2024 BMW S1000XR review | BMW updates its superbike tourer with more power, comfort and equipment

With a riding position at the aggressive plugged-in end of the adventure spectrum, the way you can hurl the S1000XR around is startling. At low speed it changes direction readily with an up-on-its-tyres feel; it’s not got the remarkable weightless agility of a GS below 40mph, but you could never, ever call it unwieldy. And the chassis feels better the faster you go. High-speed corners need little more than a tip of the head in the approximate direction of travel required, with plenty of sure-footed confidence. Yes, the XR handles.

The standard-fit semi-active suspension is superior to the optional set-up of earlier XRs. Larger damping pistons and a lower operating pressure provide a more supple ride and the range of adjustment goes further towards 'soft', and in the standard Road setting there’s definitely a more absorbent ride quality. The balance between comfort and control is good.

Riding with gusto or romping down bumpier roads reveals that the rear shock can be a little bouncy and disconnected, though. Optional Dynamic ESA with its sportier 'dynamic' damping setting is recommended for more enthusiastic riding and certainly gives greater control, though the firm set-up sacrifices some ride quality. Nothing to grumble about with the brakes, mind – apply the lever and you stop, quick as that.

The two-height screen’s decent but not perfect (down for sporty anytics, up for visor-clearing motorway stints), and has a delightfully simple height adjuster. A scooped-out seat places you where it wants you – there’s minimal potential for squirming back and forth. Not the most deeply padded perch, either.

The bike’s handlebar 'decoupling' system tackles most of the disappointing vibration that spoilt the first-generation S1000XR, but four-cylinder buzziness still creeps to the grips at motorway speed. There’s even more through the footpegs.

2024 BMW S1000XR update

Additional words by Michael Neeves

There’s no change to the 2024 model’s cast aluminium chassis, swingarm or steering geometry, although weight has crept up a kilo to 227kg. That’s still light for a touring bike, although it’s a big bike and pushing it around from a standstill is a heave. Handling is racetrack-pin-sharp, brakes are awash with power and Bridgestone S22 tyres are grippy.

The electronic suspension fitted to our test bike allows any number of set-ups for comfort or control, to perfectly suit your mood. BMW have tweaked the rear shock, but you’d need to back-to-back it with the old model to notice the difference. The ride is on the firm side of plush, even in the suspension’s comfort settings, but the S1000XR has always been unapologetically sporty.

A wider and longer new dished seat is designed to give more wiggle room, especially if you want to move your body around through corners and the overall height is up 10mm to 850mm. That may not be such good news for shorter riders, especially as the electronic suspension defaults to maximum ‘hard’ damping with the engine switched off and barely sinks, especially if you’re light. Lower seat options are available.

On the move the S1000XR is still spacious and although the new seat can induce a bit of bum pain after a few hours. Just like its closest rivals:  KTM’s 1290 Super Duke GT and the Ducati Multistrada V4, you don’t need to suffer to enjoy the BMW’s eye-watering performance.

BMW say adventure-sports riders use the range from 3000 to 10,000rpm so have tuned the ex-S1000RR engine to suit, though this still means a hefty 165.6bhp on our dyno (which is as much as they claim). It’s tall geared compared to other adventure bikes, though, and with a 12,000rpm rev limit the XR has streaking long-legged power rather than the traditional punch of twin-cylinder adventure bikes. Fast? Bloody hell yes.

This isn’t to say the XR isn’t flexible. The motor pulls high gears from low revs and has so much clout that you rarely need anything more than 50% throttle – and still end up looking like a speed-mad terrorist to other road users. There were grumbles when it was revealed the bike wouldn’t have the RR’s variable-valve system but trust me: it doesn’t need it.

A hint more civility might be nice, though. Being based on a superbike means that the XR has a coarseness and edgy feel that’s not an issue on a giddy blast, but is less desirable on a two-up weekend saunter. The optional two-way quickshifter (standard on the TE) works well at almost any combination of revs and load, though does encourage you to explore the full potential of the mighty engine.

2024 BMW S1000XR update

Additional words by Michael Neeves

With new air intakes and engine mapping BMW claim an extra 5bhp at 11,000rpm for the 2024 model. In the real world that boost makes little difference, because whether you’re dealing with 163bhp or 168bhp, the S1000XR is ballistic and a double shot of full throttle blurs the scenery like a superbike.

The non-ShiftCam, 999cc inline four has a bulging midrange to match and you rarely need to change out of top gear for normal riding, but the motor doesn’t really wake up until 4500rpm and is a little flat until then, compared to something like a Yamaha Tracer 9’s instant thrust from tickover. The industrial feel of the BMW’s race-bred engine is addictive but feels harsh at 70mph, even with the engine revving at just 5000rpm.

There shouldn’t be anything to worry about. Earlier XRs (like the BMW S1000RR they’re derived from) could have misbehaving gearboxes and a few electronic niggles, but BMW were very aware and have made efforts to sort the job out. Some owners also complained about so-so finishes to the engine castings and casings, and there were odd grumbles about the fit of the bodywork.

This later version hasn’t thrown up such concerns, and there are no specific faults. Clumsy and constant quickshifter abuse at low revs and light load won’t help transmission longevity, but as long as the engine is serviced to schedule the motor should be solid.

The chassis should feel as taut after 40,000 miles as when fresh from the showroom. Switchgear is robust, running gear is high quality, and the level of finish is more or less as you’d expect for a bike costing upwards of fourteen thousand.

Our 2020 BMW S1000XR owners' reviews show a few minor niggles with electronics and a mechanical problem or two, but there isn't anything that would cause us serious concern.

We also ran a 2016 BMW S1000XR as a long-term test bike.

Fourteen-grand is a significant quantity of folding, but the S1000XR is a lot of motorcycle. As well as its boisterous inline-four motor and corner-carving chassis, the BMW has a strong standard specification. Find the extra couple of thousand for the TE variant and it’s liberally loaded with gizmos and extras.

It looks good value, especially as you’re buying from a premium brand with a solid reputation. However, with the exception of a semi-active ride, the Kawasaki Versys 1000 S gives you all the features and extras of the S1000XR TE, but for a grand less than the base-model BMW. And while the XR is faster, the Versys is smoother and more comfortable.

In February 2021 MCN put the BMW S1000XR TE up against the Versys 1000 S on the MCN250. Tester Jon Urry concluded: "If you are moving from a sportsbike the Versys will feel like a downgrade. Not only it is heavier than the XR, it is bulkier with a taller screen, squishier seat, softer suspension and more relaxed motor that lacks the BMW’s free-revving nature (all traits that make it a far better machine than the BMW when it comes to covering miles).

"If, however, you still have that lust for a sportsbike but your wrists are telling you the days of clip-ons are behind you, the XR doesn’t feel like you have traded running shoes for carpet slippers. Its firmer ride, more compact position and noisy and a bit vibey motor give it real spirit at the expense of creature comforts. Which is the better value? You can have a stock Versys S for £3226 less than an XR TE and the only things you will be lacking is semi-active suspension (which you can have on the SE), hill start and keyless ignition. So if you are happy with these compromises, at 46mpg that gives you 27,480 miles of fuel already paid for, which will get you to Cape Town and back!"

Things don’t look better for the XR when compared to more adventurous bikes. Its stablemate R1250GS is way gruntier at legal speeds, more supple and offers greater comfort, and though the Ducati Multistrada V4 S is significantly pricier it’s clear why: the Italian has the speed and handling of the BMW, but is smoother, classier, more civilised, more comfortable, better equipped, a superior tourer… you get the idea.

And the adventure-bike S1000XR isn’t really doing the same thing as a sports-tourer KTM 1290 Super Duke GT either. Its height and suspension travel mean it’s not as engaging or capable in turns, and it can’t match the Austrian V-twin’s wallop. They’re not really playing the same game.

• KTM 1290 Super Duke GT long-term test

However. With the demise of Triumph’s 1050cc Tiger Sport, there’s now no other large-capacity, big-power bike offering the BMW’s mix of sports bike performance with adventure bike practicality and presence. If that’s what you’re after, it’s still the kiddie.

As well as lots of horsepower and superbike-based handling the XR has a good base specification. Electronic suspension (ESA), cornering ABS, multiple riding modes (Rain, Rode, Dynamic, Dynamic Pro), phone connectivity, separate traction and wheelie control, self-cancelling winkers, in-built pannier lugs and gloriously simple screen height adjustment are all included for your £14,290. In addition, turn-by-turn navigation can be shown on the dash by downloading an app to your phone, and can also be used for music, phone calls and other distractions if you really must.

Stump up £16,220 for the TE model and your bike will also boast cruise control, scalding heated grips, two-way quickshifter with blipping whatsit, daytime running lights, cornering lights, keyless ignition and more. There’s no seat height adjustment, electric screen or Ducati-esque radar, but it’s an impressive package.

To increase your choice (or add to the confusion) there is also a raft of extra-cost options to apply to the base model.

Improve your BMW S1000XR specs with these packages

For example, there’s a Dynamic Package for clutchless gear changes, posh traction control, cruise and LED indicators.

The Sport package has a titanium exhaust and BMW three-colour race paint, while the Premium Package gets heated grips, pannier fastenings, GPS preparation (yes, even though the dash offers turn-by-turn guidance…), a centrestand and luggage gubbins. Plenty of racy HP bolt-on accessories as well, from sportier footpegs and forged wheels to a bundle of carbon fripperies.

You'll get a trio of paint schemes to choose from on the BMW S1000XR - black, red or the HP Racing red, white and blue.

2024 BMW S1000XR update

Additional words by Michael Neeves

For 2024 BWW have kept the styling much the same as the 2020-on S1000XR. Its ‘beak’ is now colour coded, the radiator cover has a new textured surface and the slimmer new tail section features air intakes. It still has a 20-litre tank, which returning 45mpg during our test gives a 199-mile range and 161 miles before the reserve light comes on.

Build quality is superb, which is backed up by MCN’s online owners’ reviews and it’s available in black or blue. You can opt for the white version in the pictures, but the paintjob is part of the £3060 M package that also includes goodies, like forged aluminium wheels, a lithium battery and a lower screen… that’s next to useless for tall riders.

Keyless ignition, an adaptive lean-sensitive headlight system, daytime running lights, a 12 Ah battery and USB charger are all now standard on the base model (£16,790). That’s on top of rider modes, cornering traction control, ABS and a tried-and-tested 6.5in colour TFT dash that’s still the best in the business for its clarity.

Our test bike is the £18,340 TE version fitted with an up/down quick shifter (updated for ’24), cruise control, electronic suspension, tyre pressure control, GPS holder, hand guards, heated grips, rack and centre stand. These goodies make all the difference to life on a top-level sports tourer like this and when it comes to selling, a fully-loaded BMW is always easier to shift than a base model.