2020 BMW F 900 R and F 900 XR Launch Review

The 2020 BMW F 900 R and 2020 BMW F 900 XR take the term 'all-rounder' to the next level. If BMW didn’t already have a motorcycle for everyone, then it’s possible it does now. The new BMW F 900 R and BMW F 900 XR are a pair of parallel-twin machines that expand the German marque's popular mid-range line-up. These feisty siblings share the same engine, same frame and same electronics, but offer two very different riding experiences.

On one side of the coin, the BMW F 900 R is a dynamic, bare-bones roadster that combines howling fun with a sensible dose of practicality, while on the flip side, the BMW F 900 XR is an adventure-sport machine which adds GS-like ergonomics and long-distance comfort.

Announced at EICMA in October 2019, the BMW F 900 R replaces the outgoing F 800 R, while the F 900 XR is a new addition, designed to fill the gap below the company’s barnstorming S 1000 XR. Each of the new bikes are aimed at different types of riders, but they share the same DNA. Let’s start there.

Same DNA

The new F 900 platform builds on the parallel-twin first introduced in 2018 in the F 850 GS. The increased capacity (from 853cc to 895cc) allowed BMW to improve the performance of the engine. This includes a higher power output of 77kW (105hp) at 8500 rpm and a maximum torque of 92Nm. The torque curve is now wider too, the bulk of it extending across more of its rev range.

BMW wanted to create a powerful and emotive engine sound, and it has certainly achieved that – the bike sounds great.

Two opposed counterbalance shafts result in minimal vibration, while the engine is also fitted with dry sump lubrication for optimum operational reliability.

Frame game

The new 900s have pinched the steel bridge frame from the GS models in the F-series. This integrates the engine as a load-bearing element, while a newly developed bolt-on rear subframe helps create a slimmed-down rear end.

A 43mm upside-down telescopic fork and double-sided swingarm with central suspension strut keep the bike suspended. As for stopping power, the bikes feature twin 320mm discs with four-piston radial calipers on the front and a 265mm disc with a single-piston floating caliper on the rear wheel. ABS, ASC (Automatic Stability Control) and a dynamic brake light come as standard, as do two riding modes (Rain and Road), but there is room to upgrade, which I’ll get to shortly.

Also standard on the two variants is a large 6.5-inch colour TFT dash with BMW Motorrad connectivity. After a quick crash course, the dash is incredibly intuitive and easy to read. It uses BMW’s clever multi-controller wheel on the left of the handlebar, which makes navigating the menus quite easy whilst riding. The connectivity system includes room for navigation, phone calls, and music.

The differences 

So how do the two bikes differ? The most obvious distinction lies in the ergonomics. The XR is designed for greater comfort over long distances, so BMW has given it more GS-like ergos. The upright riding position is the result of a larger knee angle, and a handlebar that is 30mm higher and 85mm further back. The footpegs are 45mm lower and 45mm further forward. The XR also has a higher standard seat height of 825mm (the R's is 815mm).

The front fairing on the XR is also designed for rider comfort, with an adjustable windscreen providing solid protection. Suspension travel differs too. The R has 135mm on the front and 142mm on the rear. The XR has 170mm on the front and 172mm on the rear.

The longer travel and relaxed riding position on the XR increases comfort but it maintains a solid degree of manoeuvrability. While the XR is designed for extended trips, the R has a chassis and ergonomics setup which is dedicated to sporty riding on winding roads.

Another point of separation is the fuel capacity. The R has a 13-litre tank, while the XR gives you a little more wriggle room with 15.5 litres. Both of these seem quite small, although the claimed fuel consumption of 4.2lt/100km is far from shabby. Finally, the XR weighs in 8kg heavier than the R variant. This difference was noticeable, but it didn’t make the XR any less enjoyable.

If you know BMW, you know this manufacturer loves optional extras. Read into it what you will but, if anything, this approach does offer a high level of personalisation. Things like engine drag torque control, advanced riding modes, ABS Pro and DTC, electronic suspension, keyless ignition, quick-shifter and adaptive cornering lights can all be added at an extra cost. None of these things are absolutely necessary but many riders will want these additions nonetheless.

How do they ride? 

So technical mumbo-jumbo aside, how do these two machines actually ride? I was invited by BMW to attend the world launch of the F 900 R and F 900 XR in Almeria, Spain. BMW is an efficient and dedicated bunch, and the launch was extremely well organised, leaving myself and the other journalists to focus on riding the bikes.

First up, I rode the BMW F 900 R. With perfect weather (the previous group experienced rain and snow) and even better roads, I headed out with my group along the highway and into the hills behind Almeria. The roads around these parts are racetrack-smooth – there are no potholes, bumps or debris, and the corners are made for motorcycling.

At first, I found the BMW F 900 R to be hard work. Maybe it was because I had just jumped off the new and extremely agile 2020 BMW S 1000 XR (stay tuned for that review) but the BMW F 900 R felt quite heavy and hard to turn. Luckily first impressions are often wrong, because with a little time, I came to love it.

More input please

I quickly realised how much rider input the bike requires. Unlike the BMW S 1000 XR, which basically rides itself, the BMW F 900 R needs to be both muscled and caressed at the same time. And when it gets what it wants, the bike induces the kind of smile that makes you look like a lunatic.

The bike is fast, very fast. But it’s not unrideable. It’s snappy off the bottom, but the broad torque curve means you’ve always got power ready to use, no matter where you are in the rev range. It also got up and boogied on the super-fast Spanish motorways, but the lack of a windshield means this bike is made for mountain roads.

Riding the BMW F 900 R through the Spanish hills was unreal. With the right input, the bike cuts through corners like a samurai’s blade. The suspension kept the bike balanced and it tracked exceptionally well through turns.

As this bike is a roadster, the ergonomics are much more aggressive than those of the XR. As someone who is much more familiar with upright riding positions, the R tired me out after three hours of riding. I started to feel the fatigue in my upper body, but the smile was never wiped from my face.

Different ball game 

The BMW F 900 XR, which we rode the following day, was just as much fun, but felt like a completely different kettle of fish. The upright riding position was instantly more familiar to me, but it also made the bike feel more adventurous than its roadster sibling. While I wouldn’t take the R out for more than a few hours, I’m pretty sure I could ride the XR all day.

Don’t think that the XR lacks performance or ability though – it shares the same frame and engine after all. It still feels super sporty and with the relevant rider input, it rides just as well as the R. It does feel a little mellower off the bottom, but this could be in part due to the extra weight and different aerodynamics.

The longer suspension travel (and GS ergos) tempted me to take the XR off-road. It’s not designed for off-road riding but, with the right tyres, it could be capable.

While the XR’s position was comfortable, both bikes lacked a comfortable seat. Now, I’m a slightly heavier-than-average rider, so lighter riders might be safe. But after three hours in the saddle, the seat made me feel like I was sitting on concrete. For a comparison, I felt like I could sit on the BMW S 1000 XR for days at a time.

Options

Our test bikes were fitted with most of the optional extras mentioned earlier. This meant extra riding modes. The standard modes, ‘Rain’ and ‘Road’, are fine, but ‘Dynamic’ gives you enhanced throttle response and works with the added ABS Pro and DTC (Dynamic Traction Control) to improve safety. This means you can push even harder, opening up the bike to its full potential.

Also added to our test units was Shift Assist Pro. The quick-shifter worked fine, although it was a little clunky when riding at a more leisurely pace. When ridden at speed though, the ability to shift up and down through the gears with little effort added to the high degree of fun these bikes produce.

BMW’s Dynamic ESA electronic suspension was also fitted. This allows on-the-fly adjustment of the suspension. Flicking between ‘Road’ and ‘Dynamic’ was super easy, but I didn’t tend to feel a whole lot of difference between the two modes. Once again, this could be due to my heavier frame, but while Dynamic stiffened the ride up a little, the suspension worked well in both modes, soaking up any rough spots in the road.

Compare the pair

Comparing the BMW F 900 R and BMW F 900 XR isn’t really fair, because they are clearly aimed at different markets. The F 900 R is the type of bike you’d buy to go for a Sunday blast with your mates, while the F 900 XR is much better for commuters and long-distance travellers. But if you had to break it down and pick one, then you should know this: with a little more input, the F 900 XR can do everything the F 900 R can, but not vice versa. If you’re willing to push the F 900 XR, it will keep up with the F 900 R quite easily. But the F 900 R isn’t suitable for long-distance travel, due to its lack of windshield and aggressive ergonomics. So the F 900 XR is my logical pick of the bunch.

But here’s the thing; the F 900 R has a fun-factor the F 900 XR can't match. I can’t put my finger on exactly why, but the F 900 R is exciting and gives you the kind of maniacal enjoyment reserved for high-performing sportsbikes. For that reason, I’d probably lean towards the F 900 R if I had to pick one.

Both of these bikes have their place in the world. Which one you pick depends on what you want. Do you want long-distance adventure? Or a fast, fun Sunday session with a few mates? The biggest takeaway from this launch was that BMW has something for everyone. And with typical German quality, you’re probably going to win with whichever one you choose.

Specs: 2020 BMW F 900 R and 2020 BMW F 900 XR

ENGINE
Type: Liquid-cooled, four-valve, 2-cylinder in-line
Capacity: 895cc
Bore x stroke: 86mm x 77mm
Compression ratio: 13.7:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 105hp (77kW) at 8500rpm
Claimed maximum torque: 92Nm at 6500rpm

TRANSMISSION
Type: Six-speed constant-mesh (Shift Assist Pro optional)
Clutch: Wet multi-plate (anti-hopping)
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Steel bridge frame in monocoque design, load-bearing engine
Front suspension: USD 43mm telescopic fork, fully adjustable, 135mm (R) 170mm (XR) travel
Rear suspension: Aluminium double-sided swingarm, central spring strut, 142mm (R) 172mm (XR) travel (Dynamic ESA optional)
Front brakes: Twin 320mm discs, 4-piston radial brake calipers (BMW Motorrad ABS as standard)
Rear brake: 265mm single disc, 1-piston floating caliper (BMW Motorrad ABS as standard)
Tyres: Bridgestone Battleax S21 (R), Michelin Road (XR)
Tyre sizes: 120/70ZR17 front, 180/55ZR17 rear

DIMENSIONS
Claimed wet weight: 211kg (R), 219kg (XR)
Length: 2140mm (R), 2160mm (XR)
Seat height: 815mm (R), 825mm (XR) (Other seat heights available)
Fuel capacity: 13l (R), 15.5l (XR)

OTHER STUFF
Price: TBA
Colours: Black, Blue, Silver/Red (R), White/Grey, Gold/Grey, Red/Grey (XR)
Bike supplied by: BMW Motorrad

Related Reading:

2019 EICMA: BMW F 900 R and F 900 XR
Launch: 2015 BMW Motorrad F 800 R