2025 BMW F900XR

The Best-Looking Sport-Tourer on Sale

Sport-tourers are a category designed by committee. They're supposed to do everything, which usually means they look like nothing. The F900 XR is the exception. BMW's XR family styling language gives it a presence the Multistrada V2, the V-Strom 1050, and the Tracer 9 GT Plus can't match from ten feet away. Chase's line on the showroom floor at BMW Roswell (his first-ever BMW first ride): "I think this bike looks way better than all of those."

Looks are half the pitch. The other half is that at $12,370, it's priced under most of its BMW stablemates and competitive with the Japanese alternatives. Even though it's a BMW with BMW switchgear, a BMW dashboard, and a BMW scroll-wheel interface. In the middleweight sport-tourer class, the XR makes a value argument, which is not a sentence you expect to write about BMW.

Performance highlights

895cc parallel-twin, 105 horsepower, 68 lb-ft of torque, 476 lb wet. Throttle response scores 7 and was the pleasant surprise of the ride. "BMWs in the past have sometimes been hit or miss with their throttle. There's just not a great connection between the throttle and the motorcycle. But this bike, I'm not feeling that, at least in the dynamic mode." Rain mode cuts the power meaningfully, Road is the sweet spot, Dynamic opens it up, and the Dynamic Pro customizable mode gives you a track-mode slot.

Acceleration earns 6 and this is the score that holds the bike back from higher overall. On paper, 105 hp / 68 lb-ft reads underpowered and overweight at 476 lb. In practice, it's more than adequate, but the 40–80 pull didn't thrill. Chase's honest read: "I don't know if BMW neuters their bikes when they're brand new, but that was not bad." "Not bad" is the honest acceleration read on this bike.

Agility is 7. 476 lb at rest feels heavy; 476 lb in motion disappears. "The more I ride this bike, it does not feel like it weighs 477 lbs once you get going. BMW's got the balance down really well on this bike." Lean-angle readout on the dash hit 26° through a mid-speed corner with zero suspension oscillation. The chassis feels substantially sportier than the sport-touring category baseline.

Brakes rate 7. Brembo front and rear, strong initial bite, good feel at the lever. The one knock is the rear. Travel is long before the lever actually engages. "I kind of wish it had less of a throw." A foot-lever adjustment might fix that; a new-bike 100-mile break-in might, too.

Suspension is 7. Manually adjustable (not electronically, important note at this price tier). Plush-leaning tune that's been calibrated smart, soft enough to eat highway miles, firm enough that it doesn't pogo when you lean in. "I'm not feeling any kind of oscillation in the suspension."

Rider experience & tech

Comfort is 7. Seat is firmer than expected for a sport-tourer but cups your butt in a way that keeps you locked under acceleration. Slightly sporty lower half (legs tucked up), relaxed upper half with a mild forward lean. Chase's favorite body-position style. Sport when he wants it, neutral when he doesn't. The adjustable windscreen lifts easily by hand and genuinely cuts the wind above the chest on the highway; arms and outer shoulders still catch air.

Tech scores 7 and is where the bike's BMW identity shows up. 6.5-inch TFT dash with BMW's standard scroll-wheel-plus-menu interface, Chase's read: "BMW's screen is one of my favorite screens. Their menu system is also relatively easy to get through. Ducati probably has my favorite screen on their higher models, and BMW is right behind." Four ride modes (Rain, Road, Dynamic, Dynamic Pro). Cruise control. Heated grips. Keyless ignition. Optional quick-shifter (which Chase felt had "electronic separation" between lever and shift, a feel-versus-function tradeoff). A GPS mount bracket on the dashboard that accepts BMW's Navigator unit. And an SOS button under a fighter-jet-style flip cover that Chase photographed but absolutely did not press.

Ease of use is 7 if you've ridden a BMW before. If you haven't, the scroll-wheel-plus-multi-button control density takes a ride to figure out. "BMW's controls feel familiar if you know them, but a bit much if you're new to them."

Versatility is 7. City: excellent (Chase was surprised at the maneuverability, the F900 XR flicks like a bike 50 lb lighter). Highway: excellent (cruise control, tracks straight, no wind-wobble). Canyon: very good (the XR genuinely carves for a sport-tourer). Two-up touring: yes, the bike is clearly designed for it. Off-road: no, this is a sport-tourer wearing the XR family styling, not a GS.

Fun-for-the-money is 7. $12,370 for a BMW parallel-twin with cruise, ride modes, premium Brembo brakes, and that dashboard is competitively priced relative to the Multistrada V2S ($15k+) and Yamaha's Tracer 9 GT Plus. Not cheap. But fair for the package.

The Chase Score & final thoughts

With a Chase Score of 69/100, Good Tier, the F900 XR is the bike that makes the sport-tourer class's value argument if styling matters to you. 34 ride points + 35 usability points = a balanced machine where no single category stars and no single category flunks.

Buy it if looks matter (the XR genuinely wins that category), if you're cross-shopping Multistrada V2 / V-Strom 1050 / Tracer 9 GT Plus and want the BMW control experience, or if you want a gateway BMW before jumping to the R-series. Skip it if you want a genuine GS's off-road capability, or if 105 hp isn't enough after owning a liter-bike. Chase's close: "This might be one of my favorite sport touring motorcycles, mostly because I'm a really big fan of the looks of the XR class." Fair read. The F900 XR wins by presence as much as by spec sheet.