After a successful inaugural BMW Motorrad Days Americas last year, the event will return to Alabama for the 2024 Barber Vintage Festival on October 11-13.
The 2023 event, also held during Barber Vintage Festival, celebrated the 100th anniversary of BMW Motorrad. BMW motorcycle enthusiasts from across the country traveled to Barber Motorsports Park to enjoy the festivities, demo ride BMW motorcycles, and connect with other BMW riders.
“Last year’s celebration of the BMW Motorrad Days Americas at the Barber Vintage Festival was so much fun, there is no way we could not be back,” said Luciana Francisco, head of marketing and product for BMW Motorrad USA. “There is no better community than the global motorcycling community, and we could not ask for a better host than the Barber Vintage Festival. Seeing so many people, from so many different backgrounds, together, celebrating our passion for riding, is truly a special experience.”
The BMW Motorrad Days Americas will include the BMW Motorrad Fan Zone with new and vintage motorcycles, a kid zone, live music, a biergarten, and a great view of vintage racing on the Barber circuit. There will also be on- and off-road demo rides of the newest BMW models, like the R 1300 GS, F 900 GS, R 12, and CE 02.
“I couldn’t be more thrilled to announce the return of BMW Motorrad Days to the Barber Vintage Festival, said George Dennis, President of ZOOM Motorsports. “It’s a celebration of passion, performance, and the vibrant community that fuels our love for two-wheel adventures.”
Tickets for the Barber Vintage Festival will go on sale on May 21, and those who purchase event passes through BMW Motorad USA will access ticket discounts.
The BMW M 1000 XR blends elite levels of sportbike performance with a relatively comfortable riding position suitable for sport-touring duties.
BMW’s lineup of streetbikes is amazingly diverse, from single-cylinder roadsters all the way up to the supersized R 18 series, so there’s a Beemer for almost anyone. BMW’s all-conquering GS series attracts most of the headlines, but there’s another gem often hidden in the shadows.
BMW has packed 201 hp into this sub-500-lb package.
The S 1000 XR was one of the first sporty adventure-tourers on the market, eschewing off-road capability for street performance but with a longer-travel suspension than typical sportbikes. Introduced in 2015, the partially faired XR was based on the S 1000 R roadster using the mighty 999cc inline-Four from the S 1000 RR superbike.
The addition of winglets to the fairing provides reassuring downforce at high velocities.
BMW described the XR as an “Adventure Sport Bike,” while we see it as a high-performance sport-touring bike. Whatever term you prefer, the XR has been an outrageously fast way to carve up interstate maps with squiggly lines.
Monoblock brake calipers from Nissin provide impeccable braking feedback and power. Lightweight carbon fiber is used throughout the M 1000 XR when equipped with the M Competition package, including its fenders and wheels.
But when it comes to performance, there’s always a slice of the market that desires the utmost in speed, which is where this new M 1000 XR comes in. Boasting a seriously stout 201 hp, the M version of the XR takes the adventure sportbike theme to a stratospheric level.
A 6.5-inch TFT instrument panel supplies a variety of displays, including this Race view that shows traction control interventions and real-time lean angles.
“It’s like a racebike with benefits of a crossover,” BMW proclaimed at the M 1000 XR’s recent launch in Spain. Motorrad reps say it’s the lightest and most powerful crossover bike on the market, intended to rule the roost of bikes designed for long-distance high-performance.
Instruments are easily navigated by BMW’s Multi-Controller wheel next to the handgrip. Cruise control is standard equipment.
The S 1000 XR was also updated for 2024, gaining 5 hp to 170 ponies and now retailing for $18,190. But our focus was on the M version, the third M model from BMW Motorrad following the M 1000 RR superbike and the M 1000 R roadster. The S 1000 XR has a curb weight of 500 lb, 8 lb more than the M-XR.
The XR has this handy storage compartment built into its fuel tank, perfect for carrying the keyless-ignition fob and other small items while out on a ride.
Design | BMW M 1000 XR
The XR still has a vestigial beak at its nose like ADVs do, but that’s as close to an adventure bike as the XR gets. Instead of a big schnoz masquerading as a front fender, the M 1000 XR has MotoGP-like winglets along the sides of its fairing.
BMW says the wings generate 41 lb of downforce at the M-XR’s 171-mph top speed, dropping to 25 lb at 137 mph. Probably a negligible amount at highway speeds, but the wings could be helpful at trackdays, which are part of the XR’s design brief.
A trick set of billet aluminum foot controls is part of the M Competition package, which are adjustable for angles and toe lengths.
The bike’s twin-beam aluminum frame remains unchanged, but the powerplant bolted to it has undergone serious hot-rodding based on the M 1000 RR’s mill. BMW’s ShiftCam technology accomplishes the magical feat of maintaining optimal power at lower engine speeds while significantly boosting top-end output.
Below 9,000 rpm, the motor is directed by camshaft lobes optimized for operating at lower revs. At higher revs, two electromechanical actuators switch the intake valves over to a hotter cam lobe (more lift and different timing) in just 10 milliseconds. The result is favorable torque in low- and medium-speed ranges along with significant gains in peak power.
The M 1000 XR is the fastest comfy sportbike on the market.
Further aiding engine output are a set of variable-length intake ducts stolen from the M 1000 RR and M 1000 R, which switch to shorter ducts above 11,000 rpm. The redline takes a leap from the S 1000 XR’s 12,000 rpm to 14,600 rpm, a seriously high engine speed that is aided by lightweight titanium valves.
Of course, there is no such thing as an inexpensive 200-hp motorcycle. The M 1000 XR has a base price of $24,295, but it doesn’t have to stop there. Preface: Carbon-fiber wheels for a Ferrari 296GTB are a $33,748 option.
The M Competition colorway is a sure sign that this isn’t a tame adventure-tourer.
Ordering the M Competition package amps up the bike’s racy nature with a slathering of carbon-fiber trim, from a carbon ignition lock cover and cockpit trim to fenders, bodywork, and even a chain guard. The most expensive bits are the M Carbon wheels, which trim unsprung and inertial mass from the place where it makes the most difference on a motorcycle.
If you love carbon fiber (or buy Ferraris), the package’s $5,495 price might seem reasonable, and it also includes special billet footpegs, axle protectors, and a lap-timing GPS trigger. Curb weight gets shaved from 492 lb to 485.
The exhaust system ends in a titanium Akrapovic muffler, but most of the silencing is accomplished in chambers below the engine.
Comfortably Fast | BMW M 1000 XR
In front of our hotel in Spain was a lineup of M 1000 XRs in M Competition livery, a sinister black base peppered with blue and black accents. The overall look is visually arresting, even if it falls short of achieving pure aesthetic beauty.
Throwing over a leg, I was greeted by a relaxed riding position considering this bike’s performance potential. Despite its race-bred DNA, the M 1000 XR doesn’t compromise on rider comfort. The handlebar is within easy reach, and the M-branded seat feels plush. Front and center is a clearly readable 6.5-inch TFT display that can be connected to smartphones. The system’s complex capabilities are navigated by BMW’s innovative Multi-Controller wheel inboard of the left handgrip.
Firing up the XR, ears are greeted with a snarling exhaust note emitted by the tidy titanium Akrapovic muffler with a carbon cap. Most of the muffling takes place in a convoluted system of pipework placed under the engine. A quick blip of the throttle immediately sends revs soaring, a portent of fun times to follow.
Clutch pull is modest, and it barely needs to be bothered with thanks to a highly effective quickshifter that swaps cogs seamlessly. Despite the XR’s high-strung potential, it does a fine job of wading through city streets on the way out of town. Power is omnipresent no matter the engine speed, and the bike is easy to manage in tight spaces.
The M 1000 XR proved to be delightful when unwinding twisty roads, with a wonderful blend of agility and composure. And when the roads open up, 200 ponies will make other traffic disappear in its mirrors.
Next up was a highway stint that highlighted the XR’s comfort. The two-position windscreen is adjustable on the fly, and there’s a generous amount of space between the seat and the bars. The seat is fairly tall at 33.5 inches, which allows adequate legroom despite the high-set footpegs that enable dizzying lean angles without touching down. The M Competition foot controls also allow adjustments to fine-tune their fit for different riders.
In this environment, the “Road” ride mode delivers smooth throttle responses and a smooth ride from the semi-active suspension that has 5.4 inches of travel at both ends. Engine vibration is present but isn’t aggravating. Cruise control is standard equipment, and it operates flawlessly and can be set in 1-mph increments.
Ultimate Streetbike Performance | BMW M 1000 XR
After arriving in a rural area, the hilly, twisty roads ahead called for a different ride mode. I toggled to Dynamic, which sharpens the throttle responses and firms up suspension damping. Other modes available are Rain, Race, and three levels of Race Pro. I sampled the Race mode but eventually switched back to Dynamic, which suited me perfectly.
It was finally time to experience the power on tap from the M 1000 XR. Holy crap, this thing is fast! BMW says it can accelerate to 124 mph in just 7.4 seconds – that’s 1.3 seconds quicker than the S 1000 XR, partly due to the M’s shorter gearing. And if you’re brave enough to keep the throttle twisted past that speed, the acceleration forces barely diminish.
Fully up to the task of shedding big speeds are the M-XR’s brakes. I was initially disappointed to not see Brembo’s Stylema calipers, which are often found on premium bikes and are the best clampers I’ve tested. However, the XR’s monoblock Nissin calipers developed with BMW feel just as good as the vaunted Stylemas, with a firm lever and precise feedback. Very impressive!
The Dynamic Damping Control system transforms the suspension from touring-plush to sportbike-firm at the touch of a button. It takes cues from a 6-axis IMU to keep the bike settled regardless of how aggressively it’s ridden.
A high and wide handlebar and an adjustable windscreen (seen here in its lower position) provide more comfort than expected for a machine with this much performance.
And the M 1000 XR thrives when ridden aggressively. Its relatively high and wide handlebar encourages quick steering transitions, which are certainly aided by the ultra-lightweight carbon wheels. Its agility is exceptional, and once levered over, the sportbike-derived chassis remains steadfast while the suspension’s DDC continually adjusts and adapts to every situation.
Indelible | BMW M 1000 XR
On the way back to the hotel, I reflected on a particular section of our ride. We were untangling a seemingly endless series of twists and turns interjected with occasional straight sections that enabled room to rev out the engine and seamlessly bang a few shifts. I was having so much fun that I was literally grinning and giggling in my helmet.
The M 1000 XR’s extreme performance and unflappable composure made me think I was on one of the best bikes in the world for twisty roads. Its glorious motor provides acceleration that will take your breath away, and you’d think it was terrific even if you never revved it above 9,000 rpm. The M-XR has agility that will shame many sportbikes, and it has race-level braking power backed by cornering ABS.
And when it’s time to leave the canyons, the M-XR transforms into a relatively comfy touring bike. Riders are coddled with decent wind protection, a plush suspension, and amenities like heated grips and cruise control.
Whether unraveling twisty mountain roads or devouring miles on the open highway, the M 1000 XR offers an unrivaled combination of performance, luxury, technological sophistication, and immaculate attention to detail. Now I just gotta remember where I stashed that $30K wad I was setting aside for something special…
Pricing for the M 1000 XR starts at $24,990, but the desirable M Competition package ups the MSRP to $30,485.
The updated 2024 BMW F 900 GS adventure bike seeks to reinvigorate BMW’s middleweight platform. Upgraded from the F 850 now with a larger 895cc parallel-Twin that delivers 105 hp, a ready-to-ride low weight of 483 lb, a lower and more svelte profile, and upgraded suspension, the 2024 BMW F 900 GS just might be the best parallel-Twin adventure bike ever offered from the German company.
To see how the 2024 BMW F 900 GS performs, we travel to Málaga, Spain, for a full day of on-road and off-road riding. Watch the video below to see the F 900 GS in action, and read our full review here.
The BMW F 900 GS has received major upgrades for 2024, including a significant weight loss and a punchier engine. Photos courtesy BMW.
The adventure-bike market is the hottest segment in motorcycling, with new models being introduced every year. The middleweight ADV category has been dominated by Yamaha’s Ténéré 700 and KTM’s various 790/890 Adventure models, but new or updated models from Aprilia (Tuareg 660), Honda (XL750 Transalp), Suzuki (V-Strom 800), and Triumph (Tiger 900) are enticing riders to reevaluate their options.
Meanwhile, BMW has been selling mid-weight ADVs for almost two decades. The F 800 GS was introduced in 2009 but was often overshadowed by its boxer-powered bigger brothers, culminating in the recent glowingly reviewed R 1300 GS.
For 2024, BMW expects the new F 900 GS to draw a brighter light to its reinvigorated middleweight platform. After testing it on roads and on dirt, we can safely say this is the best parallel-Twin adventure bike ever offered from the German company.
The Brembo 2-piston caliper front brakes are merely adequate relative to its competition in the middleweight ADV class.
What’s New?
Quite a lot, actually. The F 850’s motor has been punched out to 895cc and now delivers 105 hp, up 10 ponies from the older mill. The former cast pistons have been cast aside for forged pistons that are 2mm larger than before.
Additionally, 31 lb of weight has been shaved off for this new iteration, now scaling in at 483 lb with its 3.8-gallon tank full. The fuel cell swaps steel for plastic to pare down about 10 lb, and a new Akrapovič muffler trims 3.7 lb. A lower tailsection trims another 5 lb, while the trellis steel frame remains unchanged.
BMW offers several seating options for the GS.
The F 900 GS also benefits from a lower and more svelte profile that eliminates much of the bulkiness of its F 850 predecessor. The bike not only looks smaller, its design language looks fresh and contemporary, aided by full LED lighting and rear turnsignals that serve double duty as brake lights.
The 6.5-inch TFT panel is a literal bright spot on the new F 900 GS.
The F 900 GS is well-equipped in its base form, with a starting price of $13,495. Standard equipment includes a six-axis IMU and two riding modes (Rain and Road), plus ABS Pro and Dynamic Traction Control. A vibrant 6.5-inch TFT display with smartphone connectivity is part of the package, as are hand guards, heated grips, an adjustable aluminum shift lever, and self-canceling turnsignals.
The 900’s suspension has been upgraded, now with a fully adjustable 43mm Showa fork holding a 21-inch front wheel. The rear damper includes adjustable preload and rebound damping to control bumps acting on a slightly lighter aluminum swingarm. Suspension travel is a generous 9.1 inches in front and 8.5 at the rear, resulting in a 34.3-inch seat height. An accessory low seat brings height down to 32.9 inches.
The GS’s 43mm inverted fork has full adjustability: preload, as well as compression and rebound damping.
BMW offers a similar but lower-spec (and more street-oriented) F 800 GS for only $10,495, with its 895cc motor downgraded to 87 hp, but it wasn’t available for testing. Also not tested was the Adventure version of the F 900 GS, which includes a 6.1-gallon fuel tank, Dynamic ESA, a luggage rack, and an aluminum bash plate. It has a starting price of $14,890.
Rebound damping can be adjusted by the gold knob ahead of the shock’s remote reservoir. Preload is adjusted hydraulically via a knurled handle on the other side of the bike.
Options Temptations
As is typical for BMW, there are a plethora of options for the F 900 GS. Ride Modes Pro supplies access to Dynamic, Enduro, and Enduro Pro rides modes, as well as Engine Drag Torque Control, which varies the amount of engine braking.
Then there’s the Premium Package that includes Ride Modes Pro, along with keyless ignition, an up/down quickshifter, tire-pressure monitoring, cruise control, and the long-lasting M Endurance Chain. It costs an extra $1,750.
The biggest improvement of BMW’s GS is found in its parallel-Twin powerplant that features a 10-hp boost along with improved torque. It includes BMW’s Active Knock Control that allows use of lower-grade fuels.
Riders who enjoy traipsing on dirt roads will be interested in the $1,495 Enduro Pro package, which includes Ride Modes Pro, fully adjustable suspension, the M Endurance chain, and a taller handlebar that is more comfortable for stand-up riding.
Other optional equipment includes protective bars, windscreens of various sizes, higher or lower seats, Intelligent Emergency Call, and a full complement of luggage options.
The windscreen seen on GS Trophy colorways is the GS’s standard-size screen, but the ones coming to the U.S. won’t have the smoked finish seen on these European-market bikes.
GS en España
BMW invited us to Málaga, Spain, to sample the F 900 GS, and in a coincidental twist, we stayed at the same hotel as during Triumph’s Tiger 900 launch just two months prior! It was illuminating to test these 900cc ADVs in the same area of southeastern Spain.
We first straddled Sao Paulo Yellow versions of the F 900 GS for a morning ride on some of Spain’s countless twisty roads. This “Passion” style colorway adds $275 to the price of the base GS, which has a black colorway. Our bikes had other options that raised their MSRP to $16,215.
The F 900’s parallel-Twin motor emits a rumbly note through its new Akrapovič muffler. Its crankshaft journals are offset by 90 degrees to create a 270/450-degree firing interval that sounds a lot like a 90-degree V-Twin. A pair of counterbalancers (one in front of and one behind the crankshaft) minimize objectionable vibrations.
The F 900 GS is fully capable of traversing unpaved trails. Hand guards are standard equipment, as are heated grips and adjustable hand levers.
Responses from this invigorated mill are much punchier than before. It pulls cleanly from as low as 2,000 rpm and builds to a meaty midrange that thrusts the Beemer forward with satisfying alacrity, aided by lower final-drive gearing. Torque swells in the 6,000-rpm range to its 68.6 lb-ft peak at 6,750 rpm then yanks harder on the way to its 105-hp zenith at 8,500 rpm.
For comparison, Triumph’s upgraded 888cc three-cylinder motor in the Tiger 900 cranks out 106.5 hp, while the output of KTM’s respected 890 parallel-Twin produces 103.6 ponies. It’s remarkable how closely the engines of these middleweight ADVs match up.
Dirt roads were tamed by the Metzeler Karoo 4 tires fitted for our ride. The rear sprocket now has 47 teeth instead of 44, lowering the overall final-drive ratio.
My 30-inch inseam was a little intimidated by the relatively tall 34.3-inch seat height, but it wasn’t a problem after my weight was aboard and the suspension compressed. The bike proved to be adept at navigating city streets on the way to mountain roads, with a light clutch pull and the assistance of the quickshifter fitted to our bikes.
The cockpit of the GS is pleasing to the eye, with an attractive 6.5-inch color TFT display front and center. It includes smartphone connectivity and can easily be navigated with BMW’s innovative Multicontroller wheel on the left grip. A 12-volt socket and a USB port ensure your devices will be charged while out on the road.
The F 900 GS proved to be very competent when bounding through the brush.
Riding on a highway section revealed a foible in the GS. Unlike the Tiger’s, the BMW’s windscreen isn’t adjustable. The accessory screen, which is 2 inches taller than stock, fitted to our test bikes induced buffeting on my helmet at higher speeds, and the lack of adjustability forced me to endure it. Any bike intended for travel should have a simple system for on-the-fly windscreen adjustments.
The GS proved to be remarkably adroit on the twisty sections of our ride. Turn-in response isn’t quite as brisk as on the Tiger due to the GS’s more relaxed steering geometry, with a 28-degree rake and 4.7 inches of trail, but the GS’s weight loss and its wide handlebar helps it carve corners adeptly. The 21-inch front tire (Bridgestone Battlax Adventure A41) slightly diminishes sporty front-end feedback, as is always the case, but not enough to inhibit acute lean angles. For what it’s worth, I was able to drag footpegs on the Tiger Rally Pro, but I didn’t on the BMW.
Cooperative throttle response allows riders to dial in the precise amount of wheelspin desired.
The long-travel suspension of the GS proved to be plush over various road surfaces, but several riders noted the rebound damping of the shock felt too loose, with the rear bouncing up excessively after hitting bumps. At a coffee stop, we all dialled in additional rebound damping on the shock, and the revised settings offered much better control. The shock’s spring preload is adjustable, but its compression-damping circuit is not.
The fully adjustable inverted fork performed well, but less impressive are the GS’s brakes. Up front are Brembo calipers, but they’re low-spec 2-piston units rather than 4-piston clampers that are typically employed on bikes in this price range. They offer plenty enough power to adequately slow the bike, sure, but they’re not up to the high standards of the class. Cornering ABS is a welcome safety feature that is included as standard equipment.
A revised handlebar arrangement places riders in a more comfortable posture while standing.
There were several opportunities on our ride to twist the throttle wide open and stretch speed limits. The newfound punchiness of the motor again impressed the seat of my pants, pulling hard enough to make me feel that a 1,200-plus-cc engine might be overkill for an ADV. Clutchless upshifts were clicked off smoothly, but snicking into lower gears without using the clutch was harsher than with the Tiger’s faultless transmission.
We were having so much fun unwinding Spain’s sinuous backroads on the GS that we didn’t want to bother stopping for lunch.
The F 900 GS feels very manageable when riding off-road.
Dirty Work
After some delicious tapas, we climbed aboard bikes in the GS Trophy colorway with BMW’s red and blue colors atop a white base coat, sure to be the likely choice for Beemerphiles. These bikes were fitted with knobbier Metzeler Karoo 4 tires better suited for the off-roading adventures in front of us. BMW’s cross-spoke wheels allow tubeless tires.
Like a well-engineered ADV should, the F 900 GS seems to shed weight when ridden off-road. Simply point it in the right direction and keep the throttle open, and it tractors up nearly any obstacle. While most of our off-roading was on non-technical terrain, we came across a few technical sections with rocks and hills that gave the GS a good test. Its suspension performed without complaint from the bike or its rider, and its punched-out motor again proved its worthiness in ADV situations, able to be lugged low in its powerband where optimum traction is delivered.
The taller accessory windscreen fitted to the bikes on our street ride induced buffeting. We wish the bike included a windscreen adjustment of some form.
I spent the entire afternoon with the bike in its Enduro Pro mode, which disables ABS at the rear tire and loosens the limits of traction control. Eventually, I switched off traction control completely, as I preferred my right hand to be fully in charge of managing traction.
The brakes that felt underwhelming on the street were nearly perfect in the dirt. They weren’t grabby or overly sensitive like some high-powered braking systems, shedding speed in precise and easy to control amounts. However, I felt the front ABS kick in on a rocky, technical downhill section, an unnerving situation. A ride mode with the name “Pro” in it should have looser parameters for ABS intervention.
Although intended to handle unpaved roads, BMW’s new GS also makes a capable sport-tourer.
On the way back into town, I was pleased that the standard-height windscreen eliminated the buffeting condition I felt at higher speeds with the taller screen. The narrow seat, however, was less pleasing, and I’d consider sourcing a different saddle if I was piling on hundreds of miles. On the plus side, a generous amount of steering lock makes the GS easy to maneuver in tight spaces, whether it’s dodging trees in a forest or Teslas in a crowded parking lot.
Best GS Yet?
Well, that would depend on what you want from a GS. The new R 1300 GS is magnificent and has a broader range of capabilities along with a more powerful engine. But after a short spin on a 1300 during a transit stage of our off-road ride, I preferred the 900’s relative agility and the way its rear tire grabbed for traction relative to the 1300’s shaft-drive arrangement.
We think the new GS looks much more attractive than the older one. The red subframe on the Sao Paulo Yellow colorway is a nice touch.
The F 900 GS faces stiff competition in the marketplace. The Tiger 900 Rally Pro is in some respects more appealing than the Beemer, with its engaging 3-cylinder engine, Brembo Stylema brakes, and adjustable windscreen. Combined with a larger fuel tank and a comfier stock seat, the Tiger is a worthy adversary.
But the BMW F 900 GS is appealing in its own right, flying the BMW flag high for aficionados of the brand. The Beemer is built in Germany, the land of technocrats and precision engineering, while the Tiger is produced in Thailand, for whatever that’s worth to ya.
For my money, on a per-dollar value, I believe the BMW F 900 GS is the best GS yet.
The new GS has a smaller and lower profile than the previous version. The new Akrapovič muffler looks sweet and is claimed to shave 3.7 lb.
Paul Yaffe’s BMW R 18 One Eight “C” is built on the BMW R 18 Transcontinental luxury touring cruiser.
Paul Yaffe of Bagger Nation has recently revealed his latest creation: the BMW R 18 One Eight “C” built on a BMW R 18 Transcontinental. This custom incorporates hot-rod appeal while remaining as authentically BMW as possible and joins Yaffe’s extensive list of customized bikes.
Yaffe is well-known to the custom motorcycle world. His bikes show up across the globe at various bike shows, rallies, and events, and he’s been awarded recognitions such as three “World’s Most Beautiful Motorcycle” awards from the Oakland Roadster Show and two “Builder of Year” and three “Trendsetter of the Year” awards from Easyriders Magazine. He was also inducted into the Sturgis Hall of Fame in 2015.
To get accustomed with the BMW R 18 Transcontinental, Yaffe rode more than 6,000 miles on one before getting started with the project. The BMW R 18 Transcontinental was introduced for 2022 as a luxury touring version of the company’s R 18 cruiser platform. It features the same 1,802cc “Big Boxer” opposed Twin as other R 18 iterations. The Transcontinental comes with a handlebar-mounted fairing, a passenger seat, locking hard saddlebags, and a top trunk with integrated passenger backrest – everything needed for racking up miles on cross-country trips.
Yaffe’s goal with this custom was to create a big-wheel bagger that retained as many original BMW parts as possible. The eye-catching 26 x 5.5-inch front wheel was commissioned and cut from solid aluminum, and the 180mm front tire is handmade. To accommodate the large front wheel, the frame was stretched and raked.
The R 18’s batwing-style fairing was cut into several pieces and restructured, and the steel front fender was made from scratch. The bike also features a chin spoiler that conceals the radiator and closes the gap between the fairing and the fuel tank. Also included is a set of Yaffe Monkey Bars.
In keeping with Yaffe’s goal to keep as many BMW components on the bike as possible, his team retained the saddlebag lids, latches, and speakers but included a new set of “skins” that create a stretched look. The team also extended the original rear fender by crafting a second R 18 fender.
Yaffe kept the original R 18 taillights and fitted them into handmade filler panels. He also included a spot for a license plate in the fender and stretched the side covers to cover more area and flow toward the saddlebags.
The R 18 One Eight “C” features air suspension with a Yaffe-designed air tank and distribution system. A frame under the saddlebags accommodates components of the air suspension. The team’s goal with the side pipes was to “preserve the distinct BMW feel” of the build. They kept the classic Boxer head pipes, removed the catalytic converters from the head pipes, and installed a perforated high-flow baffle system. They also included a three-step muffler system and a wide-open megaphone for a classic hot-rod sound.
The focus on the bike’s cosmetics was centered on elegance and simplicity. “We went to work perfecting all the fabricated body panels and smoothing everything to a glass-like finish,” said the Bagger Nation team. Painter Hector Martinez applied the gloss black paint for a timeless look, and Guys Upholstery created the oxblood red saddle and the dash console. Martinez matched the front calipers’ color to the saddle.
The BMW R 18 One Eight “C” will debut at the Motor Bike Expo in Verona, Italy, the weekend of January 19-21, 2024.
BMW has released details on two models that will replace the BMW R nineT: the BMW R 12 nineT and the new cruiser-styled R 12. The “12” in the names of these two models comes from their 1,170cc boxer Twin, and both bikes feature a new frame, new technology, and other updates.
The cruiser-styled 2024 BMW R 12
The R 12 nineT “classic roadster” carries on in the tradition of the R nineT with suitability for urban riding and a dynamic ride, while the R 12 features some different components and ergonomics designed for comfortable cruising.
2024 BMW R 12 nineT in San Remo Green Metallic
The two new models are powered by an air/oil-cooled 1,170cc flat-opposed Twin with DOHC, the same engine found in the R nineT. In the R 12 nineT, BMW claims 109 hp at 7,000 rpm and 85 lb-ft of torque at 6,500 rpm. For the R 12, it claims 95 hp at 6,5000 rpm and 81 lb-ft at 6,000 rpm. The engine redliens at 8,500 rpm.
Different from the R nineT, the 2024 R 12 models get a new airbox that is now integrated under the seat. Also new is the twin pipe exhaust system. The two rear mufflers on the left-hand side feature a reverse-cone cap design. On the R 12 nineT, the front muffler is chrome-plated, and the rear muffler is electro-polished. On the R 12, the front muffler is electro-polished while the rear muffler has a brushed finish.
2024 BMW R 12
Another big update from the previous R nineT is the new one-piece trellis steel main frame to replace the previous two-piece frame. BMW claims that this new frame weighs less and gives the R 12 models a cleaner look.
2024 BMW R 12 nineT
Both models feature cast light-alloy wheels, with 17-inch front and rear wheels on the R 12 nineT and 19-inch front with 16-inch rear wheels on the R 12. Both bikes also get dual 310mm brake discs up front with radially mounted 4-piston monoblock calipers and a single 265mm disc in the rear with a 2-piston caliper, and BMW Motorrad ABS Pro comes standard.
2024 BMW R 12 in Aventurine Red Metallic
The R 12 nineT has a wheelbase of 59.5 inches, a rake of 27.7 degrees, a trail of 4.4 inches, and a seat height of 31.3 inches. The R 12 features a wheelbase of 59.8 inches, a rake of 29.3 degrees, a trail of 5.2 inches, and a lower seat height of 29.7 inches.
Both new models also feature a new 45mm inverted telescopic fork, which is fully adjustable on the R 12 nineT. Rear suspension is provided by a Paralever swingarm with a linked shock with adjustable spring preload and rebound damping. Suspension travel front and rear is 4.7 inches on the R 12 nineT and 3.5 inches on the R 12.
2024 BMW R 12 nineT
These two new models also come equipped with plenty of tech and electronic rider aids. The R 12 nineT has three ride modes (Rain, Road, and Dynamic), and the R 12 gets two ride modes (Roll and Rock). These ride modes adjust throttle response and the equipped Dynamic Traction Control and Engine Drag Torque Control. Engine Drag Control works to prevent rear wheel slip when abruptly releasing the throttle or downshifting.
2024 BMW R 12
These models also come standard with a Keyless Ride function, with the key now only being needed for the steering lock and fuel cap. BMW’s Intelligent Emergency Call, which calls for help in case of an accident, is also included as standard on both models.
Adding to the list of technology available on the BMW R 12 models is new instrumentation. The R 12 nineT is equipped with two round analog gauges (speedometer and tachometer), a USB-C charging port, and a 12V socket. The R 12 gets only the speedometer. Control lights and a digital display are integrated into the speedometer on both models. The display functions as a scrollable menu on the R 12 nineT and displays gear and ride mode on the R 12. Riders can also choose to purchase the option Digital Display, which replaces the round analog units with a 3.5-inch TFT display. Both models also come with full LED lighting.
The optional 3.5-inch TFT display replaces the round analog speedometer on the R 12.
In addition to many standard electronic elements, the BMW R 12 nineT and R 12 offer several optional rider aids. The optional Shift Assistant Pro allows for clutchless shifting, and Hill Start Assist Pro holds the brakes when on a hill and releases the brakes when starting from a stop. Another option is Connected Ride Control, which allows for Bluetooth connectivity to a smartphone. From the BMW Motorrad Connected app, the rider can find vehicle data, riding dynamics data, weather info for the current location, and map navigation. The MotoMount is available as an option to allow for mounting a smartphone to the handlebar.
2024 BMW R 12 in Option 719
The BMW R 12 models will each come in three color options. The standard color for both models is Blackstorm Metallic. The R 12 nineT will also come in an optional San Remo Green Metallic, while the R 12 will be available in an optional Aventurine Red Metallic. Both models will be available in Option 719 colors. Pricing has not yet been announced, but BMW expects these models to arrive in dealerships during the first quarter of 2024.
With a pedigree that goes back 43 years to the original R 80 G/S, which introduced the Gelände/Straße (“off-road/road”) concept and started the adventure bike revolution, the R 1300 GS is new from the ground up. Only the butterfly valves and a few bolts and connectors carry over from the R 1250 GS.
The Ultimate Driving Museum of the BMW CCA Foundation in Greer, South Carolina, celebrates the 100th anniversary of BMW Motorrad with an exhibit titled “BMW Motorcycles: A Century of Innovation,” which runs through January 20, 2024.Over 57 rare and historically significant two- and four-wheeled motorcycle-powered vehicles are on display, taking the visitor on a historical tour from the very first 1923 BMW R 32 through the latest 2023 100 Years Edition motorcycles.
The exhibit highlights the world-leading technical innovations, racing victories, world records, and the pure passion that has driven BMW’s motorcycle division to this day.
In December 1922, BMW chief designer Max Friz put the first full-scale BMW motorcycle on the drawing board. At its heart was a 494 cc, 8.5 hp, air-cooled two-cylinder, four-stroke boxer engine. The first BMW motorcycle, the R 32, was unveiled in September 1923 at the German Motor Show in Berlin. Production began that same month in an area of the BMW engine works on the edge of the Munich’s Oberwiesenfeld airfield. Just 56 motorcycles were built that first year. Those humble beginnings of BMW motorcycle production launched an unprecedented success story that has spanned a century.
The BMW motorcycles on display at The Ultimate Driving Museum include a selection of prewar singles and boxer twins, postwar street and racing machines, including the 1938 R 51 Super Sport raced by Tim Reid in the 1939 Isle of Man TT, the world championship-winning 1958 Fath Kneeler sidecar racer, and Reg Pridmore’s 1976 AMA Superbike championship-winning R 90 S, plus a world-traveling R 80 G/S and other assorted rarities from the 100-year span of BMW Motorcycle history.
The Ultimate Driving Museum is located across the street from BMW Plant Spartanburg, the largest BMW Group production plant in the world, and just down the road from the BMW Performance Driving School and U.S. Rider Academy.
We logged nearly 300 miles during our two-day First Ride on the 2024 BMW R 1300 GS. (Photos courtesy BMW Motorrad)
On Sept. 28, 2023, BMW Motorrad celebrated the 100th anniversary of its first production motorcycle (the R 32) by unveiling the latest version of its best-selling motorcycle, the 2024 BMW R 1300 GS. With a pedigree that goes back 43 years to the original R 80 G/S, which introduced the Gelände/Straße (“off-road/road”) concept and started the adventure bike revolution, the R 1300 GS is new from the ground up. Only the butterfly valves and a few bolts and connectors carry over from the R 1250 GS.
The alpha and omega of adventure bikes. On the left, the 2024 BMW R 1300 GS Trophy. On the right, the 1980 R 80 G/S.
Development of the R 1300 GS started six years ago – two years before the R 1250 GS was introduced. Having squeezed as much as they could out of the existing platform, which started with the R 1200 GS introduced in 2004, BMW’s designers and engineers knew that taking the R-series GS into the future and maintaining its position in the market required a clean-sheet design.
The new 1,300cc boxer Twin is more powerful yet lighter and more compact. In this cutaway view, the gearbox that was moved from behind to under the engine is visible.
BMW R 1300 GS: New from Stem to Stern
The design objectives were to make the R 1300 GS lighter, more compact, more powerful, and more capable than its predecessor. The only thing that couldn’t change was the engine configuration; the new GS had to have a flat-Twin boxer, but nearly everything else about the engine is new. Displacement increased from 1,254cc to 1,300cc, achieved by a larger 106.5mm bore (up from 102.5) and a new crankshaft that shortened the stroke to 73mm (from 76). Peak horsepower increased from 136 to 145, peak torque increased from 105 to 110 lb-ft, and there’s more torque throughout the rev range, with more than 96 lb-ft available from 3,600 to 7,800 rpm (redline is 9,000 rpm).
The next-gen EVO Paralever front suspension gives the R 1300 GS better control on and off the pavement.
This illustration shows the new timing chain arrangement.
Like its predecessor, the new boxer has air/liquid-cooled cylinders, ShiftCam variable valve timing, and DOHC with four valves per cylinder. The cams are driven by a new timing chain arrangement, with the right cylinder’s timing chain in front of the cylinder and the left cylinder’s timing chain behind the cylinder. Helping achieve the increased power and torque result are revised cam timing, larger valves (44mm intake, up from 40; 35.6mm exhaust, up from 34), and a higher compression ratio (13.3:1, up from 12.5:1).
Enduro Pro mode is part of Ride Modes Pro that’s included in the optional Premium Package. For our off-road test, bikes were also equipped with accessory engine protection bars.
The R 1300 GS has four standard ride modes: Road, Rain, Eco, and Enduro. Optional Ride Modes Pro adds three additional modes – Dynamic, Dynamic Pro, and Enduro Pro – and the two Pro modes can be customized. Each mode has presets for various standard electronic functions, including throttle response, Dynamic Traction Control, cornering ABS Pro, Dynamic Brake Control, MSR (engine braking torque), and Hill Start Control Pro, as well as optional Dynamic Suspension Adjustment.
The base model R 1300 GS comes in Light White with a Sport windscreen. The bikes we rode were equipped with an electric windscreen (the first time offered on a GS) that’s part of the Comfort Package.
Claimed wet weight for the R 1300 GS is 523 lb – 26 lb less than the R 1250 GS. Despite the increase in displacement and power, the engine is nearly 9 lb lighter, while the entire powertrain is more than 14 lb lighter. A new lithium battery shed another 5.5 lb, and reducing fuel capacity from 5.3 to 5.0 gallons saved 1.8 lb. The gearbox was moved under the engine, which was made possible by reducing the number of transmission shafts from three to two. The more compact engine allowed BMW to package everything more tightly and better centralize mass. Even though the engine was moved up to accommodate the gearbox, the bike’s overall center of gravity and weight distribution have not changed.
This is the Trophy variant of the R 1300 GS, which features tubeless cross-spoke wheels. The white cast-aluminum subframe clearly shows the departure from the tubular-steel subframe used on previous R-series GS models. A sheet-metal main frame replaces the former tubular-steel unit.
As part of the GS’s tighter packaging, the previous tubular-steel space frame has been replaced with a precisely formed and laser-welded sheet-metal main frame that uses the engine as a structural component. The tubular-steel subframe has been replaced with a cast-aluminum subframe that is said to be lighter, stiffer, narrower, and more tightly bonded to the main frame. Since the weight of the rider, passenger, and luggage is carried by the subframe, the new design improves stability and riding dynamics.
This illustration highlights the EVO Telelever front and EVO Paralever rear suspension systems as well as the optional Dynamic Suspension Adjustment. Within the black reservoirs are secondary springs that allow different spring rates to be used in on-road and off-road modes.
For three decades, the R-series GS platform has used BMW’s proprietary Telelever front suspension system, which separates suspension forces from steering inputs. The Telelever uses a swingarm that connects the frame to the lower triple clamp through a ball joint. The fork’s stanchions slide within the tubes like on a telescopic fork, but the fork doesn’t control damping; that’s handled by a single central shock between the Telelever’s swingarm and the frame. The tops of the fork stanchions are connected to the handlebar plate via ball joints. As the suspension moves through its stroke, the swingarm moves through an arc, and the upper and lower ball joints compensate for the Telelever’s torsional movement.
As with all Telelever systems, front suspension damping is controlled by a central shock.
The R 1300 GS is equipped with the next-gen EVO Telelever system, which eliminates the ball joints atop the fork tubes and instead uses a metal flex plate between the handlebar plate and the upper triple clamp. The flex plate accommodates the Telelever’s torsional movement but does so with less friction and more stiffness than the ball joints. To further reduce friction, a radial spherical plain bearing connects the upper triple clamp to the steering stem, which is guided within the frame via a cylindrical roller bearing at the top and a deep-groove ball bearing at the bottom. There’s also an extra roller bearing for the ball joint that connects the Telelever swingarm to the lower fork bridge. Increasing the front wheel axle’s diameter from 0.2 inch to 1.0 inch contributes additional stiffness to the front end, and the new axle is 1.7 oz. lighter.
On the previous Telelever system, the tops of the fork tubes connected to the handlebar plate via ball joints. On the EVO Telelever above, the tops of the fork tubes end in caps and the tubes are firmly clamped by an upper triple clamp. The bolt below the right fork cap attaches to the new flex plate that handles torsional movement as the Telelever swingarm moves through its stroke.
There’s also a new EVO Paralever rear suspension. Moving the gearbox under the engine allowed the single-sided swingarm to be made longer for better traction (wheelbase has increased by only 0.2 inch). The EVO system has a stiffer connection between the rear shock and the frame, and the swingarm bearing is arranged off-axis to the rotation of the cardan shaft joint. The driveshaft has larger universal joints, and a longer rear-axle wheel stub makes it easier to remove and mount the rear wheel.
Through a combination of weight loss, chassis redesign, and suspension updates, the R 1300 GS handles fast, twisty roads better than its predecessor.
The optional Dynamic Suspension Adjustment not only electronically adjusts damping depending on suspension mode and conditions, it also automatically adjusts preload to compensate for varying loads. Within the front and rear shocks’ remote reservoirs are secondary springs that allows DSA to use different spring rates for on-road and off-road ride modes.
Two new suspension options are also available. One is adaptive vehicle height control, which lowers seat height from 33.5 to 32.3 inches and can be set to automatically adjust seat height or to stay at the low or high heights. In the other direction, sports suspension, which is designed for aggressive off-road riding, adds 0.8 inch of front/rear travel and firmer damping.
The R 1300 GS has a sharper, more aggressive profile than the R 1250 GS.
With its sharper beak, more integrated bodywork, and new frame and subframe, the styling of the R 1300 GS is a radical departure from the R 1250 GS, so much so that initial reactions were mixed when we posted an announcement online. While styling is highly subjective, the new GS is best appreciated in person; photos don’t do it justice, and I count myself as a fan of the new look.
Replacing the previous asymmetrical headlight is a new X-shaped matrix with LED daytime running lights on the outside and high/low beam in the center. The optional Headlight Pro adds a cornering function.
The R 1300 GS has a more aggressive and aerodynamic profile, with a flatter tank and a slimmer tailsection. Perhaps most controversial of all is the centralized X-shaped headlight that replaces the asymmetrical headlight that’s been a signature GS styling element for many years. The new design was guided in part by new homologation requirements but also by a desire to create a distinctive new look that will be instantly recognizable.
Riding the BMW R 1300 GS
We spent two days riding the R 1300 GS on- and off-road for nearly 300 miles at the global press launch in southern Spain. Over the past 15 years, with thousands of miles ridden on intros, road tests, and nearly a dozen overseas tours, I’ve logged more miles on BMW R 1200/1250 GS models than any other motorcycle. Hands down, the R 1300 GS is the best GS yet. The traits that the boxer-powered GS are known for – engine character, balance, comfort, and versatility – are better than ever. It looks and feels much slimmer than before, and the increased power and torque are impressive.
Our off-road test was brief, but it provided a favorable first impression of how the R 1300 GS handles on rocky, uneven terrain.
Thanks to the stiffer chassis and new EVO Telelever/Paralever suspension, the R 1300 GS feels more stable both on-road and off-road, yet its steering is lighter and sharper. Whereas the previous Telelever setup offered responsive handling but muted feedback, the EVO Telelever sends clearer signals to the rider through the handlebar.
During our off-road test, we rode the Trophy variant of the R 1300 GS with cross-spoke wheels and Metzeler Karoo 4 tires. Balanced and predictable low-speed handling has long been a hallmark of boxer-powered GS models, and the R 1300 GS chugged along happily on singletrack gravel trails and wooded paths. At higher speeds up and down an unpaved road covered in fist-sized rocks, the GS improved upon what it’s known for: handling better off-road than a bike of its size should. Standing on the pegs felt very natural thanks to the slimmer tank and midsection and 1.2-inch-taller handlebar.
With a taller handlebar and a slimmer midsection, the R 1300 GS is well-suited to stand-up riding.
Our off-road test was no more than 10 miles total, primarily just a photo opportunity at an enduro park in a former rock quarry. We made fast runs on gravel, slow runs on rocky singletrack, and chugged up a rocky road to a vista high above the Mediterranean coast – enough for a taste test but certainly well short of a full meal. We’ll have to wait until we get a test bike to do a more thorough assessment of the bike’s off-road prowess.
Dynamic Pro mode was our preferred setting for attacking twisty backroads.
On-road is where we logged most of our miles, everything from freeways to traffic-choked city roads with slippery roundabouts to a 10-course meal of backroads that snaked from the coast up into the mountains and back down again. The GS was responsive and easy to handle in all conditions, but it really came alive on tight, twisty roads in the Sierra de las Nieves range. I was able to push harder with more confidence, especially with the firmer suspension damping in Dynamic Pro mode.
Because the EVO Telelever front suspension is stiffer, it is more stable and also communicates more feedback to the rider.
The added power and torque allow the R 1300 GS to launch forward quickly with a flick of the wrist in almost any gear or rpm, yet the bike doesn’t feel edgy or aggressive. The revamped boxer runs more smoothly, which long-distance touring riders will appreciate. Whether light pulls on the lever or hard squeezes, the GS slows down with precision and power, enhanced by the electronic wizardry of cornering ABS and semi-active suspension.
The R 1300 GS has a more slender tank and midsection, which opens up the cockpit. The tank is also flatter (and 0.3 gallon smaller), and the gray section is padded upholstery that acts like a continuation of the seat.
Not only does the new GS handle, accelerate, and stop better than the R 1250 GS, it’s also more comfortable. At 33.5 inches, its nonadjustable seat height is the same as the low position on the 1250. I’m 6-feet tall with long arms and a 34-inch inseam, and the ergonomics of R-series GS models have always suited me. The 1300’s taller handlebar opens up the rider triangle, which I found agreeable whether seated or standing. We tried two different windscreens, the short Sport windscreen and the electrically adjustable windscreen with side deflectors, and both managed airflow well, the latter providing more protection at any height.
BMW R 1300 GS: The Every Bike
State-of-the-art technology has always been an important aspect of the GS. The R 1300 GS has more standard features than before, including the electronic rider aids listed above along with a 6.5-inch TFT with connectivity, tire-pressure monitoring, heated grips, cruise control, handguards with integrated turnsignals, Keyless Ride, a 12V socket, and a smartphone charging compartment with a USB port.
2024 BMW R 1300 GS Triple Black
Since the R 1300 GS is the continuation of its best-selling model line, BMW Motorrad tried to ensure that almost any customer preference will be satisfied. Four model variants are available:
The base model R 1300 GS has a Sport windscreen and a 33.5-inch seat height, and it comes in Light White with a two-tone black/gray two-piece rider and passenger seat.
The Triple Black variant has a black-on-black color scheme, an electric high windscreen with side wind deflectors, comfort seats, comfort passenger footpegs, and a centerstand.
The Trophy variant has a red/white/blue Racing Blue Metallic colorway as well as a high rider’s seat (34.2 inches) and a Sport passenger seat that give the appearance of a one-piece rally seat.
The Option 719 Tramuntana variant has an Aurelius Green Metallic paint scheme and special finishes, a gold anodized handlebar, cross-spoke wheels with gold rims, and a rear luggage rack.
2024 BMW R 1300 GS Option 719 Tramuntana with optional Vario luggage, which now has internal lighting
There are three options packages:
The Premium Package adds lean-sensitive Headlight Pro, Dynamic Suspension Adjustment, Shift Assistant Pro, Riding Modes Pro, Sport Brakes, Central Locking, preparation for navigation, a chrome-plated exhaust manifold, Vario side and top case mounts, handguard extensions, and the new radar-enabled Riding Assistant, which includes Front Collision Warning, Active Cruise Control, and Lane Change Warning.
The Comfort Package adds an electric high windscreen, a centerstand, a Comfort passenger seat and footpegs, and a luggage rack.
The Enduro Pro Package adds handlebar risers, engine protection bars, an enduro aluminum engine guard, short enduro handlebar levers, GS adjustable rider footpegs, an exhaust mount for single seat, adjustable foot brake and gearshift levers, large frame guards, and narrower turnsignal stalks.
The left switchgear still includes the excellent Multi-Controller wheel. Above the menu button is a new “burger” button (that’s what the icon looks like) that works in conjunction with the up/down rocker switch to assist with menu navigation.
And there are more than 60 individual options and accessories. Depending on how the R 1300 GS is configured, there are seven seat heights to choose from ranging from 31.5 inches to 35 inches. There are four different suspension options to choose from: Series (manual adjustment), DSA (Dynamic Suspension Adjustment), DSA + Sport Suspension, and DSA + Adaptive Vehicle Height Control. There are different windscreens, footpegs, levers, protection bars and guards, wheels, and a dizzying area of luggage options.
The new look may take some getting used to, but this is the best GS yet.
By completely overhauling the R-series GS platform, BMW Motorrad risked alienating some of its core customers and possibly jeopardizing sales of its flagship motorcycle. But it’s also no surprise that the most powerful, capable, and sophisticated R-series GS made its debut during BMW Motorrad’s 100th anniversary. It’s the perfect motorcycle to carry the marque into its next century.
BMW Motorrad has announced the release of two long-distance sportbikes for 2024. The updated 2024 BMW S 1000 XR offers increased engine power, improved ergonomics, design refinements, and expanded standard features. The new 2024 BMW M 1000 XR, which was first teased in June 2023 as a prototype, is a bike that BMW says is designed to “meet the highest demands, from dynamic riding on winding roads to long-distance touring and to time spent on track.”
The new S 1000 XR shares the S 1000 RR’s liquid-cooled 999cc inline-Four with DOHC and 4 valves per cylinder mated to a 6-speed gearbox, optimized Shift Assist Pro, and a slip/assist clutch.
Compared to its predecessor, claimed power has been increased by 5 hp to 170 hp as a result of the flow-optimized geometry of the intake runners and customized engine mapping. Peak power comes at the same 11,000 rpm, and the maximum torque generated also remains at 84 lb-ft at 9,250 rpm.
The S 1000 XR comes with Dynamic Traction Control, Dynamic Brake Control, Dynamic ESA, Dynamic Engine Brake Control, and Ride Modes Pro. Stopping power still comes from dual 4-piston fixed calipers grabbing 320mm discs up front and a single floating caliper and 220mm disc in the back. Integral ABS is standard, and Race ABS is linked to the ride modes. The 43mm inverted fork and rear shock have been optimized to provide a more sensitive and comfortable ride and they offer 5.9 inches of travel front and back.
From an ergonomic standpoint, the seat of the S 1000 XR has been completely redesigned. It now offers an extra 0.4 inch of seat height (33.5 inches) and provides more space by increasing the usable length and width of the seat, allowing for better adjustment of the seating position depending on the riding conditions. A total of three different seat heights are available. The handlebar clamp has also been redesigned.
The new S 1000 XR comes with an expanded standard equipment list, including Headlight Pro with an adaptive turning light. Keyless Ride and a 12 Ah capacity battery are also now standard features. Additionally, the new BMW S 1000 XR is equipped with a standard USB charging socket. Other updates include the standard Intelligent Emergency Call feature, the option to equip the S 1000 XR with the M GPS Laptrigger, and the availability of M Carbon wheels.
The new S 1000 XR also benefits from redesigned visual elements, including new side panels and air intakes on the rear section. Additionally, the radiator trim now has a textured surface, and the previously black-colored “beak” front fender is now painted in body color.
2024 BMW S 1000 XR in Light White
2024 BMW S 1000 XR in Blackstorm Metallic 2
The 2024 S 1000 XR comes standard in Blackstorm Metallic 2, Gravity Blue Metallic, or Light White / M Motorsport starting at $18,190. It’s available with the optional Premium Package and M Package as well as numerous individual options and accessories.
2024 BMW M 1000 XR
2024 BMW M 1000 XR in Light White
At the end of 2018, BMW Motorrad introduced the M model range strategy for motorcycles and has been offering M special equipment and M performance parts since. The BMW M 1000 XR follows the M 1000 RR superbike and the M 1000 R roadster, introduced in 2020 and 2022 respectively.
“Based on the current S 1000 XR and S 1000 RR, the product substance of the M 1000 XR – M XR for short – has been tuned to meet the specific requirements of a long-distance sports bike,” said Dominik Blass, M 1000 XR product manager. “The riding dynamics speak for themselves, both on the country roads as well as on the track and on long-distance journeys.”
The new BMW 1000 XR uses the liquid-cooled 999cc inline-Four with DOHC, 4 valves per cylinder, and throttle-b-wire adapted from the M 1000 RR that makes a claimed 201 hp at 12,750 rpm and 83 lb-ft at 11,000 rpm. The M XR engine also uses BMW ShiftCam technology for an increase in torque and pulling power in the low and medium speed range with simultaneous gain in peak power. The new M XR engine offers almost the same high torque range in the lower and middle ranges as the previous S 1000 XR engine but with the same peak power as the RR. The engine is mated to a 6-speed gearbox with a slip/assist clutch.
In the rev range above 10,000 rpm, which is relevant for supersport riding as well as for use on the track, significant improvements have been made over the engine of the S 1000 R. In the range from 10,000 rpm to 12,000 rpm, noticeably more horsepower and torque, and thus acceleration power, is available.
Increased rear wheel pulling power in all gears is also provided by a shorter secondary gear ratio through the use of a sprocket with 47 teeth (compared to 45 teeth on the S 1000 XR). In addition, 4th, 5th, and 6th gear ratios are shorter compared to the S 1000 XR.
The M XR engine is also equipped with variable intake runners. The length of the intake runners is varied in two stages by a map-controlled servomotor mounted on the airbox. At a speed of 11,000 rpm, the short intake paths favorable for achieving maximum power are opened.
BMW Motorrad’s developers pursued the overriding goal of further enhancing the new M XR in terms of power and torque delivery compared to the S 1000 XR, while at the same time significantly reducing weight for the new exhaust system. It features two three-way catalytic converters and a more steeply angled titanium rear muffler with a carbon end cap.
The new M XR features four ride modes – Rain, Road, Dynamic, and Race – as standard, as well as the additional Race Pro 1, Race Pro 2, and Race Pro 3. The latest generation of the standard Dynamic Traction Control (DTC) with a 6-axis IMU and fine adjustment has four fixed basic settings for the respective riding modes, as well as the adjustable DTC wheelie function. In the Race Pro ride modes, fine adjustment (+/- Shift) is available.
As standard, the new M XR features three throttle maps that are linked to the ride. The newly added third throttle map – Direct Throttle Response – with a very steep gradient for particularly spontaneous response, is configurable in Race Pro modes. As a further component, Engine Brake mode in Race Pro modes offers adjustability of the engine drag torque in overrun mode.
The 2024 M 1000 XR also offers Launch Control for race starts, Pit Lane Limiter for keeping to given speeds in the pit lane, Brake Slide Assist when brake drifting, and Hill Start Control Pro for comfortably starting off on inclines.
The suspension and chassis of the new M XR are based on the S 1000 XR with the aluminum bridge frame as the centerpiece. It is a welded construction consisting of four gravity die-cast elements and integrates the engine, which is inclined forward by 32 degrees, as a supporting element. The frame was designed to transmit power directly to the engine structure via the shortest possible paths. The frame, known as the “Flex Frame” due to the optimal interaction of the main frame, rear frame, and swingarm, offers further advantages due to its very narrow design.
When designing the suspension of the new M XR, BMW says the aim was to realize both the best possible lap times on the track and an exceptional riding experience on country roads. The M XR features a 45mm inverted fork with an adjustable steering damper, an upper fork bridge with an elaborately milled-over handlebar clamp, and a more front-oriented black aluminum tubular handlebar with lasered “BMW M XR” lettering.
The new M XR is equipped with the electronically controlled Dynamic Damping Control (DDC) suspension as standard. The basic settings of the DDC are linked to the ride modes. In Rain and Road mode, the DDC’s tuning focus is on compliant damping and can thus be described as sporty-comfortable. The Dynamic mode is intended for very smooth roads, and in the Race mode, the basic damping is increased for track use. In the Race Pro modes, the individually adjustable Race DDC damping characteristic optimally supports track riding and provides an even firmer damper setting. DDC is also able to take into account how much load the bike is carrying, and a new feature of the M XR’s DDC is the additional adjustability of the fork preload. Suspension travel is 5.4 inches front and rear.
The fork legs have also been modified to accommodate the new M brake calipers. The M brakes were developed directly using the experience gained with the racing brakes on BMW Motorrad factory racing machines in the Superbike World Championship. The development of the M brakes incorporated all of BMW Motorrad’s previous findings, including those from customer sport and from the ABS track functions. Front braking comprises M-design dual 4-piston fixed calipers biting 320mm floating discs. At the rear wheel, a single-piston floating caliper in M design grabs a 265mm disc.
The new M XR is equipped with lightweight forged aluminum wheels as standard, with the very low weight M Carbon wheels (3.3 lb lighter) available as part of the M Competition Package.
In addition to drive and suspension technology, aerodynamics was also a key item in the specifications for developing the M XR, which was given winglets on the front side panels with the aim of achieving faster lap times on the track and the best possible riding stability at high speeds. The additional front wheel load that results from the winglets counteracts the wheelie tendency during acceleration, the traction control system has to regulate less, more drive power is converted into acceleration, and the rider achieves a faster lap time.
The 6.5-inch TFT instrument cluster of the new M XR is essentially the same as the M RR, with four screens. The Pure Ride screen provides all the necessary information for normal operation on the road, while the three Core screen displays are designed for the track and provide a corresponding range of information. In addition, the rev counter is displayed here both in analogue form (Core 1 and 2) and in the form of a bar graph (Core 3).
In addition to the digital display of speed, rpm, selected riding modes, settings for ABS Pro and DTC, as well as the menus, detailed information about vehicle dynamics, chassis behavior, etc. is available.
The electrics and electronics of the new M XR are based on the proven systems of the S 1000 XR. However, the M XR has a battery weighing only 2.8 lb. It also features a USB charging socket installed at the rear of the vehicle as standard, as well as electronic cruise control and heated grips.
The 2024 BMW M 1000 XR comes in Light White or Blackstorm Metallic starting at $24,990. Optional upgrades include the M Competition Package and various individual options and accessories.
