BMW S1000XR (2020 - on) Review

The second-generation BMW S1000XR didn't need to reinvent the wheel. Launched five years earlier, the original bike (2015-2019) quickly came to define the sports adventure motorcycle class, packaging a retuned S1000RR superbike engine and frame with long-ish travel suspension, adventure bike usability plus decent weather protection and comfort. What’s not to like about a practical distance-ready 160bhp jacked-up sports bike?

But while the recipe for the 2020-on model is similar, the XR is actually almost entirely new. The inline-four 999cc engine is the latest powerhouse from the most recent S1000RR (minus its ShiftCam variable valve timing) and it features the RR’s more feel-some ‘FlexFrame’ as well. Weight is down, running gear is revised, semi-active suspension is standard, electronics are updated, and there are revisions to the riding position and looks.

• Related: 2019 BMW S1000RR review

The S1000XR’s ability to slice across the country in a relaxed manner but with ban-inducing speed is amazing. You can ride it faster than the donor sports bike, as the riding position gives better control, is less tiring and makes overtaking easier, especially with the added midrange from the XR-spec engine. It feels refined and complete, a motorcycle in its own right rather than a gap-filling bitsa, with an impressive standard spec for the £14,290 base model (2021 price). Another two grand gets you the TE with a full quota of bells and whistles.

It’s not a proper adventure bike, though. Only a swivel-eyed headcase would consider taking the BMW on anything rougher than a recently raked gravel drive, and though comfort and sophistication are better than the early version it doesn’t have the luxury of more touring-biased rivals like the sumptuous Kawasaki Versys 1000, remarkable Ducati Multistrada V4 S or its sibling rival, the ubiquitous R1250GS. The S1000XR’s aggressively sporty nature can become a little tiresome on day-long rides, too.

Equally the BMW isn’t as day-to-day friendly as its younger brother, the F900XR. The smaller twin-cylinder version is slower, has less outright handling and is far less of a statement, however for us normal folk the 900’s remarkable ease of use, economy, confidence-boosting feel and far lower price tag have serious appeal.

Then again, BMW weren’t trying to create a knobbly dirt-junkie or cuddly workhorse. They say that the XR 'stands for the uncompromising combination of athleticism and long-distance performance' and 'is built for curve hunting'. If you’re after a practical high-rise sports bike, the S1000XR should still be where you look first.

This version replaced the 2015-2019 BMW S1000XR. Once you've read this review and our owners' reviews, you could consider joining an online community to talk to likeminded people. We'd suggest this BMW S1000XR forum would be a good place to begin.

Watch our expert BMW S1000XR video review

With a riding position at the aggressive plugged-in end of the adventure spectrum, the way you can hurl the S1000XR around is startling. At low speed it changes direction readily with an up-on-its-tyres feel; it’s not got the remarkable weightless agility of a GS below 40mph, but you could never, ever call it unwieldy. And the chassis feels better the faster you go. High-speed corners need little more than a tip of the head in the approximate direction of travel required, with plenty of sure-footed confidence. Yes, the XR handles.

The standard-fit semi-active suspension is superior to the optional set-up of earlier XRs. Larger damping pistons and a lower operating pressure provide a more supple ride and the range of adjustment goes further towards 'soft', and in the standard Road setting there’s definitely a more absorbent ride quality. The balance between comfort and control is good.

Riding with gusto or romping down bumpier roads reveals that the rear shock can be a little bouncy and disconnected, though. Optional Dynamic ESA with its sportier 'dynamic' damping setting is recommended for more enthusiastic riding and certainly gives greater control, though the firm set-up sacrifices some ride quality. Nothing to grumble about with the brakes, mind – apply the lever and you stop, quick as that.

The two-height screen’s decent but not perfect (down for sporty anytics, up for visor-clearing motorway stints), and has a delightfully simple height adjuster. A scooped-out seat places you where it wants you – there’s minimal potential for squirming back and forth. Not the most deeply padded perch, either.

The bike’s handlebar 'decoupling' system tackles most of the disappointing vibration that spoilt the first-generation S1000XR, but four-cylinder buzziness still creeps to the grips at motorway speed. There’s even more through the footpegs.

BMW say adventure-sports riders use the range from 3000 to 10,000rpm so have tuned the ex-S1000RR engine to suit, though this still means a hefty 165.6bhp on our dyno (which is as much as they claim). It’s tall geared compared to other adventure bikes, though, and with a 12,000rpm rev limit the XR has streaking long-legged power rather than the traditional punch of twin-cylinder adventure bikes. Fast? Bloody hell yes.

This isn’t to say the XR isn’t flexible. The motor pulls high gears from low revs and has so much clout that you rarely need anything more than 50% throttle – and still end up looking like a speed-mad terrorist to other road users. There were grumbles when it was revealed the bike wouldn’t have the RR’s variable-valve system but trust me: it doesn’t need it.

A hint more civility might be nice, though. Being based on a superbike means that the XR has a coarseness and edgy feel that’s not an issue on a giddy blast, but is less desirable on a two-up weekend saunter. The optional two-way quickshifter (standard on the TE) works well at almost any combination of revs and load, though does encourage you to explore the full potential of the mighty engine.

There shouldn’t be anything to worry about. Earlier XRs (like the BMW S1000RR they’re derived from) could have misbehaving gearboxes and a few electronic niggles, but BMW were very aware and have made efforts to sort the job out. Some owners also complained about so-so finishes to the engine castings and casings, and there were odd grumbles about the fit of the bodywork.

This later version hasn’t thrown up such concerns, and there are no specific faults. Clumsy and constant quickshifter abuse at low revs and light load won’t help transmission longevity, but as long as the engine is serviced to schedule the motor should be solid.

The chassis should feel as taut after 40,000 miles as when fresh from the showroom. Switchgear is robust, running gear is high quality, and the level of finish is more or less as you’d expect for a bike costing upwards of fourteen thousand.

Our 2020 BMW S1000XR owners' reviews show a few minor niggles with electronics and a mechanical problem or two, but there isn't anything that would cause us serious concern.

We also ran a 2016 BMW S1000XR as a long-term test bike.

Fourteen-grand is a significant quantity of folding, but the S1000XR is a lot of motorcycle. As well as its boisterous inline-four motor and corner-carving chassis, the BMW has a strong standard specification. Find the extra couple of thousand for the TE variant and it’s liberally loaded with gizmos and extras.

It looks good value, especially as you’re buying from a premium brand with a solid reputation. However, with the exception of a semi-active ride, the Kawasaki Versys 1000 S gives you all the features and extras of the S1000XR TE, but for a grand less than the base-model BMW. And while the XR is faster, the Versys is smoother and more comfortable.

In February 2021 MCN put the BMW S1000XR TE up against the Versys 1000 S on the MCN250. Tester Jon Urry concluded: "If you are moving from a sportsbike the Versys will feel like a downgrade. Not only it is heavier than the XR, it is bulkier with a taller screen, squishier seat, softer suspension and more relaxed motor that lacks the BMW’s free-revving nature (all traits that make it a far better machine than the BMW when it comes to covering miles).

"If, however, you still have that lust for a sportsbike but your wrists are telling you the days of clip-ons are behind you, the XR doesn’t feel like you have traded running shoes for carpet slippers. Its firmer ride, more compact position and noisy and a bit vibey motor give it real spirit at the expense of creature comforts. Which is the better value? You can have a stock Versys S for £3226 less than an XR TE and the only things you will be lacking is semi-active suspension (which you can have on the SE), hill start and keyless ignition. So if you are happy with these compromises, at 46mpg that gives you 27,480 miles of fuel already paid for, which will get you to Cape Town and back!"

Things don’t look better for the XR when compared to more adventurous bikes. Its stablemate R1250GS is way gruntier at legal speeds, more supple and offers greater comfort, and though the Ducati Multistrada V4 S is significantly pricier it’s clear why: the Italian has the speed and handling of the BMW, but is smoother, classier, more civilised, more comfortable, better equipped, a superior tourer… you get the idea.

And the adventure-bike S1000XR isn’t really doing the same thing as a sports-tourer KTM 1290 Super Duke GT either. Its height and suspension travel mean it’s not as engaging or capable in turns, and it can’t match the Austrian V-twin’s wallop. They’re not really playing the same game.

• KTM 1290 Super Duke GT long-term test

However. With the demise of Triumph’s 1050cc Tiger Sport, there’s now no other large-capacity, big-power bike offering the BMW’s mix of sports bike performance with adventure bike practicality and presence. If that’s what you’re after, it’s still the kiddie.

As well as lots of horsepower and superbike-based handling the XR has a good base specification. Electronic suspension (ESA), cornering ABS, multiple riding modes (Rain, Rode, Dynamic, Dynamic Pro), phone connectivity, separate traction and wheelie control, self-cancelling winkers, in-built pannier lugs and gloriously simple screen height adjustment are all included for your £14,290. In addition, turn-by-turn navigation can be shown on the dash by downloading an app to your phone, and can also be used for music, phone calls and other distractions if you really must.

Stump up £16,220 for the TE model and your bike will also boast cruise control, scalding heated grips, two-way quickshifter with blipping whatsit, daytime running lights, cornering lights, keyless ignition and more. There’s no seat height adjustment, electric screen or Ducati-esque radar, but it’s an impressive package.

To increase your choice (or add to the confusion) there is also a raft of extra-cost options to apply to the base model.

Improve your BMW S1000XR specs with these packages

For example, there’s a Dynamic Package for clutchless gear changes, posh traction control, cruise and LED indicators.

The Sport package has a titanium exhaust and BMW three-colour race paint, while the Premium Package gets heated grips, pannier fastenings, GPS preparation (yes, even though the dash offers turn-by-turn guidance…), a centrestand and luggage gubbins. Plenty of racy HP bolt-on accessories as well, from sportier footpegs and forged wheels to a bundle of carbon fripperies.

You'll get a trio of paint schemes to choose from on the BMW S1000XR - black, red or the HP Racing red, white and blue.