2020 BMW F 900 XR Tour Review

The 2020 BMW F 900 XR fills yet another small gap in the German marque's broad line-up.

This new road-biased adventure sport model, whose international launch took place in Spain in February 2020, is a step up in on-road performance and features from the BMW F 750 GS and F 850 GS, yet a step down from the fire-breathing (and recently updated) BMW S 1000 XR.

It doesn't have the off-road prowess of the middleweight and big-bore GS models, but it was never intended as an outback warrior. Instead, the F 900 XR is aimed more at on-road exploration, with healthy dose of corner-carving potential.

It will take decent dirt roads in its stride too, especially when fitted with BMW's Riding Modes Pro feature, which can deactivate ABS at the rear wheel.

It's part of a duo, launching alongside the F 900 R roadster. The pair are basically different twists on the same platform, with the same powertrain and steel bridge frame, the latter taken from the F 850 GS.

The differences then lie primarily in the ergonomics: the F 900 XR adopts an upright adventure bike stance with more legroom. The F 900 XR also scores a manually adjustable screen, longer suspension travel, and a 2.5lt bigger fuel tank (15.5lt).

The standard seat height is higher on the F 900 XR, at 825mm versus 815mm, but low seat (795mm), high heat (870mm) and low suspension (775mm) options are available. The F 900 XR has a slightly longer wheelbase (1521mm versus 1518mm) but less trail (105.2mm versus 114.3mm), while the pair share their conservative 29.5-degree rake.

The BMW F 900 XR is heavier than its brother too, at 219kg (wet) versus 211kg.

The new F 900s build on the older F 800 platform, with a hike in engine capacity (now 895cc, up from 798cc), stronger performance, and fresh tech.

In fact, the BMW F 900 XR Tour variant reviewed here comes loaded with electronic smarts. While the base model doesn't want for features, having multiple ride modes, LED lighting, TFT instrumentation, Bluetooth connectivity, a quick-shifter, heated grips, hand guards, ABS, traction control and cruise control, the F 900 XR Tour ups the ante with keyless starting, electronic suspension adjustment, tyre pressure monitoring, and a centrestand.

But the BMW F 900 XR Tour also scores smarter versions of some of the standard model's features, such as Riding Modes Pro (which adds a custom ride mode), Headlight Pro (adaptive headlights plus daytime running lights), Gear Shift Assist Pro (a bi-directional quick-shifter), and cornering ABS and traction control.

It also has Dynamic Brake Control and Engine Braking Control, which are said to enhance safety during emergency braking, countering any sudden release of the throttle or sudden downshift.

In keeping with the 'Tour' moniker, the bike also comes pre-wired for BMW's Navigator GPS and has pannier rails ready for BMW's accessory hard panniers.

All up, the extras push the BMW F 900 XR Tour's price nearly $2450 past that of the base model.

Rest assured there's a lot to this particular model, but that's okay because I had about 1300km, and a trip over the roof of Victoria, to get acquainted. A recce run for our upcoming bikesales Bike of the Year test was in order, and the F 900 XR was just the ticket…

Related reading:
EICMA 2019: BMW F900 R and BMW F 900 XR
2020 BMW F 900 R and F 900 XR Launch Review
2020 BMW S 1000 XR Launch Review

This parallel-twin is a lively, free-revving powerplant with a raspy edge and a distinctive exhaust note that give it some real character. And this latest 895cc evolution takes a good thing and makes it even better – read our review from the world launch for a full rundown on the updates.

The BMW F 900 XR Tour fires up at the press of a button with raucous cackle from its angular muffler. In a package weighing 219kg (wet), the unit delivers sufficient grunt from down low but it's really above 5000rpm that it starts humming, pulling strongly to a rev limiter that kicks in a little north of 9000rpm.

It's relaxed when you want it to be but it responds in an instant when the bends swing into view, and it sure gets the heart thumping when you open the taps and hammer through those curves, putting all of those Michelin Road 5 GTs to good use.

Vibration is nicely suppressed. There's enough there to give it some soul but not enough to irritate (although the mirrors tend to blur a bit at higher revs).

You can ride it like it's a sportsbike, and while it might lack the racer's crouch and precision of more sporting fare, the F 900 XR can certainly push on when required – up to lean angles of 47 per cent on the roads around Angler's Rest (Vic), according to the BMW Motorrad Connected app, and all without scraping a 'peg or stand.

The Dynamic ESA (Electronic Suspension Adjustment) makes tweaking the ride easy. The front fork is non-adjustable, but the ESA means you can tune the monoshock for two different damping settings (Road or Dynamic) and three preload settings (solo, solo with luggage, or two-up). Give me a button over skun knuckles any day…

Life's just very easy aboard this bike. There are myriad clever safety systems to help you out, but it's just so very manageable and forgiving. The four ride modes – Rain, Road, Dynamic and Dynamic Pro – are all quite different, with Dynamic Pro allowing the rider to set their own levels for throttle response, traction control, even ABS.

The six-speed gearbox was only 'adequate', however. It was difficult finding neutral when pulling up and the feel from the shifter was a little spongy. It's likely the quick-shifter was behind that – I can't say I'm a fan of them, on anything less than a pure sportsbike. In any case, the clutch is light and has good feel.

No qualms with the Brembo brakes, though, which have good power and feel. There's a little bit of pitching to and fro under hard brakes on a tight, winding road due to the long-travel suspension, but generally the bike remains pretty composed.

Comfort is a highlight. It might not have the outright space and legroom of, say, the S 1000 XR and certainly not the R 1200 GS, but it's far from cramped. At 188cm I had no issues, and found that the small screen was quite effective in the higher of its two positions. Legroom is adequate too, for an adventure sport model, although if I was parking the F 900 XR Tour in the garage long-term I'd be going for the optional 870mm seat.

Still, despite the higher handlebar risers (compared to the F 900 R), I was too hunched forward to be comfortable when standing up on the pegs on the F 900 XR, so scratch that option for dirt roads. The seat is fairly slim but it's pretty compliant and nicely contoured. And the pillion pad is ideal for tying down a bag, thanks to its excellent grab rails, the luggage tie-down points, and the pannier carriers.

You could fill a book with info about the BMW F 900 XR Tour's features and high-tech systems, and I guess they have – the owner's manual. But for the sake of space here I'll just give you a condensed run-down on the more prominent items…

There's a trick-looking 6.5-inch colour TFT display with Bluetooth connectively; it's now found widely throughout the BMW range, and it just works. The trip computer displays a heap of information, and I love the minimalist sports mode display. It takes a little bit to familiarise yourself with the menu system but it's all very logical and the multifunction control (a collar on the left-hand handlebar) is a neat way to interact with it.

Pairing the BMW Motorrad Connected app then gives you call management and audio functions (via a Bluetooth headset), plus turn-by-turn navigation. The app can also record your trips, showing a high level of detail. It's just a bit of a shame there's no auxiliary power socket near the dash, which could then power your phone if you use a Quad Lock or similar to attach it to the handlebars.

There is one down by the rider's left leg though, which I guess is fine if you want to power a heated jacket.

Pairing your phone also means you get the current speed limit displayed on the dash. It's a really handy feature and pretty darn accurate too.

The electronic cruise control is very welcome on longer runs and it too is easy to use, but the button for the heated grips proved quite a stretch for my right thumb (as I discovered when the weather turned nasty over Mount Hotham).

During the 1300km for which the BMW F 900 XR Tour was in my care, I achieved between 5.6L/100km and 4.7L/100km, giving a safe working range of around 260km to 300km, or thereabouts. The model does have plenty of sporting potential, so the figures aren't too bad, but I do think it's comfy enough to warrant a bit more range.

And speaking of fuel, when filling up it's too easy to inadvertently shoot petrol back up the filler and all over the tank and dash. Love the auto-locking feature, though.

After the initial service (500 to 1200km), service intervals are pegged at every 10,000km. BMW Motorrad provides a very healthy three-year/unlimited-kilometre factory warranty for all new models (most brands still provide two).

Priced as tested at $22,307.20 ride away (ex-Melbourne), the 2020 BMW F 900 XR Tour is, I think, realistically priced for the performance, build quality, and features on offer. Personally I'd stump up the extra for the Tour variant – the Dynamic ESA, Riding Modes Pro, and cornering ABS and traction control, plus all the other extras, are worth the step up.

In comparison, the F 900 XR starts from $19,835 ride away, while the F 900 R start from $16,645 ride away and the S 1000 XR starts from $27,975 ride away. Competitors? Ducati's Multistrada 950 S is priced from $23,700 ride away, while the recently announced Triumph Tiger Sport 850 will launch in 2021 at a very keen $15,990 plus on-roads.

This is a well-made, well-executed adventure sport model that's a worthy 'little' sibling for the S 1000 XR. If you love exploring and corner carving in equal measure, and you love your high-tech features, you'll find the BMW F 900 XR Tour is one clever and capable getaway machine.

ENGINE
Type: Liquid-cooled, eight-valve, DOHC, parallel-twin
Capacity: 895cc
Bore x stroke: 86mm x 77mm
Compression ratio: 13.1:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 99hp (73kW) at 8500rpm
Claimed maximum torque: 88Nm at 6750rpm

TRANSMISSION
Type: Six-speed
Clutch: Wet multi-plate (slipper)
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Steel bridge monocoque frame, engine as a stressed member
Front suspension: USD 43mm telescopic fork, fully adjustable, 170mm travel, non-adjustable
Rear suspension: Aluminium double-sided swingarm, central spring strut, 172mm travel (Dynamic ESA)
Front brakes: Twin 320mm discs with four-piston, radial-mount brake calipers (ABS equipped)
Rear brake: Single 265mm disc with single-piston caliper (ABS equipped)
Tyres: Michelin Road 5 GT; 120/70ZR17 front, 180/55ZR17 rear
Wheel: Cast alloy; 3.5in x 17in front, 5.5in x 17in rear

DIMENSIONS
Claimed wet weight: 219kg
Seat height: 825mm (low suspension 775mm, low seat 795mm, high seat 870mm)
Wheelbase: 1521mm
Rake: 29.5 degrees
Trail: 105.2mm
Fuel capacity: 15.5lt

OTHER STUFF
Price: $22,307.20 ride away
Colours: Light White, Racing Red, or Galvanic Gold Metallic
Bike supplied by: BMW Motorrad, www.bmw-motorrad.com.au