2020 BMW S1000XR, a more extreme sports touring motorcycle

The BMW S1000XR is a brand new product in 2020, pushing the term "sports touring" to a more sporty edge. The new S1000XR is a motorcycle with charismatic charm and the flagship model of the XR family. .

The update of the BMW S1000?RR superbike determines the update of the S1000XR. Compared to a machine with the word "travel" in its tagline, the XR version is just as fascinating. The original BMW S1000XR was launched in 2015. Although it had some minor shortcomings, it was still one of the few crossover motorcycles at the time. Equipped with a supercar engine while retaining riding comfort.

The 2020 S1000XR has already solved such minor problems. It has been completely renovated through a new chassis, engine, suspension, body and electronic equipment. The electronic control part has also been strengthened, redefining the combination of sports and A new level of travel bonding.

Engine and chassis

S1000XR has two major highlights. First, let’s take a look at the engine. The new engine has been completely updated, but it is puzzling. There's no variable speed cam technology, which debuted in last year's GS and S1000RR, which is a bit odd when you think the new XR's engine comes directly from the Twin R's.

The cost and overall complexity of the variable speed cam design are the main reasons for its exclusion, so the XR has its own camshaft setup with an rpm limit 250rpm lower than that of the RR, bottom of the table 12,000?rpm. As a result, the power burst range has been moved from the top of the rev range (RR back up) to the middle. BMW claims a peak of 165 horsepower at 11,000rpm and a maximum torque of 84lb-ft at 9250rpm. The new engine reaches peak rpm. Moment's speed is faster than before.

The overall size of the engine is smaller and lighter, the left and right sides are 12mm thinner, the weight is 6% lighter, the exhaust is 10% lighter, and the engine emissions have passed Euro5 certification. The transmission can now accommodate longer gear ratios from 4th to 6th gear, resulting in a quieter ride and an 8% reduction in fuel consumption. An improved slip clutch is also installed to prevent the rear wheels from locking up during heavy braking and downshifting.

The chassis frame is also new, stiffer, smaller and lighter, and the rear shock absorber is now mounted directly on the jib without any linkage. BMW claims this design has three benefits: reduced unsprung mass, less friction over bumps and more useful suspension travel, resulting in a more comfortable ride. It also makes the lightweight rear swingarm lighter and provides a more comfortable ride through the seat when in motion.

The engine is as stressed a part of the chassis as before, the frame is narrower where the driver sits, and new front-end bracing helps lower the center of gravity and increases stiffness for better braking and cornering. More feeling.

The S1000XR’s new seat is much like a racing bucket seat. Although it’s dish-shaped, it’s not the most comfortable. Its purpose is to hold the rider in place, but it also pushes Squeeze your butt. Compared with the 2019 model, the sitting position is much more comfortable. In addition to the seat shape, the overall position is also more comfortable, with no weight support on the wrists and a more upright and natural sitting posture.

The asymmetric headlights are no longer the same design as the first-generation S1000RR and XR. They now have stylish LEDs with cornering lights and daytime running lights (DRL). Additional option for Headlight Pro. LEDs also extend to the indicators and brake lights, with BMW choosing not to use a single brake light but putting the brake lights into the turn signals, which is a neat little design feature.

Electronic configuration

The 2020 S1000XR is equipped with a six-axis inertial measurement unit, which like similar systems on Ducati, Honda or Yamaha also sends information about the motorcycle on the road to the ECU. position signals (lean angle, speed, brake and throttle pressure, and adjust the various systems accordingly.

These systems also include four power modes, three-stage pulley and three-stage engine braking control, four-level traction control and five-level ABS control.

Of interest are the new Dynamic ESA (Electronic Suspension Adjustment) and Dynamic ESA Pro. Only one Road damping mode is available, and it's possible to manually select how much weight (preload) you want in the rear, whether with luggage or a passenger.

The optional Dynamic ESA Pro will have two damping modes, Road and Dynamic, with the latter automatically adjusting load compensation for shocks. It also has a neat setting called "?Min" that keeps the shock loaded when passengers exit, stopping the shock from rebounding too quickly.

Dynamic? ESA? Pro real-time suspension has a frequency of monitoring and adjusting the suspension every 10 milliseconds. The shock itself has a larger piston diameter, and lower pressure, so when combined with the new linkless swingarm, it behaves smoother and more controllable than before.

Dynamic?ESA?Pro is just a software update. Considering the various optional equipment costs, this is really a big expense. In fact, many of BMW motorcycles’ seemingly rich electronic control systems require additional additions. Money can be obtained. Whether it's for Dynamic? Pro electronic suspension, quick shifters, cruise control, heated grips, or more.

It is worth mentioning the braking system linked to Dynamic Brake Control, which works by reducing engine power and increasing rear brake pressure during emergency stops. The system is triggered when the rider brakes a little harder at speeds above 6 mph at 5 percent throttle, and can only be deactivated if the rider intentionally changes the ABS setting to one level.

Moreover, BMW has equipped the XR with the Hill Start Control Pro (HSC Pro) function. To put it simply, it is the hill start function. This is a good function, not a simple parking function. Brakes.

Dynamic performance

The 2020 S1000XR’s dynamic performance is not a huge leap forward, but everything has been beautifully improved, and the new suspension provides better driving performance than before. outstanding. Interestingly, the electronics in the suspension are not as heavy as what you get on the S1000RR. To the extent that a sport tourer isn't as heavily reliant on electronics as a sportbike, the XR gets rid of that. The feeling of relying entirely on electronic control will still give the rider a very real sense of control. Riders can set up settings to make the ride soft or stiff according to their preference, with Road mode providing the most comfortable ride, but when you really need more pure driving fun, Sport mode will provide more immersion.

Although equipped with a traditional front master brake cylinder, the braking power is absolutely top-notch. There's little need to squeeze the lever to get strong stopping power, the tactile feel of the lever and the performance of the dynamic ESA system lets you trail brake around corners. When the brakes are applied and the throttle is reduced, electronics limit rear compression and increase rebound, allowing the front to keep accelerating.

After the 2020 Honda Africa Twin has almost as many electronic devices as BMW, comparing the two cars, Honda has not done a good job in human-computer interaction. Excellent, BMW has always been an industry leader in electronic control configuration, so it has an unparalleled advantage in experience.

The 2020 S1000XR is indeed an excellent successor to the old model. It is a multi-functional model equipped with a super engine and a sports motorcycle wearing a tuxedo. The XR looks stylish and brings a more comfortable feeling. It will only start to be surpassed when entering the track, but if you have excellent driving skills, the S1000XR will also give you a perfect sports experience.

This article comes from the author of Autohome Chejiahao and does not represent the views and positions of Autohome.