VOLUME 57 ISSUE 13 MARCH 31, 2020 P43
height. At 465 pounds, the R is also approxi-
mately 17 pounds lighter than the XR and holds a
half-gallon less fuel at 3.4 gallons. The XR also
gets hand protection. As mentioned, available
options are pretty much the same for both bikes,
except in the suspension department.
From the cockpit, F 850 GS owners will rec-
ognize the 900's 6.5-inch TFT screen, operated
by the usual BMW-style buttons in conjunction
with a nav wheel inside the left handgrip.
Twist The Grip
We recently got the chance to sample both
models in Santa Barbara, California, where
BMW introduced the two bikes to the media.
BMW had a full day of riding planned out, giving
us about 110 miles on each bike, 99 percent of
which took place on back-country roads.
My first stint was on the R, a bike that thor-
oughly impressed me. It has one of the best-
sounding parallel twin engines you'll ever hear,
with its surprisingly throaty growl and sporty
V-twin-like ring. It's a sound that jump-starts your
adrenaline well before you feed in the clutch for
the first time.
Power is impressive. Throttle response is
instantaneous and exciting. This engine is also
rich in torque which maxes out at 6500 rpm,
and when you combine that with good overall
power, you have a sporty-feeling engine that
is ideally suited for the back roads of Santa
Barbara. Toggling through the three ride modes,
you do feel slight variations, but Road mode felt
the smoothest and overall the most pleasurable
for all-around riding to me.
(Above) The F 900's
motor is built in China
but shipped to Germany
where the F 900 is
assembled. (Left) For
$2700 more than the
$8995 F 900 R, the
F 900 XR gets you
increased suspension
travel and fuel capacity,
improved aerodynamics,
and hand protection,
plus more available
options.
Suspension is
pretty basic but
actually works
quite well.
