Motorcycle specifications BMWS 1000 XR 2023 S 1000 X Airlines

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.

BMW' s S family takes care to evolve, with a strike force of different levels: limitless for the RR; between muscular and crazy for the other members. The XR makes a point of putting on a good show with this version, which has been revised in many respects, without changing the theme.

And it doesn't take long to realize this. The skin has been completely redesigned, without changing the personality. It's strong and taut, and a little lighter at the rear thanks to the more compact muffler. The central air intake no longer looks at all like the one inlaid in the S 1000 RR. With new eyes and small whiskers, the face takes on a more personal identity. The still pronounced belly leaves no doubt: there's nothing but muscle in there.

Superbike heart! Just deflated enough to rip off the arms without deflating the head. The block is that of the new-generation RR: strengthened, lightened and retouched in every direction to sharpen its skills. Surprisingly, the XR has not retained the Shiftcam variable valve timing system. For economy? To give hypersport the privilege of stratospheric performance? To avoid the headache of multiple cam profiles? A bit of a mystery.
Another element of surprise: BMW has not added watts to this new episode of its "hypertrail". And yet, it's customary to add a little more with each new generation. But not here! The 4-cylinder engine boasts an unchanged 165 hp at 11,000 rpm. It's a startling figure for the sector, and not a very reasonable one. But in the face of the Multistrada and SuperAdventure, you have to show a lot of strength.
Ditto for torque, of the same caliber, with 11.6 mkg at 9,250 rpm. The engine-makers have focused their work on greater presence at low and mid-rpm. On the handlebars, however, it's clear that the engine only really reveals itself at higher revs. And that's mean!

this engine may produce 42 fewer horsepower than the sporty model 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. Low- and mid-range thrust is certainly present, but ultimately not very expressive. You get the false impression that there's not enough of it under the handle. But when crankshaft rotation passes 8,000 rpm, the fury shows its teeth. From then on, acceleration becomes furious; the roadside fades into the background and 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.

From the old to the new powertrain, a lot has changed in the guts. A higher compression ratio, longer final three gears for improved fuel economy, lighter steel valve actuators, an anti-dribble clutch requiring less lever effort, redesigned moving parts for greater compactness, shorter and lighter connecting rods, unified water and oil pumps in a single module, redesigned intake and cam profiles - enough to shed 5 kilos from the entire powertrain.
The exhaust system also loses 1.2 kilos. Not bad for a 12-kilo metal pipe.

The big XR has loaded up the rucksack on the electronics side. The arms race means that some options are now standard. Such is the case with the semi-active Dynamic ESA suspension, now fitted as standard. As are DTC traction control, MSR engine brake regulation, and four Driving Modes* instead of two.
The installation of a 6-axis inertial unit opens up new horizons. ABS becomes Pro, i.e. reactive when cornering. For hill starts, Hill Start Control Pro facilitates maneuvering by acting on the brakes. Another new feature for trail bikes is Dynamic Brake Control, which prevents acceleration during braking, should the rider carelessly apply the throttle. There are also auto-off turn signals and all-LED headlights.

our close relationship with the RR also means that we've always made its dashboard our own. Gone is the big rev counter and large LCD window. Everything is now displayed on a 6.5" color TFT panel. With some of the finest graphics on the market today. It offers the rider several display themes, a navigation system once the in-house app has been installed on the smartphone, driving modes and assistance settings, driving angles, 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 lengthy list, featuring adaptive cornering lighting, keyless entry, cruise control, heated grips, more advanced Dynamic ESA Pro, even lighter M wheels, 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, BM has also revised many things. Everything, in fact. The aluminum "Flex Frame" makes greater use of the engine as a stiffening element. The weight saving is 2%. The reworked rear loop weighs 9% less. As for the swingarm, not only does its new design make it ^1/5thlighter, but the direct anchorage of its shock absorber (without connecting rods) brings greater responsiveness and comfort. Travel is also increased from 140 mm to 150 mm. The same applies to the fork, which already offers the same damping travel.
In this respect, we can sense a desire for greater dynamism. The headroom is reduced slightly, while the wheelbase loses 7 mm. Wheels from the S 1000 RR save a further 1.8 kilos in unsprung weight. The 320 mm brake discs contribute to the overall effort, with 500 grams less weight. Consider that the S 1000 XR has lost a total of 10 kilos, and you get an SUV that's more determined to show off its agility.

At the bottom of the 45 mm fork tubes, the radial mounts still carry 4-piston calipers. But they no longer carry the Brembo badge. Hayes clamps have taken their place. No need to worry. Braking is biting without being violent, powerful and easy to control. Even so, you can feel the machine's 226 kilos pushing hard under hard braking. No worries in terms of safety or efficiency; just bear this in mind when the pace picks up.

226 ? There's a problem... The old S 1000 XR came in at 228kg. The new one is supposed to have lost 10. Not the best calculator in Germany.
Well, let's just say it's been out in the sun too long. It could have been stored in the glove compartment at the top of the tank. You can also put a bottle of water and a few other things under the passenger seat - the compartment holds 1800 cm3.

on board the new BMW, you're seated in a typical trail-touring position, with an almost imperceptible amount of added sportiness. The handlebars are 30 mm narrower, the legs a little less apart and the rider 20 mm closer to the front, but the latter will be more sensitive to the improved protection offered by the new windscreen (still adjustable) or the suitcase mounts now integrated into the rear shell. The mounting system is "floating", to self-center and reduce the impact on wheel stability.

The S 1000 XR enters the new decade with a better chassis, less weight 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.