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BMW Motorrad introduces two new models at EICMA

Sunday, November 9, 2014   (0 Comments)
Posted by: Wes Fleming, News Editor

Highly anticipated S1000XR and refined F800R announced

Motorcycles feed the souls of those who ride them, and BMW has been diligently feeding riders a steady stream of soul-stirring motorcycles in the past few years. With the announcement of its two newest models, the S 1000 XR and F 800 R during the festivities at the 2014 Esposizione Mondiale del Motociclismo (EICMA) in Milan, Italy, BMW shows it continues to commit to inspiring riders all over the world.


The S 1000 XR is an adventure sport motorcycle bridging the gap between adventure bikes and sport bikes. The 999 cc inline four-cylinder engine from the S 1000 series – which BMW says is “basically the same… as the S 1000 R” – puts a claimed 160 hp down at 11,000 rpm and a chain final drive and generates a healthy 83 lb-ft of torque at 9,250 rpm.

A good bit of the electronics package found in the R and RR finds its way to the XR as well. The XR features Rain and Road modes in its standard form, which also includes Automatic Stability Control (ASC) and BMW’s top-quality ABS. By adding the Pro riding modes option, the rider gains access to the Dynamic and Dynamic Pro riding modes as well as Dynamic Traction Control (DTC) and ABS Pro. HP Gear Shift Assist Pro is an optional add-on as well.

ABS Pro is the next step in BMW’s braking evolution by providing ABS-assisted braking while the motorcycle is cornering. It serves to prevent the wheels from locking up even when the bike is banked and the rider gets on the brakes hard, for example in a panic situation.

BMW says the XR’s wet weight is just over 500 lbs, and the rigid perimeter frame and aluminum double-sided swing arm look up to the rigors of hauling the XR across the landscape. The swing arm is 65 mm longer than the S 1000 R, giving the XR a slightly longer wheelbase. The only un-adventure-bike-like feature of the XR is the suspension travel, which is just 5.9 inches up front (46 mm upside-down forks) and 5.5 inches at the rear (monoshock adjustable for rebound only). These numbers are marginally more than the R (4.7 front and rear) or RR (4.7/5.1), certainly, but are much less than even the F 800 GS (9.1/8.5). The XR is slowed by dual 320 mm discs up front gripped by four-piston calipers and a 265 mm disc with a two-piston caliper on the rear. The colors available for the XR’s initial year are Racing Red and Light White.

The F 800 R is aimed at the roadster market, and its simple, classic look is sure to appeal to anybody looking for a basic motorcycle that can be configured to do just about anything. It features the same 798 cc liquid-cooled twin as previous 800s, but power has been bumped three horsepower to 90 at 8,000 rpm. Torque maxes out at 63 lb-ft (5,800 rpm). Beginning riders can ask for the option that restricts the bike’s output to just 48 hp.

Visually, it’s very similar to previous F 800 R models, with a mix of alloy spar and steel tubular frame members, a double-sided aluminum swing arm, a chain final drive, and a minimalist instrument/headlight cluster. The body panels have been redesigned for a more striking look; up front, the F 800 R is a bit more angular and aggressive looking than previous iterations. The single bench seat, butterfly-wing passenger grab handles and rounded rear panels give the bike a smooth, comfortable look.

The F 800 R comes standard with ABS, but ASC is an optional add-on, as is Electronic Suspension Adjustment (ESA). The introduction of ESA into the F 800 line starts here with the R. Seat height has been lowered by 10 mm to better accommodate short-inseam riders, but both high and low seat options are available. New foot pegs should improve overall rider ergonomics to boot.

The F 800 R will be available in Light White, Racing Blue metallic/Black satin gloss, Racing Blue metallic matt/Light White, and Light White/Black silk gloss.

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