Think you're too young for a BMW GS or don't want to spend the money on a Multistrada? BMW has thought about people like you - the S 1000 XR will work in the urban jungle, during a trip to the resort and will give you a lot of fun on the track. The perfect motorcycle?! Almost.
Motorcycle BMW S 1000 XR
Even the fortune teller Maciej did not predict that the S 1000 RR, shown in 2009, would be such a success for BMW. It is not surprising that the offer has been expanded by the power naked bike S 1000 R, and this year also by the touring fanbike or S 1000 XR. The straight-line drive is inherited from the racing one, only it has been “cut down” and better suited to everyday driving. Performance is the same as naked bikes – 160 hp. and torque 112 Nm. I immediately liked the strong low and mid range. You won't complain about flexibility - in six you will safely drop to 40 km/h, and after unscrewing the gas you will pick up speed again. However, you can clearly feel the sporty DNA of the engine as it favors revs. It's good that during the test drive we were driving on Spanish roads, so we had enough time to relax and we were almost floating in the skies...
Faith, strength, courage
You have to get used to the heavier weight than the naked. With the tank full, the XR weighs 228 kg. Fortunately, this does not interfere at all while driving. This just means that in tighter corners you need to apply some force. Also, in alternating turns, controlling the motorcycle requires decisiveness. Flying quickly through corners doesn't force you to change your position, and on twisty roads the wide handlebars and upright stance help. Also pleasing is the significant standard ground clearance - only a few times did the running boards scratch the asphalt. For the lower ones, there is a version with a chassis lowered by 30 mm, which is more convenient, but, of course, it rubs the footpegs in the assembly faster. In both cases, there is no instability when cornering, and redundancy is an alien phenomenon here.
BMW S 1000 XR
The BMW S 1000 XR rides like it's on rails - the suspension works well with the tires. I only forced the traction control intervention on a paved road - the bike simply stopped accelerating for a split second. The roads were quite smooth and the pace was quite fast, so the suspensions most often worked in dynamic mode. In vulnerable areas it was possible to switch to the soft and more comfortable Road mode. However, the star of this show is the ABS Pro. There is no doubt that it is worth spending RUB 27,000 for the Pro modes (Pro, DTC and ABS Pro cards). The Brembo radial calipers, combined with 320mm diameter brake discs and steel braided wires, do an excellent job: they provide a precise operating point, very good metering and low operating force. And ABS comes into effect very late. What more could you want?
BMW S 1000 XR. Updates
Since its introduction in 2015, the BMW S 1000 XR has been based on the S 1000 RR hardware, and the 2021 model is no exception. It is equipped with an engine and many other aspects of the popular supersport.
Engine
The 999cc inline-four is lighter and more compact, and the BMW S 1000 XR features taller fourth, fifth and sixth gears for a more relaxed ride at cruising speeds. The complex and expensive Shiftcam used on the RR, which increases power at high speeds, seemed redundant here. However, the RR cutoff at 14500 is also not the most practical thing.
So the character of the BMW S 1000 XR engine was changed by equipping it with specially designed camshafts and an exhaust manifold , which moved the thrust from the top to the mid-range, which is very useful for normal road driving. But even so, the peak power of the BMW S 1000 XR, amounting to 165 horses (5 more than last year), is achieved at 11,000 rpm - a thousand below the cutoff. Peak torque of 114 Nm is achieved at 9250 rpm. Already at 3000, 81 Nm is available, but the engine clearly shares the torquey character of its sportier twin.
Chassis
Like the engine, the aluminum twin-spar frame is lighter and narrower, especially between the rider's knees. In keeping with the latest trends (notably the Kawasaki Ninja 1000SX), the stock tail section is equipped with mounts for 30-litre panniers, available as an accessory. Yes, it’s understandable - it’s easier to sell panniers for touring motorcycles when everything is already ready for them, and it’s good that motorcycle manufacturers have finally realized this.
A new pendulum is attached to the frame, to which the shock absorber is directly attached (meaning, without a lever). The suspension operation is controlled by the D-ESA (Dynamic Electronic Suspension Adjustment) system with its updated valves and firmware. The suspensions work quite well, thanks to the fact that the suspensions, both the fork and the rear monoshock, adjust stiffness on the fly up to 100 times per second, leveling the chassis and tenaciously holding on to the road, including during braking and acceleration. I’ll talk about this later, but for now I’ll just note that D-ESA is a really effective and functional feature.
BMW S 1000 XR 2020
Design
The headlights and face of the BMW S 1000 XR are finally symmetrical (who even thought of giving motorcycles a slightly stoned look?!), and the light in the headlights is emitted by diode lamps. The turn signals are also diode, and from the back everything looks as if the motorcycle does not have a tail light. Well, actually, there isn’t: this function is assigned to what looks like rear turn signals on legs.
I wonder if such a design generally meets the standards for brightness and visibility of lighting equipment? Americans are strict with rear lights; even additional brake lights on saddlebags are not allowed everywhere, although it would seem, what’s wrong?
Apart from the lighting technology, the BMW S 1000 XR is visually little different from the previous version, but the seating position has been moved forward a little, and the steering wheel is a couple of centimeters lower and about three centimeters narrower. BMW says the new stance improves weight distribution and front-wheel feel, while a narrower handlebar makes it easier to maneuver at low speeds.
The slightly updated body kit is supposedly more aerodynamic (7 percent less drag) and six decibels quieter than the previous model when the optional tall windshield is set to the up position. BMW seems to be implying that most motorcycles sold will be fully equipped (they claim 99.6 percent of motorcycles sold fully equipped). I don’t know if this is true, or just a way to hint to clients “don’t be like those 0.4 percent” - but in general, it seems to be true. Our example is fully equipped: bi-directional quickshifter, center stand, carbon trim, fog lights, keyless entry and a dozen other options.
Let's leave the options and talk about stock. For example, BMW redesigned the steering wheel mount to reduce vibrations (yay!), the dashboard is now decorated with a 6.5-inch TFT display with two modes, and they also added an inertia measurement device, thanks to which wheelie control with several degrees of sensitivity, as well as stoppies, is implemented -control and anti-lock braking system with tilt angle tracking (ABS Pro). In addition, engine braking control and hill assist have been implemented, and the riding modes have been expanded and improved.
And one more point, after which we will move on to the real review. This year's BMW S 1000 XR rides on the same alloy wheels as the RR, and they're a couple of kilograms lighter than last year's. We all know that the less rotating mass, the better for handling, but I'm talking about something else: according to the BMW website, last year's model weighed 228 kg, and this year's model weighs 226. At the presentation, they stated that they had reduced the weight of the existing components by 10 kg - and one wonders where another 8 come from. But apparently, the fact is that BMW decided to compare the weights of fully loaded motorcycles, and not the base models (remember about 99.6 percent?).
Thanks for your patience, let's get to the point: how's the new product doing?
Vibration
Anyone who has heard of the BMW S 1000 XR knows that the main problem with this model is vibration in the steering wheel. Higher gears and rubber steering wheel spacers reduce vibration to tolerable levels up to 6000 rpm (that's about 140 km/h in sixth), but things get worse on the right half of the tachometer. But you still won’t notice this, because at these speeds your pupils will already dilate, and your heart will try to catch up with the engine in terms of beat frequency.
Well, it turns out vibrations are no longer a problem. What's the problem?
Seat
Thin, too soft, strangely shaped - literally from the first minutes the seat of the BMW S 1000 XR somehow digs into the butt. And by the middle of a 20-liter tank (about 150 km at a consumption of 6 per hundred), the ass will ask for mercy. Worse, the passenger side is not suitable for driving at all - this was the unanimous opinion of the three passengers I tried to ride.
By happy coincidence, BMW offers a whole bunch of seat options as options, including an inflated and lowered one, which any normal dealer will replace with a stock one at no extra charge. But it is possible with an additional payment - there are several expensive options, but there are also simpler ones. The standard seat height is 84 cm, but the bike is narrow, so it’s quite comfortable with my 175.
Apart from the seat, everything about the fit is good. Upright, relaxed, without stress on the palms, excellent lever on the steering wheel - in short, a landing position in which you can ride all day. Well, by changing the seat, of course.
Body kit
For me, the stock windshield with two positions is ideal in the upper one - it creates a bubble of calm air. In the lower position of the windshield, the helmet flutters quite a bit, and I recommend that anyone who is taller than me take a high windshield, because when I stand up from behind the windshield in the upper position, the helmet literally 5 centimeters higher also begins to flutter.
The BMW S 1000 XR can be equipped with 90 liters of hard cases, loaded with something nice and compensated for rear shock preload at the touch of a button (or let the computer do it if you, like 99.6 percent, bought a D-ESA Pro). With a high windshield and a thick seat, you'll get an absolutely excellent sports tourer, especially considering the heated grips and cruise control up to (think about it) 185 km/h.
But let's be honest. For those who need long daily runs, the recipe has long been known: a little RT, GS or any other K series. And the BMW S 1000 XR is not for long roads. He only puts up with them when you go to those places where he is really good: to the serpentines. Or to the track.
BMW S 1000 XR 2020
BMW S 1000 XR - a sportbike at heart
On winding roads everything becomes correct and clear. The BMW S 1000 XR is in its place, you are in your place, and all sorts of protests, covids, quarantines are happening in the forest.
Or they dissolve in the clear morning air through which you glide, opening the gas and plunging into unity with the XR, which steers with the power of thought and stops with a gentle squeeze. This is one of those motorcycles that is so assembled and balanced, working so harmoniously and clearly, that it does not require anything from the rider. Except, perhaps, the desire to develop.
A slight pressure on the steering wheel shifts it from one side to the other, and in any turn, in any tilt, it easily allows you to adjust the trajectory, even by braking, even by opening the gas, without objections or steering. Thanks to D-ESA for this. Despite the rubber spacers in the steering wheel spacers, feedback from the road is excellent, and steering clarity is also excellent. There's no need to lean over to corner - the BMW S 1000 XR happily leans where you point with your chin or knee.
It dances between corners like a real sportbike, and when the road straightens out, it turns “there” into “here” with terrifying speed.
It has traction everywhere, but the traction starts in the second half of the range. And from 8500 to the cutoff of 12000, it accelerates simply frighteningly, and the engine roars as if it were a sportbike. It often sits up in first gear, and the engine easily exceeds the capabilities of the rear Bridgestone T31, but this is not for everyone.
The BMW S-series has always been equipped with excellent brakes, and the BMW S 1000 XR is no exception. Even with a conventional axial master cylinder, the brakes grab powerfully and apply great force. One finger is enough to tear off the rear wheel. Add a perfectly calibrated bidirectional quickshifter, excellent cornering clearance and a set of electronic assistants - adjustable traction control, ABS, etc. - and you get a sportbike that will be the envy of many soapboxes.
The BMW S 1000 XR seems to be designed for the road, but to tell the truth, you won’t get a taste of it until you take it to the track. And the only thing he will be missing there is more serious tires.
Electronics
Yes, the BMW S 1000 XR has a distinguished pedigree, but don’t underestimate this year’s innovations, in terms of electronic systems, and especially D-ESA and ABS.
Let's start with D-ESA , because, in my opinion, it is the most interesting. The function of this system seems obvious - the electronics in the fork and shock absorber constantly adjust the compression and rebound smoothing to the situation. D-ESA is a stock system with one smoothing mode - Road - and three levels of rear suspension spring preload: rider, rider with luggage and rider with passenger. Purchasing D-ESA Pro unlocks a firmer Dynamic mode and replaces preload level selection with an automatic function that uses a sag sensor to adjust the spring as load changes.
Personally, I liked the soft Road mode (considering that the XR's suspension is more hard than soft, and with my 85 kg in equipment, I am apparently lighter than the average rider). But no matter what mode the suspension is in, the electronics effectively monitor its travel and control stiffness, and the effect of this control is more pronounced than on previous versions. For example, despite a shorter wheelbase and more powerful engine, the 2021 BMW S 1000 XR is less prone to wheelies than outgoing models.
With D-ESA, you can brake powerfully in corners, and the fork becomes stiffer, preventing dive , and when the brake is released, the system tightens the fork rebound and compression of the rear shock absorber when the gas is opened, helping the chassis tenaciously hold the road and trajectory, which makes the motorcycle stable and predictable.
All this is supported by ABS with a bunch of settings and several levels of sensitivity. The sensitivity of the front and rear wheels, the distribution of braking force, the level of anti-stop and sensitivity to the angle of inclination are adjusted separately (BMW calls this option ABS Pro). You can also select default settings for each of the riding modes: Rain, Road and Dynamic, as well as set all parameters manually in Dynamic Pro mode. The driving modes themselves affect engine power, throttle response, traction and wheelie control, and other characteristics.
The abundance of settings and their influence on the behavior of the motorcycle are impressive, and you really appreciate the effectiveness of the on-board electronics both in the rain, when you need maximum stability and safety, and on the track, when you need maximum fury and impact, brakes to the floor with rear lift and even slide into a turn in supermoto style.
BMW S 1000 XR 2020
Cons of the BMW S 1000 XR
The electronic gas has a slight but distinct delay from the fully closed position, and in the first degrees of its opening the thrust is very soft, if not weak. At first you have to get used to it in order to move normally at low speeds and take your time to start, but over time your brain and hand adapt.
Oddly enough, the traction distribution of the BMW S 1000 XR is not ideal for the road. The top end is certainly impressive, but the torquey four isn't as torquey throughout the rest of the range as rivals with a flatter torque curve. Yes, few of its classmates compare with the XR on fast roads or on the track, but we are talking about a road bike.
As much as I like D-ESA, I resent the lack of manual suspension control like on the S 1000 RR.
Two anti-aliasing modes and Dynamic for an additional fee - that’s all? It’s especially sad considering that this is just a software option, and all the hardware for its operation is installed in stock.
On ABS Pro
The functioning of this ABS is difficult to describe. It's best to try it yourself. Product manager Joseph Mahler told me that designers are concerned about early throttle release out of corners, as well as maximum braking retardation. Everything went well, although we must not forget about the advantages of Pirelli Diablo Rosso II and dry asphalt. Even in deep turns I didn't worry.
BMW S 1000 XR ABS
The moment of straightening is practically not felt, and we are not talking about hoses. Championship! As a test, I turned off the ABS and repeated the maneuver. Without the electronics, the bike was clearly rearing up, so I had to put everything back.
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Updated BMW models for 2021
Most of the BMW models “updated” for 2021 have already been improved in recent years or were the first to appear in the lineup. So the Bavarians spruced things up a bit, changed the stock configuration a little, added options and removed some things. Yes, yes, you heard right: they removed it.
The 2021 BMW R 1250 RS gets a new Austin Yellow Metallic color scheme with a matte black frame, while the Option 719 Stardust previously offered in some markets is gone. Due to new European laws regarding ABS, the ability to disable this system has been removed. The sports-touring model will also receive a new exhaust.
The RS will also be available with a Driving Modes Pro package , which includes engine braking control and a Core Screen Sport dashboard mode. Several packages will be available that combine milled parts with an anodized black finish and silver - Option 719 Shadow and Shadow II, Option 719 Storm and Storm II: engine covers, valve covers, handlebar levers, footpegs and foot levers, and more.
BMW R 1250 R 2021
The 2021 BMW R 1250 R gets a new Mineral Gray Metallic scheme to replace the Pollux Metallic Mat, Style Exclusive and Option 719 Stardust. The red, white and blue scheme called Style HP has been renamed Style Sport. The R will also get a new muffler instead of the "HP"
As on the GS, the Driving Modes Pro option on the BMW R 1250 R now comes with engine braking control and a Core Screen Sport instrument panel mode. Option 719 trim packages with milled elements will also be available. The optional HP battery is now called M power block.
The 2021 BMW K 1600 line, including GT, GTL, B and Grand America, will receive stock reverse , daytime running lights, adaptive cornering lights, and a tire pressure monitoring system. The previously available package of security options, which included these options, is accordingly abolished.
The BMW K 1600 variants will be available in several liveries: the K 1600 GT in Option 719 Mineral White Metallic, the K 1600 GTL in Manhattan metallic, Style Elegance and Option 719 White metallic, while the K 1600 B and Grand America are now available in Mars Red Metallic
Changes to the BMW K 1600
The options for the BMW K 1600 series models have undergone the following changes:
K 1600 GT : Roll bars are available for this model, and the touring package now includes external LED headlights and roll bars.
K 1600 GTL : Roll bars are available for this model and are now also included in the Comfort package.
K 1600 B : The touring package now includes external LED headlights, an audio system, crash bars, platforms, instead of which luggage compartments are available. The 'Comfort' package includes the Shift Assistant Pro quickshifter, keyless entry, central locking, alarm system, and excludes additional LED headlights.
K 1600 Grand America : Comfort package includes Shift Assistant Pro quickshifter, keyless entry, central locking, alarm, but excludes additional LED headlights.
