Motorcycle specifications BMWF 900 XR 2023 A trip on board

BMW can't be taught to trail ride. Insolent dominator of the category with the GS, it also has a strong presence in the maxi-trail-GT-Sport segment with the S 1000 XR. Transforming the hypersport S 1000 RR into a crossover was a daring move.

But with so many watts and such a premium positioning, the machine was only aimed at a certain clientele. With the F 900 XR, the manufacturer offers a much more accessible little brother. It comes to challenge the star of the segment, a certain Yamaha, with virtually the same objectives, a different motorization and in-house technology with a strong dose of electronics.

A baby XR? Like the baby Yoda? There's no denying the F 900 XR's family resemblance. Except that its lightened belly, more youthful face, less crowded rear section and fresh lines give it a much more adolescent and svelte appearance. The 900 looks like it weighs 50 kilos less than the 1000 (7 kilos in reality). The influence of the 9cento concept is as much a precursor as a revelation. The colors inspire frivolity. Note that only the Exclusive trim level comes with handguards as standard. The Sport gets a smaller, tinted bubble.

the road bike has never looked so different. Whether it's fashion, durability or riding style, the landscape is teeming with machines that play on new or multiple levels. Technical bridges also allow for wide-ranging exploration. Yam's 900 Tracer is the SUV derivative of the MT-09. It's much the same for the 900 BM: the R roadster and XR trail bike are intimately linked. Both feature a steel-beam perimeter frame, similar to that of the F 750 / 850 GS. It firmly holds the engine, serving as a stiffening element. The bolt-on rear frame is specific to the GS; minus the aluminum swingarm, which also comes from the GS. After that, the differences become more pronounced. Small differences, such as the footrests mounted on a large plate rather than directly on the frame. More significantly, with the suspension.

As on the F 900 R roadster, the front axle shows its commitment with a 43 mm inverted fork, 4-piston radial brake calipers and 320 mm discs. The kind of gear you'd expect from a roadster, whether a little or a lot excited. Except that the F 900 XR is a multi-compartment, big-legged machine. Suspension travel has been increased, with 170 mm at the front and 172 mm for the rear monoshock. Up this way, and given the position of the handlebars, the rider will have the impression of dominating the road, of appreciating it from above, as befits trails and other machines that flaunt them. In front of him, the tank is fed up with steel, and prefers to fall in love with plastic. At 825 mm, the seat height is reasonable for this type of bike. BMW has provided enough solutions to revise this height. Between the different saddles and the lowered seat height, the seat can be set from 775 to 870 mm.

The engine has decided to be more vindictive than that. When you're defending a certain notion of sport, you need a pretty toned-down response. First thing to do, steal the parallel twin from the F 850 GS. Then, spread the walls by 2 mm to give yourself 42 cm3 more. A small 0.4-point increase in compression ratio, the adoption of forged pistons and revised cylinder heads all add up to a 10-horsepower boost. The F 900 XR boasts 105 horsepower from its 895 cm3, which it revs up to 8,500 rpm. Curiously, torque has not changed, with 9.4 mkg at maximum. But it is more present at almost all engine speeds. Half a mkg more on average, except around 6200 rpm, when the maximum is reached a little later. The 900 puts on a good show, with its curve descending much more slowly than that of the 8 and a half. And let's not even talk about the F 800 R's curve, which is totally out of date.
A2 license holders have not been forgotten. A special 70 kW version will be available, so that it can be limited to 48 horsepower / 35 kW.

now that BMW has unleashed its color screen on certain motorcycles, and the competition is following suit, it's impossible to go back to needle or LCD models. Except for vintage.
The 6.5-inch instrument panel features graphics inspired by those of the latest S 1000 RR. Everything is controlled from the left-hand commodo, using the Multi Controller wheel.
As standard, BMW makes a judicious effort to integrate its connectivity system. Phone functions can be accessed from the bike, to listen to music, receive calls or benefit from simplified GPS guidance. But how do you recharge the phone? Well, with the options. What's that? There's a high-tech screen, Bluetooth, LEDs everywhere... and no USB plug, which costs as much as a coffee on the Champs-Elysées??? No comment.

And yet, the F 900 XR has another surprising weapon: its price. Surprisingly well positioned, right on the heels of the Tracer 9 and Tiger 900. Except that to take advantage of the high-tech it can transpire, you need to tap into the options sector. An area where BMW has skilfully worked the temptation.
Where to start? With Keyless Ride, which lets you leave the key in your pocket and automatically lock/unlock the ignition, steering and fuel filler flap? Or with the ESA Dynamic suspension, which lets you adjust the rear damping in a thousandth of a second - depending on your driving style and whether you choose the softer "Road" or the stiffer "Dynamic" setting.

if only that were enough. There's also adaptive cornering lighting. LEDs hidden in the headlamps light up when the wheel turns more than 10°, at speeds above 10 km/h. A daytime signature with fiber optics can also be added to emphasize the eyes.
Despite all this, we missed the bend! Ouch, that hurts the leg stuck behind the ear. Still optional, the intelligent emergency call system can put you through to BMW Call Center. From there, the emergency chain is set in motion.
Once the leg is back in place, other modules can be used, such as the Up&Down shifter or the center stand. Which leads us to hesitate about heated grips or cruise control. All of a sudden, the price tag explodes. The basic model is as close as you'll get to a Monster - but with a host of optional extras, it'd be a bargain for an 1100 africa Twin...

For riding modes, there are two parts to the package. The F 900 XR comes with "Road" and "Rain" as standard. These manage throttle response, ABS and ASC traction control.
In terms of options, the Pro package offers many more parameters. These include Dynamic Brake Control (DBC), Engine Brake Torque Regulation (MSR), Dynamic Traction Control (DTC) (on request), cornering-responsive ABS Pro and two additional Modes, "Dynamic" and "Dynamic Pro". Their functions are detailed at the bottom of the data sheet.

The BMX F 900 XR is defined as a blend of sport, touring and experience. Above all, it takes on the same ambitions as the S 1000 XR in a more reasonable size. The mid-size twin has evolved sufficiently to take on the heart of the segment. The list of options is still as long as the arm, but it allows us to glimpse or afford the deployment of BMW technologies. Has the Tracer 9 found a worthy rival? The Japanese three-cylinder is far from worrying about the Chinese-Bavarian twin. But the BMW crest can be a serious beacon on the way.

M.B - Manufacturer's photos

driving modes :

- In " Road " mode, the engine offers optimum throttle response, with ABS and traction control set to deliver the right performance for any road.

- In " Rain " mode, throttle admission is flexible, and ABS and traction control take account of road conditions in their setting characteristics, in the event of wet and therefore slippery road surfaces.

with the Pro package:

- The " Road " mode offers optimum throttle admission, and the ABS Pro and DTC systems are able to deliver ideal performance on all roads. Here, too, the MSR is in maximum position.

- In " Rain " mode, the throttle is soft, and the ABS Pro and DTC systems take account of road conditions in their adjustment characteristics, when the road is wet and therefore more slippery. MSR engine braking torque control provides maximum assistance.

- In " Dynamic " mode, the engine is tuned for optimum throttle response, and the DTC and ABS Pro systems are adapted to high coefficients of friction on the road, with take-off detection for the front and rear wheels coming into play only at a later stage. Intervention of the MSR engine braking torque control is also reduced. The default setting for Dynamic ESA - where available - is the "Dynamic" shock absorber setting.

- The " Dynamic Pro " mode offers the very sporty rider every opportunity to adapt the machine optimally to his own wishes and needs. Three throttle characteristics, three ABS settings and four DTC settings are available. The level of intervention of the control systems can thus be adapted to suit a very sporty driving style, up to and including deactivation of the take-off assistants and very late intervention of all control systems.