Motorcycle specifications BMWS 1000 XR 2025 S 1000 X Airlines - now boarding

as a very fast business jet, the S 1000 XR cannot conceive of remaining stoic in the face of increasingly fierce competition. To ensure its presence on the radar, it has two trump cards up its sleeve. Firstly, a parsimonious evolution for 2024 with more power and equipment; secondly, the presence of a shock commando with the terrible M 1000 XR (we'll come back to this later).

Opposite it, Ducati multiplies its provocations with its Multistrada V4. BMW offers an extra kick with 5 more horses in the pot. Maximum power is still delivered at 11,000 rpm, but now reaches 170 bhp. That's starting to get more than a little nasty!
No changes to torque, with 11.6 mkg at 9,250 rpm. All we had to do was tweak the engine mapping and intake channels to achieve this result. More watts, certainly... But not too many, so as not to encroach on the sector of the M crossover, totally crazy with its 201 hp - for an extra 6,600 euros. Outch...!!!

To mark the occasion, the manufacturer has finely tuned the XR's styling. This focuses on the new body-colored painted "beak", the inclusion of small air intakes in the sides under the seat, a textured surface for the fairing sides; and increased equipment - in exchange for significant inflation on the base price. In addition to the keyless on-board system, the German trail-supersport features adaptive cornering lights, a USB port, a thicker (although the height increases from 840 mm to 850 mm) and larger seat, a beefier battery and new suspension springs for more precise steering.

the aim is not only to retain what's already been achieved, but also to maintain the segment's sporty image. With the S 1000 XR, you don't really know where the trail begins and the hypersport ends. The mix of genres is such that you can imagine anything: an S 1000 RR that wanted to become a road crossover... A GS that would have eaten the superbike... The mutation of an X5 into a two-wheeler... The son of Usain Bolt and a Fendt 1050 Vario.... Or simply one of the fastest, sportiest maxi-trailers in the world.

its engine now delivers 170 hp. The block is that of the new-generation RR: reinforced, lightened and retouched in every sense to sharpen its skills. Surprisingly, the XR has not retained the Shiftcam variable valve timing system. The M 1000 XR does, however. The engine may produce 40 fewer horsepower than the XR, and be less "technological", but it's no less impressive when pushed to higher revs. A double face that positions it more as a Sport-GT than a Trail-GT. Already on the previous version, the low- and mid-range thrust was certainly present, but ultimately not very expressive. You get the false impression that there's not enough of it under the handle. But when the crankshaft rotates past 8,000 rpm, the fury shows its teeth. From then on, acceleration becomes furious; the roadside fades into the background; the horizon becomes the target. It's a powerful machine, with a liveliness worthy of a big sports car. It's enough to overwhelm you if you don't keep a cool head. At high revs, you can really feel the S 1000 RR's genes.

The big XR has loaded up the electronic backpack. The arms race loads and changes the game. Such is the case with the semi-active Dynamic ESA suspension, fitted as standard. As are DTC traction control, MSR engine braking regulation and four driving modes.
With the installation of a 6-axis inertial unit, ABS becomes Pro, i.e. reactive when cornering. For hill starts, Hill Start Control Pro facilitates maneuvering by acting on the brakes. Another recent improvement for the trail bike is Dynamic Brake Control, which prevents acceleration during braking, should the rider carelessly apply the throttle. There are also automatic turn signals and all-LED headlights.

the close proximity of the RR has also enabled it to make its dashboard its own, with a 6.5-inch TFT color display. With some of the finest graphics on the market today. It offers the driver several display themes, a navigation system once the in-house app has been installed on the smartphone, driving modes and assistance settings, angles taken while driving, trips, range, speed, engine rpm, braking intensity, gear engaged... It will take you the better part of a morning to explore it all.

Don't worry , BMW has kept a nice reserve of options. A long list, including cruise control, heated grips, more advanced Dynamic ESA Pro, even lighter M rims, Pro Up&Down shifter, enlarged windscreen, panniers, different types of saddle, carbon parts, etc., etc... right down to the center stand.

On the chassis side , the aluminum Flex Frame makes extensive use of the engine as a stiffening element. Suspension travel is 150 mm, closer to that of a roadster than a trail bike. In this respect, the desire for greater dynamism is evident. The wheels come from the S 1000 RR.

At the bottom of the 45 mm fork tubes, the radial mounts still carry Hayes 4-piston calipers. Braking is powerful without being violent, and easy to control. Just bear in mind the 227 kilos of the wheel from time to time... No worries in terms of safety or efficiency; just bear that in mind when the pace picks up.

On board the BMW, you sit in a typical trail-touring position. The rider will appreciate not only the sportiness of the wheel, but also the protection provided by the adjustable windshield and the suitcase mounts integrated into the rear shell. The mounting system is "floating", for self-centering and reduced impact on the wheel's stability.

The S 1000 XR continues this decade with a better chassis, more power and even more electronics. It's less versatile than the GS reference, but formidable when it comes to getting the job done.

m.B - Manufacturer's photos

The 4 riding modes of the BMW S 1000 XR:

-rain: smooth throttle response, reduced engine torque in gears 1-3, maximum engine braking torque and MSR. ABS Pro in Standard mode. DTC on maximum wet stability. Anti-wheeling at maximum.

-road: optimum throttle response, reduced engine torque in gears 1 and 2, maximum engine braking torque and MSR. ABS Pro in Standard mode. DTC for high stability on dry pavement. Moderate wheeling possible.

-dynamic: optimum throttle response, reduced engine torque in gears 1 and 2, medium engine braking torque and MSR. ABS Pro in Standard mode. DTC on high performance on dry pavement. Moderate wheeling possible.

-dynamic Pro: optimum throttle response, maximum torque in all gears. Maximum drive torque can be combined with smooth throttle response in all gears. Medium engine braking torque and MSR, with the option of setting engine braking torque and MSR to a minimum. ABS Pro adjustable on 5 levels. DTC on maximum performance. Possibility of free wheeling, where the rider must brake the rear wheel to prevent overturning.