tft display on f800r manufacturer

BMW Motorrad and Bosch are set to give riders what they want, in a move that the cutting edge German engineering and technology company estimates will lead to a safer and more convenient riding experience. In a survey of 2600 motorcyclists, Bosch found that 90% of riders utilize their mobile devices for planning purposes or as part of wrapping up their ride. But perhaps more surprisingly, a third of riders responded that they use their phones while actually riding.

In general, eight out of 10 of those surveyed were in favor of integrating smartphone and instrument cluster information. To address this desire, some of BMW’s new motorcycles will come with Bosch’s 10.25-inch TFT (thin-film transistor) display with split-screen capabilities. Riders will now be provided with the information they previously had to look to the instrument cluster and their mobile device for, in one location.

The new Bosch display will utilize their smartphone integration system called mySPIN to enable content from motorcycle-centric apps like REVER to display appropriately on one half of the screen, while speed or warning indications will display on the other half.

The content being shown can be regulated by the rider with controls on the handlebar. The screen itself is TFT LCD — this technology improves image quality over the traditional LCD displays. Similar Bosch mySPIN split screens will appear on Ducati and Kawasaki motorcycles, as well, but the display sizes may be smaller.

Some critics of the 10.25-inch Bosch split-screen have expressed concerns that such a large screen with app integration will lead to more dangerous distraction than increased safety for riders and those on the road around them. But there is one feature of the Bosch mySPIN that truly has the potential to save lives: Help Connect.

According to Bosch, “The digitally connected emergency call system for motorcycles enhances road safety by enabling the fast, automatic dispatch of rescue services in the event of an accident.”

But you don’t have to worry about EMS showing up if your bike happens to take a nap in a parking lot: Bosch purports that the technology is smart enough to know if you’ve had a drop or an accident … but just in case, you’ll get a call to confirm the former before they send lights and sirens your way.

The protective glass for the 10-inch TFT display is hardened and non-reflective. It protects the display without impairing readability and is easy to fit.

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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.

The badge says ‘750’ but it’s actually 853cc. Not the same performance as the F850 though, even though the two engines are essentially the same. Confused? Us too

Like the F700GS before it, which used a de-tuned version of the old 800cc motor, this new F750 is actually 853cc. No, we never understood it either, but clearly the Germans do have a sense of humour.

This heavily-revised, parallel-twin engine, launched in 2018 is very different from the old F800 motor. The dummy third-piston that smoothed out the vibes in the old motor has been replaced with dual balancer shafts and the exhaust has been moved from the left to the right hand side (because, when lifting up and pushing a stricken GS off-road, riders complained that they usually stood on the left and the hot exhaust could burn their clothing).

From a rider perspective it’s the advances in fuelling technology and ignition that are most obvious. The different riding modes (especially ‘dynamic’) really perk up the power delivery, making the throttle response noticeably sharper and delivering the bike’s 77bhp in a manner that makes it feel like much more.

BMW twins of the last ten years, whether in a parallel or boxer layout have a distinct personality. They pick up revs very quickly, like the pistons were made of race-grade Titanium and there’s a lovely, buzz-saw, aggressive rasp that you feel through the throttle.

The other thing this motor does really well though is the more laid-back stuff. Where big twins can be a bit chuggy through town or cruising at motorway speeds, the middleweights tend to be smoother and a bit perkier too at low speeds nipping in and out of traffic. Again, it’s BMW’s superb fuelling and throttle response that makes the difference here.

The gearchange is very slick with a light clutch and accurate shifting. Neutral can be a bit stiff to select on occasion, but you soon get used to it. Our test bike had BMW’s Gearshift-pro quickshifter fitted. It’s far from the best system out there – stiff, clunky and doesn’t always engage at lower of mid-rpm - and, to be honest, the F750’s gearshift is so good anyway, you’d be better off spending your cash on something else.

Sadly, the price you pay for an engine that punches so far above its weight is that fuel consumption in loopy mode reminds you that shifting a certain amount of weight at a certain velocity requires a certain amount of energy. Having said that, 52mpg on the back roads isn’t too bad considering the way it was being ridden.

In more typical use the F750’s figures are pretty much the same as the F850GS. Over the full test period it averaged 57mpg with a best of 65mpg on a motorway run.

The standard Akrapovič titanium silencer sounds soulful with every blip of the throttle. Around town, there’s a charismatic burble on the overrun, even at low rpm. At times it’s only just noticeable, allowing you to filter through town with just a hint of a menacing growl. It then builds and sounds wonderful as the revs increase. The cut in the ignition during clutchless up and down-shifts on the Shift Assist Pro, adds even more enjoyment to my eardrums.

I can see why BMW hasn’t wasted R&D money searching for more power. How much power do you need on a naked superbike that will be primarily ridden on the road? 162bhp puts it in the fight with Triumph’s Speed Triple RS (177bhp) and Aprilia’s Tuono V4 Factory (175bhp) both of which I’ve ridden recently on the road and track. Despite producing some 10bhp less, it doesn’t feel it, and I guess that is because the 1000cc inline-four weighs less than the competition, especially in the attractive M package. BMW claims the S 1000 R (M), once fuelled up ready to ride, is the lightest bike in this class, and in back-to-back tests, even out accelerate Ducati’s 205bhp streetfighter to 0-100kph and 0-140kph, and is almost identical on time to 0-200kph.

Aside from its lightness, the key to the BMW’s acceleration and speed is the way its power is so usable, and far from intimidating. The throttle connection is lovely, the rider aids superb, and in Rain, Road, and Dynamic mode power is limited in the lower gears enabling less experienced riders to get on the gas sooner.

Rain, Road, and Dynamic come as standard, but our M-spec test bike also gained the Dynamic Pro mode, which essentially frees up the rider aids for experienced riders on the road or track and allows you to personalise settings.

For the first part of the test, I spent most of the ride in the standard Road or Dynamic mode. The TC is lean sensitive and is very similar to the system used on the current M 1000 RR and Tom Sykes’s World Superbike ride. There is a noticeable step between the modes: Road mode is very forgiving, the fuelling is excellent both around town and on the open road; then when you flick into the Dynamic or Dynamic Pro there’s a noticeable change (added by the change in semi-active suspension, more of which later), especially in the Pro mode, which neutralises the anti-wheelie control and allows you to have fun.

In the Pro setting, wheelies are inevitable and, although my method isn’t exactly scientific, it’s a great mode in which to test the fuelling and intimidation level of a bike. Some bikes are daunting on the back wheel – each degree of the throttle has a dramatic change on the height of the front wheel – whereas the BMW isn’t. On one wheel it’s as intimidating as an angry kitten.

On track at Cadwell Park, I was revelling in the new advanced rider aids and forgiving power. The notorious track was damp in sections, wet under the trees, then dry for the rest of the lap. I was thankful for the reduced power in the lower gears, and a little TC to keep the rear under control. Each lap I could feel the TC working, controlling the rear 200-section Pirelli Diablo Rosso Corsa 2 in the damp conditions, yet it wasn’t intrusive over the famous Mountain section as the front lifted.

The track dried out, so back in the pits I quickly flicked into the Pro mode, reduced the TC to a minimum, and went out for more fun. The clever electronics allow wheelies over The Mountain yet are there in the background should you get a little too carried away – and remember, they are lean-sensitive. The new TFT dash makes the rider aids accessible and easy to use.

On a drying track, especially down the back straight to Park Corner, I had the throttle pinned to the stop. And while it was quick – very quick – it wasn’t rapid in the same way a Ducati Streetfighter V4 would have been at the same point. The Ducati packs a bigger bunch than the BMW, and on track this would be noticeable, depending on the length of the straight.

But there is a flip side. I rode all evening around Cadwell, at times staying out for 30 minutes, and when I came back to the pits, I wasn’t exhausted – that wouldn’t have been the same story on the Ducati. The usability of the BMW S 1000 R makes it a doddle to ride on track. Even inexperienced hands won’t feel intimidated by it, but they would by some of the competition.

Obviously, we didn’t have the competition to the BMW at Cadwell, but I have ridden all the main protagonists, and know them very well. I’d estimate the Ducati and maybe MV Brutale would lap quicker, but they would be hard work. And I think the average rider would have more fun, feel safer, and eventually lap quicker on the BMW.

Last June 20, 2020, BMW Motorrad Philippines virtually launched the F900R sport naked motorcycle to the Philippine market. It effectively replaced the 11 year old F800R platform, a bike considered by many motorcycle enthusiasts as an overpriced but underperforming bike that also looks rather boring when compared to its newer Japanese and European counterparts. That’s why for model year 2020 BMW completely overhauled their middleweight sport naked offering and came out with the all-new F900R.

The F900R comes in two variants; Standard and Style Sport. Both are powered by a new 895cc liquid-cooled inline-2 cylinder motor with a unique 270/450-degree firing order designed to mimic the torque rich and power characteristics of a V-twin motor but in a more lighter and compact package. Power is rated at 105 hp at 8500 rpm and 68 lb-ft of torque at 6500 rpm (Euro spec). Standard features on both variants are the large 6.5-inch color TFT instrument display with Bluetooth connectivity, keyless ride, LED headlight and taillights, LED turn indicators, Automatic Stability Control (ASC), ABS, and Ride Modes (Rain and Road). Unique to the Style Sport variant, however, are the Adaptive Headlights, Dynamic Traction Control (DTC), Dynamic Electronic Suspension Adjustment (Dynamic ESA), Gear Shift Assist Pro, Riding Modes Pro (Rain, Road, Dynamic, and Dynamic Pro), and Dynamic Engine Brake Control.

A week after its Philippine debut, SMC Asia Car Distributors Corp., the exclusive distributor of BMW Motorrad in the Philippines, sent us a F900R Sport for review. After almost 4 months of forced Covid-19 quarantine, this couldn’t come at a better time. Like many quarantined motorcycle riders all over the world, I’m itching for a ride. But where to test it? With the lifting of the strict Enhanced Community Quarantine (ECQ) in Metro Manila, motorcycles sans pillion were allowed to go out for essential travel. I guess testing one of the most anticipated motorcycles to come out of BMW counts as essential travel, doesn’t it?

So with our photographer Randy in tow, we headed for our favorite proving grounds in Infanta, Quezon. But first I needed to gas up so I went to the nearest Petron station along our route. The F900R’s keyless feature allows you to open the fuel filler cap without inserting a physical key. Just turn off the motor and lift the cover, and you’re good to go. With ¼ still showing on the fuel gauge I prepared P500 for a full tank. But at just P260, or roughly 6 liters, the tank was already full. So in reality there are still 7 liters sloshing around inside the fuel tank when the low fuel warning lights up, which I think is a bit pessimistic considering the F900R has a 13 liters fuel capacity. During our test I was able to average 23 kilometers per liter of fuel, which isn’t bad for an 895cc bike and my heavy throttle hand riding style.

With the easing of restrictions vehicular traffic was noticeably heavy along major thoroughfares compared to just a week ago. Thankfully the F900R manages engine heat efficiently so heat soak wasn’t a big problem during stop-and-go traffic. It was only during one of my supply runs around Makati when I felt heat reaching my ankles because I was wearing low-cut sneakers. So don’t wear low-cut sneakers or wear thick socks if you have to. The F900R’s wide handlebars provide plenty of leverage for filtering in traffic. Steering effort is light at low speeds even with a steering-damper so I believe the F900R will effectively function as a city commuter.

Turn in at speed is also quick with moderate counter-steering effort. I just wish it had a few millimeter more steering angle lock-to-lock for tighter U-turns. Seat height is also Filipino friendly at 815 mm, but a lower seat option can be ordered if you find it prohibitive. Likewise a higher comfort seat can be ordered if you’re not vertically challenged. But for my 5’7 frame the standard 815 mm is just about right and I can reach the ground quite comfortably with both feet. The foot pegs, however, are set a bit high relative to the seat and tall riders will have to get used to this riding position. The handlebars and levers can be adjusted to suit different rider preferences. The riding position is generally sporty with a slight forward bias as you reach for the handlebars that encourages fast riding.

And rapid the F900R truly is. Not blazing fast as its S1000R sibling, but fast enough to make life with the F900R interesting, especially in urban settings where you can lord it over lower displacement bikes. The newly developed 895cc liquid-cooled inline-2 cylinder motor with its unique 270/450-degree firing order certainly makes it feel and sound like a V-twin. Power delivery is progressive and commensurate to your throttle inputs, but it feels especially lively on the upper parts of the rev range. The widespread of torque and well spaced gear ratios means you don’t find yourself frantically hunting for the correct gear at certain speeds. Clutchless shifting up or down through the gears is also made fun with the Gear Shift Assist Pro quick-shifter.

If you ask me, the extras you get on the F900R Sport are worth the 120K difference from the Standard F900R. What sets the Sport from the Standard are the adaptive headlights, electronic suspension (Dynamic ESA), quick-shifter, and Riding Modes Pro. The adaptive headlights illuminate the side of the road you’re turning into. Dynamic ESA allows you to electronically adjust the rear spring preload using the rocker switch on the left hand switchgear (Using C-Spanners are so yesteryear). It also automatically adjusts the amount of damping depending on your chosen ride mode. Dynamic ESA only controls the rear suspension, though. The front upside-down forks are non-adjustable but they provide the ideal balance of comfort and control over a variety of road surfaces. In fact, it has one of the best rebound damping characteristics among the middleweights I’ve used recently.

The Riding Modes Pro of the F900R Sport gets you Rain and Sport plus Dynamic, and Dynamic Pro. On the Standard F900R you only get Rain and Sport. Riding Modes Pro also gives you a Sport screen function that changes the display of the TFT screen to show your steepest lean angle, DTC intervention indicator, and brake pressure indicator. Downloading the BMW App will also allow you to track your rides in real time, showing your cornering speed, lean angle, and even where you applied the brakes. Only the F900R Sport has ABS pro, or cornering ABS, as part of the Riding Modes Pro package, but both bikes use the same basic Brembo brake rotors and calipers. Initial bite is soft but reassuring as you apply more pressure on the front brake lever. Also exclusive to the F900R Sport is the Engine Brake Control that prevents the rear tire from sliding when spontaneously activating the gas or clutch. Standard fitment tires are Bridgestone Battlax Hypersport S21R that provides confidence inspiring grip on dry and wet roads.

BMW Motorrad obviously designed the new F900R for riders stepping up from a smaller displacement bike, or those who are returning to riding motorcycles after a long hiatus. Its light handling characteristics and friendly power delivery will certainly suit new riders with nervous hands. Experienced riders on the other hand will be delighted with the F900R’s perky motor and high level of standard equipment and electronics package for the price. Regardless if you get the standard F900R or F900R Sport, you’ll get a handsomely styled bike with a high level standard equipment and superb build quality that should provide years of riding enjoyment and ownership. The F900R are completely built units from BMW’s factory in Berlin, Germany. The Standard variant comes in Black Storm Metallic and San Marino Blue Metallic colorways and priced at PhP 655,000 while the Style Sport variant only comes in Hockenheim Silver Metallic and Racing Red combination and priced at PhP 775,000. All F900R are covered by a 5 years/500,000 kilometers warranty (whichever comes first). It’s now available at all six BMW Motorrad dealers, nationwide.

The R 18 B brings together full power with BMW Motorrad touring history and the emotional character of the R 18 family. The large front end featuring trim panels on the handlebars and the low windscreen already demonstrate a strong character. The 1802 cc of the black Big Boxer also leave no room for speculation. Still, it’s not all about displacement. The R 18 B goes significantly further. It’s made for customizing. Turn it into your unique bike and bring out the #SoulFuel.

Four traditional, analogue round instruments come together with a modern 10.25” TFT display: from fuel level indicator to map navigation, you always have all the information available at a glance.Power Reserve

Grey cover grilles and golden Marshall lettering: these are the elements that conceal additionally refined sound quality from a total of four speakers powered by a 180 watt booster.Boxer engine

All BMW Motorrad Genuine Parts and Accessories are availble at Europe Moto. All of our Parts and Accessories are Genuine BMW Motorrad parts and are under a 2-yearinternational BMW manufacturer warranty.

- Cycle parts: Motorcycle Protections for the engine and more, Hand Protectors and lever protectors, Brake & Clutch Levers of origin or with option, Foot Pegs & Brake and Shift Pedal and rubbers, genuine Mirrors or option mirrors, Handlebars & Accessories, Handles and switches, standard, low, high Seats and more, genuine Fairings, Brake discs and pads, genuine Mudguards and extensions, genuine Shock Absorber, rims and Wheels

- BMW Motorcycle Accessories: Customization parts, HP Parts / Carbones / Machined of all options, Windshield as well as brackets, Lighting & Indicators and additional LED lights, Motorcycle Cover and scooter cover, Oils & Consumables and cleaning products, GPS Navigator and brackets, High Tech cables and smartphone support, Motorcycle Battery Charger, genuine Battery and more

For more efficiency in your research, we advise you to select your BMW motorcycle model, year and version in the blue form at the top of the page, which will allow you to only see the BMW Motorrad Genuine Parts and Accessories that are compatible with your motorcycle.

Most BMW Motorrad Parts and Accessories are available on our website, yet if you do not find what you are looking for, contact us by chat, email or phone and we will find and/or add the Part or Accessory on our website for you.

All BMW Motorrad Genuine Parts and Accessories are availble at Europe Moto. All of our Parts and Accessories are Genuine BMW Motorrad parts and are under a 2-yearinternational BMW manufacturer warranty.

- Cycle parts: Motorcycle Protections for the engine and more, Hand Protectors and lever protectors, Brake & Clutch Levers of origin or with option, Foot Pegs & Brake and Shift Pedal and rubbers, genuine Mirrors or option mirrors, Handlebars & Accessories, Handles and switches, standard, low, high Seats and more, genuine Fairings, Brake discs and pads, genuine Mudguards and extensions, genuine Shock Absorber, rims and Wheels

- BMW Motorcycle Accessories: Customization parts, HP Parts / Carbones / Machined of all options, Windshield as well as brackets, Lighting & Indicators and additional LED lights, Motorcycle Cover and scooter cover, Oils & Consumables and cleaning products, GPS Navigator and brackets, High Tech cables and smartphone support, Motorcycle Battery Charger, genuine Battery and more

For more efficiency in your research, we advise you to select your BMW motorcycle model, year and version in the blue form at the top of the page, which will allow you to only see the BMW Motorrad Genuine Parts and Accessories that are compatible with your motorcycle.

Most BMW Motorrad Parts and Accessories are available on our website, yet if you do not find what you are looking for, contact us by chat, email or phone and we will find and/or add the Part or Accessory on our website for you.

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This beautiful machine has all the options cruise, heated grips, ESA, all riding modes, factory Akrapovic exhaust, carbon fibre trim, Garmin 660 Nav with lifetime maps. Was just at a dealer for service and recalls. Ready to ride. Delivery Possible.

This 1983 BMW R65 Touring motorcycle may be a classic, but it still has lots of miles yet to travel. Because of classic BMW reliability and performance, this bike is ready to hit the road with a large comfortable seat for two and a stable design for long road trips. The look i...

The R 18 Transcontinental offers you exclusive and luxurious traveling. As a member of the R 18 family it represents BMW Motorrads tradition and is deeply rooted in the here and now: its unmistakable front end with the tall windscreen and the mighty Big Boxer promise a comfort...

The BMW F900R is a middle-weight naked streetbike which replaces the F800R in the German bike maker’s portfolio. Over its predecessor, the motorcycle is a majorly updated product in terms of styling, displacement, performance, electronics and hardware.

Just like in every other aspect, the F900R is different than the F800R on the cosmetic front by leaps and bounds. It sports a low-slung compact LED headlamp crowned by a tiny visor. The chiseled fuel tank is joined by geometric extensions which also double up as radiator cowl. Sitting on the stubby tail section is a single piece seat which, along with a flat handlebar and slightly rear-set footpegs, is focused on providing a comfortable yet marginally aggressive ergonomics.

The streetbike is propelled by an 895cc, parallel-twin motor which produces around 99bhp at 8,500rpm and 90.8Nm at 6,500rpm. The power is delivered in two modes including rain and road while one can also have optional Dynamic and Dynamic Pro modes at an additional cost. Its standard feature list includes only ASC (automatic stability control) which prevents excessive wheel spin due to hard acceleration in tricky situations.

Customers can also opt for an optional electronics package, the Ride Modes Pro, which includes ABS Pro, Dynamic Traction Control (DTC) and EBC (Engine Braking Control). As for other elements in its standard equipment list, the F900R packs a full-colour TFT display with Bluetooth-connectivity, full-LED lighting, 12V socket and adjustable brake and clutch levers.

Coming to the hardware, the F900R rides on 17-inch cast aluminum alloy wheels suspended by upside-down forks up front and fully-adjustable monoshock at the rear. Braking is handled by dual discs with four-piston floating calipers at the front and a single disc with single-piston floating caliper at the rear. It incorporates a 13 litre fuel tank while the overall kerb weight of the bike stands at 211kgs.

BMW has priced the F900R at Rs 10.80 lakh (ex-showroom) and offers it in three colour options - Hockenheim Silver Metallic / Racing Red, San Marino Blue Metallic and Black Storm Metallic. Considering its body style and purpose, the F900R competes against the Triumph Street Triple RS and the Kawasaki Z900.