The 2022 F 900 XR is classified as an Adventure model by BMW. That categorization, according to some, takes artistic license with the meaning of adventure. Others see it as an insult to segment conventions. Regardless of where you stand on the issue, the XR is riding the rising ADV tide thanks to that moniker. The Bavarians have made a brave step, especially given that the F 900 XR shares almost no parts with its F 850 GS stablemate.
The GS trundles over the trail on a 21-inch front wheel, while the XR carves turns on 17-inch wheels. One preference is for an 853cc twin mated to a tubular steel space frame. The other has a bridge-type steel-shell unit surrounding its 895cc mill. The only resemblance between the two is lengthy legs, which are the only thing they have in common. Both bikes are completely different, from the tires to the tank, from tip to tail.
Because the XR’s closest relative, the F 900 R, is a member of BMW’s Roadster family. The F 900 XR’s genre-bending origins raise the question is it a naked bike on stilts or a road-restricted ADV? Can a slick tourer beat out the rough and tough throng, or does adventure begin where the road ends? I’ve finally found a solution after 2,000 miles in the saddle of the XR.
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What Does The New 2022 BMW F 900 XR Have To Offer?
The 2022 F 900 XR has an MSRP of $11,695. When compared to other ADV-adjacent tourers, the XR represents significant savings. In classic BMW fashion, though, only supplementary accessory packages unlock performance fundamentals like quickshifters or trip requirements like cruise control. The Premium and Select options from the company quickly improve Beemer’s capabilities, but they also raise the asking price to $14,990.
The Premium collection includes Dynamic Electronic Suspension (ESA), Gearshift Assist Pro, ABS Pro, and Headlight Pro from BMW. A tire pressure monitor (TPM) system, keyless riding, and center stand complete the package. When owners pay $2,400 for the Premium pack, Munich includes the Select add-ons for free.
The freebie is also not a throwaway compilation. It not only adds touring-friendly features like heated grips, GPS connectivity, and saddle bag mounting, but it also improves the electronics with engine braking control, traction control, cruise control, and Ride Modes Pro. Without the two additional kits, the F 900 XR would quickly become obsolete, especially in a category that ups the tech ante with each model year.
The range of travel-related tools paid instant returns on my almost 1000-mile excursion. The TPM system warned me about low tire inflation, and the cruise control made long interstate drives more bearable. Heated grips made early morning departures a no-brainer, and they kept me in the saddle even when the temperature dropped dramatically. Unfortunately, not all of the enhancements provided the same value for money. GPS connectivity, in particular, has proven to be a consistently disappointing feature.
Rather than using Google or Apple Maps, manufacturers frequently create their own GPS interface. BMW is one of these OEMs, and the brand’s Motorrad Connected app lacks a lot to be desired, especially in terms of versatility. After pairing a smartphone with the motorcycle’s system, the user must follow the Connected app’s path.
No, you cannot use Google Maps, Waze, or Apple Maps to find your journey. When linked to BMW’s proprietary mapping technology, the 6.5-inch TFT display solely relays turn-by-turn directions. That wouldn’t be such a bad thing if Connected could match its competitor’s dependability and innovation. Unfortunately, regular system changes make the app annoyingly unpleasant.
Connected requires two different map upgrades during five days. Both halted navigation and operations until I downloaded the required fixes. That’s a small issue when the user’s phone can connect to a Wi-Fi network, but even with 5G connectivity, my smartphone couldn’t download the crucial files completely.
Out of choices and on the go, I fully bypassed the XR ecosystem and linked my mobile to my helmet communication unit. The connection allowed me to listen to the peaceful sounds of Google’s navigation without being filtered by BMW’s system. After experiencing that Connected issue several more times, I gave up and reverted to my trusty pair. The Connected app’s flaws undoubtedly made my journey more difficult, but one lousy strudel doesn’t ruin the whole batch, and performance improvements compensated with kicks and laughter.
How Does The New 2022 BMW F 900 XR Perform In The Corners?
The F 900 XR keeps its 43mm USD fork even with the Premium Package. Surprisingly, BMW’s Dynamic Electronic Suspension (ESA) only helps the rear end. The low-cost update remains useful, with customers altering the rear wheel’s suspension action with the push of a special ESA button. The XR shifts from plush to performance; from cornering to comfort, thanks to two damping settings (Dynamic and Road) and three pre-load options (one-up, one-up w. baggage, and two-up w. luggage).
The ESA can do no wrong in touring applications. In Road mode, the only term that comes to mind is “cushy.” Dynamic mode loses little luxury while providing significant handling improvements. The XR waltzes around the esses with whimsy at a fair speed, but when you put some energy in its stride, the setup becomes a little footloose.
Under strong braking, the fork falls faster. At the corner exit, the rear squats even more deeply. Both concerns are present in the XR at slower speeds as well, but extra velocity simply exacerbates the situation. The teeter-totter-like ride also demonstrates the worth of the dual four-piston Brembo calipers. The initial bite is neither too harsh nor too soft, binding two dinner-plate-sized 320mm discs. The XR and its 482-pound curb weight are also brought to a halt by the progressive braking power.
However, the brakes, like the dynamic suspension, deteriorate under pressure. Fade not only appears early but also swiftly reduces stopping force and feel at the lever. The Brembos provide more than adequate braking performance in almost all conditions, but consumers seeking corner-carving thrills should avoid them. Combining a non-adjustable front end with a dynamic rear suspension system is akin to putting on a Prada bag and Payless shoes. It’s a faux pas, but it’s not a functional failure. Fortunately (or unfortunately), the same can be said of the engine of the F 900 XR.
What Are The 2022 BMW F 900 XR Specifications?
Here you can see the specifications of the 2022 BMW F 900 XR.
| FUEL CONSUMPTION-PERFORMANCE | |
|---|---|
| Fuel type | Premium Unleaded |
| Maximum speed | Over 124 mph |
| ENGINE | |
|---|---|
| Capacity | 895 cc |
| Type | Water-cooled 4-stroke in-line two-cylinder engine, four valves per cylinder, two overhead camshafts, dry sump lubrication |
| Rated output | 99 hp at 8,500 rpm |
| Max. torque | 68 lb-ft at 6,750 rpm |
| Bore x stroke | 86 mm x 77 mm |
| Emission control | Closed-loop 3-way catalytic converter |
| Compression ratio | 13.1 : 1 |
| Mixture control / engine management | Electronic injection |
| BRAKES-CHASSIS | |
|---|---|
| Rear wheel location / suspension | Cast aluminum dual swing arm, central spring strut, spring pre-load hydraulically adjustable, rebound damping adjustable |
| Front wheel location / suspension | Upside-down telescopic fork, Ø 43 mm |
| Suspension travel front / rear | 6.7”/ 6.8” (170 mm / 172 mm) OE suspension lowering kit: 5.9” / 6.0” (150 mm / 152 mm) |
| Frame | Bridge-type frame, steel shell construction |
| Caster | 4.1” (105.2 mm) |
| Wheelbase | 60” (1,521 mm) |
| Wheels | Cast aluminum wheels |
| Cast aluminum wheels | 60.5° |
| Tires, rear | 180/55 ZR 17 |
| Tires, front | 120/70 ZR 17 |
| Brake, rear | Single disc brake, Ø 265 mm, single-piston floating caliper |
| Brake, front | Dual disc brake, floating brake discs, Ø 320 mm, 4-piston radial brake calipers |
| Rim, rear | 5.50″ x 17” |
| Rim, front | 3.50″ x 17″ |
| ABS | BMW Motorrad ABS |
| POWER TRANSMISSION | |
|---|---|
| Gearbox | Constant mesh 6-speed gearbox integrated in crankcase |
| Drive | Endless O-ring chain with shock damping in rear wheel hub |
| Clutch | Multiple-disc wet clutch (anti hopping), mechanically operated |
| ELECTRICAL SYSTEM | |
|---|---|
| Battery | 12 V / 12 Ah |
| Alternator | Permanent magnetic alternator 416 W (nominal power) |
| STANDARD FEATURES |
|---|
| ASC |
| LED indicators |
| Windshield adjustment |
| LED headlight (low / high beam) |
| Adjustable hand brake and clutch levers |
| Windshield Adjustment |
| 6.5” TFT display with BMW Motorrad Connectivity |
| 12V socket |
| Riding modes Rain/Road |
| WEIGHTS-DIMENSIONS | |
|---|---|
| Width (incl. mirrors) | 33.9” (860 mm) |
| Length | 85.0” (2,160 mm) |
| Seat height, unladen weight | 32.5” |
| Inner leg curve, unladen weight | Standard Seat: 72.4”, High Seat: 73.6”, Low Seat: 70.7” |
| Height (excl. mirrors) | 52.0” – 55.9” (1,320 mm – 1,420 mm) |
| Payload (with standard equipment) | 483 lbs (219 kg) |
| Unladen weight, road ready, fully fueled | 482 lbs (219 kg) 1) |
| Usable tank volume | 4.1 gal (15.5 L) |
| Reserve | Approx. 1 gal (3.5 L) |
| Permitted total weight | 966 lbs (438 kg) |
How Does The New 2022 BMW F 900 XR Perform On The Road?
I don’t usually save the best engines for last, but BMW’s F twin tends to fly under the radar. The eight-valve, DOHC, 895cc parallel twin produces 99 horsepower and 68 pound-feet of torque. BMW places the power in the hands of the customer, with four Ride Modes Pro settings (Road, Rain, Dynamic, and Dynamic Pro) at their disposal.
That versatility appears to be essential on paper, but the Road, Dynamic, and Dynamic Pro modes are practically indistinguishable to the wrist. Each mode has a fine-tuned throttle response and a progressive power profile. The mill’s linear powerband, tame bottom end, and virtually non-existent top end, on the other hand, afflict all three modes. As a result, I kept the XR in Dynamic Pro mode for the vast majority of the time.
Without a power surge or torque kick to contend with, the XR is equally at ease tiptoeing through traffic as blasting down a straight. However, as soon as the XR reaches peak torque at 6,750 rpm, the bars buzz, and the pegs tremble. Vibrations enter the rider’s knees through the tank as the engine reaches peak horsepower at 8,500 rpm. Those tremulous contact points subside after a few upshifts, and thankfully, the rev bar only reads 4,250 rpm as the XR cruises at 70 mph in sixth.
Running the engine far higher than that, on the other hand, returned the powertrain’s vibrations. After a three-hour run, I was rewarded with tingling fingertips. Riders can easily prevent these effects by short-shifting and controlling the throttle. No, BMW’s practical parallel-twin isn’t as boisterous or elegant as its 900cc competitors, but that’s what makes the F 900 XR such an appealing alternative for commuters, tourers, and (dare I say) beginners.
Final Words
The 2022 BMW F 900 XR is about as attractive as a Swiss Army knife, but it’s just as functional and flexible. That isn’t to say it is without flaws, but the XR makes up for a lack of thrills with its approachable disposition. The Dynamic ESA sacrifices some cornering capability in exchange for maximum comfort. The 895cc parallel twin may not blow you away, but it provides plenty of overtaking power on the open road.
Even if you consider the F 900 XR to be a sport-tourer disguised as an ADV, it is suited for any road-dedicated adventure. Sure, the Premium and Select packages are required to get there, but the $14,990 price tag remains competitive in the category. No, the F 900 XR lacks trail-ready features, but it provides more than enough verve, tech, and comfort for limitless excursions on the paved path.