FIRST RIDE: BMW S1000XR
Blisteringly fast, but comfy and easy to ride. And now a bit better.
Let’s get straight to it. No, the new S1000XR doesn’t have Shiftcam. The engine is based on the variable-valve S1000RR superbike but its über-cunning system isn’t employed. Why? Using it on the XR would be a con… According to a man responsible for the S1000XR, their cam-swapping system isn’t Shiftcam but, as he calls it, ‘Shiftscam’. On the RR the system does increase bottom end but its main function is allowing a hairy cam for mad power. The extra horses arrive beyond 10,000rpm which, as our PRunfriendly engineer points out, is irrelevant for road riders. They’re selling us something we don’t need. Though the S1000XR’S 999cc inline four spins to 12,000rpm, they say 3000 to 10,000rpm is realistic so BMW focused on a flatter, smoother torque curve in this range. Which they could do with a fixed cam profile. Peak output is unchanged (84 lb.ft, 165bhp) but a deeper spread improves midrange and flexibility, with up to 10% more thump than an RR. I don’t doubt the claims, though on tangled roads it’s hard to feel a difference. The previous XR already had excess firepower, and it’s the same on this bike; you’re rarely over half throttle. Chances are you don’t get full power anyway. Riding Modes Pro is standard with Rain, Road, Dynamic, Dynamic Pro, and only the latter mode releases full torque in lower gears. The base XR also now has cornering ABS, hill control, separate traction and wheelie control (with ‘power wheelie’ setting), engine braking control, and slick TFT dash with phone connectivity for £14,285. Heaps of options too, with palm-singeing grips, cruise, quickshifter, keyless ride, luggage and centrestand. Most are on the £16,220 TE version. More significantly, ESA (electronic suspension adjustment) is also now standard. The semi-active system features new valves, larger pistons and less operating pressure for a smoother, more comfy ride, and an adjustment range that lets it get much softer.
The XR is definitely more supple. However, the shock gets a bit wibbly on very bumpy roads or when riding hard. It reminds me of Ducati’s Multistrada 1260 S, where the action is a tad unpredictable. This bike has optional Dynamic ESA Pro too, with a Dynamic setting as well as Road. It’s better for riding with zest. There are more chassis changes. The XR has the RR’S slimmer, lighter ‘Flex Frame’, and accelerates harder, turns more easily and stops quicker thanks to weighing less. They’ve chiselled 7.3kg from the drivetrain, 1.6kg from the swingarm, 1.8kg from the wheels, and more. 10% less weight is better than 10% more power, say BMW. Couldn’t agree more.
The XR has always been lively and eager to turn, and though not night and day this new one is even keener. Low-speed willingness is startling. The way it’ll bank through fast corners is just as remarkable – and with the slim frame letting the rider be placed an inch or so closer to the narrower ’bar, the new XR feels even more manageable at speed.
This position still uses a profiled seat (you sit where BMW say, not where you like) but it’s comfy, and being nearer the front brings a slightly more relaxed stance. On motorways the ’bar ‘decoupling’ system kills vibes, ESA gives a posh ride, and cruising is calmer as fourth, fifth and sixth gears are taller. Switching between screen heights is a doddle too. So it’s better? Yes, but if you’ve got a previous XR it’s not a huge stride. It’s also £3600 more in base spec than a F900XR in TE spec. We’re riding them side-by-side, but have had to wait until the May issue to give a verdict on the 1000 due to an embargo. I thought BMW didn’t want it stealing the 900’s thunder, but it could be the other way round: the twin is easier to ride, as fast in ‘real’ conditions and on wet roads gives more confidence than the four. The S1000XR is a practical, comfy, jacked-up sportsbike that’s even better than it used to be. If that’s what you want, it’s hard to fault.