BMW's F 900 range of R and XR uses
the same chassis and a totally revised
parallel-twin motor that now sits at 895cc,
pumping out a claimed 99 horsepower and
67 lb-ft of torque. However, rather than have
the Dynamic Pro option fitted to our test XR,
we got the base model with no additions—
so no Dynamic Traction Control Engine
Brake Control, Wheelie Control, or cruise
control—that last point stung somewhat.
The base model comes with non-adjust-
able 43mm front suspension and preload
and rebound adjustable shock, the former
with a handy knob to adjust preload on the
right side, rather than the old hammer and screw-
driver method.
We weighed the XR at 495.1 pounds with a full
tank of 4.1 gallons of gas, which puts it in the ball-
park of bikes like the Yamaha Tracer 900
GT (485 pounds, claimed) and the Ducati
Multistrada 950 (500 pounds, claimed).
Despite having non-adjustable front sus-
pension, BMW has done a good job with
the ride comfort of the XR. It's certainly
softer than you'd want for performance
street riding, but for 99 percent of the rid-
ing I covered, which included traffic jams
and a couple of weekend scoots, the XR
provided a plush ride and had a cornering
poise that belied its size.
You're very much in the Adventure-
style ride position with the XR, and it's
one you can sit in for days. BMW also fitted their
cupped seat, which I wasn't a fan of when I tested
the 1000 XR last year, I don't mind it as much on
the 900 variant.
P92
QUICKSPIN I BMW F 900 XR
(Above L-R) Brembo
four-piston front
calipers have plenty
of stopping power.
BMW's controversial
cupped seat. Good
for some, not so
much for others.
(Below L-R) The
900 XR's gearbox
was a weak point.
The revised 895cc
parallel-twin motor is
a beauty, with plenty
of useable torque
from 2-8000 rpm.
