2024 BMW S1000XR review | Power, comfort, equipment upgrades
The second-generation BMW S1000XR didn't need to reinvent the wheel. Launched five years earlier, the original bike (2015-2019) quickly came to define the sports adventure motorcycle class, packaging a retuned S1000RR superbike engine and frame with long-ish travel suspension, adventure bike usability plus decent weather protection and comfort. What’s not to like about a practical distance-ready 160bhp jacked-up sports bike?
But while the recipe for the 2020-on model is similar, the XR is actually almost entirely new. The inline-four 999cc engine is the latest powerhouse from the most recent S1000RR (minus its ShiftCam variable valve timing) and it features the RR’s more feel-some ‘FlexFrame’ as well. Weight is down, running gear is revised, semi-active suspension is standard, electronics are updated, and there are revisions to the riding position and looks.
The S1000XR’s ability to slice across the country in a relaxed manner but with ban-inducing speed is amazing. You can ride it faster than the donor sports bike, as the riding position gives better control, is less tiring and makes overtaking easier, especially with the added midrange from the XR-spec engine. It feels refined and complete, a motorcycle in its own right rather than a gap-filling bitsa, with an impressive standard spec for the £14,290 base model (2021 price). Another two grand gets you the TE with a full quota of bells and whistles.
It’s not a proper adventure bike, though. Only a swivel-eyed headcase would consider taking the BMW on anything rougher than a recently raked gravel drive, and though comfort and sophistication are better than the early version it doesn’t have the luxury of more touring-biased rivals like the sumptuous Kawasaki Versys 1000, remarkable Ducati Multistrada V4 S or its sibling rival, the ubiquitous R1250GS. The S1000XR’s aggressively sporty nature can become a little tiresome on day-long rides, too.
Equally the BMW isn’t as day-to-day friendly as its younger brother, the F900XR. The smaller twin-cylinder version is slower, has less outright handling and is far less of a statement, however for us normal folk the 900’s remarkable ease of use, economy, confidence-boosting feel and far lower price tag have serious appeal.
Then again, BMW weren’t trying to create a knobbly dirt-junkie or cuddly workhorse. They say that the XR 'stands for the uncompromising combination of athleticism and long-distance performance' and 'is built for curve hunting'. If you’re after a practical high-rise sports bike, the S1000XR should still be where you look first.
This version replaced the 2015-2019 BMW S1000XR. Once you've read this review and our owners' reviews, you could consider joining an online community to talk to likeminded people. We'd suggest this BMW S1000XR forum would be a good place to begin.
Watch our expert BMW S1000XR video review
2024 BMW S1000XR update
Additional words by Michael Neeves
For 2024 BMW’s ultra-rapid M1000XR grabbed the headlines during its release, but its more practical S1000XR sister also got a nip and tuck with engine, suspension, ergonomic, styling and equipment upgrades. It’s cheaper than the M1000XR, still mind-blowingly quick and unlike the M is designed to take hard luggage, which makes more sense for proper one and two-up touring.
The updates haven’t changed the S1000XR’s character, although the increased seat height may be an issue for some, so there’s no need for owners of the current model to scramble off to their local BMW dealer to upgrade. As before the XR is still a classy all-rounder that can dish out savage performance one minute and be happy at cruising in comfort the next.
It’s what’s made the XR such a success over the years. It’s a tourer for sporty riders happy to sacrifice the motor’s lack of low rpm oomph and hard edge for superbike speed and its slightly firm ride for cornering fun. It’s spacious and comfy, although numb bum can set in after a few hours. It isn’t cheap by any means, but if you’ve got deep pockets the TE is the one to go for its extra goodies and kudos when it’s time to sell.
Ride quality & brakes
Next up: Engine
With a riding position at the aggressive plugged-in end of the adventure spectrum, the way you can hurl the S1000XR around is startling. At low speed it changes direction readily with an up-on-its-tyres feel; it’s not got the remarkable weightless agility of a GS below 40mph, but you could never, ever call it unwieldy. And the chassis feels better the faster you go. High-speed corners need little more than a tip of the head in the approximate direction of travel required, with plenty of sure-footed confidence. Yes, the XR handles.
The standard-fit semi-active suspension is superior to the optional set-up of earlier XRs. Larger damping pistons and a lower operating pressure provide a more supple ride and the range of adjustment goes further towards 'soft', and in the standard Road setting there’s definitely a more absorbent ride quality. The balance between comfort and control is good.
Riding with gusto or romping down bumpier roads reveals that the rear shock can be a little bouncy and disconnected, though. Optional Dynamic ESA with its sportier 'dynamic' damping setting is recommended for more enthusiastic riding and certainly gives greater control, though the firm set-up sacrifices some ride quality. Nothing to grumble about with the brakes, mind – apply the lever and you stop, quick as that.
The two-height screen’s decent but not perfect (down for sporty anytics, up for visor-clearing motorway stints), and has a delightfully simple height adjuster. A scooped-out seat places you where it wants you – there’s minimal potential for squirming back and forth. Not the most deeply padded perch, either.
The bike’s handlebar 'decoupling' system tackles most of the disappointing vibration that spoilt the first-generation S1000XR, but four-cylinder buzziness still creeps to the grips at motorway speed. There’s even more through the footpegs.
2024 BMW S1000XR update
Additional words by Michael Neeves
There’s no change to the 2024 model’s cast aluminium chassis, swingarm or steering geometry, although weight has crept up a kilo to 227kg. That’s still light for a touring bike, although it’s a big bike and pushing it around from a standstill is a heave. Handling is racetrack-pin-sharp, brakes are awash with power and Bridgestone S22 tyres are grippy.
The electronic suspension fitted to our test bike allows any number of set-ups for comfort or control, to perfectly suit your mood. BMW have tweaked the rear shock, but you’d need to back-to-back it with the old model to notice the difference. The ride is on the firm side of plush, even in the suspension’s comfort settings, but the S1000XR has always been unapologetically sporty.
A wider and longer new dished seat is designed to give more wiggle room, especially if you want to move your body around through corners and the overall height is up 10mm to 850mm. That may not be such good news for shorter riders, especially as the electronic suspension defaults to maximum ‘hard’ damping with the engine switched off and barely sinks, especially if you’re light. Lower seat options are available.
On the move the S1000XR is still spacious and although the new seat can induce a bit of bum pain after a few hours. Just like its closest rivals: KTM’s 1290 Super Duke GT and the Ducati Multistrada V4, you don’t need to suffer to enjoy the BMW’s eye-watering performance.
Engine
Next up: Reliability
BMW say adventure-sports riders use the range from 3000 to 10,000rpm so have tuned the ex-S1000RR engine to suit, though this still means a hefty 165.6bhp on our dyno (which is as much as they claim). It’s tall geared compared to other adventure bikes, though, and with a 12,000rpm rev limit the XR has streaking long-legged power rather than the traditional punch of twin-cylinder adventure bikes. Fast? Bloody hell yes.
This isn’t to say the XR isn’t flexible. The motor pulls high gears from low revs and has so much clout that you rarely need anything more than 50% throttle – and still end up looking like a speed-mad terrorist to other road users. There were grumbles when it was revealed the bike wouldn’t have the RR’s variable-valve system but trust me: it doesn’t need it.
A hint more civility might be nice, though. Being based on a superbike means that the XR has a coarseness and edgy feel that’s not an issue on a giddy blast, but is less desirable on a two-up weekend saunter. The optional two-way quickshifter (standard on the TE) works well at almost any combination of revs and load, though does encourage you to explore the full potential of the mighty engine.
2024 BMW S1000XR update
Additional words by Michael Neeves
With new air intakes and engine mapping BMW claim an extra 5bhp at 11,000rpm for the 2024 model. In the real world that boost makes little difference, because whether you’re dealing with 163bhp or 168bhp, the S1000XR is ballistic and a double shot of full throttle blurs the scenery like a superbike.
The non-ShiftCam, 999cc inline four has a bulging midrange to match and you rarely need to change out of top gear for normal riding, but the motor doesn’t really wake up until 4500rpm and is a little flat until then, compared to something like a Yamaha Tracer 9’s instant thrust from tickover. The industrial feel of the BMW’s race-bred engine is addictive but feels harsh at 70mph, even with the engine revving at just 5000rpm.
Reliability & build quality
Next up: Value
There shouldn’t be anything to worry about. Earlier XRs (like the BMW S1000RR they’re derived from) could have misbehaving gearboxes and a few electronic niggles, but BMW were very aware and have made efforts to sort the job out. Some owners also complained about so-so finishes to the engine castings and casings, and there were odd grumbles about the fit of the bodywork.
This later version hasn’t thrown up such concerns, and there are no specific faults. Clumsy and constant quickshifter abuse at low revs and light load won’t help transmission longevity, but as long as the engine is serviced to schedule the motor should be solid.
The chassis should feel as taut after 40,000 miles as when fresh from the showroom. Switchgear is robust, running gear is high quality, and the level of finish is more or less as you’d expect for a bike costing upwards of fourteen thousand.
Our 2020 BMW S1000XR owners' reviews show a few minor niggles with electronics and a mechanical problem or two, but there isn't anything that would cause us serious concern.
We also ran a 2016 BMW S1000XR as a long-term test bike.
Value vs rivals
Next up: Equipment
Fourteen-grand is a significant quantity of folding, but the S1000XR is a lot of motorcycle. As well as its boisterous inline-four motor and corner-carving chassis, the BMW has a strong standard specification. Find the extra couple of thousand for the TE variant and it’s liberally loaded with gizmos and extras.
It looks good value, especially as you’re buying from a premium brand with a solid reputation. However, with the exception of a semi-active ride, the Kawasaki Versys 1000 S gives you all the features and extras of the S1000XR TE, but for a grand less than the base-model BMW. And while the XR is faster, the Versys is smoother and more comfortable.
In February 2021 MCN put the BMW S1000XR TE up against the Versys 1000 S on the MCN250. Tester Jon Urry concluded: "If you are moving from a sportsbike the Versys will feel like a downgrade. Not only it is heavier than the XR, it is bulkier with a taller screen, squishier seat, softer suspension and more relaxed motor that lacks the BMW’s free-revving nature (all traits that make it a far better machine than the BMW when it comes to covering miles).
"If, however, you still have that lust for a sportsbike but your wrists are telling you the days of clip-ons are behind you, the XR doesn’t feel like you have traded running shoes for carpet slippers. Its firmer ride, more compact position and noisy and a bit vibey motor give it real spirit at the expense of creature comforts. Which is the better value? You can have a stock Versys S for £3226 less than an XR TE and the only things you will be lacking is semi-active suspension (which you can have on the SE), hill start and keyless ignition. So if you are happy with these compromises, at 46mpg that gives you 27,480 miles of fuel already paid for, which will get you to Cape Town and back!"
Things don’t look better for the XR when compared to more adventurous bikes. Its stablemate R1250GS is way gruntier at legal speeds, more supple and offers greater comfort, and though the Ducati Multistrada V4 S is significantly pricier it’s clear why: the Italian has the speed and handling of the BMW, but is smoother, classier, more civilised, more comfortable, better equipped, a superior tourer… you get the idea.
And the adventure-bike S1000XR isn’t really doing the same thing as a sports-tourer KTM 1290 Super Duke GT either. Its height and suspension travel mean it’s not as engaging or capable in turns, and it can’t match the Austrian V-twin’s wallop. They’re not really playing the same game.
However. With the demise of Triumph’s 1050cc Tiger Sport, there’s now no other large-capacity, big-power bike offering the BMW’s mix of sports bike performance with adventure bike practicality and presence. If that’s what you’re after, it’s still the kiddie.
Equipment
As well as lots of horsepower and superbike-based handling the XR has a good base specification. Electronic suspension (ESA), cornering ABS, multiple riding modes (Rain, Rode, Dynamic, Dynamic Pro), phone connectivity, separate traction and wheelie control, self-cancelling winkers, in-built pannier lugs and gloriously simple screen height adjustment are all included for your £14,290. In addition, turn-by-turn navigation can be shown on the dash by downloading an app to your phone, and can also be used for music, phone calls and other distractions if you really must.
Stump up £16,220 for the TE model and your bike will also boast cruise control, scalding heated grips, two-way quickshifter with blipping whatsit, daytime running lights, cornering lights, keyless ignition and more. There’s no seat height adjustment, electric screen or Ducati-esque radar, but it’s an impressive package.
To increase your choice (or add to the confusion) there is also a raft of extra-cost options to apply to the base model.
Improve your BMW S1000XR specs with these packages
For example, there’s a Dynamic Package for clutchless gear changes, posh traction control, cruise and LED indicators.
The Sport package has a titanium exhaust and BMW three-colour race paint, while the Premium Package gets heated grips, pannier fastenings, GPS preparation (yes, even though the dash offers turn-by-turn guidance…), a centrestand and luggage gubbins. Plenty of racy HP bolt-on accessories as well, from sportier footpegs and forged wheels to a bundle of carbon fripperies.
You'll get a trio of paint schemes to choose from on the BMW S1000XR - black, red or the HP Racing red, white and blue.
2024 BMW S1000XR update
Additional words by Michael Neeves
For 2024 BWW have kept the styling much the same as the 2020-on S1000XR. Its ‘beak’ is now colour coded, the radiator cover has a new textured surface and the slimmer new tail section features air intakes. It still has a 20-litre tank, which returning 45mpg during our test gives a 199-mile range and 161 miles before the reserve light comes on.
Build quality is superb, which is backed up by MCN’s online owners’ reviews and it’s available in black or blue. You can opt for the white version in the pictures, but the paintjob is part of the £3060 M package that also includes goodies, like forged aluminium wheels, a lithium battery and a lower screen… that’s next to useless for tall riders.
Keyless ignition, an adaptive lean-sensitive headlight system, daytime running lights, a 12 Ah battery and USB charger are all now standard on the base model (£16,790). That’s on top of rider modes, cornering traction control, ABS and a tried-and-tested 6.5in colour TFT dash that’s still the best in the business for its clarity.
Our test bike is the £18,340 TE version fitted with an up/down quick shifter (updated for ’24), cruise control, electronic suspension, tyre pressure control, GPS holder, hand guards, heated grips, rack and centre stand. These goodies make all the difference to life on a top-level sports tourer like this and when it comes to selling, a fully-loaded BMW is always easier to shift than a base model.
02 January 2024
Version: TE
Year: 2021
It’s a very good bike with a few problems.Tunnel noise is terrible fixable with a bar bag, induction noise gets annoying after a while. But it’s a fun touring bike loads of power if not to much for the uk roads.
Ride quality & brakes
Could do with some more low down torque.
Reliability & build quality
Depends which garage you take the bike to some are expensive and some are reasonably priced.
Equipment
Middle Aged Sports Bike Fun - without the aches and pains.
16 October 2023
Version: TE
Year: 2022
Exactly what I was looking for, fantastic ride. As always though, a couple of minor issues that would make it perfect for me if addressed by BMW. Screen upgraded but still get wind noise -taller risers may find this more annoying. The engine gets very hot in traffic. Luggage over priced IMHO.
Ride quality & brakes
The engine gets hot in traffic, especially on the left hand side when you put your leg down.
It’s a BMW.
35-40 mpg on average.
The TFT screen is very good. Shame BMW didn’t incorporate a full sat nav capability into this as they have with other bikes, would have saved me buying a Nav 6. Prior to that I used the phone cradle, avoid this as it broke my iPhone Accelerometer due to vibration.
Buying experience: Vines of Guildford, always a very good experience. Difficult to find fault.
Great sport bike that is comfy and touring its very comfy!
04 October 2023
Version: TE
Year: 2023
Great do it all bike
Love the ride quality , road is nice and soft for motorway and shitty road, Dynamic is very controlled and never gets wayward when gooing quickly, Brakes are awesome, the feel and bite being so much better than my superduke GT I had before
Awesome power when needed, great quickshifter/blipper, very precise, have to get use to suing revs rather than torque, but so far I love it.
Nothing had gone wrong...yet
Value vs rivals
nothing more I need or want, Cruise is very good so is the dash, heated grips are properly hot!
Buying experience: had a great experience form Vertu Exeter
29 June 2023
Version: Te
Year: 2022
The bike performs excellent when working
Ride quality & brakes
Engine
Reliability & build quality
Value vs rivals
Equipment
Buying experience: Worse thing about bmw is the dealerships happy to take money for servicing but when there is a fault on the bike unwilling to do want to work. There should take a lesson from Ducati on how to look after there customers won’t buy another bmw due to there dealers.
jeffs s1000xr honest review
25 July 2022
Version: TE
Year: 2021
Annual servicing cost: £170
love the bike but finish is not up to BMW standards engine mechanicly noisy compared to japaneas bikes
great for touring no problem with comfort could do with a little better fuel range looking for fuel around 170mls when ridden hard
smooth plenty power accross rev range but mechanicly noisy compared to other bikes
yellow warning light came on bmw dealer could not look at for over 2 weeks (called BMW roadside assist who came out and found fault on bmw sos
Value vs rivals
loads of equipement and settings (on TE model) heated grips not so good been back to bmw no change still poor
Buying experience: bought new from dealer all dealers charging same
The Perfect Sports Tourer
09 May 2022
Version: TE
Year: 2022
An effortless, elegant ride. Fast, smooth, and comfortable. Sport performance with touring practicality. Everything I was looking for as I never managed to appreciate the GS with its twin motor; four cylinders are my preference. The tft screen is one of the best I’ve seen. I understand pillions find it a tad noisy on the back, so maybe not the best of two-up touring is your thing. It’s also about time BMW made panniers and top box more affordable and compatible. Although still on order, the new smartphone cradle seems a added boost for those, like me, not wanting to invest in the sat nav 6. For my purpose, I find it hard to criticise this bike. Do test ride it, enjoy. I couldn’t find anything else to match the balance of comfort and performance.
Ride quality & brakes
Perfect and smooth, especially with quick-shifter. Only on e false neutral so far.
Reliability & build quality
Panniers or too box should be part of the rather large list price.
Equipment
Buying experience: Typical BMW quality of customer service. In particular Vines of Guildford.
My Childrens inheritance
14 November 2021
Version: T E
Year: 2021
Annual servicing cost: £200
I have a 2021 Ducati v4s sport, A Aprilia tuono 2021 Factory , A BMW s1000 xr TE 2021, A Triumph Speed Twin 2019, A Honda Vfr 800, Three years ago I had 11 hour heart surgery, 28 radiotherapy 75 years old, never smoked and don't drink, and still working 40/50 hours, I consider I have the best bikes in every class and I ride a total of 5000/7000miles a year, just put my name on a Pikes Peak to upgrade my Ducati v4 delivery not until Sept 22 bugger, hope I am still here, off to Southampton Hospital for MRI scan and x Ray this week to check if the cancers has return, got a prostate problem and Hernia op coming soon, off to bed now starting work 0400, ps my kids have no inheritance only what's in the garage Gaurded by big dog regards Mark.
Ride quality & brakes
Engine
Reliability & build quality
Value vs rivals
All of it
Buying experience: Dealer big discount ..
What more could you need
19 June 2021
Version: TE
Year: 2020
Outstanding performance and handling. Downside is it’s a tall ole ride.
With abs, traction control, stability control and rear rise control just hit the brakes and through it in
Bullet proof
Nothing so far to report
Fuel consumption is around 46 - 47 mpg About to have annual service.
Dash and integration to phone and helmet
Buying experience: Bought from Barrie Robsons York, usual high standard of service
Simply Superb.
26 April 2021
Version: Sport
Year: 2021
Best features Quick shifter - really smooth both up and down Engine - more than enough power to keep you happy Handling - a really joy in the twisties Comfort - ride all day Sport Colours - bike looks amazing App - the Motorrad app is very good with up to date maps, historical ride details plus loads of other stuff including lean angle Vibration - still a little through the seat and the grips. But nothing compared to the previous model. Sports windscreen - looks great but offers little protection, wind noise is pretty high and my face takes all the flies
Ride Quality- Very comfy, I can ride for hours without a break. The bike is happy round town in 2nd or 3rd. You can leave it in 3rd for the twisties and there’s more than enough power on hand to get you to 3 figures. Plus it can cruise all day long on the motorway.
Some YouTube reviews complain the power doesn’t kick in till 6,000 revs, I’m not so sure it flies like a bullet with no lag when it’s in Pro mode
All good so far. 3 year warranty was a big factor in my purchase decision having previously had a 2012 Multistrada that love the local dealer more than the open road.
First service is an oil change at 600 miles, £200 for this is pretty top heavy.
It’s got all the whistles and bells you would expect for a top of the range model. One of the things it comes with that I didn’t know about is hill start which I really like.
Buying experience: Purchased from BMW North Oxford, over 200 miles from where I live. Rob and Simon where top guys to deal with. My local dealer couldn’t get anywhere near the package they put together for me.
Mid-life illusion
22 March 2021
Version: HP
Year: 2021
The best thing is the engine. The worst one the engine. While the GS (1200 LC) I come from gives everything up to 6/7k revs, meaning it carries you from slow to middle speed, this one, albeit much smoother than the big twin, starts at 6k, and you better be very careful about how to manage the bike from there on. Exciting, no doubts, but not exactly a "tourer".
A much better experience than with the GS, as strange as it may sound. Two hours on the saddle without any urge to stop for a pause - something I am not used to. The star missing is for what I said above: this stands if you ride under the 6k revs, which is the equivalent of having a good 600 with all the equipment of a sportbike. Passing that limit will make you enter in a different dimension, like a videogame. You no longer count minutes, you just have fun and try not to lose too many lives.
As above. A fantastic engine, smooth, regular, and simply amazing from 6k to the limit (somewhere around the 11k revs, but I chose not to check while riding...). But you don't have the immediate torque of the twin, and, so to speak, is black and white: either you are a very pacific tourist, or you are in a qualifying lap somewhere in Portimao, bar the escape lanes. No middle ground.
Excellent quality, in every part. The extras (hill-control, Dynamic ESA pro, adaptive headlights, etc.) are easy to use, perfectly functioning, and very useful. They are not just add-on to entice the client: they really serve a purpose, and they do it well.
I am at 2k kilometers, so the only service I got is the first, free, one. However, I would not be surprised to learn further up on the road that it will be more costly than the GS, due to a more stressed engine.
Mine was full, except for the carbon pack. However, you have to add panniers (the original are very expensive), engine protection (and you cannot decently buy the original one, carbon-only, at a ridiculous price), and a bigger windshield (the "sport" is tantamount not to have it). In the end, the total becomes quickly very impressive, for a bike that is far less able to stand the test of time (= used price) than the GS.
Buying experience: From a dealer and the price was the one shown. The bargaining was about how much I would get for my GS. I think I got a fair evaluation, especially considering that BMW is selling in Italy (where I live) more than ever: the Covid seems to have pushed people to buy the idea of liberty through a new motorcycle, curfews and lockdowns pending, and extending.
Its better than you think
21 February 2021
Version: TE
Year: 2020
Annual servicing cost: £300
Engine is superb, smooth and pulls in any gear, but then cog it down and it takes off. handling is exceptional for such a tall bike as long as the suspension is in dynamic mode. Rode mode can be a little bouncy if pushed but plush when two up for the passenger. love the engine sound when riding hard especially the induction noise, unfortunately Euro 5 emission regs has dulled the exhaust note. Mirrors vibe at certain revs which can be irritating, however I don't feel it in the bars. Ergonomics are great, I even love the controversial seat. I previously had a GS but find the XR so much more fun and surprisingly more comfortable. Been in the saddle for 4 hours with no complaints.
The bike handles great, very easy in traffic and slow speeds and excellent in the twisties. Good all round road bike for solo, two up, weekend scratching and long distance touring. Fun and practical. I can rid this for 3 to 4 hours before I'm glad it needs refueling, a quick fill and a stretch and i;m good to go again in my opinion it is more comfortable than my previous GS.
I find the fueling to be good and I love the fact that it has a different personality depending on how you ride it. Yes it hasn't got the low down grunt of a V twin and may be I would of liked a little more torque low down, but its power delivery when up above 4k is very acceptable, cog it down again and keep it above 6k its hysterically fast. Its so easy to ride, it will do 30mph in top gear and still accelerate with no complaints (ok slowly). It will also do 30mph in 1st or 2nd and accelerate like a rocket. this also makes it very comfortable for a passenger as its easy to find that sweat spot in the rev range were it will pull without causing head clashes or neck whipping and still make good progress. its currently averaging 46mpg which for an inline four, liter bike is pretty good.
Done about 1500 miles so far and had two issue, the steering lock which was quickly rectified and had the top box exchanged because of a faulty latch. build quality is typical BMW, a bit plastic but that's par for the course these days especially with this style of bike unless you can afford the extra 1500 pounds for the Kevlar. The plastic seems well fitted and good quality.
not had a 6k or annual service yet, just the first service. cost 150. I know the 18k service is loads of money. No different from many other bikes.
Equipment and spec for the TE is very good but again typical BMW, it's not quite got every thing you want, so you part with more money to add it. I opted for their New M chain, which so far seems good time will tell. You don't need to oil it but I clean as usual and then run it through a rag soaked in little XCP oil to prevent corrosion. lugage is good quality although i had to have my top box changed because of a faulty locking mechanism.
Buying experience: Bought from a dealer. I traded in my R1200GS rallye two years into my pcp and got what I thought to be a good deal, My monthly payments actually reduced by a fiver.
BMW S1000XR TE Review
15 July 2020
Version: TE
Year: 2020
Annual servicing cost: £230
A great bike with only a few minor niggles - it does everything exceptionally well - a better road bike than a GS in my opinion
Ride quality in Road mode is soft and great for the majority of our roads then I switch to Dynamic if I want to firm it up to hit bends with 40 degree lean angles
Superbike power nice and smooth on the whole if not a little lacking below 4k but over 6k it comes alive
Overall fairly well built but too early to really make a judgement
Had a free run in service so not due till 6k and then I'd expect a £230 bill roughly
As all BMW bikes the world is your oyster or shall I say wallet - every possible extra can be fitted including TPS Alarm etc
Buying experience: Dealer as it's a new model
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