BMW S1000XR, the touring superbike [ROAD TEST]

BMW S1000XR 2015 – He made his debut at Eicma 2014 almost on tiptoe. It's about the third bike with the 4-cylinder "millone"., and obviously the clamor from the "first time" diminishes, moreover the engine from the “XR” has the same configuration as the S1000R already seen and tried. Some already saw it as an internal competitor to the R1200GS, others contested its look which was all too inspired (at least apparently) by the Ducati Multistrada. In fact, however, to most it appeared as a piece (perhaps not even one of the most important) in the process of expanding the Elica range. We leave the verdict on aesthetics to personal tastes, but we have no doubts about the qualities that emerged while driving the "new arrival": if we want to concentrate features in a single vehicle that make it usable for long journeys, without sacrificing sportiness, we normally have to make several sacrifices , on one side or the other. This was a valid rule until today, because the S1000XR is the best crossover I've ever driven, provided that the two intended uses are those for which it was designed, i.e. travel and knees on the ground (or in any case rather extreme sports driving). It remains a compromise, as are all motorbikes that aim for "extended" use, but definitely moved in a very interesting direction…

Aesthetics and finishes:

rating:  

Only apparently similar to its only direct competitor

Photo by “LINGEGNERE”

There's no point in hiding behind a finger, At first glance it also seemed like a BMW Multistrada to us. Perhaps precisely because of the red color chosen (probably not too randomly) to reveal it to the public. Upon closer inspection, the S1000XR has its own style, as do its sisters “R” and “RR”. It seems like a century has passed and in fact it was the now distant 2008 when BMW entered with the S1000RR straight into a segment unknown to it until then. If now only the most extreme purists continue to ignore it, at the time almost all the comments were of an excessive uniformity to the look of the Japanese super sports bikes, even more so in light of the technical choices at the chassis and engine level. In reality the "RR" had its own identity and was very different from its competitors, but only with time was it able to demonstrate this. With the “XR” it feels like going back 7 years. Everyone, or almost everyone, with whom we spoke about the bike began with a rejection of its design.

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Upon closer observation however, it shares very little with the Multistrada. Maybe just the setup, because in fact they are the only two bikes with the same purposes, but with giant differences, the first of which is the fractionation and arrangement of the cylinders, which has a significant influence on the shapes and aesthetic choices that derive from it. Starting from the S1000RR, or rather from its naked derivative with one less "R", with which it shares the chassis and suspension (even if with different calibrations and excursions), it profoundly revises its dimensions (trail and wheelbase grow noticeably) to become a crossover. The asymmetrical headlights are very reminiscent of the "RR", but there is a hint of a beak and above all an adjustable plexy on two positions to protect from the air. Much attention was paid to ergonomics and comfort, it is undeniable that you are comfortable on the saddle (almost like on a GS) with all the controls at your fingertips (or rather your fingers) and with a relaxed position, tall torso and comfortable arms. Overall our opinion is that the new BMW S1000XR both a motorbike and It doesn't stand out for its excessive originality, but once understood and "digested" it is appreciated even in its appearance, we are sure that in a couple of years many of its current detractors will have changed their minds (especially if they have been lucky enough to drive it).

Engine and performance:

rating:  

It provides emotions when you use it and driving pleasure even when going for a walk

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Many say that the 4-cylinder BMW is an absolute reference especially since its birth in the "full power" version of the S1000RR, which this year has reached the 200 horsepower threshold (it stops just below, at 199). When we tested last year the “tamed” sister and partially undressed, which it shares with the “XR” i 160 horsepower delivered at 11.000 rpm and 112 Nm at 9.250 (the engine is exactly the same, as is the ratio), perhaps due to the very high expectations, perhaps due to the regularity of the delivery and the presence of electronics capable of harnessing it, making even less experienced pilots safe, however we were not impressed or frightened by the excessive impetuosity. The "R" is certainly a bike to have a lot of fun with, perhaps even between the curbs, but some competitors, even with a few horsepower less, seem meaner at the first "full throttle" opening. By getting on the S1000XR, on the contrary, our expectations were therefore linked to the previous experience, with the aggravating circumstance of a motorcycle made more touristy and comfortable. So much so that since the presentation at Eicma some had already issued their verdict, considering it a loser without the possibility of appeal from a comparison with what on a practical level is the only real direct competitor: the Ducati Multistrada with the same maximum power output , but which with the qualities of the "L" twin cylinder should give it a big advantage in more road and touring use, especially with the novelty of the innovative variable valve timing introduced this year. In reality, as often happens, with your ass on the saddle the numbers read differently. The S1000XR even seemed more fun than its naked sister, encouraged us to push beyond reasonable limits on the road, so much so that the average consumption of the first phase of the test was not far from what would be found on the track... A touring superbike, as we wrote at the beginning, but not just to "make the title effective", but because it really manages to combine elasticity (already at 2.000 rpm it pushes well) e touring qualities with the wickedness and highs of a super sports engine. In fact, beyond 7.000 rpm things become really exciting.

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It may be the different driving position, but compared to an S1000R it feels like you're going faster and the enjoyment is greater. The twin cam inline four with double injector per cylinder is combined with a 6-speed gearbox (anti-slipper clutch included) with the same mapping (the curve moves approximately 2.000 rpm lower compared to the "RR") and ratios as the naked, capable on paper of pushing it to around 260 km/h (with the limiter you are already at 190 in third gear, with first gear at almost 125!). In reality, beyond 200 the limits of a crossover setting emerge, beyond the fact that on the road they are crazy speeds, in any use on the track you have to deal with a front that starts to float, making the thing unfeasible. of everyone (if you care about your safety). The specimen under test was almost full optional, including that beautiful little toy known as "PRO servo-assisted gearbox”. You can also shift down without the clutch, with the throttle wide open and enjoying a praiseworthy engine. ASC traction control is standard (Automatic Stability Control) which becomes DTC in the presence of the Dynamic package, which includes BMW's inertial platform, capable of detecting the inclination of the motorbike on the two axes and other parameters that allow the management of traction control andABS (which becomes ABS PRO) better, so on be able to manage everything with the bike tilted and moving the limit higher. Antiwheeling also improves, making some wheelies possible without cutting invasively as happens with active controls on the standard bike. Again with the Dynamic package you gain two more modes than the two standard ones (Road and Rain with "reduced" power at 148 horsepower and gentler delivery). They are the Dynamic and the Dynamic PRO, the latter intended for track use of the motorbike and available only using a special coding key. With this engine you can really do everything: from the track to summer holidays with luggage (of which we will tell you soon on the Motorionline pages) covering 3.000 km in complete comfort while going for a walk and taking advantage of the cruise control on the "boring" straight while waiting for the more fun roads (Route Napoleon and Corsica in our case), where there is practically none for anyone riding the S1000XR . Defects? Some vibration in the mids, starting right at the classic motorway speed (just over 5.000 rpm), but nothing serious, on long journeys you get off the motorbike with the classic sensation of "service station shaking" in the hands, which passes in a few minutes, but which quickly thinking back to the joys that this motorbike is able to give.

Ride and handling:

rating:  

You travel comfortably and with suitcases, once removed you can also file the soap bars

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Unique engine and chassis that make it one of the "definitive motorcycles". Saying whether it is the best of all is beyond our task, because we trespass into the area of ​​personal tastes and needs. If we already liked the engine more here than on the "R" (despite being the same), It's the cycling that gives the greatest satisfaction. We go up, thanks to completely revised suspensions and with a much wider travel, 150 mm for the front fork (+30) with 46 mm upside down legs and 140 for the rear fork (+20). Compared to the S1000R to change in an important way then they are practically all the cycling quotasa wheelbase 109 mm greater (there are 1.548 in total) thanks also to a new 670 mm swingarm. They vary the steering angle (tilt of the dinghy if you prefer) and advance, but the most striking fact remains that linked to distance between the two wheels, over 10 centimeters more which makes it a totally different bike from the two sisters with which it shares its heart.

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Here too, a good dose of electronics helps the "XR" stand out from the best competition. The optional touring package includes Dynamic ESA semi-active suspension. If the bike is stable in nature, but also fast in dancing from one curve to another, with the electronics it counteracts the sinking of the front during braking and the rear during acceleration, achieving what BMW motorcycles managed in the recent past. to do thanks to the Telelever (which however has its limits in sportier driving). The suspensions equipped with Dynamic ESA are something fantastic, because the S1000XR fits perfectly to the context in which it is used: fast and reactive in sports driving, it absorbs bumps well such as potholes in the city and on bumps (it has a tendency to be rigid, but without ending up being so in an exasperated way). His 228 Kg with a full tank of petrol (20 litres) they move without the slightest effort and you ride with disarming simplicity, without even having to move too much on the saddle. The R1200GS comes to mind, perhaps in the Adventure version, which perhaps more than any other motorbike surprises precisely because of its ability to be driven while hiding the size of a pachyderm. Here, with the S1000XR the bar moves upwards, without giving up too much on comfort. In this, with the exception of some engine vibrations which we have already mentioned, the bike deserves a more than positive rating. Very good aerodynamic protection with the plexi in the high position, that allows you to travel at 130 km/h with the helmet visor open without going crazy (pilot height, in our case, 1,8 m). To complete the picture, tires suited to performance, with a 30 Bridgestone T190R at the rear (120/70 17 + 190/55 17) and Brembo brakes with four-piston radial calipers at the front and 320 mm discs (one 265 at the rear), combined as standard with ABS, which becomes ABS PRO with the optional inertial platform. If present, the rigid side bags are symmetrical (31 liters each, enough for a full-face helmet), with a smaller capacity than a "GS" (which reaches almost 20 liters more in total), confirming a decidedly more sporting and only slightly less touristy vocation.

Price and consumption:

rating:  

For a "total bike" it has a reasonable price

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Let's start with the colors, you can choose, for now, only white or red, for us the first is the color that suits it best (as well as making it look less like a Multistrada). We start from list price of 16.200 euro, to which however the options must be added, some of which are also fundamental in driving, as well as increasing comfort. The Touring package at 1.300 euros offers the central stand, Dynamic ESA, heated grips, luggage rack, side suitcase support and provisions for the navigator; while with the Sport (1.030 euros) the electro-assisted gearbox, DCT, white LED indicators, the two additional maps and cruise control are added. For a bike like this we are therefore around 18.500 euros, many, but less than the best competition (at least 1.000 less than a Ducati Multistrada 1200 S with electronic suspension). On consumption it is realistic to stay around 20 with a liter just by going for a walk as you would with a scooter, with "normal" driving you move around 18 km/l (same value obtained at 130 km/h), while enjoying it we go down, come on 15 at a fast pace, but we managed to see the 10 indicated on the dashboard, definitely exaggerating, with driving only for track use.

PROS AND CONS
We like it:
Remarkable and “easy” performance, comfort and versatility
We do not like it:
Slight vibrations around 5-6.000 rpm

BMW S1000XR: the Motorionline Report Card

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Photo of the test by “LINGEGNERE”