tft display on f800r made in china

Since the launch of the BMW F 800 model family with the F 800 S and F 800 ST in 2006, these middleweight, parallel twin-powered motorcycles have been offered in a wide variety of models as lower-priced alternatives to BMW’s larger bikes. As with the R 1200 boxer twins, the most popular parallel twins have been the F 800 GS and GSA adventure bikes, with the more street-oriented F 650 GS/F 700 GS close behind. No surprise, really, since adventure and ADV-styled bikes have done well for some time now.

Conversely the F 800 ST and later GT sport-touring versions were short-lived, leaving the F 800 R streetfighter introduced in 2009 as the sole non-GS model in the lineup as of 2019. No doubt the bike’s entry-level price and the showmanship of four-time world-champion freestyle rider Christian Pfeiffer — who helped develop the naked bike he spun, slid and nose wheelied to victory — extended the F 800 R’s longevity.

We applauded BMW’s move toward a simpler, less expensive entry-level twin with the F 800s, which had telescopic forks in place of pricier Telelever or Duolever front ends and belt or chain final drive versus a shaft. But their BMW-designed, Austrian Rotax-built engine, even with its innovative counterbalancer, never really earned our admiration. It was buzzy and raspy sounding and just didn’t deliver the satisfying, torquey throb we expect from a twin.

The F 800s performed well, but it wasn’t until BMW redesigned the engine for the 2019 F 850 GS and F 750 GS (and engine production moved to Loncin in China) that the 853cc engine they share finally came to life. The larger displacement helped, but it was mostly the switch from a balanced 360-degree firing interval with 0-degree crankpin offset to an imbalanced 270/450-degree interval and 90-degree offset that woke the powerplant up, giving it an almost boxer-like twin-cylinder growl and feel. Swapping the central connecting rod-style balancer for dual balancer shafts also tamed the vibes.

Fast-forward one year and the new parallel twin has been enlarged once again and slapped into a pair of dynamic new middleweights, the F 900 R and F 900 XR, roadster and sport-adventure bikes again priced as alternatives to BMW’s larger machines. Updates to the shared DOHC, 4-valve per cylinder engine for more performance and torque from F 850 status include a bump to 895cc, a new cylinder head, forged pistons instead of cast and a higher 13.1:1 compression ratio.

On the Jett Tuning dyno our F 900 R test bike churned out 88.2 horsepower at 8,400 rpm and 58.1 lb-ft of torque at 6,400 rpm, an improvement of about 3 horsepower and 3 lb-ft of torque over our 2019 F 850 GS test bike. Compared curve to curve, more torque is available across more of the F 900’s powerband, too, especially between 4,000-7,000 rpm (redline is at 9,300). All of this grunt reaches the rear wheel via chain final drive through a slick-shifting 6-speed gearbox with a cable-actuated slipper clutch that has a light pull and broad engagement band (an up/down quickshifter is available as an option).

In addition to their engines, both bikes share an aluminum bridge-type frame, aluminum double-sided cast swingarm and bolt-on steel subframe (presumably to provide enough strength for the optional soft side cases and a luggage rack/top trunk). There’s a 43mm USD fork with no adjustments up front, and a single shock with rebound damping and spring preload adjustment in back — I do wish the remote knob for the latter was easier to access.

Cast wheels are shod with high-performance sport- or sport-touring tires in the same sizes, and both shed velocity with triple disc brakes that include radial-mount opposed 4-piston calipers up front and ABS. LED headlights and taillights are standard, and front and center is a large, bright 6.5-inch TFT display with a wealth of ride and vehicle information accessible via the Multi-Controller wheel and menu button on the left bar.

In typical BMW fashion, though the whole idea of the F 900s is a ton of fun at a lower cost, you can boost their prices considerably with a slew of nifty accessories like multiple seat options, Keyless Ride, heated grips, cruise control, a centerstand and more, as well as advanced optional electronic enhancements. These include Dynamic Electronic Suspension Adjustment (D-ESA) with Dynamic and softer Road modes and electronic preload; Ride Modes Pro, which adds Dynamic and Dynamic Pro modes to the standard Rain and Road engine modes, and enables cornering ABS, MSR and Dynamic Brake Control (DBC), which detects emergency braking and reduces torque output to counter unintentional opening of the throttle. The Ride Modes Pro plug-in dongle also upgrades the standard traction control to Dynamic, and of course all of this stuff is infinitely adjustable six ways from Sunday.

Fortunately both bikes work just fine without spending a moment playing with settings or one might never leave the garage. The F 900 R is the sportier of the two, with a light wet weight of 471 pounds, shorter suspension travel and steering geometry that make it quite a ripper in the corners. It also has a lower seat, higher footpegs and flatter bar for sport riding and to help it accommodate shorter riders, yet the seating position is still quite comfortable, and while the suspension is set firm for sport riding it still soaks up the bumps quite well. Overall it should appeal to a broad range of riders looking for great handling and some techy stuff at a lower price.

To justify its higher cost, the F 900 XR adds a substantial fairing and small adjustable windscreen that together provides a fair amount of wind protection (I do recommend the optional taller windscreen) and contributes to its higher wet weight of 486 pounds. It also has a taller handlebar, significantly more suspension travel, lower pegs and slightly higher seat in keeping with its adventure-influenced design, yet I could still support it adequately at stops with my 29-inch inseam. Add a pair of side cases and it would make a very nice light tourer with a good balance of handling and power.

Although the light, plastic-welded fuel tanks on the R and XR have capacities of just 3.4 and 4.1 gallons respectively, I never saw fuel economy below 37 mpg from the required 91 octane, and that was after nearly 250 miles with a heavy throttle hand — they are capable of much better. Although the BMW R 1200 boxer engine makes more power and torque, in many ways the F 900 parallel twin’s character is equally satisfying, especially its growl and ripping-velvet feel that comes with a smooth rushing surge of torque in the midrange. Paired with either the R roadster or XR sport-adventure platforms, the combination creates a very fun and functional middleweight for whatever sort of ride you care to enjoy.

Should Yamaha be worried? The hugely popular MT-09 has been the default mid-range street bike for many thanks to its aggressive performance and what was, at launch at least, a pretty low price. But with the new BMW F900R on review here, the Germans want a piece of the action. The performance figures exceed those of the MT-09, and it’s got a more tempting price… things are about to get very interesting.

Back in 2017, the MT-09 was £7,799. Now it’s £8,745 because, well, everybody knows that bikes are getting more and more expensive. Or are they? A naked Suzuki Bandit 1200 cost £5,399 when it launched in 1996; with inflation, that’d be £10,211 now.

Go for the F900R SE, with semi-active suspension at the rear, and the price jumps up to £9,780. The Yamaha MT-09 SP, with its fully-adjustable Öhlins rear shock, costs £9,745… but you have to adjust the preload on that with your own hands. How last decade.

Spec sheets make for pub bragging rights, and while the 103.3bhp@8,500rpm that the BMW F900R makes is 10.2bhp down on the MT-09, it produces it 1,500rpm earlier in the rev range. It also makes 68lb-ft@6,500rpm, which is 3.5lb-ft more than the MT-09, 2,000rpm earlier. Impressive from a Euro5-compliant parallel twin.

But beware when buying – especially if you pick one up second-hand – as there is also an A2-compatible version of the F900R available. It costs the same, but it ‘only’ makes 93.9bhp@8,000rpm, so that it can be legally restricted to 46.9bhp for A2 licence holders… those with a full licence will be unlikely to want to forego that extra 9.4bhp, and there’s no way at all to get it up to the full 103.3bhp.

It was cold, wet and we were riding extremely tight, loose-surfaced blind mountain roads. The precipitous drop off the edge wasn’t protected by even a few rocks to act as a barrier, and at one point a dark black skidmark traced a line straight across a bend, disappearing over the edge. On unknown roads in bad conditions, my confidence always drops significantly; I wasn’t using more than about 30% of the throttle, my arms were tense – not helped by the weight forward riding position – and I rarely got the chance to get out of second gear.

The throttle is choppy. There are four riding modes on the full-spec bikes; Rain, Road, Dynamic and Dynamic Pro. Roll fully off the right-hand grip in any of them and the F900R can feel almost like you’re hitting the kill switch. Usually, switching to a lower mode like Rain would cure it, but here it just slightly reduced the effect. As I came into a corner and rolled off, the bike felt like it was lurching forward. Rolling back on and it lurched back. I wasn’t smooth. The bike wasn’t smooth.

And then we got onto a smoother stretch of tarmac. Things improved a little as more dry patches appeared. I still wasn’t that impressed though; while carrying a little more speed and rolling off more carefully reduced the choppiness, opening the bike up as I came out of corners just wasn’t that exciting. Leaving it in third made for a much smoother ride (I wish I’d done that earlier), and the bike clearly had more than enough power all through the revs to happily drag me and the bike up the tight, twisty roads in that gear. But where was that punch you experience when you wind on the gas with an MT-09?

The BMW F900R engine mapping is focussing more on a rider new to bigger bikes, so while many experienced bikers will rave about the instant throttle response of the MT-09, it can be intimidating. The F900R is not intimidating. But it’s not slow either.

It is a shame that the choppiness spoils the experience at times, but when you’re enjoying yourself you don’t notice. When you’re cold, wet and – frankly – a little scared, the easy nature of that throttle would be outstanding if it wasn’t for the roll-off jerkiness. Having said that, the last time I rode an MT-09 it was in the pouring rain and I was moaning about the instant throttle response.

I’m sure Euro5 won’t have helped BMW with the F900R’s fuelling, but my suggestion would be to try one – once you’re used to that choppiness, it’s far less of an issue.

The gearbox in this engine, which like the previous F800R (and many other motors since 2005) is made for BMW by Loncin in China, is a little harsh. While there’s a quick-shifter fitted to the SE (a £330 option on the base model), the engine needs to be spinning fairly fast for it to feel particularly smooth. Otherwise there’s a fairly noticeable clunk between each cog.

I saw 45mpg on this ride; that’s more than the 36mpg I got from the launch of the MT-09, but there was slightly more opportunity for spirited riding there. Still, I’d expect the average rider to see better with less stop-start riding, and even at that figure the 13 litre tank would get you 129 miles before it ran out. The MT-09 would have done 111 miles (and that’s with its one-litre bigger tank).

While the BMW F900R SE boasts Dynamic Electronic Suspension Adjustment (Dynamic ESA), it’s a £375 option on the base model, and it’s only on the rear. The front suspension is a conventional – and unadjustable – upside-down fork.

Dynamic ESA give you the choice of ‘Road’ or ‘Dynamic’ damping based on your riding mode. It also allows you to adjust the spring preload through three positions via a button on the bar (a LOT easier than using a C-spanner). Given that the BMW has a huge 219kg payload capacity (that’s including rider and pillion), there’s the potential here to carry a lot of luggage, so tweaking the preload easily is truly useful.

On the road, the damping is pretty good; it’s got a decent spread of automated adjustment in ‘Road’ that goes from a bit too bouncy at times to a bit too firm at times, but over 95% of any ride it’s great; you simply don’t notice it’s working for you. In ‘Dynamic’ it’s firmer, and while it can feel a little harsh, the F900R still performs very well for the majority of time. Certainly at this price point it’s very good.

It’s just a shame that the front-end doesn’t offer the same damping adjustment, relying instead on damping that has to strike a compromised balance. Still, when we got a dry section of road and my confidence was up, the bike felt great cranked over – it was easy to get the ‘Sport’ dash (which you only get with ‘Riding Modes Pro’) reading over 40° of lean on roads I’d never seen before.

The steel frame and aluminium swingarm make for a 211kg mass when fully fuelled and ready to ride. It doesn’t feel heavy, and the bars and steering lock – not to mention the ease with which I can get my 32” inside legs around the narrow bike and my feet firmly on the floor – make for a superbly easy bike to turn around in the road and weave through traffic. Check the spec sheet and it’s 18kg heavier than the MT-09, but you wouldn’t know it. And remember, you can safely carry a lot more luggage on the BMW if you want to do some distance.

I have a sensitive bottom; while others are happy sitting for hours on many bikes, I seem to get an achy rear fairly quickly. And the F900R makes me ache – just a little – after about an hour in the saddle.

Buy the base-model bike and you’ll only have access to Rain and Road riding modes; only with the Riding Modes Pro option (standard on the SE or a £320 option) do you get Dynamic and Dynamic Pro. But unlike BMW’s more powerful machines, there’s not a really obvious difference between them; the throttle does get sharper as you progress through them, and apparently it won’t wheelie in Rain, but the difference won’t blow you away. I’d most likely use Dynamic Pro most of the time, then Road if it gets wet. The biggest differences will be in the levels of intervention from the ABS and traction control.

There’s some space under the rear seat, which will be handy for a disc lock, and the TFT dash is very clear and easy to use. I also really like the ‘Sport’ version of the display, which gives current and max DTC, braking force and lean angle, as well as lap times. It’s a shame that when you turn the bike off, those figures are automatically reset, and it’s also a little annoying that it will always default back to the standard display mode.

The SE comes with some very nice additions that will tempt prospective MT-09 buyers, like the adaptive cornering headlight, which adds extra light to the apex as you turn, helping to stop it disappear into darkness as the bike leans.

Both models have the TFT dash with connectivity as standard – using the iOS and Android BMW Motorrad Connected on your phone means you can get turn-by-turn navigation and speed limits displayed on the dash. Plus every ride can be automatically recorded on your phone to play back the journey on a very clear map while showing acceleration and deceleration G-forces, lean angle, speed (you can tun this off) and other data. You can also check the trip and service details, as well as battery condition and fuel level. It’s by far the best motorcycle connection app from any manufacturer. And unlike some, it’s completely free.

The brake light flashes when you’re hard on the brakes – a good safety feature that’s standard – and every bike also has the option of a free Datatool TrakKing tracker, which your dealer will fit for you. You’ll still need to pay the annual subscription, but it can be well worthwhile. For more information on trackers, click here.

Anybody considering a middle-weight roadster should look closely at the new BMW. But the choice isn’t easy; while the partly semi-active suspension of the BMW F900R is much better than the suspension on the standard MT-09 – and the fact that you only need to press a button to adjust the preload means it’s far more appealing than Yamaha’s offering – the Öhlins unit on the MT-09 SP is tempting. Then again, the BMW has a lot more modern tech on it.

Yamaha bills the MT-09 as a ‘hyper naked’. The Japanese needn’t worry about the F900R taking sales from people looking for an aggressive middle-weight naked. But for those after more features and an easier-going riding style (with a thrill when you want it), the BMW might prove tempting. Only a test-ride of both will help you make a final decision.

BikeSocial takes and in-depth look at the new for 2020 BMW F900XR – which goes head to head with the Yamaha Tracer 900 – and the BMW F900R, a challenger to the Yamaha MT-09. A full and honest review of the two bikes, and which you should choose...

Move up to BMW’s TE model and you’ll be paying from £10,685, but you’ll be getting cornering ABS and a host of other electronic extras, as well as cruise control and heated grips. Pannier rails are included in that, but expect to pay £654 extra for a pair of hard panniers and £328 for a top-box. The £11,195 Yamaha Tracer GT comes with colour-matched hard panniers. Of course, there are various options open to you when buying any BMW, but the online configurator will show you how much the options that matter to you will cost.

While the Tracer is the obvious competitor to the BMW – it’s also got no off-road pretences – the Triumph Tiger, costing from £9,500, might also be on your list (it too has a very long option list to bolster that price). Or perhaps the Suzuki V-Strom 1050, which starts at £9,999.

While the Yamaha has higher peak power than the BMW, it makes it 1,500rpm later in the revs. And it’s down on torque; it’s the heavier and bigger Suzuki that really stands out in this group.

Do be aware that there’s an A2 version of the F900XR, which makes a peak of 93.9bhp@8,000rpm (so that it can be legally restricted to half that for A2 licence-holders). There’s no way at all to give this version of the bike the same power as the standard machine, so watch out, especially when buying used.

It’s not about where in the rev range the parallel-twin motor makes its power, it’s about where you have the throttle, which makes for a bike that’s very easy to ride every day, but gives you a real buzz when you get on the throttle.

If you want the immediacy and relative aggressive nature of the Yamaha, you might not like the way the BMW fuels. And on the F900R – the roadster that BMW is targeting at the MT-09 – despite it being exactly the same engine, it might bother more people. But on this adventure tourer, it feels just right.

It’s not all perfect; in low gears the throttle is quite choppy, cutting quite sharply when you roll right off the throttle. Yet somehow, again, it’s not as intrusive as it is on the F900R, most likely due to the way you sit on this bike, with far less weight over the front.

The motor – which like many small-capacity engines in BMWs since 2005 is made for the company by Loncin in China – is more than happy to pull the bike around tight, twisty mountain roads in third gear (at least with no luggage or pillion); it’s surprisingly easy to ride it lazily, and it certainly smooths out the throttle.

The gearbox is fine – it’s far from the slickest ’box available, but at this price point it’s certainly not the worst. Compared to my own BMW S1000XR it’s more notchy, which also means that if you’re using the optional quick-shifter and you’re not high in the revs, it can feel pretty clunky compared to more expensive transmissions. £10k is a lot of money of course, but keep in mind that, back when the ‘bargain’ Suzuki Bandit 1200 was launched in 1996, it cost the equivalent of £10,211 in today’s money.

There’s no denying that the F900XR doesn’t have the intoxicating roar and bark of its big brother (in-line four) S1000XR – nor can it compete with the triples fitted to the Yamaha or the Triumph – but it’s far from asthmatic, having a decent rumble from the Euro5-compliant exhaust system. Don’t think though that you’ll be able to pop an open end-can on to give it a bit more character – besides most modern exhausts doing all the work in the collector box slung underneath, the BMW’s collector and end-can are one piece.

Over 85 miles, I saw 45mpg with a mixture of very aggressive stop-start riding and a fair chunk of slow, nervous progress around a narrow mountain road – with perilous drops – in thick fog. I wouldn’t be surprised to see more out of it, but with this economy, the 15.5 litre tank would see you cover 154 miles before it ran dry. The claimed maximum of 229 miles from 67mph would take some steady riding, but I wouldn’t be surprised to easily see 180 miles.

It’s not the biggest tank, especially when you compare it to the Tracer 900 and Tracer 900 GT, which have 18 litre tanks. Gal Shaked owns a 2017 Tracer 900, and says he consistently sees 60mpg, which is a range of up to 238 mpg.

Owners of the same model as Gal’s on Fuelly.com are averaging 55.2mpg – which is a maximum range of 218 miles – but going by the EC-standard claimed fuel consumption figures given by both manufacturers, which are conducted under the same conditions (Yamaha quotes an average of 51mpg, which would give a range of 202mpg), the bikes have a similar potential. Time will tell as owners of the BMW present some real-world figures…

We were riding fully-equipped TE versions of the BMW F900XR, which meant our bikes had the Dynamic Electronic Suspension Adjustment (Dynamic ESA) – a £375 option (or part of a pack), even on the TE.

The front fork is a conventional, unadjustable upside-down fork, but the rear can be upgraded to boast semi-active damping control in two modes – Road and Dynamic – as well as spring preload adjustment to one of three settings at the touch of a button. That’s a lot easier than using a C-spanner or even a remote adjuster knob, but it’s also especially valuable on the BMW as it has an excellent load capacity. While the Tracer 900 is homologated to carry only 169kg, the F900XR can safely lug up to 219kg, which matters on a bike that’s likely to carry a rider and pillion (probably around 160kg alone), as well as their luggage.

On the motorway, just like my S1000XR, the ‘Dynamic’ damping setting felt a little harsh, but tapping the button on the left switchgear twice was all it took to smooth things up with ‘Road’ mode. It never feels too soft either – a lot like the previous model S1000XR – and when things get a bit more spirited in the turns, swapping to ‘Dynamic’ makes the BMW feel more controlled and engaging.

The BMW Motorrad Connected app allows you to share pic with various data overlaid, including lean angle, acceleration and deceleration G-forces, distance, speed (if you want) and more…

The constant pull through the revs from the motor, combined with the excellent handling, makes the F900XR a hoot in bends; fast sweepers and tight mountain roads are all thoroughly enjoyable. And because this bike feels so compact, it’s not intimidating when the rain comes. Or the hail. And the fog (remind me why we went all the way to Spain for this weather?).

The tight turning circle and small form would make for a superb city bike, so it’s impressive just how versatile the little BMW can be. That compactness makes it feel light too; despite being slightly heavier than the Tracer and the Tiger, being able to get both feet flat on the floor so easily (I’m 5’10” with a 32” inside leg) makes this bike feel very manageable, even when turning around for the umpteenth photo on an off-camber wet road.

Seat heights can be a little misleading as it also depends how wide the saddle is. The F900XR really doesn’t feel tall, thanks to the narrow form that two cylinders can allow. Check for lowering options too, either through lower seats or suspension lowering kits (the F900XR for instance can go down to 775mm).

The F900XR I rode came with Michelin Road 5 GTs, though machines will come with either these or Bridgestone T30Fs – it will just depend what was fitted at the factory and there’s no choice.

Despite using the same Brembo calipers with the same pads as the F900R, the riding position makes them feel a little better here. They don’t bite aggressively, but they’ll pull you up efficiently, the ABS cutting in without feeling juddery when you jam them on hard.

The sport dash (only available with ‘Riding Modes Pro’) gives you feedback on your braking pressure, displaying the maximum reached until you turn the engine off. You can also see the deceleration G-forces on the BMW Motorrad Connected app.

Only several days in the saddle will really show the XR in its true light, but my sensitive behind found the XR a comfortable place to be – compared to the F900R, which saw me getting achy after an hour or so, the XR was comfortable for the duration.

The screen’s a little disappointing, being a bit buffety at speed when it’s in the up position. It’s very easy to switch between the two heights thanks to a lever on the right, but it’ll be most likely left in the lower position, where there’s less shaking with the wind directed full onto my head. The wind blast is just above my visor with it set high, but the buffetting could get annoying, depending on how tall you are and what lid you have.

Regardless of which model you choose, if you want the adaptive cornering headlight – which illuminates the inside of a turn, so the apex doesn’t disappear into darkness as you lean over – it’ll cost an extra £330. The up and down quick-shifter will cost £330 more, while Dynamic ESA is £375 more. Keyless ignition is an extra £240 and tyre pressure monitors are £185. There’s also a centre-stand, lowered (or raised) seat and plenty of other options, some of which are available in packs; the online configurator will give you all the choices and their prices.

There’s not a hugely obvious difference between the standard Rain and Road riding modes and the Dynamic and Dynamic Pro, but they do get a little sharper with each button press.

The mirrors give a good, wide angle of view though they do blur the image through vibration (which isn’t obtrusive through the bars, seat or pegs). There’s some space under the rear seat – which will be handy for a disc lock – and the TFT screen is clear and easy to read and navigate.

Our bikes had the optional Dynamic Traction Control, which works well in the background – after one section I looked down to find it had been activating on the wet, greasy roads, but I hadn’t realised.

The BMW Motorrad Connected app allows the dash to show speed limits and turn by turn navigation, though there’s still the option of preparation for a sat-nav; it comes with a mount for the Garmin-made BMW Navigator, though by removing this you may well be able to use it for a TomTom mount.

That app also records your whole journey (if you want), with accurate mapping displaying all of the trip for replay at up to four-time speed. At any point, you can view your acceleration and deceleration G-forces, where you activated ABS, lean angle, altitude and speed (you can disable that). You can also check out the Bike’s fuel level, service status, mileage etc. It’s by far the best bike connection app yet released by any manufacturer. And unlike some KTM Roman Vilimek, BMW’s leader of the apps development, tell me it will always remain free to download on iOS and Android.

The cornering headlight is potentially a good option – while we weren’t given the chance to test it in the dark, a demonstration showed that it’s very effective at spreading light in a turn. Legislation sets a maximum light output for any lamp, so there’s only so much any headlight can do (before you add extra spots), but BMW has cleverly designed the high and low beam to use a warmer colour temperature – closer to sunlight – which is easier on the eyes when trying to see at night. Conversely, the Daytime Running Light (DRL) is a cooler, bluer light that’s easier to be seen with.

Datatool’s TrakKing tracker can be fitted for free by your dealer – you just pay the subscription – which is well worth considering. For more information on trackers, click here.

Bennetts Facebook subscriber Paul, who lives in Portugal, owns a 2017 Triumph Street Triple RS and a 2019 Honda CB500X, but was looking to combine the two into one do-it-all bike; “The Street Triple was a bit too hard core and uncomfortable,” he told us,“while the Honda’s engine and brakes are too feeble and the suspension too basic.”

“Motorcycling is only a hobby for me, i.e. not for commuting, so my riding is mostly half-day trips out into the countryside with the occasional over-night stay.

“I tried several, including the R1250GS, the Ténéré 700 and the KTM790 and, having recently changed my mind about the fabulous, but ultimately rather silly Triumph Rocket, was on the verge of signing for a Yamaha Tracer 900GT, which I rode a couple of times and really liked.

“Then I saw the BMW at EICMA and it was a bit of a no-brainer: it’s more up-to-date than the Yamaha and offers equipment – admittedly as an option – that the Tracer doesn’t; semi-adaptive suspension, lean-angle ABS, wonderful iPad-style screen, five-year warranty, keyless ignition, full connectivity, tyre pressure monitoring... Best of all, my fully specced XR was only €100 more than the Tracer GT.

Riding the F900XR after the F900R on the launch came as something of a surprise; all of the UK journalists had got off the naked roadster saying how it was ‘good if’, and ‘it works but’. Yet at the first stop on the XR, we all turned to each-other and, almost in unison, exclaimed “this is brilliant!”

No motorcycle is perfect – the little XR’s engine doesn’t have the same emotive growl or throttle response of Yamaha’s triple (if that’s what you want), and the screen buffeting is annoying (which is surprising when the S1000XR screen is so good). But the F900XR is an outstanding package, offering an incredibly accessible ride whether you’re commuting, touring or exploring back roads on your own.

I wouldn’t trade my own S1000XR in for this bike, but if I didn’t already have it, I’d find it very hard to justify the extra expense, size and weight of the bigger machine over this. It’s one of the most easy-to-recommend motorcycles (to a wide range of potential buyers) that I’ve ridden in a long time…

BikeSocial takes and in-depth look at the new for 2020 BMW F900XR – which goes head to head with the Yamaha Tracer 900 – and the BMW F900R, a challenger to the Yamaha MT-09. A full and honest review of the two bikes, and which you should choose...

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According to Motorrad project manager, Michael Zweck, the 2020 BMW F 900 R was designed to offer riders a “precise, intuitive, and dynamic, offering purist riding fun,”  Indeed, as far as middleweight sport bikes go, you’d be hard pressed to find one to compare to the 2020 F 900 R, and believe me, many have tried. But pound per pound, there’s no beating the substance and sublime handling of this remarkably agile and fast sport bike. Even though it carries a curb weight of 465 pounds, which is a bit heavy for a sport bike. riders attest to the power and agility of the 2020 BMW F 900 R, being second to none. Built specifically for handling twisting country roads, to going all out on pavement crunching straight-aways, this Beemer is guaranteed to provide you with heart pumping, adrenaline carved action, as well as serene, restful weekend rides. In short, its got it all.

Nowadays, connectivity is a must, and the designers of the 2020 BMW F 900 R knew this, so incorporated a user friendly interface you can easily interact with. First, there’s the 6.5 inch TFT display on the dash. The TFT display allows you to check on the status of your bike, dynamic traction controls, lap times, tire pressure monitoring and more. Next, you’ve got smartphone connectivity, which is handled by the BMS Motorrad Connectivity app. In short, a pretty sweet addition for a sporty, mid-range BMW bike.

When it comes to overall design and comfort for a mid-range sport bike, the design team at BMW has you covered. This agile, swift bike provides both seasoned and novice riders alike, an unprecedented ride due to its innovative technology. First, the design is just made for sport bike enthusiasts, with a triangular, forward position riding and foot controls posed .59 inches more to the rear. Next, they moved the handlebar forward about an inch. Seat variants include regular, high, and extra high.  This, coupled with a wider and more comfortable saddle, mean that you’ll feel the speed and control of a track racer, while remaining upright during the ride.

In order to keep the total price under $9,000, BMW decided to outsource the manufacture of their 895cc parallel twin engine to Loncin, China. However, don’t let that put you off, as the engine was designed by BMW’s very own team of hardcore engineers. True, it’s still the same F 850 G5 parallel twin powerplant, but the BMW designers did make some crucial improvements. For instance, they switched up the cylinder head to an eight-valve DOHC cylinder head, forged pistons bumped up the compression ratio to 13.1:1, and did a redo on the fuel mapping. So now, you get an engine that runs at 99 hp/8,500 rpm. Not too shabby for a BMW sport bike raking in under $9,000 naked.

Out with the old and in with the new. The 2020 BMW F 900 R tossed the frame sported by its predecessor, the F 800 R, and switched it up to an all new, steel trellis frame and new subframe.  The steel shell construction is hollow, taking away some of the weight, while still providing a tough, durable, and rigid bridge frame. The visibility of the frame is somewhat camouflaged due to the blackout treatment given it. The new frame accentuates the bikes sporty, triangular design giving the rider a forward leaning position, while still keeping the rider basically upright. Other enhancements include moving the footpegs back, placing the gas tank between the riders legs, and moving the grips forward about an inch.

The BMW 2020 F 900 R offers you a nice little treat designed to raise your ride to a new level, and it’s called the Riding Modes Pro option. Does it cost extra? Yes, but if you’re a seasoned rider, the benefits clearly outweigh the extra cost of $350. The Riding Pro Modes option is designed to upgrade the bikes performance, adding Dynamic and Dynamic Pro ride modes, along with cornering ABS, Dynamic Brake Control, Dynamic Traction Control and MSR which refers to Engine Drag Torque Control. You also get a Dynamic electronic suspension for your rear.

This is particularly good news for those night riders out there. First, the 2020 BMW F 900 R comes with a brilliantly bright LED headlamp.  But that’s not all, as BMW has included a cornering headlight option called Headlight Pro, and what this does is automatically direct the beam of light in the direction you’re cornering. This way, there’s less chance of you coming across any incoming surprises, as it illuminates the inbound road, so you’re visuals remain intact. This is a great option to explore and think about when ordering your BMW F 900 R.

The 2020 BMW F 900 R comes with the ride modes standard: Rain and Road. These come equipped with preselected throttle response, traction control, ASC and ABS.  Modes provide various engine calibrations, as well as ASC response. Know that if you wish, you can switch off the ABS and ASC. The designers made these modes easy to control by placing them on the right handlebar, so with a simple push of a button, you’re up and running in your favorite mode for the ride.

So, how do you like the bike so far? If you’ve just met the sporty roadster of your dreams, don’t call your dealer just yet. That’s because BMW offers you the ability to build your own 2020 BMW F 900 R.  So, lets go over the steps so you have an idea. First, you get to select your base color. Choose either San Marino Blue Metallic, Black Storm metallic or Style Sport. Next, select your package. You also get storage options, design options, safety options, navigation and communication options, and ergonomics and comfort options. Last but not least, standard equipment.

Superior traction is provided by the road-tested Bridgestone Battlax S21 Tire. This tire is just build for sport bikes, offering you the type of grip you’d expect from a track racer. Made to provide a secure and stable ride at top speeds, theBattlax S21 tire is the perfect choice when it comes to complimenting the legendary traction provided by BMW, as it’s been designed for riders who enjoy competitive racing, or simply those who are aggressive riders. Bridgestone’s very own, patented, Ultimat Eye Tech was used for the rear bike tire, ensuring a longer life by resisting wear and tear.

There’s no doubt about it, without superior braking ability–braking ability that is sensitive and under your control, speed and handling don’t amount to much. That’s why BMW went straight to Brembo to provide the braking system. Brembo is a world leader when it comes to providing braking systems for professional riders who compete in events such as the MotoGP, and World Superbike Championship.  For the 2020 BMW F 900 R, the front brakes are radial mount, 4 piston calipers, 320mm discs with ABS. As for the rear, you get 1 piston floating caliper, 265mm disc with ABS.

The middleweight sportbike class of motorcycles is one of the most hotly contested segments in the industry, and one with the most variety. Chock-full of machines that need to be everything to everybody, these motorcycles often runs the gamut of activities, from commuting, canyon riding, touring, and even the occasional track day.

Beyond being multifaceted machines that bring joy to our lives, the middleweight sportbike genre has several options that appeal to our wallets, such as the 2020 Yamaha MT-09—a class favorite that offers a whole lot of performance for $8999. Yamaha’s brilliant roadster has kept riders grinning ear to ear since it was introduced in 2014. Over its six-year tour of duty, the MT-09 received a few updates, in the form of upgraded suspension, ECU mapping, electronics, and appearance. However, it is mostly the same motorcycle that shook the class up a few years ago.

This year, BMW launched the F 900 R, a naked sport machine explicitly built to offer the kind of value that the Japanese manufacturers deliver. It’s no secret that BMW makes some of the most sophisticated motorcycles on the market, but that sophistication comes at a price that excludes many buyers. Outsourcing production of the 895cc parallel-twin engine to Loncin, China, is just one of the several ways that BMW has managed to keep the base price at a competitive $8995.

BMW wants to take on the Japanese in terms of price, but I was curious how it would compare on the road. So, I pitted the 2020 BMW F 900 R newcomer against the stalwart 2020 Yamaha MT-09. These two motorcycles are both in the middleweight naked sport class, but that’s about where the list of comparable traits ends, with some surprising results.

Hopping aboard the F 900 R, and you’re met with a tight, compact cockpit with a sporty riding position. The R’s narrow chassis makes the 32.1-inch seat height of the BMW accessible to riders of a variety of sizes, and my 32-inch inseam was able to reach terra firma with ease. However, the seat to peg ratio is reminiscent of a superbike-based streetfighter, as the footpegs are positioned relatively high, causing noticeable knee-bend. Combined with a close reach to the handlebars, the F 900 R makes you feel as if you’re always ready to pounce at the next set of curves.

That aggressive rider triangle translates to a motorcycle that is particularly adept in the canyons. When riding with a furrowed eyebrow, it pays off in spades, as it allows you to wrestle the BMW into submission. Those same traits do make it taxing at lower speeds and in the city. You’ll never have to worry about dragging footpegs, though the rubber grip pads need to be done away with because they deform under the rider’s weight.

The Yamaha MT-09 takes an every-rider approach to ergonomics. While it has compromised a bit of sportiness in its riding position, it has happily made up for in the form of outright comfort. We’ll call it ‘sport casual’—a rider triangle that is a half-step forward of neutral, with plenty of legroom and a relaxed reach of the bars.

Though the MT-09 features a marginally higher 32.3-inch seat height, the rider is nestled in the chassis of the Yamaha, as opposed to atop it like the BMW, making it feel lower. The seat to peg ratio is much more expansive, increasing comfort in all environments. It won’t shy away from a good rip in the canyons, but you’ll need to be a little more conscious of your lean angle as you’re more likely to begin dragging footpegs due to their lower placement.

The saddles are noticeably different as well, with thin, firm foam being used on the BMW and relatively comfortable accommodations found on the Yamaha. The BMW does offer high and low seat option 30.3 to 34.1 inches, while the Yamaha does have a plushier Comfort Saddle available as a factory accessory.

New to the party is BMW 895cc parallel-twin, producing a claimed 99 horsepower at 8500 rpm and 67 ft-lbs at 6500 rpm. If you need a single-word description of the revamped p-twin, it is ‘tractable.’

It revs up quickly and delivers a nice hit of torque right off the line that will help propel you off any apex. It’s a fun, easy-to-use engine with enough performance on tap to satiate most riders, and lets experienced riders exploit it completely. At the same time, it won’t overwhelm newer riders or the stout chassis. Great low-end, better-mids, and commendable top-end power, make the BMW’s powerplant an excellent piece of kit. Still, part of me wishes it was a tad more potent, creating more synergy between its stellar chassis and aggressive riding position.

The MT-09’s 847cc crossplane concept crankshaft CP3 triple-cylinder engine is one of the best in the business, and it’s part of why the MT-09 is so popular. While the BMW took a sensible approach to their powerplant, the MT-09 has made its bones by being a wickedly fun, ferocious, fast-revving triple that has one of the most exciting personalities on the market.

Whack the throttle open, and you’ll hear a wonderful triple-cylinder howl, while the front end begins gently lofting. The BMW may have it beat on bottom-end, but when it comes to the mid and top-end power, it won’t be able to keep up, as it has significantly higher rev-ceiling. Take to the saddle of an MT-09, and you’d be hard-pressed not to be lured into discovering it for yourself.

Both machines feature light clutch pulls, while the MT-09 has a friction zone that is much narrower and a bit more finicky. Also, the MT’s transmission isn’t as precise, while the BMW has tight, positive shifts at every flick of the shifter.

If shiny new gadgets are your thing, the BMW F 900 R is going to offer everything you’ve wanted and more. This is the one category where the Yamaha’s age is most apparent, and that shouldn’t come as a surprise. The MT-09 was developed long before the new F 900 R, and long before things like IMUs started becoming commonplace on motorcycles. What immediately jumps out is the F 900 R’s stunning, full-color TFT display in comparison to the MT-09’s minimalist LCD screen.

In either case, these machines offer ABS, traction control, and adjustable riding modes that rely on wheel-speed sensors and preset settings to determine intervention.

The MT-09 features three riding modes that only impact the throttle map; A, Standard, and B. The A mode is the most aggressive and quite snatchy, while Standard tame things a bit, though it still requires finesse. Mode B reduces power slightly and offers the smoothest throttle map, while not sacrificing enough punch to make me miss it. However, with Euro 5 emissions standards looming, we have to assume that this is a problem that may be remedied in a 2021 update.

The Yamaha’s two-level TC settings are more than enough for the street, with level 1 being the least restrictive and enough to lift the front end, while level 2 tamps things down. It’s not a ‘rain’ setting, but you could treat it as such. Although ABS is non-adjustable, it failed to give me any issues.

Meanwhile, the BMW’s standard riding modes of Rain and Road alter ABS, TC, and throttle maps in one fell swoop. Our test unit has the optional Ride Modes Pro feature, which offers a Dynamic throttle map that is decently sporty.

An added benefit of the optional Ride Modes Pro is the inclusion of an IMU, which imbues your F 900 R with lean-angle detecting ABS and TC for $350. This option unlocks Dynamic and Dynamic Pro. Dynamic Pro allows you to tailor ABS, TC, and wheelie control settings.

In practice, BMW’s electronics are aggressive when in Road or Dynamic. ABS and TC tended to intervene at less than impressive lean angles, and I settled on reducing things to their minimum in the Dynamic Pro menu. With that done, you’re left with an extremely competent package. Of course, IMU support falls under ‘better to have it and not need it, than need it and not have it’ in my book.

Two paths truly diverge when we factor in the myriad of packages available on the F 900 R that we covered in our initial review. With every option installed, you’ll increase the price to $11,945.

Perhaps the biggest strength of the BMW F 900 R is its unflappable chassis. The F 900 R is stout and balanced, and requires more effort to get onto the edge of the tire than the MT. This shouldn’t come as a surprise, as the geometry is wildly different from the Japanese contender, with an uncharacteristically long 59.8-inch wheelbase of and an extraordinarily relaxed 29.5 degrees of rake. Meanwhile, the MT boasts a fairly average 56.7-inch wheelbase and 25 degrees rake, making it much lighter on its feet and far easier to tip in.

The BMW’s 43mm non-adjustable fork features fairly heavy spring and damping rates that keep the front end planted to the tarmac, while the linkage-free, featuring spring-preload and rebound-damping only keeps it all in line. Overall, the damping settings are edging closer to what I’d be running at the track, not on the street.

What you’re left with on the F 900 R is a motorcycle that has an impressive amount of mechanical grip. It’s one you can trust hurling into corners and hurl, you will, with the 465-pound curb weight making you work for it, especially in the slow corners. The positive side effect of its weight, and resulting mechanical grip, is a planted feeling on entry, mid, and exit. However, the BMW can be upset by choppy asphalt. Not only will the chassis be upset, but you’ll feel every bump and bruise along the way.

The MT-09, on the opposite end of the spectrum, is light and willfully tips into corners at any suggestions. This is in part due to its compliant suspension and svelte 425-pound curb weight. The 41mm fully adjustable KYB fork gobbles up every impurity in the urban world with ease, while the semi-adjustable horizontally mounted KYB shock does more of the same.

Once the pace picks up, it isn’t hard to start finding the limits of the MT-09’s suspension. Compression bumps can unsettle the chassis and become bouncy, but it’s a reminder that you always need to load the chassis correctly, either by braking or accelerating consistently.

Although the 09’s softer spring and damping rates trade-off some sporting prowess in the name of comfort, it is far more enjoyable when you’re not attempting to beat your personal best times in the canyons. Casual road riding is more than pleasant, whereas the BMW encourages you to push. Also, the aftermarket has tons of options to make it a thoroughbred, inexpensively.

Shod on the BMW are Bridgestone Battlax Hypersport S21 tires, which are an excellent pairing for those who spend the majority of their time doing sport riding on the road. They’re even suitable for a rip at the track, as they offer plenty of feel in both situations. Designed as a compromise between performance and wear, the MT-09’s Dunlop Sportmax D214 tires provide a fair amount of grip, and the robust carcass behaves well under pressure—hard riders will want to upgrade.

Bolted on the Yamaha MT-09 are dual radially-mounted 4-piston calipers with 298mm rotors. Feel at the axial master-cylinder is quite good, with plenty of power on tap for sporty riding. Yamaha did save a few pennies by using rubber brake lines instead of steel-braided brake lines, which are far superior, but overall braking performance is commendable. In the rear, a 245mm disc is clamped onto by a single-piston caliper that offers decent feel, making low-speed maneuvers or adjusting your line a breeze.

On the other side of the fence, BMW ran with radially mounted Brembo 4-piston calipers and considerably larger 320mm floating rotors. That’s some decent braking equipment, but saved some coin by using an axial master cylinder. The result is braking feel that is a noticeable improvement over the Yamaha, but doesn’t blow it out of the water, as you might assume by only looking at the specs.  A 264mm disc with a single-piston floating caliper takes care of duties out back, more than adequately.

I’d assumed that the BMW would have walked away with a clear victory, but this just goes to show how much impact the master cylinder has on braking, and we shouldn’t always get caught up in premium brand names.

The 2020 BMW F 900 R is far sportier than what meets the eye. The aggressive ergonomics, paired with such a rock-solid chassis and punchy motor, make it a package that can soak up any Sunday’s worth of riding in the canyons with ease. It does make that compromise in the face of street-friendly mannerisms, but on a smooth set of twisties, the BMW proposes an argument that can’t be dismissed. It offers the type of engine performance that less experienced riders can gel with, while veterans of the saddle will crack the whip gleefully. While the F 900 R proved to be a much more focused machine, it still isn’t untenable in the urban sprawl.

The 2020 Yamaha MT-09 remains a well-rounded machine. From canyons to commuting, and beyond, the MT-09 is a versatile bike, punctuated by a thrilling motor that simply doesn’t quit. There are aspects of the motorcycle where its age is showing. However, with Euro 5 looming, we hope that rough edges like the lack of an eye catching display or choppy fueling to be remedied on the next major update. In the face of that, the MT-09 remains a motorcycle that can do a bit of it all, without giving up too much in any category.

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Somehow, I kept my licence from being fed into the government shredder. This bike needs a major reality check from anyone who grips its bars, to remember that riding is a hard-earned privilege, and you’re probably not that good a rider anyway. But with that out of the way, oh my god it’s fun.

It probably helped, too, that KTM did not supply its press bike with the plug-in dongle that’s needed to access Race mode. I could switch between Sport, Street, and Rain (actually, I pretty much just left it in Sport), which adjust the power delivery and the traction control as you’d expect, but Race allows wheelies and drifting and launch control. I think KTM has a pretty good handle on the aspirations and abilities of the Canadian motorcycle press corps.

The 790 Duke is a 799 cc parallel twin that claims 105 hp and 64 lbs.-ft. of torque. This means it goes like stink. That’s no big deal – probably, my Aunt Fanny could build a motorcycle that goes like stink in a straight line – but it’s the handling and the ease of the ride that make all the difference. There’s a reason why KTM calls it “the Scalpel,” because it really does dip and dive exactly as you’d want it to through traffic and along curving roads. Hence, the hooliganism.

When the engine first fires into life, it sounds a bit rattly. After a while, I grew to think of the noise as “raspy” or even “brappy” and forgave it the indulgence. Maybe I was turning into a thug. In fact, the engine is really quite smooth thanks to dual counterbalance shafts, and it pulls strongly throughout the rev range, all the way to just shy of its 9,500 rpm redline.

Quite comfortable, for a start – at least, more so than I expected. You lean into the wind and if there’s any rain or dirt in the air, it’s going to hit you. On the upside, the bars aren’t low-slung like a sport bike or race bike, so your wrists and neck aren’t going to protest. The seat is fine for an hour or so at a time, but you’ll probably want to stop to catch your breath before your butt starts to hurt.

I went for a ride on country roads with a group of friends, who were piloting everything from a large scooter to a mid-sized cruiser, and it didn’t take long before I pulled up my proverbial jacket sleeves and started playing silly buggers. I overtook the procession to lead the way and wail around corners, waiting at the end for the others to catch up. I revved the Duke at stop signs. If I owned the bike, I’d probably have burned through a tire

You won’t gain many friends who’ll want to ride pillion, either. I was curious how the bike would behave with a passenger on the back, but nobody wanted to trust their backsides to the Duke’s tiny rear seat. Either that or they just didn’t trust me. Can’t say as I blame them. It’s too bad because the back seat really isn’t much good for anything else – there’s no storage space under it, nor any bungee hooks or obvious places to hook onto.

The monochrome TFT display screen is full of useful information, but it’s really not very easy to read because most of the type is too small. You have to tip your head down to see it, anyway, so even if it’s flashing red and orange warnings, you probably won’t notice until you come to a stop or the bike blows up.

One of the best things about the Duke is its traction control, which includes leaning ABS. It was good to know that a bike this responsive is also looking out for me, and that everything can be toned down in slippery conditions. I never did get the chance to ride in bad weather – I was too busy staying inside on those days, keeping warm and watching TV – but it’s a comfort to think the bike could force me into responsibility when conditions dictate.

You can get a lot of naked bike for that kind of money, including the $10,900 BMW F800R, the $10,400 Kawasaki Z900, and the $10,200 Yamaha MT-09. You’d expect the KTM’s WP inverted front forks to be adjustable, but they’re not. That leaning ABS is really nice though, and none of those other bikes kick out quite so readily as the Duke. None feel quite so small, either, and while that’s not always a good thing, it is with a bike like this.

I had a lot of fun with the KTM, but given the choice, I’d probably make the sensible decision to keep my licence and my friends and go for anything but the Duke. That’s just me though, being responsible because I’m old and I’ve been round the block.

Equipment center stand, heated grips, hand guards, RDC (tire pressure sensor), electrical outlet, TFT Display, BMW GPS mount, cruise control, ABS, ASC (stability control), DTC (traction control), ESA (electronic suspension adjustment)