Copy and Paste from the F 900 R

Let’s get the elephant out of the room. Yes, the F 900 XR is closely related to the F 900 R,in fact, underneath the sculpted fairing and longer legs lies the same 895cc parallel twin engine, punching out a solid 105 hp at 8,500 rpm and 92 Nm of torque at 6,500 rpm. It’s a setup that doesn’t scream for attention, but one that keeps delivering a meaty surge in the mid-range. This isn’t a high-revving screamer; it’s a torque-rich brawler, best between the lights or blasting out of an uphill garden curve. Manufactured by Loncin under BMW’s watchful eyes, the engine carries over its proven reliability from the F 850 GS but gets that extra stroke and compression to really lean into its road-focused duties. From ignition, the bike has that muted purr typical of Euro-5 compliant motors. But twist the throttle and it builds power cleanly, without any drama. You feel that instant tug at your arms, not abrupt but progressive, like it wants to go the distance with you, not run away ahead. That’s the character: refined aggression.

Small Changes to the F 900 R Setting – New Bike

The moment I swung a leg over the XR, it was clear this wasn’t just a restyled F 900 R with longer springs. The whole rider triangle is redrawn. The handlebars are higher by 30mm and set further back by 85mm, giving you a more upright command. Pegs are dropped and moved forward, and the stock seat, at 825mm,places you with enough height to peer over traffic or, in my case, gaze over hedgerows and rose gardens. In Cubbon Park’s narrow cobbled sections, this stance paid off. The elevated posture felt perfect. I wasn’t hunched; I was surveying. The maneuverability, helped by a slightly reduced trail (105.2mm) and only marginally longer wheelbase (1,521mm), gave the XR a light-footed grace. With a ready-to-ride weight of 219kg, it doesn’t feel top-heavy, the kind of weight that disappears once you’re rolling. Where the F 900 R feels like a street boxer, the XR adopts more of a martial artist’s grace. The Michelin Road 5 GT tires fitted here, compared to the Bridgestone S21s on the R, gave supreme grip on the slightly damp early-morning terrain. Wet leaves? No problem. Slight gravel patches? Handled. Even the larger 15.5-liter tank (2.5 liters more than the R) added that hint of touring promise, enough to stretch your range by a neat 50km. That matters when you want to stretch your Sunday rides beyond the city’s edges.

Sports Trips

I didn’t need to wait for the open road to appreciate how sharp the XR can be. Even zipping around tight tree-lined paths, there was something surgical about the way it changed direction. The suspension,170mm travel at the front, 172mm rear, is plush without being vague. Hit a speed bump or garden curb and the XR just soaks it up, no protest, no upset. I opted for the high seat variant at first, but midway I swapped to the standard seat height. That little change alone made a big difference to wind deflection. With the windshield in its higher position, I still faced some turbulence at forehead level (I’m 6’1″), but nothing unbearable. It’s the kind of turbulence you start noticing only after 100 km/h anyway, and you can always throw on an aftermarket spoiler. The Brembo brakes? Brilliant. No dive, no drama. They clamped hard when needed, and in the twisty uphill segments past the bamboo groves, they offered feedback that made me trust every lever pull. No surprises. And that’s the XR’s biggest trick, it keeps surprising you with how composed it feels when pushed. Yes, 105 hp isn’t going to chase down S 1000 RR riders. But it doesn’t have to. In every usable way, it’s fast. That midrange surge is potent and incredibly usable, exactly what you want for real-world sport touring.

Far-Sightedness Even at Night

It’s easy to overlook lighting tech until the sun dips. But I had to test it. So, a couple of loops around the darker interior paths of the park gave me a taste. The XR’s adaptive LED headlights with cornering function (optional Headlight Pro) are magic. At 10 km/h and even slight lean angles, the bike throws extra light into corners. It’s not a gimmick, it’s genuine safety. When you’re riding unfamiliar routes, especially hilly switchbacks or dark forest sections, this becomes indispensable. For me, this was the unsung hero of the ride. The light never scattered. It followed the lean, making my path clear even around blind curves behind the bandstand or as I weaved under low-hanging banyan limbs. It didn’t just light the way. It extended my confidence.

Technical Specification

Feature	Details
Engine	895cc water-cooled twin-cylinder, 4-stroke
Max Power	105 hp @ 8,500 rpm
Max Torque	92 Nm @ 6,500 rpm
Frame	Steel bridge frame, engine load-bearing
Front Suspension	43mm USD fork, 170mm travel
Rear Suspension	Aluminum swingarm, 172mm travel, adjustable
Front Brakes	Dual 320mm disc, 4-piston Brembo radial calipers
Rear Brakes	265mm single disc, single-piston caliper
ABS	Standard (ABS Pro optional)
Tires	120/70 ZR17 (F) / 180/55 ZR17 (R) – Michelin Road 5 GT
Curb Weight	219 kg
Fuel Tank	15.5 liters (3.5L reserve)
Seat Height	825mm (options: 775 to 870mm)
Display	6.5” TFT with Bluetooth connectivity
Lighting	Full LED with optional adaptive cornering lights
Riding Modes	Rain / Road (standard), Dynamic / Dynamic Pro (optional)

Conclusion

The BMW F 900 XR isn’t just a smaller sibling of the S 1000 XR. It’s not trying to be an all-conquering ADV either. What it is, unmistakably, is a purpose-built sport tourer that bridges naked aggression with long-haul comfort. It has the bones of a roadster and the attire of an adventurer. It surprised me not just with its handling and precision, but with its usability. It’s the kind of motorcycle that adapts to your mood. You can cruise. You can carve. You can commute. You can escape. And maybe that’s what makes it brilliant. For me, looping around Cubbon Park’s serene green underbelly on a machine that balances sport and sensibility so effortlessly, that was the real joy. It made me want to keep riding. Not just out of the city, but out of the ordinary.