Cycle World tests the all-new BMW F 900 R and F 900 XR, which are geared at offering well-known quality but at an excellent value.

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.

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.

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.

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.

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.

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