2015 BMW S1000XR

Editor Score: 92.75%
Engine 19.5/20
Suspension/Handling 14.5/15
Transmission/Clutch 8.5/10
Brakes 9.5/10
Instruments/Controls4.75/5
Ergonomics/Comfort 9.25/10
Appearance/Quality 8.5/10
Desirability 9.75/10
Value 8.5/10
Overall Score92.75/100

Has anybody built a proper “adventure bike” with an inline-Four cylinder before this one? We liked the new Kawasaki Versys 1000 when we compared it with its competition earlier this year, but it’s more sport-tourer than a real sporty adventure bike – mainly because it weighs 565 pounds.

One of the key numbers to process with this new BMW S1000XR is 502. That would be its fully-fuelled weight in pounds, according to BMW, which is only 8 more than the Yamaha FJ-09 that won the aforementioned comparison. The FJ made 104 horsepower on the dyno. BMW claims 160 crank hp for its newest beast, which translated into 155 hp at 11,200 when we tested what’s supposedly the same engine in last year’s S1000R here. The FJ-09 is by no means a slow motorcycle. The new XR makes 50% more power, and that makes every ride a Sporty Adventure, indeed.

Asymmetric eyeballs are a BMW styling thing now. The XR inhales through its steering head just like the S1000RR. Somebody needs to build a screen to protect its big radiator (and oil cooler below it) from front tire roost.

Asymmetric eyeballs are a BMW styling thing now. The XR inhales through its steering head just like the S1000RR. Somebody needs to build a screen to protect its big radiator (and oil cooler below it) from front tire roost.

It’s the same 999cc inline Four we just sampled in the S1000RR overbeast, dialed back just a bit for use in the XR and the R. Now it makes peak power at 11,000 rpm instead of 13,500, and peak torque at 9,250 rpm instead of 10,500. With that hyperactive rev monster of an engine and the XR’s dirtbike ergos, combined with BMW’s electronics, what happens on Canada’s dirt backroads is that Colin McRae’s World Rally Car video game comes to life.

Keep it in Road mode, roll the throttle open and the rear tire steps out just a little while the engine wails and stutters and the orange light on the dash flickers. In Dynamic, it steps out more, the light flickers a bit less and the front wheel is allowed to come up over rises. Either way, it’s flat-track fun for the whole family, and it feels like (as long as you don’t wash out the front Bridgestone street tire on the entry), you can do no wrong. It’s not the sort of disrespectful behavior the S1000RR encourages at all. (Though if you’re too short for the XR, you might get away with it on the S1000R on smoothish dirt roads for a while.) And though BMW’s own R1200GS weighs just 20 pounds more than the XR, it’s a completely different experience. Camel vs Arabian stallion.

Ontario, Canada, offers a wide range of accommodations.

Ontario, Canada, offers a wide range of accommodations.

Heck, maybe you can’t wash out the front tire either? This is the first BMW with ABS Pro, which is BMW’s version of lean-sensitive ABS. There’s a lean-angle sensor plugged into the ECU that’s supposed to keep you from over-clamping the 320mm front discs even at full lean. For greater dirt pleasure, the rear is a good-sized 265mm disc, clamped by a two-piston caliper. BMW says this: “ABS Pro was not developed to enhance the rider’s individual braking performance when braking in a banked position – especially not on the race track. Instead, ABS Pro was designed to help use the S1000XR even more safely within its physical handling limits when riding on public roads – for instance, when faced with an unexpected hazard in a bend.” ABS Pro is part of the Ride Modes Pro option ($450), and maybe worth that all by itself if you’re the king of the late brakers.

Fuel capacity is supposed to be 5.2 gallons, which means you could never be heard from again up there in the Great White North.

Fuel capacity is supposed to be 5.2 gallons, which means you could never be heard from again up there in the Great White North.

The XR thrives on the sort of abuse most street riders try to avoid: 5.9 inches of suspension travel up front, and 5.5 out back, controlled by BMW ESA, means most common road irregularities cease to exist. Then there’s the thing that really created this class, the upright ergos. The XR’s seat felt comfy and plush for the one 9-to-5 day I spent on it, the bike is skinny between your thighs for a four-cylinder, and the aluminum handlebar doesn’t require you to bend over at all. The only downside is that if your legs are any stubbier than my 30-inch ones, it’s not so easy to reach the ground. The standard seat is 33.1 inches high, though of course there are low and high options. Also, BMW’s current four-banger can be a bit buzzy through the grips; it has no counterbalancer. Rubberized handlebar mounts help quell it on the XR, but there’s still a little tingle at various speeds. For me, electronic cruise control makes it a non-issue.

Also nice in white.

Also nice in white.

To me, the XR feels shorter-geared than the RR or the R, but BMW’s specs say all three bikes are the same. I think what’s happening is the XR’s (and R’s) enhanced midrange just makes them feel like they’re ripping through the gears even faster than the RR. It feels like somebody lightened the crankshaft. BMW’s Gear Shift Assist Pro seems a bit unwieldy downshifting, but it’s a lot of fun on the upshifts with this engine pinned.

Holding the throttle wide open in any gear on this bike (I have to consciously remind myself to open it all the way), it’s hard to believe the XR is 30 horses or so down on the RR we just dynoed (and that’s even with my test bike restricted to 9000 rpm because it was still in break-in mode). Maybe it just feels faster because you’re sitting upright in the face of the gale-force wind you produce instantly with your wrist? This bike basically compresses all the S1000RR’s 180-mph-plus performance into about a 150-mph package. Way more than enough for street use, in other words.

070215-bmw-s1000xr-KWP_7985

The fact that it seems made for dirt roads doesn’t seem to much affect the XR’s on-pavement performance either. Though it’s less steep of rake than the S1000R, and with 0.7-in. more trail and a whole 4.3-in. longer of wheelbase, the XR still snaps quickly from right to left with little effort, mostly due, again, to its superb ergos and the leverage of its wide handlebar. Meanwhile, the bike’s all-seeing, all-knowing electronic suspension knows just how to firm things up when it senses aggression.

The two-position windshield snaps snazzily up or down without tools. I had mine down all day, happy that the rain had stopped. The 6’4” guy I was riding with said it gave him pretty good, calm wind protection in the up position, too. There’s a 12-volt outlet right there in the dashboard; one official BMW spec says the alternator puts out 486 watts, another says 350. We’ll find out which is correct. (486, says BMW, on 7 July)

Cruise control makes it easy to snap pics while you roll merrily along. There’s a bit of tingle through the grips at cruise, but not an objectionable amount. Here the windscreen is in its low position, but you can pop it to high on the fly.

Cruise control makes it easy to snap pics while you roll merrily along. There’s a bit of tingle through the grips at cruise, but not an objectionable amount. Here the windscreen is in its low position, but you can pop it to high on the fly.

There’s supposed to be a $16,350 base model, with manually adjustable suspension components at either end, but no one’s ever seen one. The Standard Package, for $17,295, could work, since it includes heated grips, cruise control and Rain and Road modes. But BMW really wants you to buy the Premier package for $18,750, dripping with Gear Shift Assist Pro, Ride Modes Pro, Tire Pressure Monitor, Dynamic ESA, center stand, luggage rack … the whole nine yards except for the saddlebags (and of course there’s a slew of other accessories).

+ Highs

  • Best appearance ever by a Four-cylinder in an Adventure role
  • Feels really light and nimble
  • The electronic aids are approaching seamlessness
– Sighs

  • Encourages you to go faster than your talent alone would allow
  • The Base price must be a joke, since BMW apparently produces no base models
  • We’ll have to invoke the mercy rule if BMW keeps beating up on its competitors this way

Maybe we only think Sporty Adventure bikes should be powered by Twin cylinders or the occasional Triple because that’s all we’ve ever known? The new XR’s obvious competitors are the excellent new Ducati Multistrada and our reigning Motorcycle of the Year KTM Super Duke, both of which will be formidable contenders when the inevitable Smackdown Shootout Comparo occurs later this year. Or should it be KTM’s new Super Adventure?

With this class of motorcycles, we have to say the manufacturers are definitely on to something. It’s hard not to love a motorcycle that combines near-touring-bike all-day comfort with sizzling, 150-hp plus all-surface performance and the kind of cutting-edge electronics that keeps us safe(ish). It was a lovely whirlwind tour of Ontario, with all my Canadian stereotypes reinforced including attacking beavers, large moose and marauding mosquitoes – as a result of which I may be in the infatuation stage with the new XR. But I think I have a new favorite BMW. Maybe even a new favorite motorcycle.

Lake Rosseau, up there in Ontario, Canada, isn’t such a bad place after all, once the rain stops, the lake thaws and the mosquitoes retreat. This one’s the accessorized-out model complete with Akrapovic pipe, hard bags and Big Hair.

Lake Rosseau, up there in Ontario, Canada, isn’t such a bad place after all, once the rain stops, the lake thaws and the mosquitoes retreat. This one’s the accessorized-out model complete with Akrapovic pipe, hard bags and Big Hair.

2015 BMW S1000XR Specifications
MSRP base: $16,350, Standard: $17,295, Premium: $18,750
Type 999cc liquid-cooled Inline Four-cylinder
Fuel System EFI; ride-by-wire; four 48mm throttle valves
Ignition Electronic
Valve Train DOHC, 4v/ cyl.
Horsepower (claimed) 160 @ 11,000 rpm
Torque (claimed) 83 lb-ft @ 9,250 rpm
Transmission/ Final drive 6-speed/ chain
Front Suspension 46mm inverted fork; adjustable preload, compression and rebound damping; 5.9-in travel; Dynamic ESA (Electronic Suspension Adjustment) optional
Rear Suspension Single shock; adjustable rebound damping; 5.5-in travel; Dynamic ESA optional
Front Brake Dual 320mm discs; 4-piston calipers, part-integral ABS (can be switched off)
Rear Brake 265mm disc; 2-piston caliper, ABS
Front Tire 120/70ZR-17 radial
Rear Tire 190/55ZR-17 radial
Wheelbase 61.0 in.
Rake/trail 25.5 deg./ 4.6 in. (117mm)
Seat Height 33.1 in.
Curb Weight (per BMW) 502 lb.
Fuel Capacity 5.2 gal.
Tested Fuel Economy NA (BMW claims 44 mpg @ 56 mph)
Available Colors Racing Red, Light White
Warranty 24 months

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  • Ducati Kid

    John,

    Only time will tell IF this motorcycle attracts Global buyers.

    Recall, it’s NOT the motorcycle but factory, distributor and retailer performance.

    Perhaps an ‘R’ Series WASSERBOXER ‘Gentleman’s Cruiser’ (R1200GC) instead?

    • john burns

      looks like R1200R. also a nice motorcycle but in a completely different way.

      • Ducati Kid

        John,

        Better! Based on the R1200R as PRODUCTION would demand this so!

        The ‘Spherical’ (Ball) Rear treatment is prompted by a centrally located illuminated BMW Roundel, with Red colored surround, joining Two Tank and One Instrument Mount brethren.

        Perhaps FLOORBOARDS featuring ‘Gear Shift Assist Pro’ with an adjustable length and height Brake Lever is drawing your attention?

        Or those novel ‘Yellow and Orange’ Turn Signal Indicators?

        Colors?

        Root Beer and Ivory Metallic bodywork with White colored Tubing.

        • Emptybee

          I’m thinking the Fourth of July holiday drinking binge started early for at least one person.

          • Ducati Kid

            EN.

            Sorry no alcohol allowed! :-)

            I take it this Concept doesn’t meet with your approval?

            If so, let us know what concerns you regarding this as it’s based on the existing BMW R1200R?

            As for an ‘Adventure’ market motorcycle from BMW with all terrain, all roads capability – the ‘F900GSAM’ Concept.

            It lighter-in-weight, Torquey (BMW-ROTAX 900cc ‘Red Head’ powered) while ‘Stall Free’ during operation based on Berlin’s existing ‘F800GS’ platform.

  • JMDonald

    There aren’t many BMW’s I don’t like these days. This is a very appealing version of this platform. Lower weights and electronic goodies seem to command the higher prices in the marketplace. I like the Ducati’s too.

  • Randy Darino

    really nice bike,but way too much $$$ for my blue collar wallet.BMW=Bought Mainly by the Wealthy

    • Goose

      Bavarian Murder Weapons, Bless My Warranty, Broke, Mainly Walking.

  • spiff

    Now we wait for the KTM bases on the superduke that we saw spy photos of a couple if months ago. Both KTM and BMW appear to be hitting their marks lately.

  • Alexander Pityuk

    Behold the crossover fever in motorcycle industry, which is already at its prime in car world. Luckily, it’s much easier to have 2 polar bikes than 2 polar cars for those who don’t like compromises.

  • Gary

    We are all patiently waiting for a comparo of the KTM super adventure, the new Multistrada and this BMW. C’mon, MO … do it.

  • RyYYZ

    This is no more a “real” ADV bike than a Versys or Multistrada. It’s really just a tallish sport/sport-touring bike with a beak and a tailsection that is considerably higher than it needs to be (as with most bikes these days).

    That’s not a criticism, particularly, but realistically these sorts of bikes can’t and won’t take you anywhere that you couldn’t pretty much as well go on almost any streetbike. But the ergos are good for the taller among us, and the slightly longer suspension help eat up the lumps and bumps and potholes.

    I guess all I’m saying is that “ADV” has become largely meaningless – a trend that arguably started with my old 2002 DL1000 V-Strom, a bike whose only real qualification for off-road use was a 19″ front wheel.

    • john burns

      I think it’s just broken down into more categories; this one’s Adventure Sport. And I’d way rather ride it down dirt roads than a sport-tourer or a sport bike.

    • DickRuble

      “considerably higher than it needs to be (as with most bikes these days).” What are you talking about? If you’re taller than 5’5 you won’t fit on the majority of sportbikes without eating your knees.

      • Max Wellian

        I know exactly what he’s talking about. I just bought a Versys 1000 and I lowered it an inch front and back and it’s still taller than any standard or sport tourer I’ve owned. I’ve ridden, hell even toured on tall bikes. It’s not that it can’t be done, just that it’s more clumsy and more work than I’d like it to be. It probably does have a little more leg room than my previous bikes, but it’s not a night or day thing.

        • DickRuble

          Looking at pictures, the beemer fits JB like a glove. If he is comfortable on the bike, Sean Alexander cannot possibly fit on it. Proof that motorcycle manufacturers build mostly for the height challenged demographic.

          • Max Wellian

            Well yeah, he’s got his feet on the pegs. Where is the pic where he’s balancing the bike between tip toes at a stops?

          • john burns

            Yup, tippy toes… but same/same as KTM Adventure and the ilk. Multistrada a little lower as i recall. Anyway, a small price to pay for the ride, but if I was any shorter it would become difficult.

          • DickRuble

            There’s always platform shoes..Remember those?

          • TonyCarlos

            The S platform has never used the Duolever front end. It takes a specific frame design to fit, and I’m guessing the S’s frame didn’t make that practical.

          • DickRuble

            Interesting… I didn’t know that this was the same frame as the s1000. Even if that was the case, adapting it to the duolever (hossack) should’t be a major engineering riddle.

          • TonyCarlos

            Same frame? It’s the same basic bike. They simply increase it’s suspension travel, retune the engine and throw on some mission-appropriate plastic.
            As for adapting the duolever, sure, BMW certainly has the engineering knowhow, but there is no way it could be cost justified. Again, it’s a case of “sell as much as you can of what you’ve already got.”
            And as much as I’ve liked BMWs alternate suspensions on my street bikes, keep in mind that when they went racing in WSB and in the Dakar rally, they chose to use conventional forks. There’s a reason for that.

          • dinoSnake

            I love ya John, I have read you for decades and almost always agree with your assessments of things…except for this time.

            Nope, a too-tall seat is not acceptable. Maybe in California or sunny states, with their wonderfully smooth tarmac, but here in snowbelt states the excuses they label as “roads” have potholes that can swallow your entire foot. When this is true, that too-tall seat becomes a “it-caused-me-to-lay-it-down” seat, as your foot sinks into the ripples, ruts and outright craters in the road and all of a sudden you’ll find yourself – and your ride – down on the side of the road because your almost-adequate inseam was no longer thus.

            I’m tired of these manufacturers chasing one another in the too-tall race – can anyone give me a damn good reason WHY the FJ-09 has a 34-inch seat height?? After all the hype, as of last month my dealer (only dealer in a 30 mile radius, serving a large community including a mid-sized city) had only sold ONE. I wonder if that stupid-high seat has anything to do with it?

            It certainly did with me :/

    • TonyCarlos

      My brother hates reality TV shows. His issue is that they don’t represent any form of reality that he’s familiar with. Basically, he can’t get over the name.
      You seem to have the same problem with Adventure bikes. Yeah, so this probably isn’t the best bike to ride across Siberia, and it’d suck on most single-track.
      So what.
      Buy the bike that fits your riding style, and ride it accordingly. Who the hell cares what they call them?

  • Craig Hoffman

    Looks like a perfect bike for me, but this platform has been far less than reliable, and the problems are not minor failures either. No thanks.

    • BDan75

      Can you elaborate? Not saying it isn’t true, just haven’t heard much about the S1000 series as compared to certain other models.

      Also: are these truly widespread problems, or is there some “internet amplification” going on? How many issues are happening outside warranty coverage? Are people having to fight to get things covered?

      Speaking of, I notice the warranty is listed here as 24 months. I thought 36 was BMW standard…?

      • DickRuble

        Don’t know about this particular platform but Consumer Reports showed that BMW owners are the most likely to visit the dealership within the first four years of ownership, more than Victory and HD owners, and far more than owners of Japanese bikes.

        • Glenn59

          The Consumer Reports survey was a poorly constructed one. There was no adjustment made for the mileage travelled and it was not a random sample. Euro bikes in general do have more irritating small problems than the japs but they more than compensate with superior design. Even the Consumer Reports surveys showed that customer Loyalty was far higher for the Euros. On top of that BMW After Sales support is the best in the industry. You can buy this bike with confidence.

          • Jonathan

            Unfortunately customer loyalty isn’t often built on rational behavior. Customers become emotionally attached to brands. It’s a primitive behavior. Intelligent people keep their options open when shopping. It’s amazing how many times I’ve heard people claim the brand of bike they ride is the best. If that were true, every single brand is the best from what I’ve heard. In an age when technology advances at a rapid pace, brand loyalty can never be more stupid.

          • Glenn59

            There is some truth in what you say but to deny intangible qualities in the purchase of a motorcycle is a major mistake. If we purchased vehicles on pure logic rather than emotion then we probably should be driving cars rather than riding? In BMW’ support I would like to point out that they absolutely dominate motorcycle magazine comparisons and awards. They are not perfect vehicles but they achieve a very high standard of design execution.

          • Jonathan

            Fortunately we as humans aren’t capable of pure logic (I agree we would be boring volvo drivers), but we can be smart and widen our scope when shopping for a bike, and not rob our ourselves of a missed opportunity. I think this XR can make a good example of that. Before it was released the new Multistrada arguably looked like the most fun sporty ADV bike, but now comes along the XR and all of a sudden you’ve got a great comparison. The Ducati faithful will turn their heads and buy the strada never knowing if the XR could have provided more pleasure for them. All because they are attached to a label allowing stubbornness to replace curiosity.

          • Dimitry Kaplun

            True and not true. I own both brands and prior to buying my MTS I test rode everything. Being a shorty, the XR was just a bit too tall, even in the ‘low’ seat position. On the 2015 MTS I can almost flat-foot. That made the difference…that, and the nickle and diming for all features that is the true BMW signature trait.

      • TonyCarlos

        Early S1000s were subject to a recall for loose con-rod bolts. If not repaired, the rods were known to seek daylight outside the crankcase.

  • azi

    Sport touring’s popularity has come and gone… sport cruisers never really took off… neither did sport scooter… adventure sport is reaching saturation point…

    May I suggest the next big thing – ADVENTURE CRUISERS.

  • 12er

    Ah, just the review Ive been waiting for. Sorry to see the luggage mounts so prominent but assume they are much mo betta than my crappy Multistrada bags. Just the slick mounting on my Multi is so nice with the bags off. Cant wait for the comparo.

  • SRMark

    Not as ugly as the GS, no cylinders to knock off on a tree. Reasonably priced relative to the GS. Most certainly not a dirt bike but a great tool for wandering around Alaska. Maybe when I grow up and get a job that pays in dollar bills and not warm feelings…But wait, the GS comes in new colors!

  • Old MOron

    $18,750? Parting with my dollars is painful enough, but that many of them? Guess I’m becoming frugal as I mature.

  • http://norimek.com/blog Robert C. Barth

    Ugh. Chain drive? Seriously?

    • Rick Vera

      You didn’t think they’d modify their s1k engine/trans case so substantially to run shaft drive, do you? The F800’s are chain drive and easily enough I suppose is converted for belt drive in F800GT, but with 160 hp, I don’t thin belt drive would be the way to go either.

      • http://norimek.com/blog Robert C. Barth

        Hey. A boy can dream.

        This thing’s main competition is the Ducati Multistrada, and that’s chain drive, too, so I guess it wouldn’t make a whole lot of sense engineering a shaft solution, but, as I said… dreams. :-)

  • Pete M

    Needs a 19″ front wheel and K60’s. Otherwise looks like a nice, tall street bike.

  • James Stewart

    Sport Adventuring Touring? Hmmm – to those of us more “mature” riders who sit back and watch the latest Uber-Electronico-Wizbang monstrosities roll out of Europe and Japan – I can’t help but yearn for my 300cc Two stroke street legal KTM Enduro/Adventure? bike of my dreams – direct-injected EFI two stroke – 60HP, 230 lbs – a modern version of the 1968 Yamaha DT-1. But alas – both our bodies and our “adventure bikes” are lurching toward Morbid Obesity. I have a new standard test for MO “Adventure” bikes – Burns has to survive one lap of the Glen Helen National MX track on one – without breaking an appendage, or getting squished under the bike. Rots-o-Ruck on those off-camber extreme uphill turns, JB – I don’t think the lean-angle-ECU-to-front-brake-ABS thingy is going to save you…

    • john burns

      good point. I like your KTM concept, but I don’t think you want to ride it home from northern Ontario with your wife on back like Marc Cook is doing. O are you THEE James Stewart?

      • James Stewart

        Real men don’t take the wives along on Dual Sport Adventures. If you want to do that, just put knobbies on your Gold Wing. And yes, I’m the OG James Stewart when it comes to MX, wait.. where was I ?!? Sorry, must be time for my next dose of Alderol… oh wait, the FIA… oh never mind…

  • Rick Vera

    To answer the question, “Has anybody built a proper ‘adventure bike’ with an inline-Four cylinder before this one,” I’d have to say Honda. The non-stateside VFR800-based Crossrunner and VFR1200-based Crosstourer I believe beat the S1000XR to market — at least Europe’s market — no?

  • andrew holobinko

    JB, not at odds with your assessment of the XR, it should and will make a lot of guys happy. 150hp always a good thing. Here’s my gripe….I own a 2013 Pikes Peak MTS. I honestly believed it would be the ultimate bike of my dreams. The aforementioned 150 horse pressure, elec. gizmos, dynamic suspenders for any road, blah blah blah. But the tall suspension. Much as I try, I simply can not come to grips with hovering that far above the road when I’m scratching. It’s all well and good for potholes I suppose, but having ridden many naked sportbikes for years (last one was MV Brutale 910S) it just does not feel “right” when flicking or hanging a cheek off. I want to love the thing, really. The motor is bonkers. But why oh why do the bike manufacturers insist on the long suspension and tall seat to present us with the “sport touring” platform? Does anyone short of Cyril Depres need that much height? If they’d of just put a decent pillion seat and short windshield on the S1000R why wouldn’t that get ‘er done? It has “soft” mode suspension. And why does the XR cost a whopping $5000 more than the bling’d out “R”? There’s a famous Brit long distance rider who famously rode an R1 around the world.. an R1 ferchrssakes! Talk about your adventure tour.

  • andrew holobinko

    JB, not at odds with your assessment of the XR, it should and will make a lot of guys happy. 150hp always a good thing. Here’s my gripe….I own a 2013 Pikes Peak MTS. I honestly believed it would be the ultimate bike of my dreams. The aforementioned 150 horse pressure, elec. gizmos, dynamic suspenders for any road, blah blah blah. But the tall suspension. Much as I try, I simply can not come to grips with hovering that far above the road when I’m scratching. It’s all well and good for potholes I suppose, but having ridden many naked sportbikes for years (last one was MV Brutale 910S) it just does not feel “right” when flicking or hanging a cheek off. I want to love the thing, really. The motor is bonkers. But why oh why do the bike manufacturers insist on the long suspension and tall seat to present us with the “sport touring” platform? Does anyone short of Cyril Depres need that much height? If they’d of just put a decent pillion seat and short windshield on the S1000R why wouldn’t that get ‘er done? It has “soft” mode suspension. And why does the XR cost a whopping $5000 more than the bling’d out “R”? There’s a famous Brit long distance rider who famously rode an R1 around the world.. an R1 ferchrssakes! Talk about your adventure tour.

  • Phil Klosterman

    Sounds like a Sales pitch Fronting as a review