BMW placed its sensational inline-four superbike engine into a more upright and touring-focused package with its introductory 2015 S 1000 XR. Fast-forward and the Motorrad team applies the 2020 round of S 1000 RR technical updates to this liter-class XR. But where the superbike comes up short in areas, the XR stands out in its high-level refinement. This is a motorcycle that is adept at touring as it is bonzai sport riding.
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When seated at the controls, the XR has a cozy yet commanding riding position. The handlebar is wide and offers just the right amount of rearward sweep. The Touring package adds plastic hand guards, which do a fine job of protecting your mitts from the elements. (A centerstand, luggage rack, and GPS mount are also included.)
The XR’s contoured seat holds the rider in place, yet allows for side-to-side movement for riders of average size. Larger folks may have a harder time moving however, due to the seat’s very deep dish. A two-position manually adjustable windscreen shields the rider from elements in high position. Riders who desire a “wind in the hair” experience can run the low position. The Dynamic package’s ($850) cruise control, heated grips, Gear Assist Shift Pro (electronic quickshifter), and electronic suspension make for a bike that is very touring friendly.
The aforementioned two features pay even greater dividends on twisty stretches of tarmac with it inhaling pavement with sportbike-like vigor. More agile than ever, the 500-some-pound Beemer affords 600cc sportbike-like levels of maneuverability on tight stretches of roadway. Optional electronic suspension with a wide range of automatic adjustment lets you firm, or soften, things up at a push of a button. BMW’s ESA has historically come up short but this latest edition is easily its best yet for general road and sport riding.
Twist the right grip and the XR’s superbike-based engine has some serious bark. The engine has a pleasing character with a rather loud engine note for a street-legal road bike. But you’re not going to hear us complain. Taller fourth, fifth, and sixth gears help this XR be more comfortable when logging freeway miles. Engine vibration is more muted than the previous iteration but still delivers more vibes than other traditional sport-touring bikes. Unlike the RR, this engine does not include BMW’s ShiftCam variable valve train.
Triple-disc hydraulic brakes keep speed in check and we adore the high level of feel that the brakes offer, especially at the rear. Be careful though; the rear brake is so powerful and sharp-feeling that it can be easy to overdo it, when ABS is disabled. Still, that’s a good problem to have…
In the electronics department, our XR was fitted with all the bells and whistles. Combined riding modes that alter throttle response and suspension-damping calibration, and adjustable engine-brake, wheelie, traction, and ABS control. Settings are manipulated via BMW’s now signature 6.5-inch color TFT display. The panel is endowed with crisp fonts and a slick interface. Although it lacks touchscreen function, the multiwheel control is easy to learn and offers menu synergy between models, which is helpful for Motorrad enthusiasts.
This allows the rider to tune the XR’s dynamic going from mild to wild with a few pushes of a button. Whereas the RR’s new electronics package is rough around the edges, the XR’s is more masterfully executed. Well done, BMW.
Smartphone users can also pair their phones with the BMW Motorrad Connected app, which allows turn-by-turn directions and other machine functions. It’s one of the more slick motorcycle apps we’ve used.
Some riders always want to go fast. And that’s who the 2020 S 1000 XR appeals to. Authentic sportbike-like handling, engine performance, and character, combined with more accommodating ergonomics make for a versatile mount that is worthy of garage space. The XR is the natural evolution of a sport-touring rig for motorcycle riders who don’t want to compromise in either segment.
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Photography: Jeff Allen
Videography/edit: Bert Beltran
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