The motor has a linear power delivery. Point the tachometer above 2,000rpm mark, and the F 900 XR will keep moving forward without any fuss. It starts to pull away cleanly anywhere right from 3,000rpm onwards, with a step-up in acceleration near the 6,000rpm mark. The two riding modes (Rain and Road) give access to the full 103bhp, although the throttle response is gentler in the Rain mode. Both can be selected on the fly using the “Mode” button on the right side of the handlebar. Heat management is commendable too, and while things got warm, it never got unbearably hot – one of the perks of having a parallel-twin motor instead of V-twin engine where one cylinder head is very close to your legs.
The six-speed transmission feels crisp, while the bi-directional quickshifter makes the ride even more fun. The quickshifter works well for both up- and down-shifts.
The braking setup complements the friendly powerplant on the F 900 XR. The anchoring setup, which comprises of twin 320mm discs with four-piston callipers at the front and a single 265mm rotor with a single-piston calliper at the back deliver a decent amount of initial bite and it feels progressive. There’s plenty power to bring the F 900 XR to a halt in a considerably lower time and distance. The safety-net of ABS ensures that there’s no drama in case of emergency braking, although the system at the rear kicks in too early. Also, there’s no provision to turn-off the ABS tech.
The ergonomics are set for a comfortable ride. Thus, the F 900 XR comes equipped with a tall-set handlebar and slightly rear-set footpegs which deliver a sportier yet comfortable rider’s triangle. While the handlebar is tall enough to offer upright ergonomics, you have to reach for it when standing on the footpegs.
The semi-fairing design and the small windscreen at the front deliver a decent protection from the wind, although tall riders will notice a fair amount of buffeting on the helmet at high speeds. BMW does offer a taller windscreen as an option.
The suspension setup at the back can be electronically adjusted while the front does not get any settings. The setup has a sportier tuning without being too harsh. The suspension works well at highway cruising speeds, filtering most of the minor undulations effortlessly. The rider can select between two primary settings for the suspension – Road and Dynamic. Road is the softest setting available while things get even sportier in the Dynamic mode. The electronic setup can also be adjusted for various preload settings (Rider, Rider with Luggage, Rider with Pillion, and Rider with Luggage and Pillion).
The seat height of 825mm makes terra firma easily accessible, and I could plant both my feet flat on the ground. The padding, on the other hand, could’ve been better as the stock setup feels hard.
The refinement levels are commendable too and you can cruise in the mid-range of the tachometer without any vibrations. Mild vibrations are only evident in the higher rev-band, closer to redline. At 219kg, the motorcycle does feel heavy, and it takes some effort to move it around in the parking. However, once in motion, it’s remarkably easy to ride. It feels agile too, and the direction changes are quick. The turning radius is surprisingly short, and making U-turns is fairly easy on the F 900 XR.
The hardware works well too and the full LED headlamp lights up the dark roads like a Las Vegas strip. The colour TFT display carries sufficiently large readings for the ride-related data, and it is easy to read in bright daylight or at night.