Menus
- Very sharp crossover !
- Discovery
- In the saddle
- In the city
- Motorways and expressways
- Departmental
- Comfort
- Braking
- Consumption
- Conclusion
- Optional equipment
- Rivals
Very sharp crossover !
With the S1000 XR, BMW Motorrad is expanding its offering with the most exciting “Adventure Sport” model, based on the S1000RR sports cars and S1000R roadsters. A formidably efficient motorcycle, which will add a bit of spice to your daily commute and your travels ….
Back from Spain, where the international presentation of the S1000 XR was held, we are still under the spell of this 2015 novelty. It must be said that we really enjoyed it on its handlebars. Superb and winding roads as you wish in the Barcelona region, good quality road surface, fast and efficient opener…. all the conditions were met to make the most of the excellent arrangements of this Bavarian crossover for sports tourism..
Discovery
Designed in Germany, at the BMW Motorrad plant in Berlin, the S1000 XR rolled off the production line on April 1, 2015, certainly to play a joke on the many competitors present in this market segment…. If it takes the essence of the S1000 R roadster, the S1000 XR is distinguished by an entirely new chassis. There is indeed an aluminum perimeter frame composed of four welded parts integrating the engine as a supporting element, but with a more open fork crown angle (64.5 °), a longer swingarm (65 mm), ground clearance increased, higher suspension travel (front 150 mm; ar 140 mm) and a reinforced rear frame buckle to support a greater load.
Note that an optional 195 € lowering kit (new fork springs and shock absorber, -30 mm travel, different center and side stand) is available for motorcycles equipped with an ESA Dynamic suspension (785 €), this to facilitate access for small drivers. With the low saddle option (free), the seat height increases to 790 mm instead of 840 (820 mm with low saddle without Dynamic ESA).
Engine side, we find with pleasure the virulent 4-cylinder in line 160 horsepower and 112 Nm of torque of the S1000 R, limited here to 107 hp. Extremely efficient mechanics, which here benefit from small modifications to stick to the Sport-Adventure concept, with a slightly revised camshaft and airbox, a smoother injection mapping on first and second reports, as well as a exhaust system designed in anticipation of Euro 4 (the S1000 XR remains Euro 3 for the moment). A flexible and efficient mechanism, capable of ensuring an excellent performance at low and medium speeds, such as making the powder speak between 8,500 and 11,000 rpm.
In the saddle
In the early hours of the morning, a horde of S1000 XRs awaits us outside the hotel. If the ascendancy of the S1000 R roadster is obvious at first glance, one cannot help but think of the other models in the BMW range, in particular the S1000 RR for the asymmetric headlight front end and the R1200 GS for the high tank, the small front beak and the wide handlebars inducing an upright driving position. The whole is rather homogeneous and displays a quality of manufacture and finish of beautiful craftsmanship.
Our test machines are of course equipped with “full options”, with Touring (€ 1,000) and Dynamics (€ 1,250) packages, as well as the BMW Motorrad Navigator V GPS system (Garmin). In short, an S1000 XR at nearly € 20,000, without its dedicated luggage…. As a result, we can be demanding and regret the lack of a clutch lever adjustable in spacing, or the relative firmness of the original saddle, which is also a little wide at the crotch. When taking a seat on board, my 1.78m does not allow me to put both feet flat on the ground with the standard saddle height of 840 mm.
However, the driving position is natural with a wide handlebars at good height and relatively close to the pilot, lowered footrests and not very far back, as well as a notched tank shape that allows you to position your knees properly. on either side of the motorcycle. The ergonomics of the controls are excellent, despite the presence of many buttons (circuit breaker, mode change and heated grips on the right; cruise-control, lighthouse call, indicators, warning, full headlight, horn, info, suspension settings , ABS and traction control deactivation / activation, navigation system control dial on the left, etc.).
Unsurprisingly, we find the dashboard of the S1000 R, with its analog tachometer and digital dial, adjustable shift light and various indicator lights (cruise-control, abs, traction control, injection, warning, etc.). The on-board computer displays complete, including tachometer, gear indicator, tire pressure, fuel level, exterior and water temperatures, odometer, trips, clock, driving mode, remaining range, stopwatch, etc. This information can also be viewed on one of the BMW Navigator V GPS screens, in addition to the navigation information.
The practical aspects are obviously not neglected, with a manually adjustable bubble height without tools, even when driving when you have the hand, a keyless electronic key (to keep in your pocket, except to activate the seat lock), functional mirrors, a 12V socket near the dashboard, a brake lever adjustable in spacing, a small storage space under the passenger seat, retractable grab handles and passenger footrests, chain tension adjustment by pushed pin, a hinged fuel tank cap (just switch off the ignition to be allowed to open it) and a steering damper.
In the city
Like its roadster cousin, the BMW crossover delivers a harsh, manly tone from the moment it comes to life. Gear selection is relatively dry, but the gearbox is well-staged and the engine smooth enough to roll at low revs without knocking. BMW announces that it has lowered its limit speed by around 2000 rpm compared to the S1000 R. On our model equipped with a Shifter Pro, we can upshift gears open without engaging and lower them in the same way, throttle closed, this which makes you forget the relative firmness of the clutch lever.
From the first laps of the wheels, we appreciate the relaxed driving position as much as the user-friendliness. The weight distribution is good and the center of gravity not too high, which facilitates low-speed maneuvers and cornering. Sitting firmly on its 17-inch wheels shod with Pirelli Diablo Rosso II tires, the S1000 XR sits smoothly on the corner and effortlessly shifts from angle to angle. Its correct turning radius also allows it to slalom effortlessly in city traffic and makes it easier to turn around on narrow roads..
Conceivating and docile, the BMW 4-cylinder with dual injector per cylinder reacts instantly to the slightest pull on its ride-by-wire throttle grip. On the base model, you can choose between Rain or Road riding mode, with ASC traction assistance available as standard, just like standard ABS. On our “full options” motorcycles, we also have the Dynamic and Dynamic Pro riding modes (requires the addition of a plug under the saddle), as well as DTC dynamic traction control and ABS Pro, which both benefit from the addition of the Bosch tilt sensor to fine-tune their operation depending on the context, just like the Dynamic ESA suspension.
In Rain mode, the power is reduced to 148 hp, the response to acceleration softened, the traction control relatively intrusive and the separation of the front wheel during acceleration or that of the rear wheel during braking prohibited in order to maintain the best adhesion possible. In Road mode, power is restored to 160 hp and the ASC or DTC traction control systems are a little less intrusive. In Dynamic, ABS and DTC mode, assistance is minimized but still present, while in Dynamic Pro mode it is reduced to the maximum and the anti-wheeling disabled.
Motorways and expressways
Very stable at high speed, the S1000 XR offers its rider good protection from the wind, even in the low bubble position, as long as it is erased slightly by bending the spine. High bubble, you can easily ride upright torso, the air flow then passing over the top of the helmet. In this motorway context, we also appreciate the optional hand guards, as well as the heated grips and the cruise control, very practical to avoid exceeding legal speeds..
In Road mode, the Dynamic ESA suspension favors comfort and traction by adapting the damping in real time, based on the information transmitted by various sensors, including tilt. Adaptation takes place in a few thousandths of a second using electronically controlled adjustment valves. When driving quickly on good road surfaces, all you need to do is switch to Dynamic mode to tighten the suspension if necessary and obtain even more rigorous behavior in large curves and rapid sequences..
Only a few insidious vibrations felt at steady speed at the handles, seat and footrests slightly tarnish a picture which had been rather positive until then. Engine approval is very good in this context, with good responsiveness to acceleration from mid-range and a top speed of over 250 km / h on a German motorway…. Only regret, we did not have the opportunity to test the S1000 XR with its optional luggage kit, which would have enlightened us on its homogeneity thus equipped and loaded..
Departmental
It is truly on the secondary network that the S1000 XR shows its full potential. It’s hard to stay calm on your handlebars, so much the availability and vigor of the BMW 4-cylinder encourage you to increase the pace. The German crossover obviously likes to be whipped and always asks for more, adapting its vocalizations to the rotation of the handle and the chosen driving mode. In dynamic mode, the exhaust backfires more when decelerating, further accentuating an impression of sportiness already exacerbated by great liveliness during acceleration and particularly sharp revs past 8000 rpm.
Straight as an I and relatively passive at the start, the rider must gradually adjust his riding position to help the S1000 XR enter more sharply in a corner or change angles more quickly as the pace picks up. Pirelli Diablo Rosso II tires then demonstrate all their potential and their grip on dry surfaces, in accordance with a particularly fine and not very intrusive DTC traction control, which adapts its operating analysis according to the angle of the motorcycle, the position of the throttle grip, sagging of the suspensions or even the braking level.
Heading is excellent, with the Dynamic ESA suspension responding in a relevant way to the slightest impact. However, it is possible to experience an unexpected return from the front or rear axle when the system becomes trapped by conflicting information, such as an unexpected crevice during braking on the corner. The S1000 XR then takes the shock sharply but reacts rather healthily thanks to its rigorous chassis and its consequent wheelbase. On a good quality surface, the Dynamic mode allows for its part to increase the pace even more, the machine bending well thanks to all the pranks of its pilot. Impressive !
Whatever mode you choose, except Dynamic Pro with all the assistance disconnected, the traction of the S1000 XR on dry roads remains excellent. However, we will have to try it in the rain to validate its behavior in this context. The DCT indicator light will sometimes come on to indicate its implementation, but this is not really felt at the controls. The ground clearance is also good and the footrests not too low, which allows for relatively large angles ….
Comfort
Surprisingly, the S1000 XR isn’t as uncomfortable in the saddle as it might seem at first glance. After some 250 km on its handlebars, we have to admit that it provides a firm but acceptable footing. We just regret its width at the crotch when you put both feet on the ground. On the other hand, the possible passenger will be less well off, with an even firmer seat.
On the suspension side, the results of our motorcycles equipped with the Dynamic ESA are rather positive, with quality damping on both small and large shocks, especially since it is possible to adjust the preload of the shock absorber according to the we travel alone, in duo, with or without luggage. Wind protection is very good and only a few vibrations at stabilized speed affect driving pleasure.
Braking
Equipped with a 320mm double floating disc with 4-piston radial calipers and a 265mm rear disc with double-piston calipers at the front, the S1000 XR is an excellent braking machine. Some criticize it for having too much bite in the attack of the pads for a "road", which is not entirely wrong. However, this characteristic is not to displease in sports use, especially as this braking is powerful and enduring in use, while benefiting from first-class anti-lock assistance in the ABS Pro version, which takes into account the inclination of the motorcycle when braking. As a result, even in the event of emergency braking on a curve, the S1000 XR maintains its trajectory without deviating or straightening up excessively.
To optimize its braking system, BMW has combined the Bosch tilt sensor with the Continental OCB (Continental Optimized Curve Braking) system, which is considered more relevant than the MSC system developed by Bosch and used in particular by KTM for Adventure. A choice a priori relevant given the efficiency of the system in use. Even the pedal works efficiently, with a certain progressive dosage. The feedback from the ABS trigger is relatively insensitive to the lever.
Consumption
According to the average consumption indicator, the consumption of the S1000 XR reached 8.2 l / 100 km at the end of this test of about 250 km, which gives a range of about 243 km including reserve. It must be possible to reach 300 km of autonomy by driving more wisely, which is not the easiest because the machine encourages you to titillate the throttle grip.
Conclusion
With the S1000 XR, BMW is adding an excellent crossover to its range, capable of shining in everyday life as well as when traveling further afield by motorway or secondary network. Efficient, balanced and safe, it has little to envy its rivals, except perhaps the sometimes more advantageous quality / price ratio of some of them. Sold for € 16,200 as a base version, the S1000 XR climbs to over € 20,000 when equipped as our test model. However, it seems that the price is forgotten and that the quality remains…. Anyway, this S1000 XR is definitely a hell of a bike !
Strong points
- Smooth and expressive motor
- Versatility
- Sharp and powerful braking
- Maneuverability
Weak points
- Non-adjustable clutch lever
- Firm seat with use
- Price with options
- Vibrations
The technical sheet of the BMW S1000XR
Optional equipment
- Dynamic pack: 1000 € (LED turn signals, Dynamic Traction Control DTC, Pro riding modes, Cruise control, Pro Shifter)
- Touring pack: € 1,250 (center stand, ESA Dynamic, heated grips, luggage rack, GPS preparation, case supports)
- handguards: 85 €
- lowering: 195 €
- anti-theft alarm: 220 €
- daytime running light: 295 €
- ESA Dynamic suspension: 785 €
- suitcase holders: 135 €
- luggage rack: 145 €
- GPS preparation: 205 €
- heated grips: 210 €
- central stand: 135 €
- low saddle: free option
Rivals
- Kawasaki Versys 1000 (€ 12,699)
- Honda Crosstourer 1200 DCT (€ 15,699)
- Aprilia Caponord 1200 (13 599 €)
- Ducati Multistrada 1200 (17 590 €)
- KTM 1290 Super Duke (15 690 €)
- MV Agusta Turismo Veloce (€ 15,990)
- Suzuki V-Strom 1000 (12 499 €)
- Triumph Tiger Explorer XC (16 190 €)
- Yamaha MT-09 Tracer (€ 9,999)
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