2020 BMW F 900 R Review

The 2020 BMW F 900 R is high-tech, easy-to-ride, and a whole lot of fun

When I first saw the BMW F 900 R at the world launch in January 2020, I was positive I would prefer its adventurous sibling, the BMW F 900 XR. With an upright riding position and generous windshield, the XR’s dual-sport nature made more sense for my dirt-biased experience.

But after a couple of days riding the pair back-to-back along pristine Spanish roads, it was the F 900 R’s sporty roadster persona that I fell in love with. It was both aggressive yet easy to ride, and fun yet capable. I really wasn’t expecting to enjoy it, but by the end of the launch, I couldn’t take my eyes off it. It was the perfect holiday romance.

Of course, holiday romances are often fleeting, the result of jetlag, loneliness, and being a long way from home. I was curious to see if my love affair with the BMW F 900 R would persevere 12 months later on Australian soil. And, fortunately, it did.

The 2020 BMW F 900 R shares a similar platform to the F 900 XR

Same, same, but different

Before we proceed, it must be noted that the F 900 R and F 900 XR share the same platform. The powerplant, steel bridge frame and electronics are identical, but the XR gets upright adventure bike ergonomics, a manually adjustable windscreen, longer suspension travel and a bigger fuel tank (increased by 2.5l).

But despite the rather minimal mechanical differences, the two machines offer very different riding experiences. The R is a sporty roadster with knife-like precision, while the XR is a long-distance hauler that can still mix it in the twisties.

Interestingly, I find that the XR can do everything the R can do, but the R can’t do everything the XR can do. So, why then do I still find myself drawn to the R?

The F 900 R is a sporty roadster with knife-like handling

In the details

Let’s dig a little deeper. The BMW F 900 R (like the BMW F 900 XR) is powered by an 895cc liquid-cooled, four-valve, parallel-twin engine that puts out 99hp at 8500rpm and 88Nm at 6750rpm. The engine first appeared in 2018 in the F 850 GS, but for the F 900 pair, it has been beefed up with a larger capacity, more horsepower, and a fatter torque curve.

Also borrowed from the F 850 GS is the steel bridge frame, which integrates the engine as a load-bearing element, while a new bolt-on rear subframe helps create a slimmed-down rear-end.

The F 900 frame is borrowed from the F 850 GS

Suspension is handled by a 43mm USD telescopic fork and a double-sided swingarm with a central suspension strut. Braking is taken care of by twin 320mm front discs, and a single 285mm rear disc, with four-piston and two-piston calipers respectively.

In the electronics department, there is ABS, ASC (Automatic Stability Control), dynamic brake light, two standard ride modes (Rain and Road), a 6.5-inch colour TFT dash, and a connectivity system.

Other standard electronic features include engine drag torque control, ABS Pro, Riding Modes Pro, Dynamic Traction Control, heated grips, and Quick Shift Assist Pro. Optional features include electronic suspension, keyless ignition, cruise control and adaptive cornering lights.

The BMW F 900 R is packed with the latest tech

Keep ’em separated

Where the BMW F 900 R differs mostly from the BMW F 900 XR is in ergonomics (hence the different riding experiences). The XR version has a more GS-like stance, with a larger knee angle, and a handlebar that is 30mm higher and 85mm further back. The footpegs are 45mm lower and 45mm further forward and the XR also has a higher standard seat height of 825mm (the R’s is 815mm).

The F 900 R has a lower seat height than its XR sibling

The R version does away with the windscreen, bigger fuel tank and longer suspension, and is ergonomically set up for sporty riding on winding roads. It’s a pure tarmac-carving machine.

Let me just get the negative energy out of the way – the BMW F 900 R sucks on the highways, especially when you don’t have cruise control. This isn’t a fault of BMW, it’s just the ergonomics of naked bikes and sportsbikes in general. Some people dig it; I do not. For my three-hour blast up the Hume Highway, I felt like screaming. In fact, my muscles actually were screaming. This is where I wished for the XR version.

The BMW F 900 R is hard work on the freeway, but a blast in the hills

Misty mountain hop

But when I left the Hume behind me and entered into the magical mountains of the Victorian High Country, my whole attitude changed – the BMW F 900 R is an unbelievably fun and capable machine.

The 900cc parallel-twin is an excellent motor. It is rideable, responsive, and ready to go at any stage of the rev range. The versatility of it allows you to leave the bike in third gear and use the torque to get you in and out of corners.

And while the BMW F 900 R is very user-friendly, it is also quite aggressive when you want it to be. The bike comes standard with Riding Modes Pro and, in Dynamic mode, the ride was exhilarating, especially once you hit the meaty mid-range.

The F 900 R is a versatile machine

Precision handling

Handling ability is exceptional too, and while it doesn’t have the other-worldly agility of some other Beemers (S 1000 XR, I’m looking at you), it tips in and out with ease, and feels more than light enough around town.

The BMW F 900 R turns with precision. It is like a surgical scalpel, slicing through corners with perfection. With the right amount of input, you can just point and shoot, and the bike will hold its line right through the bend.

The XR is practical, but the R is heaps of fun

Elsewhere, the brakes do a fine job, the electronics work perfectly and never distract you, and the suspension keeps everything balanced and soaks up the bumps well (although it is quite firm).

Why I prefer the R over the XR is simple – the XR is practical, but the R is fun. The R version is lighter (211kg compared to 219kg) and has a more attacking (but not too aggressive) ride position. These attributes, combined with the shorter suspension travel and lower seat height, make it much more suited to sporty riding on mountain roads. The XR can be pushed quite hard, but it doesn’t quite give you the same level of satisfaction as the R.

The verdict

All in all, the BMW F 900 R is a very fine bike. I never had much time for naked bikes or roadsters until I hopped aboard this one. It’s fast, fun, and very well priced.

The 2020 BMW F 900 R starts at $16,645 ride away, which is great value considering the exceptional build quality on offer. Our test unit was almost completely stock, but I’d recommend adding cruise control at a minimum. It will allow you to have a much better time on those longer rides.

I loved the BMW F 900 R back in January, 2020, when I attended the launch, and I still love it now. My head tells me the XR would make more sense in my garage, but my heart is well and truly with the R version. Just give me a twisty mountain road and I’ll be a happy man.

Specs: 2020 BMW F 900 R

ENGINE
Type: Liquid-cooled, four-valve, parallel-twin
Capacity: 895cc
Bore x stroke: 86mm x 77mm
Compression ratio: 13.7:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 99hp (73kW) at 8500rpm
Claimed maximum torque: 88Nm at 6750rpm

TRANSMISSION
Type: Six-speed constant-mesh (Shift Assist Pro optional)
Clutch: Wet multi-plate (anti-hopping)
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Steel bridge frame in monocoque design, load-bearing engine
Front suspension: USD 43mm telescopic fork, fully adjustable, 135mm travel
Rear suspension: Aluminium double-sided swingarm, central spring strut, 142mm travel (Dynamic ESA optional)
Front brakes: Twin 320mm discs, 4-piston radial brake calipers (BMW Motorrad ABS as standard)
Rear brake: 265mm single disc, 1-piston floating caliper (BMW Motorrad ABS as standard)
Tyres: Bridgestone Battleax S21
Tyre sizes: 120/70ZR17 front, 180/55ZR17 rear

DIMENSIONS
Claimed wet weight: 211kg
Length: 2140mm
Seat height: 815mm
Fuel capacity: 13 litres

OTHER STUFF
Price: $16,645 ride away
Colours: Black, Blue, or Silver/Red
Bike supplied by: BMW Motorrad