Motorcycle specifications BMWF 900 R 2023 His next project

After eleven years, two evolutions(2012 - 2015) plus a slight update in 2017, the F 800 R has bowed out in favor of a bike eager to move upmarket. Still a mid-size roadster, still BM efficient, but clearly in a different league. Think not of a sequel, but of a new series with the F 900 R.

A revelation, a hunch, the end of a dispensation? The German roadster has abandoned some of its intrinsic solutions, which may have been what gave it its charm and/or identity. The F no longer has its drivetrain on the right, its pot on the left in the raised position, its filler hole next to the passenger seat and its fuel tank under the seat. Originality will have to be exercised in other ways.

The F 900 R also clearly marks its change of generation with a design that is closer to that of the R 1250 R. To reinforce its image, to show its growl, to show its teeth and shoulders. Without overstepping the bounds of Bavarian breeding.
Its muscular back accompanies its enterprising flanks. The lighthouse, rufian in good virtue, has all the makings of a Robocop mask. The overall lines are much more lively, and more apt to make trouble for the stars of the segment.
As for the powertrain, it too has reached a new level, almost a milestone.

in this category of wolves, several types of powertrain rub shoulders and challenge each other. 4-cylinder, V-twin, 3-cylinder... There was even a single-cylinder model at one time, the 690 Duke. The F 900 R remains faithful to the parallel twin, while forgetting the heart of its ancestor. BMW hasn't optimized the 798 cm3? No, the muscles have changed. The engine-makers borrowed the 850 GS block, added 21 cm3 to each bicep, stabilized the volume at 895 cm3 and extrapolated 105 hp at 8500 rpm. This represents a gain of 15 horsepower since the F 800, and 10 more than the trail bike with its 8.5. The gain in torque is more modest, but nonetheless present, rising from 8.8 to 9.4.

Simply increasing displacement would have been too simple. In Berlin (and Chongquin), we redesigned the cylinder heads, used forged instead of cast pistons, increased the compression ratio to 13.1:1, shifted the crankpins 90° (they weren't on the F 800), redesigned the exhaust and validated the switch to Euro5. The 6-speed gearbox is engaged via a new anti-drible clutch, softening the grip on the lever at the same time.
For young licence holders, a specific version with 95 hp in full will be available for A2s. But it won't be possible to upgrade to 105 horsepower.

With this mill and its updated performance figures, BMW has just overtaken Aprilia's 900 Shiver, and is now taking a closer look at the wattage of the MT-09, Street Triple, Z 900 and GSX-S 750. However, with less power than the hottest bikes, will this be a handicap? You'd think so, but the F 900 R has other strengths.

starting with its chassis, which it shares in large part with its XR sibling. This F has ditched the aluminum perimeter spars for a steel structure taken from the F 850 GS. A few strokes of the hammer and CAD adapt it to a sportier ride. The engine acts as a load-bearing element, while the 13-liter fuel tank is placed above it, in a new, welded plastic design. According to BM, this saves 60% weight. A good thing, since the roadster has put on weight this year.
At the front, we find a 43 mm inverted fork with 135 mm of travel; no adjustment required. The rear monoshock offers rebound and preload adjustment, as well as 142 mm of travel. These values have been significantly increased since the ex-Rodster 800 (125 mm front/rear), providing improved suspension clearance and the promise of even greater comfort. Comfort and sport go hand in hand: the riding position is tilted further forward, with handlebars moved forward 15 mm and footpegs moved back 5 mm as well as raised 15 mm.
The F 900 R doesn't just look more dynamic. Its body is also more dynamic.

The new generation also means updated electronics. Remember: the 800 came with ABS and two riding modes as standard. ESA, ASC traction control and a third drive mode were optional.
The 900 takes things up a notch. The 6.5-inch color TFT screen immediately puts you in the mood. The graphics are classy, it's thumb-controlled with the Multi Controller ring, and you can connect it to your smartphone. This makes it possible to set up interactivities ranging from the most practical (simplified GPS application, route planning and recording, etc.) to the most entertaining (music playback or making phone calls).

Then there are up to 4 driving modes - Rain and Road as standard, Dynamic and Dynamic Pro as options*. ASC, which can be deactivated, is now standard. It transforms into DTC traction control when the Driving Modes Pro option is selected. A temptation seriously put forward as it also gives access to MSR engine braking management, DBC dynamic brake control and ABS Pro. The Active package also includes an Up&Down shifter and an IMU inertial unit.
I'll give you the details of the Riding Modes at the end. In the meantime, let's stick to the options, with cornering lights, fiber-optic daytime running lights, keyless ignition, ESA Dynamic semi-active rear damping, emergency call, cruise control... In short, a robbery of the wallet.

you may have an army of chips supervising your driving, but it's still the right-hand handle that engages the brakes. Next to it, the sporty brake fluid reservoir has been replaced by a more road-going element. Then it's on to power metering, hoses and two radially-mounted Brembo calipers, each pushing 4 pistons onto 320 mm discs. The rear is much more timid, with a 265 mm diameter surrounded by a single piston. The dynamic brake light is there to warn you when you're braking.... Yes, like all brake lights! But this one flashes according to braking intensity.

Big efforts on the engine side, totally revised frame, increased equipment, much more seasoned design - the BMW F 900 R does better everywhere except on one point: weight. From 202 kilos to 211. Now, we're not talking about the anvil here, and the F 800 R series has always shown great balance and remarkable versatility. But.... is still 20 kilos more than an MT-09. And 1 less than a Z 900.
The F 900 R gives itself the means to seduce customers in a very combative segment. Laughter is out, but pride is in.

driving modes in action:

- In "Rain" mode, the throttle intake is smooth and the ABS Pro and DTC (Dynamic Traction Control) systems take account of road conditions in their adjustment characteristics, when the road is wet and therefore more slippery. The new MSR engine braking torque control provides maximum assistance.

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

- In "Dynamic mode", the sporty side of the F 900 R is felt with greater intensity. 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 later. 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. This means that the level of intervention of the control systems can be tailored to suit a very sporty riding style, even down to deactivating the take-off assistants and intervening very late in the day with all the control systems.

M.B - Manufacturer's photos