All Tests – Full BMW S 1000 XR test: the propeller TGV! – The ” Gehesse-XR ”!

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BMW S 1000 XR full test: the propeller TGV !

All Tests - Full BMW S 1000 XR Test: the propeller TGV! - The '' Gehesse-XR ''!

Not a fan of the looks, the volumes or the flatness of the R 1200 GS? Would a trail with a more sporty profile suit you better? And why not the S 1000 XR, a unique BMW derived from the turbulent S 1000 R roadster? MNC has tested this High Speed ​​Trail over 800 km. Test.

The ” Gehesse-XR ” !

Clear away any misunderstanding at the outset: apart from its wide handlebars, its high travel suspensions and its small "beak", the news does not have much in common with the. Everything opposes them on the contrary, starting with the lines (sporty on one side, adventurers on the other), the size and especially the engine: 4-cylinders in line for the novelty against 2 flat on the emblematic maxi -trail from BMW.

But MNC could not resist the urge to play on the word (o) s after realizing that the association of the surnames of these two "cousins" referred to the famous Suzuki GSX-R! Beyond the anecdotal aspect, it is clear that after 800 km spent on the S 1000 XR, this "set of acronyms" sums up its philosophy quite well, much more oriented towards sport than comfort. !

At the same time, that was to be expected as the S 1000 XR is a version "on stilts" of the – very – sporty roadster, itself closely derived from the formidable Superbike! The perimeter aluminum frame is for example identical (read our), with the exception of the new swing arm – longer than 65 mm – and the rear loop, lengthened and reinforced to favor the duo and the carrying of suitcases. rigid – where would stay "a full face helmet", according to BMW France.

Unfortunately, MNC was not able to test these optional cases, nor the top case, which is also available as an option. A top case that can also be used at the same time as the suitcases, once the luggage rack is installed … optional! Frankly abused on a motorcycle of this price (€ 16,200 excluding packs and options), as is the absence of the handguards and the central stand as standard, yet so practical for maintaining the chain.

In detail, the S 1000 XR sees its geometry retouched in favor of stability and comfort: the wheelbase increases to a significant 1548 mm (+107 mm compared to the S 1000 R!), The hunting is increased to 117 mm (+16.8 mm) and above all the suspension travel increases by 30 mm at the front (150 mm) and 20 mm at the rear (140 mm).

Tall and firm on legs

Logically, this rise does not promote the accessibility of the S 1000 XR, whose saddle – unfortunately not adjustable – culminates at an impressive 840 mm (+ 26 mm compared to the S 1000 R). Combined with the width of the tank and the "4-legged" (more than on a GS, favored by its engine architecture), this characteristic penalizes those under 1m80, in the inability to put both feet flat on the ground.

The "low" saddle at 820 mm offered free of charge may therefore be of interest to people, especially as good support is necessary to move the announced 228 kg without leaving the saddle (21 more than the S 1000 R). Despite a very precisely measured balance, the S 1000 XR is not exactly a ballerina, at a standstill or at low speeds. Its substantial wheelbase and steering damper are no strangers to it..

Fortunately, the satisfactory turning radius, the brilliantly neutral steering and the finely calibrated injection provide valuable support during maneuvers and U-turns … provided you have the arms long enough to bring the very wide handlebars to a stop. , yet arched backwards! Completely redesigned, the seat of this slender "Crossover" is also quite disappointing in terms of reception.

Although made in a material with a very elastic touch, its measured thickness does not promote comfort, especially during long stages such as MNC was able to cover (400 km per day including 150 by motorway, the rest on the secondary network). In addition, space is counted towards the back, to the detriment of the range of motion.

Wider and therefore more pleasant, this "rear" part is unfortunately sloping, causing an inevitable slippage towards the plastic surrounding the bottom of the 20-liter tank. Note that this plastic easily marks on contact with hard objects (zipper sliders, for example), just like the one placed around the gas hatch. Fortunately, this is the only criticism to be made in terms of the finish !

The fairly firm damping does not compensate, far from it, the lack of softness of the seat: even set to "Solo" from the left stalk, the optional electronically controlled suspension (ESA Dynamic) is highly preloaded , front and back. On a roadster still passes, but not on a motorcycle wanting to make the big difference between sport and tourism…

In short, it is a failure in terms of seating comfort, to which is added the small volume of the trunk, just sufficient for a disc lock. A little light with regard to the "sport-GT" vocation of the motorcycle. Last questionable ergonomic details: the lack of spacing adjustment on the clutch lever (far enough) and the positioning of the footrests which could have been improved.

Because even driven at very high speed, the S 1000 XR shows a high ground clearance, sufficient to follow – or even fine – certain sporty roadsters! Sacrificing a few tens of millimeters to reduce the bending of the legs was therefore possible, without excessively restricting its – enormous – dynamic potential..

Here again, this remark is especially valid over the long haul: the stress exerted on the lower limbs is much less than that inflicted by an "angry" roadster, and in any case very bearable over a hundred kilometers. This is not quite the case with the vibrations distilled by the 999 cc 4-cylinder.

S 1000 XR engine thrills…

Mechanically "strictly identical to that of the S 1000 R"According to BMW Motorrad France, the engine of the S 1000 XR is distinguished by its reworked injection and its specific exhaust system, finished with an elegant low silencer. Power and torque value are therefore identical to the roadster: 160 hp and 112 Nm. Not bad for a "trail", even if its designated rival, the, retains the advantage with 160 hp and 136 Nm !

Very modern because directly derived from the Hypersport S 1000 RR, this block with super square dimensions (49.7 x 80 mm) has two injectors per cylinder, a distribution by pawls, an anti-slip clutch and a commanding ride-by-wire accelerator several injection maps (Rain and Road as standard, Dynamic and Dynamic Pro as an option).

As an option, it can be added the services of the Pro shifter which allows you to increase full throttle gears but also to lower them without disengaging, throttle off of course. An extra toy that partly compensates for the rough selection (but fast and precise), which is readily abused as the clutch lever is firm

Quick to take its turns, this enthusiastic engine also delivers a particularly serious and powerful soundtrack. Small subtlety: when the Dynamic mode is engaged (or Dynamic Pro, which requires an encoder card), the injection is programmed to send a small surplus of gasoline causing delicious cracklings when the gas is cut off !

Here is a really relevant initiative, allowing to accentuate or decrease the sporting side of his motorcycle according to the tastes or the situations. Well done to the engineers for thinking about it! On the other hand, the vibrations are omnipresent: from idle, some tingling is already felt under the buttocks. Nothing serious, except that the phenomenon only increases with the taking of turns and then spreads to all other parts of the body…

At 4000 rpm (i.e. at 90 km / h in 6th gear), the hands are in turn affected by these vibrations, despite the handlebars mounted on silentblocs, then it is the turn of the feet, insufficiently isolated by the rubbers placed on the footrests. The mirrors of the rear-view mirrors, very effective and easy to adjust, are unfortunately not spared either..

At 7000 rpm, the frequency of the vibrations reaches such an intensity at stabilized speed that it encourages you to give up control – which is not a bad thing on the last report since at this speed, the counter indicates a reprehensible 150 km / h (144 km / h on the GPS)! And on the previous reports, the discomfort created by these vibrations is partly swept away by the enormous and pleasant "collapse" of the 4-legged at 7000 rpm !

Very well filled, this engine is one of the most successful of the current 4-cylinders: able to resume without a hiccup at 1500 rpm on the last report, its acceleration is vigorous from 3000 rpm. In the winding parts negotiated at legal speed, its punch is enough to stay in 4th and force itself out of the curves while sailing at 4000 and 6000 rpm, i.e. between 75 km / h and 110 km / h !

Admittedly, like any 4-cylinder, it readily takes pleasure in high speeds where it displays an overflowing ardor at this famous cap of 7000 rpm. However, its revivals at lower revs are not sad, foreshadowing a good range of use in loaded duo. In ride mode, the autonomy reaches around 250 km, thanks to a minimum consumption measured at 6.7 l / 100 km. Very acceptable for such a powerful engine.

Of course, in the French version, the peak of (over) power starting in the last third of the readable needle tachometer is quickly curbed: from 8000 rpm, the phenomenal thrust loses consistency, then begins to stagnate. In "Full power" on the other hand, the situation is not at all the same: the 4-cylinder balances a continuous series of slaps from 9000 to 12000 turns of the switch !

This surge of power is enjoyable, but restrictive in view of the speeds reached, both physically and in terms of the management of license points … Fortunately, the sports cycle part of the S 1000 XR accepts all the daring with which this fabulous engine does not fail to exhibit. Difficult indeed to remain wise on the gas with such mechanical potential within reach of ride-by-wire !

The generously cut frame offers stability above all suspicion, while the suspensions enjoy a remarkable cohesion and progressiveness. Despite the excessive preload (especially for a pilot weighing less than 70 kg), each irregularity in the bitumen is indeed absorbed efficiently and quickly, literally giving the impression that the BMW is riveted to the ground..

But if its qualities make it possible to continue to ride (very) quickly on a mogul field, this in return requires good physical condition to "absorb" the general firmness born from the rigor of the suspensions and the stiffness of the sports chassis.

In the most "restless" parts, we regret that a "Soft" mode is not offered on the optional ESA Dynamic (which intervenes in real time on the damping laws), as on the more road models of the range. On the XR as on the S 1000 R, only the “Road” and “Dynamic” functions are offered, the second completely attenuating the few mass transfers felt during the greatest acceleration and the most violent braking in “Road” mode..

Braking, in fact, is simply impressive power and consistency up front. Admit that with two 320 mm discs (!) Pinched by Brembo radial calipers, the opposite would have been unfortunate! Worthy of a Hypersport, this device with immediate bite is coupled from front to rear, as on most BMWs. The rear pedal, a bit too low, only actuates the rear caliper and sins by a certain lack of response on its first third.

The S 1000 XR introduces for the first time at BMW an ABS on the angle developed by Continental (optional under the name of ABS Pro), which refines the action on the front and the rear according to the tilt. The information is measured and processed by inclinometers and the Bosch electronic control unit, as with the effective optional DTC anti-slip (standard, the anti-slip does not take into account the angle taken by the motorcycle). A fine example of collaboration between German manufacturers !

In curves, this ABS called Continental Optimized Curve Breaking (OCB) has the merit of being forgotten and does not cause any unpleasant feedback in the lever. The same cannot be said of the anti-dribble device, which signals its entry into action by a jerk in the clutch lever during sudden downshifts..

On the other hand, the braking power is such that the steering inevitably ends up locking when the right lever is pressed firmly on the angle: sophisticated electronics or not, some laws of physics cannot be overcome. Think about it before you crash the full-angle brakes on a gravel road and think this new generation of ABS takes care of it all. !

Verdict: a lot of sport, not enough comfort ?

On the way back by motorway, MNC appreciates the cruise control which avoids exp (l) daring his license. Too bad, however, that this equipment is also optional, thus adding to an already quite long list: our test model thus reached the tidy sum of 19,050 €, or almost 3,000 euros of options (see box Conditions and route below -against).

Sitting with the torso upright, arms outstretched, the driving position obviously appears to be much more "liveable" than on the S 1000 R. However, some improvements to be made in terms of the design of the saddle, the compromise of suspension and engine vibrations would allow the XR to distinguish itself more "comfortably" from the roadster, moreover some 3250 euros cheaper (12 950 €).

Of course, there is the upper protection offered by the manually adjustable screen in two positions. Identical to that of the R 1200 RS, the mechanism appears at first glance quite hard, requiring adjustment to be made when stationary. But once the "helping hand" has been found, the manipulation can be done by rolling, with a single finger: it suffices to exert pressure at the very bottom of the bubble to lower it and at the very top to lift it..

On the other hand, as on the RS, MNC finds this windshield insufficiently protective: the top of a 1.75m pilot’s helmet remains exposed in a high position, just like his shoulders. Some turbulence even reaches the edges of the bust, making a too loose jacket "snap" on the highway.

In this area too, the S 1000 XR does not offer as much versatility as expected, because very – too much? – focused on sportiness to the detriment of comfort. But after all, what could be more logical on the part of BMW which now has a super complete trail range with on the one hand a racy S 1000 XR and formidable efficiency – therefore potentially attractive for new "dynamic" customers – and on the other a "traditional" R1200GS more statutory and ultra-successful ?

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