BMW’s updated S 1000 XR still proves itself a capable, mega-fast, and easy to ride adv-sports tourer over both short and long distances, within and without Singapore

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SINGAPORE 

Is the ability to thrill, or sheer usability more valuable in a bike? Big motorcycles are usually purchases of passion, but experienced riders know that it’s usually the bike that can do one kilometre as easily as a thousand is the one you put big miles on. 

BMW’s new S 1000 XR certainly fits the bill, without losing too much of the thrill. 

Slap a superbike-derived engine into a sports touring package with tall, adventure-style ergonomics and you have a recipe for a continent-crossing mile eater. As long as those are tarmac miles, that’s what BMW’s S 1000 XR has been peddling since its debut in 2014. 

The second-generation BMW S 1000 XR impressed us back at its international launch back late 2019/early 2020, bringing new stuff to the table, while looking quite similar to before. Now that COVID induced shortages and delays are finally starting to wrinkle out, we were able to test the new XR on Singapore’s roads at last and to find out if the brochure’s claim of ‘lighter, faster, and more versatile’ is true. 

Lighter, stronger…

The first bit is certainly true. The bike’s 10kg lighter than before, at 226kg wet, and a whole 23 kg lighter than the current R 1250 GS. 1.6kg is lost by the new frame, and five kilos with the new 999cc engine. 

It’s not full-dress tourer heavy, and in traffic the relatively slim (non-boxer) profile means easier lane-splitting, but as usual of tall bikes, pushing it around does take some muscle. 

The XR’s new chassis, fuel tank and body panels result in improved wind protection. Swinging a leg over the wide 840mm seat required some dexterity, particularly with panniers mounted. Seated, we found ergonomics to be natural, no aches or pains in any major joints.

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However, we couldn’t get along with the height of the one-hand adjustable windscreen, which regardless of position, caused intense buffeting at ear level and over-head. YMMV, naturally, but it’s something to be aware of. 

With new-design LED lights all around (adaptive cornering mainbeam, indicators, taillights, foglights) the bike is certainly ‘lighter’ this time around, but there’s also another kind of illumination - the clear, bright and now familiar 6.5-inch TFT screen, underpinned by BMW’s industry-leading infotainment system.

Multiple display screens give you all the info you need, with navigation done through the bar-mounted rotary controller. Bluetooth means you can connect your phone and headset both, while the BMW Motorrad Connected app was stable and featured a log of the riding route, and details like G-force and lean angle. The on-board navigation system was precise and legible, and good for getting from point A to B in the city. 

It’s a testament to how well the system works that you can do everything from view vital info, navigate, make calls, or activate the numerous technical or safety systems (ABS Pro, adaptive suspension, drive modes) with relative ease. 

Page 2: But is the new XR really faster?

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https://www.youtube.com/embed/-1bRSNEaPjM

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Page 1: The second-gen BMW S 1000 XR - what's new

…but how much faster is it? 

The 999cc inline four is more closely related to the S 1000 R’s engine, rather than the variable-valve equipped S 1000 RR, and it’s gained more manners and smoothness but is still a punchy, powerful piece of engineering. 

Despite the quoted 165hp, the XR feels quite easy to manage now. The old S 1000 XR, like the previous S 1000 R, was a bit of a hard-edged monster, and this one is more civilised and paradoxically, even easier to harness into increased speed. It has five horsepower more than before, but the new bike is quicker in all areas simply because it's easier to go fast with.

A new six-axis IMU works hard at optimising traction, even with intentional full throttle bursts with the XR leaned over, preventing the bike from standing-up mid-corner like its predecessor. In fact, we could even lean the bike more, tightening the line whilst increasing throttle, giving us the impression that the crank was counter-rotating (which it is not).

The quick shifter (up and down) allowed smooth gear changes, making the clutch lever pretty much redundant except at standstill. For purists who want to use the clutch lever for downshifts, the XR is equipped with an improved anti-hopping (slipper) clutch and for the first time, electronically controlled engine drag torque control (MSR).

The XR’s improved handling becomes obvious on our usual test route of chicanes, reducing radius turns, broken tarmac and sweeping corners. Light and nimble, the XR darts from side to side, hitting the rider’s desired turn targets and apexes with ease. It’s clear the new frame, swingarm, and suspension have given the bike a level up here. Stopping is easy too with the Hayes radial brakes registering one-G deceleration with a light one-finger pull on the lever

The active ESA suspension has auto-levelling and two modes (Dynamic and Road), and we left it in the former mostly, finding Road a bit under-damped, though it could be great for when you simply don’t want to deal with bumps after hours in the saddle. On the whole, even in Dynamic, the XR is impressively comfortable over uneven and broken tarmac, steam-rolling even road humps without fuss.

We can say that the XR delivers the agility of a middle-weight, but with the power and stability of a big tourer, and painless, high-rise ergonomics make it easy to live with even in town.

https://www.youtube.com/embed/C4ww7p-XpWw

INXR not INXS 

We think that BMW has met its claim that the XR is lighter, faster and more versatile. It’s easier to live with, less rowdy, more nimble, but no less powerful, and gains connectivity and valuable safety tech. 

Aside from the windscreen issue - easily fixed by an aftermarket choice - BMW has even fixed the handlebar vibration that plagued the earlier XR. There were some engine vibes felt through the feet, these weren’t strong enough to cause discomfort or distract. With taller ratios for fourth to sixth gear, the XR also sipped less fuel cruising. BMW quotes 6.2L/100km (WMTC) for a good 312km range from the 20-litre tank. 

Maturity has pros and cons of course - the wildness of the first-gen has been tamed a little, what we also noticed with the S 1000 R, and we can put the blame squarely on stringent noise and pollution laws (no bad thing). 

The difference is that this could help with what the S 1000 XR is really designed for: Long tours. Singapore isn’t a place that favours touring bikes, but Malaysia is, and it’s one thing to have character in small doses, but another thing to live with it/them for hours on end. 

BMW S 1000 XR

Drivetrain type	Gasoline only
Engine	999cc, inline 4
Power	165hp at 11000rpm
Torque	114Nm at 9250rpm
Gearbox	6-speed manual with up-down quickshifter
Wet Weight	226kg
Fuel capacity	20-litres
Seat Height	840mm
Agent	Performance Motors Limited
Price	S$66,800 machine price
Availability	Now
Verdict	Just as powerful, more agile, and just as easy to ride - it’s less hooligan-y, but better over long distances