch cast aluminum front wheel.
- The Rivalry: The 800 GS uses a 21-inch spoked wheel.
- The Trade-off: Spoked wheels are better for rocks; cast wheels are way better for high-speed stability and tubeless tire repairs on the side of the highway.
If you’re planning on crossing the Mongolian Steppe, buy the 800. If you’re riding from Seattle to San Francisco via the PCH, the BMW F 700 GS is the superior tool. It turns in faster. It feels more planted on tarmac.
The Reality of Maintenance and Reliability
Being a BMW owner isn't always cheap. Let’s be real. If you take this to a dealership for every oil change, your wallet will feel the lightened load. However, the F-series is one of the more "wrenchable" BMWs. The battery is tucked under a plastic cover where the gas tank usually is.
Wait, where is the gas tank?
It’s under the seat.
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This is one of the coolest design features of the F 700 GS. By putting the fuel under the rider, BMW lowered the center of mass significantly. It makes the bike feel 50 pounds lighter than it actually is when you’re flicking it through a series of S-curves. The "tank" in front of you is just an airbox and a place to hide the electronics.
One thing to watch out for: the stator. Early 800-platform bikes had issues with stators burning out because they ran too hot. By the time the F 700 GS hit the market, BMW had mostly addressed this with a vented stator cover, but it’s still something to keep an eye on if you're buying a high-mileage used unit. Also, check the steering head bearings. They tend to notch early if the bike has been jumped or ridden hard off-road.
Ergonomics: The Long Haul Test
I've spent eight hours in the saddle of one of these. By hour six, the stock seat feels a bit like a wooden plank. It’s narrow at the front to help you reach the ground, which is great for stops but less great for your glutes on a cross-state trek. Most owners swap it for a Comfort Seat or a Sargent aftermarket option.
The windscreen is another point of contention. The stock one is tiny. It’s basically a decorative piece of plastic. It directs the air right at your chest. Again, this is fine for city riding, but for touring, you’ll want something taller. The beauty of the F 700 GS is the aftermarket support. Since the frame is nearly identical to the F 800 GS, almost every luggage rack, crash bar, and accessory fits both.
Is it actually "Boring"?
People call this bike "vanilla."
Maybe it is. It doesn't have the "look at me" presence of a 1200 Adventure with 14 LED lights and aluminum panniers that look like they belong on a lunar lander. But vanilla is the world’s most popular flavor for a reason. It works.
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The F 700 GS is the bike you buy when you’re done trying to impress people and you just want to ride. It’s fuel-efficient—easily hitting 50-55 mpg. It’s narrow enough to lane-split (where legal). It’s got enough grunt to pass a semi-truck at 80 mph without downshifting.
Buying Advice: What to Look For
If you're scanning the used market, aim for a 2017 or 2018 model. These got the "ride-by-wire" throttle, which smoothed out the fueling even more and allowed for different riding modes (Rain, Road, and the optional Enduro). They also have the updated instrument cluster faces which look a bit more modern.
Check for service records. Specifically, the valve clearance check. It’s due every 12,000 miles (20,000 km). It’s a labor-intensive job, so if a seller can’t prove it’s been done, use that to knock a few hundred bucks off the price.
Actionable Next Steps for Potential Buyers:
- Do the "Sit Test": Find a local listing and just sit on it. If you've felt intimidated by the height of adventure bikes, this will be a "eureka" moment.
- Inspect the Chain: The F 700 GS uses a chain drive, unlike the larger shaft-drive BMWs. Look for kinked links or a "hooked" sprocket. A neglected chain usually means a neglected bike.
- Test the Switchgear: BMW had a bad run of handlebar switches failing in the sun. Make sure the starter button and turn signals don't feel "mushy" or unresponsive.
- Check the Radiator: It’s exposed. Look for fin damage or leaks. Many owners don't fit radiator guards, and a single stray rock can end a ride.
The BMW F 700 GS is a rare beast in the motorcycling world: a machine that is actually better than the sum of its parts. It isn't a spec-sheet winner. It's a real-world winner. Whether you are a returning rider or someone downsizing from a 600lb touring rig, it offers a balance of usability that is hard to find in the current "bigger is better" market.
Get a good set of 80/20 tires—something like the Continental TKC 70s—and you’ll have a bike that can commute to work on Monday and explore a mountain pass on Saturday without breaking a sweat. Or your bank account.