Buying a used BMW S 1000 XR

It’s up for debate whether BMW invented the adventure sport segment, however the XR of 2015 certainly redefined it and, 10 years down the road, it remains a formidable motorcycle. There is no doubt that, back in 2015, the S 1000 XR created enormous excitement, particularly among those who actually got to throw a leg over it. 

Along the way, it became a regular category winner in the annual bikesales awards.

Launched for the 2015 model year, the recipe for the XR was a 118kW (160hp) version of the S 1000 RR sportsbike inline-four, matched to a chassis that showed some GS thinking – most notably long-travel suspension and an upright ride position.

This model brought a whole new level of electronics to the class, including two switchable rider modes, traction control and ABS. You could option that up to more sophisticated versions of all three, plus the factory’s very effective ESA or electronic suspension adjustment. The latter means you can tweak it on the fly. Oh, and you could add a two-way quick-shifter.

Cruise control (optional) and heated grips (standard) did a lot to boost the bike’s touring credentials.

Pricing started at $21,190 plus on-road costs, which could easily hit $30k-plus once you added options (such as hard luggage) and accounted for stamp duty.

Read all BMW S 1000 XR stories on bikesales

In 2017 we saw an update model, distinguished by different graphics. Under the paint, the engine had been updated to Euro 4 emission spec, picking up a claimed 4kW (5hp) along the way. Dynamic ESA was now available, which meant the suspension could automatically alter damping in response to the conditions.

Gen 2 was launched for the 2020 model year, this time distinguished visually by restyled bodywork. In fact, the bike had come in for a comprehensive makeover. 

Power was from an updated variant of the S 1000 RR engine, without shiftcam, now Euro 5 compliant and claiming the same power as the 2017 model (121kW/165hp at 11,000rpm), and a slight lift in torque from 112Nm to 114Nm at 9250rpm.

BMW claimed the new powerplant was lighter on fuel and had improved mid-range response

From the cockpit, the biggest upgrade was a larger TFT screen – the previous generation had been criticised for being too small and cluttered. The new screen had better connectivity, while the electronic packages had been updated across the board.

The XR was now loaded with features that were optional on the previous model, such as Dynamic ESA. A new feature was a dynamic brake assist and engine drag torque control, designed to prevent rear wheel slip under hard deceleration or sudden downshifts.

An alteration worth noting is the mounting system for the factory hard luggage had also changed, which meant your gen 1 panniers and topbox would not switch across to a gen 2.

In 2024 we were presented with gen 2.5 – not a complete make-over, but a substantial revision. At the heart of its was a rework of the inline four, now boasting 125kW (170hp) at 11,000rpm.

Some subtle changes had been made, including tweaking the quickshifter and altering the rear spring.

There was also a completely new seat, which the company said offered more useable area. Standard height was up 10mm to 850, though you could get a lower set-up.

We now had keyless starting, adaptive headlights, daytime running lights and a USB charger.

The icing on the XR cake was the M 1000 XR, also presented in 2024. This was part of a campaign by BMW to leverage the valuable M-spec branding enjoyed by its car division for over 50 years. 

Its headline act was unquestionably the engine, which was in near enough to full RR spec, claiming a heady 150kW (201hp) at 12,7500rpm. Torque was 113Nm at 11,000rpm.

Brakes, suspension and electronics were all upgraded. A six-axis IMU was at the heart of the latter. Plus, the machine boasted winglets on the side of the fairing.

The well-heeled could order an optional competition package, which included carbon wheels, adjustable footrests and a few other goodies. That lot knocked 3kg off the weight.

It’s safe to day the XR has won near enough to universal praise across its model life.

In a bikesales review of the first model, Greg Leech commented: “The bike’s road-going performance in real-world applications is quite breathtaking. Sit up in that supremely comfortable riding position, twist that right grip and watch the horizon slide toward you at a remarkable rate.

“The engine screams like a Formula One car (before they were made to sound like 3.8 litre V6 Holdens), the quickshift slipping through ratios like a thief in the night and the electronics all working for you, makes riding the XR a sublime experience.”

There were criticisms, such as the small size of the original TFT screen (addressed in gen 2) and the sometime notchy feel of the gearshift – generally in lower gears and low speeds. BMW went some way towards addressing that complaint with later models.

The series has also tended to reveal some high-frequency vibration at legal highway speeds, however it tends to be mild. 

Dylan Ruddy, when reviewing the second generation, noted: “Perhaps the most impressive attribute is the agility of the S 1000 XR. BMW promised a more agile bike and it certainly delivered. Riding the S 1000 XR almost feels like a video game. It flicks from side-to-side like it weighs 100kg, not the claimed wet weight of 226kg. It’s a surreal feeling, and that coupled with the exceptional, but manageable power delivery, make this bike an absolute joy to ride.”

There are no great surprises when it comes to servicing an XR. Minor service intervals are at 10,000km or a year (whichever comes first). We would be tempted to halve the oil change intervals to 5000km.

Major services, including valve lash, are due at 30,000km. That is going to be a workshop job.

Electronics are generally regarded as very reliable, however there is potential for this to become expensive if or when there are issues.

If you face problems with vibrations through the handlebars, a UK company called Cymarc makes aftermarket handlebar end weights that receive good reviews for damping the issue.

There is a plentiful supply of S 1000 XR on the market, so around $10-15,000 in your pocket will give you a pretty wide choice of gen 1 machinery. Gen 2 tends to be more expensive and you’re looking at high teens to low twenties for something good.

If you’re in the market for an M 1000 XR, start thinking $30k-plus. At the time of writing, there are a few dealer demos out there at around the $37,000 mark.

The devil is arguably in the detail, so ensure you know what factory upgrades are on board when you’re assessing what the toy is worth.

These are serious high-performance machines, so proper servicing is important. Ask for evidence that it’s been done.

If there are any issues with the electronics, we would walk away. Ditto for leaking suspension or signs of poor upkeep.

Aftermarket mufflers are plentiful, but ensure you get the stock unit as well – otherwise you may well strike trouble getting a roadworthy certificate further down the track.

Check on BMW S 1000 XR listings on bikesales

For
Comfortable
Great handling
Fast

Against
Expensive
Tall
Requires expert service