2020 BMW F 900 R First Ride Review

[Hugh Janus]

BMW does top-tier motorcycles, oftentimes at the detriment of affordability to younger or first-time buyers. With the all-new F 900 R and F 900 XR middleweight models, however, it plans to change that by offering quality and performance you’d expect from the German manufacturer in user-friendly and cost-effective packages. All without cutting the corners you might expect in an entry-level motorcycle. Instead, these models carve them.

Basic engine architecture remains the same as the F 850 GS parallel-twin powerplant, though the F 900 sees an increase in cylinder bore by 2mm, bumping displacement to 895cc in comparison to 853cc. Likewise, the new powerplant sees additional tweaks, including a redesigned cylinder head for better flow, forged pistons, an increased compression ratio of 13.1:1, and updated fuel mapping. The result? A powerplant that BMW claims is worthy of 99 hp at 8,500 rpm. For reference, that’s 10 percent more powerful than the 90 hp BMW says the F 850 GS produces.

The BMW F 900 R enters the market as a capable middleweight naked at a competitive base price—just $8,995. (Kevin Wing /)

Opening the throttle of our F 900 R test unit uncovers a friendly, yet entertaining engine character, while sounding an intriguing exhaust note. Initial power delivery is impressively smooth, yet responsive, with the parallel twin making power readily available from 3,000 rpm. Midrange power comes on strong, offering an entertaining acceleration rate while shifting through its well-spaced-ratio six-speed transmission, but not as much to make the F 900 an instinctively rowdy machine—(cough) but with enough clutch work the Bavarian will quickly point its nose to the sky. The middleweight Beemer is a comfortable highway slogger too. Settling into a leisurely 75 mph, the engine smoothly churns along just under 5,000 rpm without irritating vibrations.

BMW’s 6.5-inch TFT dashboard is easily readable and intuitive with experience, not to mention a nice addition to an economical platform. (Kevin Wing /)

Motorrad fit the F 900 with an electronic rider aid suite that’s been derived from its more premium and technologically advanced models, meaning the F 900 is equipped with two selectable ride modes (Rain and Road) with preselected traction control, throttle response, and ABS settings. Modes are easily switchable via a push button on the right handlebar. The BMW’s large 6.5-inch TFT dashboard is a nice touch, and even allows smartphone connectivity via the BMW Motorrad Connectivity app—not what you’d expect to find on a sub-10 grand BMW.

Upgrading the F 900 R with one of several packages (Select is $1,000; Premium is $925; and Premium Tech is $1,850) offered by BMW will bring additional features, including the Ride Modes Pro option that adds Dynamic and Dynamic Pro riding modes. The former offers more direct but not overly sensitive throttle response, and less-intrusive ABS and traction control settings, while the latter allows customization of the rider aid settings to your preference. The Gear Shift Assist Pro add-on also allows wide-open upshifts and clutchless auto-blip downshifts under deceleration, while cruise control and heated grips are also available.

We put the performance of the BMW F 900 R under scrutiny on the winding roads of central California. (Kevin Wing /)

Both models—the naked R model and the adventure-oriented XR—employ the same steel-bridge frame and nonadjustable 43mm fork. Out back is a single shock, capable of adjustable rebound damping and a remote spring-preload adjuster. The XR model, however, receives an additional 1.4 inches of travel up front and 1.2 inches in the rear. BMW’s semi-active Electronic Suspension Adjustment (ESA) is available for both F 900 models, but requires the purchase of the aforementioned Premium Tech package.

Lifting the F 900 R off its sidestand shines light on its rather hefty 472 pounds measured on the Cycle World scales—for reference, a KTM 790 Duke weighs 414 pounds; yet its real-world handling characteristics prove that the motorcycle is light when in motion. This middleweight Beemer is light on its feet, comfortably carving the twisties and tackling side-to-side transitions quickly, and the OE-fitted Bridgestone Battlax S21 tires offer ample amounts of grip that are required for shredding.

Rear suspension on both models comes in the form of a single shock capable of rebound damping adjustment and variable spring preload via the remote adjuster. Upgrading the F 900 with the Premium Tech package (an additional $1,850) will equip the shock with BMW’s Electronic Suspension Adjustment among other features. (Kevin Wing /)

Suspension action was less impressive however, with the fork suffering from a lack of small-bump compliance and no available adjustment. The result is a motorcycle that consistently jostles underneath you when road conditions are less than ideal. But maybe it was my lightweight 145-pound stature, as heavier testers denied any similar issue, suggesting the fork could be oversprung for my weight.

Brembo four-piston calipers employed on the F 900 R provide adequate stopping power and good feedback at the lever. The cornering ABS intervened nearly unnoticed, only slightly pulsing at the lever under the hardest braking sections or panic situations. Steel-braided lines are a surprising touch for this budget-class competitor.

I was quite impressed with the F 900 R’s ergonomics, noting that its 32.5-inch seat height allowed my 5-foot-7 stature to easily reach the ground and help to navigate dense traffic flow. Similarly, a rather upright bar offers enough leverage for midcorner inputs, while combating against awkward wrist pressure on longer rides. The reach to the footpeg is aggressive enough to engage leg muscles in maneuvering the motorcycle underneath you, but still allows comfortable legroom.

The up-spec and up-priced F 900 XR slides itself into the middleweight adventure segment with longer-travel suspension and a half fairing. Pricing for the XR begins at $11,695. (Kevin Wing /)

So what about the XR model? What are the differences? The adventure-oriented model shares the same engine, frame, and most part numbers with the F 900 R, but receives changes aimed at tackling the occasional dirt road or long haul. The aforementioned suspension travel increase and accompanying 33.7-inch seat height add back-road sporting capability, while the larger 4.1-gallon fuel tank (compared to the 3.4 gallons of the R) slightly extends its range. Additionally, the XR model comes with a half fairing with a two-position windscreen that offers decent blast protection on the open road, as well as factory-equipped hand guards. Michelin Road 5 GT tires also replace the R model’s Battlax rubber, but are less impressive carving the same roads. Oh, and not to mention an additional $2,700 markup added to the R model. A steep offering for what’s offered? I think so.

The F 900 R is a worthy option for first-time buyers, while offering enough entertaining performance to hold as a final destination for some BMW buyers. (Kevin Wing /)

But at the base price of $8,995 for the F 900 R, you would be hard-pressed to find a motorcycle with a better blend of capable performance, user friendliness for less experienced riders, and value. What you get is a motorcycle of top-shelf quality that you would expect of BMW Motorrad, but at a price that requires a double take.

Despite a lack of small-bump suspension compliance, the BMW F 900 R is a performer in the corners via its lightweight handling and sticky Bridgestone Battlax S21 rubber. (Kevin Wing /)

SPECS

MSRP:	$8,995
Engine:	895cc, DOHC, liquid-cooled parallel twin; 8-valve
Bore x Stroke:	86.0 x 77.0mm
Transmission/Final Drive:	6-speed/chain
Claimed Horsepower:	99 hp @ 8,500 rpm
Claimed Torque:	67 lb.-ft. @ 6,500 rpm
Fuel System:	Electronic fuel injection
Clutch:	Multiple-plate wet clutch, mechanically operated
Frame:	Steel bridge
Front Suspension:	43mm inverted fork, nonadjustable; 5.3-in. travel
Rear Suspension:	Single shock, adjustable spring preload, rebound damping; 5.5-in. travel
Front Brake:	Brembo 4-piston radial-mounted calipers, dual floating 320mm discs w/ ABS
Rear Brake:	1-piston floating caliper, 265mm disc w/ ABS
Wheels, Front/Rear:	Cast aluminum; 3.50 x 17 in. / 5.50 x 17 in.
Tires, Front/Rear:	Bridgestone Battlax S21; 120/70-17 / 180/55-17
Rake/Trail:	29.5°/ 4.5 in.
Wheelbase:	59.7 in.
Ground Clearance:	N/A
Seat Height:	32.5 in.
Fuel Capacity:	3.4 gal.
Cycle World Measured Wet Weight:	472 lb.
Availability:	March 2020
Contact:	bmwmotorcycles.com

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