The BMW S1000XR was unveiled at the EICMA show in Milan last November, and the production version of this tall-in-the-saddle sport-tourer is already on sale in Europe. More significant to Cycle World readers, the S1000XR goes on sale in the US very soon, priced at $16,350. As you may recall, the BMW S1000XR is based on a de-tuned version of the S1000’s 4-cylinder engine, one of the most advanced engines in production today. It has significantly oversquare bore and stroke measurements (80.0mm x 49.7) and it features 4 valves per cylinder that are set at a very narrow included angle for a very compact combustion chamber profile. In the S1000RR, this engine reaches a claimed 200 hp. In the new S1000XR, BMW Motorrad says the powerplant produces 160 horsepower at 11,000 rpm, with 82.6 pound-feet of torque arriving at 9,250 rpm. The compression ratio is a relatively moderate 12.0:1, but BMW Motorrad still specifies the need for premium 95 RON fuel. 
Nevertheless, power remains at a very exciting level for a bike of this kind. The inline-4 has 33.5mm inlet valves and 27.2mm exhausts, and it breathes through a 48mm throttle body. The engine is bolted to the twin-spar frame, and it serves as a stressed member that serves to stiffen the whole structure. The chassis has a classic layout, with an inverted 46mm fork in front and a link-actuated single shock in the rear, both units from Sachs. Also, it appears that the front-end geometry will offer a good compromise between agility—with 64.5 degrees of steering head angle—and stability—with an abundant 4.6 inches of trail. This new BMW runs on 17-inch wheels at both ends, with a 120/70-17 tire in front and a 190/55-17 rear. Tires are Pirelli Diablo Rosso radials. Anyone thinking that the new BMW S1000XR is some sort of high-power enduro can leave the room; this is an ADV sportbike. It’s big. It has a 61-inch wheelbase and a seat that’s 33 inches above the ground. Yet BMW Motorrad was able to keep the claimed curb weight to just above 500 pounds. 
Acceleration and top-speed potential may get close to superbike territory, and large brakes—featuring twin 320mm rotors and Brembo four-piston front calipers—will provide plenty of stopping power. The standard electronics suite includes BMW Automatic Stability Control, with the optional Pro Riding Mode that offers Dynamic and Dynamic Pro modes, plus Dynamic Traction Control and ABS Pro. By the simple push of a button, riders can select between Road and Rain throttle response settings. Other attractive options include ESA electronically managed suspension and Gearshift Assist Pro, which allows convenient clutchless shifting without shutting off the throttle. Standard electronic instrumentation offers a large range of information, including a settable “shifting flash” that tells the rider the optimal rpm for an upshift. The S100XR also has display indicators for the heated grips, cruise control, and ESA suspension. 
In Europe, optional equipment is available in two packages: The Touring Package includes Dynamic ESA, heated grips, pannier mountings, preparation for navigation system (including the multi-controller) plus a centerstand and a luggage rack. The Dymanic Package includes Pro Riding Modes (including DTC and ABS Pro, Shift Assist Pro), cruise control, and LED turning lights. Although we haven’t ridden this new BMW yet, the S1000XR appears to be a very versatile touring bike with great potential and comfort, plus excellent handling qualities.
| SPECIFICATIONS | |
|---|---|
| 2016 BMW S1000XR | |
| ENGINE TYPE | Water/oil-cooled DOHC inline-4, our valves per cylinder |
| DISPLACEMENT | 999 cc |
| BORE x STROKE | 80 x 49.7mm |
| CLAIMED HORSEPOWER | 160 hp at 11,000 rpm |
| CLAIMED TORQUE | 83 lb-ft at 9,250 rpm |
| COMPRESSION RATIO | 12.0: 1 |
| FUEL DELIVERY | Electronic injection |
| EMISSION CONTROL | closed-loop 3-way catalytic converters, with interference pipe |
| MAXIMUM SPEED | over 125 mph |
| FUEL TYPE | Premium unleaded |
| ALTERNATOR | 486W |
| BATTERY | 12V/8Ah, maintenance-free |
| CLUTCH | Multiplate clutch in oil bath, anti-hopping clutch, mechanically controlled |
| GEARBOX | Constant-mesh 6-speed gearbox, straight-toothed |
| DRIVE | Chain 17/45 |
| FRAME | Aluminum composite bridge frame, partially self-supporting engine |
| FRONT WHEEL LOCATION / SUPENSION | Upside-down 46mm telescopic fork Ø 46 mm, compression and rebound stage adjustable |
| REAR WHEEL LOCATION / SUPENSION | Aluminum 2-sided swing arm, rebound damping adjustable |
| SUSPENSION TRAVEL FRONT / REAR | 5.9 in. / 5.5 in. |
| WHEELBASE | 61.0 in. |
| TRAIL | 4.6 in. |
| STEERING HEAD ANGLE | 64.5° |
| WHEELS | Cast aluminum wheels |
| RIM, FRONT | 3.50 x 17 |
| RIM, REAR | 6.00 x 17 |
| TIRE, FRONT | 120/70ZR-17 |
| TIRE, REAR | 190/55ZR-17 |
| BRAKE, FRONT | Twin disc brake, floating brake calipers, radial 4-piston fixed caliper, diameter 320mm |
| BRAKE, REAR | Single disc brake, 2-piston floating caliper, diameter 265 mm |
| ABS | Standard Race ABS (part-integral), can be switched off |
| LENGTH | 86.0 in. |
| WIDTH (INCL. MIRRORS) | 37.0 in. |
| HEIGHT (EXCL. MIRRORS) | 55.5 in. |
| SEAT HEIGHT, UNLADEN WEIGHT | 33.1 in. |
| INNER LEG CURVE, UNLADEN WEIGHT | 74.6 in. |
| UNLADEN WEIGHT, ROAD READY, FULLY FUELED | 502 lb. |
| PERMITTED TOTAL WEIGHT | 955 lb. |
| PAYLOAD (WITH STANDARD EQUIPMENT) | 453 lb. |
| USABLE TANK VOLUME | 5.2 gal. |
| RESERVE | approx. 1 gal. |
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