Motorcycle specifications BMWS 1000 XR 2016 An X6 on two wheels

Take a hypersport. But not just any hypersport: the S 1000 RR, one of the most efficient and powerful on the market. And let some trail-biased engineers get excited about it. Let them stew for a few months, feed them lots of electronics, dangle a few side roads and leave KTM and Ducati magazines lying around on their bedside tables. The result is the S 1000 XR. An improbable machine only a short time ago, and today one of the representatives of an emerging category: hyper-trails.

The silhouette is striking, with that typically BMW achoppé styling. It really looks like an S 1000 RR that's eaten up a GS. With its insect-like snout, duckbill appendage, hint of fairing and rock-solid body, the S 1000 XR imposes its stature and philosophy. Which is?
Adventure in sport mode. You've got to admit that a pseudo trail bike powered by a 4-cylinder developing no less than 160 hp, takes you into a very muscular dimension of the trail-GT concept. And this machine is as technically advanced as today's sports bikes and streetfighters.

From a mechanical standpoint, we're in hot territory. Big trunk, inherited from a top-ranking sportsbike. The S 1000 RR's block has undergone substantial modifications, giving it a less pistard-like, more streetwise feel. Redesigned intake ducts, revised camshafts and an engine speed lowered by 2,000 rpm make this 4-cylinder more flexible. But even with the loss of a few watts, it still has as much power as the S 1000 R roadster, and enough to keep up with the Ducati 1200 Multistrada DVT and the KTM 1290 Super Adventure. Monsters!

But playful and considerate. The optional Shifter Pro lets you shift up and down without touching the clutch lever. In terms of standard equipment, BMW is committed to providing all its models with a wide range of riding aids. The S 1000 XR naturally benefits from this. Standard features include ASC traction control and two riding modes. Road for the right balance between performance and comfort; and Rain for more smoothness and a little less power - more description at the bottom of this page.
Back to the options, as there are "Pro driving modes" on the shelves. Here, we swap the ASC for a DTC dynamic traction control with angle sensor (finer management) and two other driving modes. Dynamic" lets you play with the machine, while "Dynamic Pro" allows you to take full advantage of the machine's potential. It's best to have a good dose of experience under your belt.

The blood and metal sister of the S 1000 R and RR, the XR could legitimately have taken over their chassis.
No, this hypertrail wants its own skeleton. And a strong one at that. A high-section aluminum perimeter structure, consisting of 4 elements: 2 side profiles, the engine and swingarm anchoring section, and the steering column support. The motor is also used as a load-bearing element. The rear frame, made of aluminum sections, is designed to support crew and luggage - with a GVWR of 434 kilos, you can take on board a good two quintals.

And the ground connection elements, are they trail-type? Not really. It almost smells like a Superbike. The swingarm alone looks like it could handle twice the power of the S 1000 XR. The 46 mm inverted fork is very similar to that of the S 1000 R roadster. As for the geometry, it's more focused on stability. We began by slightly reducing the steering head angle (64.5° or 0.8 less), increasing the headroom to 117 mm (+18.5) and the wheelbase to 1,548 mm (+109).
Let's stick to the numbers for a moment, because you're probably wondering how much a beast like this weighs. 250? 280 kilos? No, BMW claims 228 kilos ready to roll, 10 less than an R 1200 GS, but 20 more than the S 1000 R from which it derives. And like all SUVs, we've upped the ante a little with increased suspension travel... without turning it into a true cross-country machine. The values are just above those of a roadster: 140 mm at the front and 150 mm at the rear. The fuel tank has also been upgraded, with 20 liters of benzine.

We saw a moment ago that this S 1000 XR, like most of the Behemoth range, has driving modes. But that's just the tip of the iceberg. Standard (S) or optional (O), wiring, chips and sensors turn this trail bike into a mix of motorcycle, computer and co-pilot. Let's take stock, because there's so much to do: semi-active ESA Dynamic suspension with 4 modes (O), ABS (S) or ABS Pro when you take the additional riding modes (S), Shifter Pro (O), cruise control (O), traction control (S), advanced traction control (O)... You'd almost forget that you can attach suitcases to the sides of the stern, with additional fastening systems.

The look of the S 1000 XR is its own, but in no way denies its membership of the S clan. The eyes are symmetrically cut, but as on the sports bike and roadster, the reflectors are different, so as to assert a sideways glance. This is a recurring feature of the Bavarian automaker. Optional LED daytime running lights, very similar to those on the R 1200 RS.
What's that forkhead trying to hide underneath? A steering damper, clearly visible. Has it been hastily integrated, or is the manufacturer trying to prove the stability of his high-powered missile?

While state-of-the-art ABS assists braking, let's not forget the basics. Two 320 mm front discs and Brembo 4-piston radial calipers. Avia hoses from one end of the kinematics to the other, and a 265 mm disc with twin-piston caliper. Standard for this level of BM performance, both classic and tried-and-tested.

Streetfighter in trail gear? Muscular roadster on stilts? Trail hypersport? A bit of all that in the BMW S 1000 XR. The riding position is more senatorial than on a roadster, the suspension more complacent, the bubble a good size and the wide handlebars invite you to a more relaxed disposition. Once the engine is up and running, there's no mistaking the fire underneath, capable of taking you fast and hard. The instrument cluster, taken from the S 1000 R and RR, continues to maintain the family link, keeping the eye on the sporty side. The tires follow this path: 120/70 - 17 and 190/55 - 17 are very road-going and/or sporty dimensions, far removed from the finesse of an enduro tire.
The Bavarian manufacturer has developed a kind of TGV on two wheels, capable of speeding like the wind from Paris to Antibes, wandering from Chambéry to Val Thorens and trying out rough roads.

M.B - manufacturer's media

in "Road" mode, the steering aids are set to offer an optimum balance between performance and comfort on dry roads. Acceleration response is direct, and anti-wheeling protection eliminates front-wheel separation.

the "Rain" mode allows the bike to be set up for road conditions characterized by reduced grip coefficients. The motorcycle responds smoothly to acceleration, and front-wheel lift under acceleration is eliminated. Power is reduced to 146 hp.

the "Dynamic" mode reveals the sporty side of the new BMW S 1000 XR. Spontaneous acceleration and discreet DTC intervention bring out the full dynamic potential. In this mode, the threshold for anti-wheeling protection is raised to allow the front wheel to lift off under acceleration.

in "Dynamic Pro" mode, behavior is highly dynamic. Reaction to throttle opening is transparent and direct, and the DTC setting even allows you to enjoy the benefits of grippy sports tires on high-grip roads, even on circuits. In this mode, the rider must actively control front-wheel lift and, consequently, any wheelies. The "Dynamic Pro" mode is activated by plugging in an encoder plug. As long as the plug is connected, traction control and ABS remain deactivated, even after the ignition has been switched off and on again.

aBS Pro: adapts brake control to the motorcycle's angle of inclination, depending on the riding situation. This limits the motorcycle's straightening during braking and improves control. What's more, this system reacts differently depending on the riding mode, intervening with more or less intrusion in rear-wheel lift-off.