BMW M 1000 R (2025) - Review

Technical Review (S 1000 R and M 1000 R) - Ben Purvis – Oct 2024
Riding Review (M 1000 R) – Michael Mann – July 2025

If eyes are the windows to the soul, then a motorcycle’s headlights are the key to its character – and it’s been shown again and again that twin lights mimicking the eyes of a person or animal can instantly give a bike a recognisable face that makes it more appealing than a single-lamped alternative.

While there’s no doubting the classic appeal of a big, round single lamp, efforts to modernise the single-headlight look often result in a generic look that fails to stand out from the crowd, and that’s perhaps an argument that can be levelled at the BMW S 1000 R since the second-generation model debuted in 2021. The original model, launched in 2014 with twin lights, wouldn’t be called pretty – it followed BMW’s longstanding tradition of a lopsided look and while asymmetry can be appealing, here the result was more ‘Patrick Moore’s monocle’ than ‘Roger Moore’s raised eyebrow’ – but it was immediately distinctive. The 2021-on version that replaced, along with the M 1000 R that joined it the following year, swapped to a single light, and despite a family resemblance to the R1250R the result wasn’t as instantly recognisable. Now, for 2025, the S 1000 R and M 1000 R get a new look with twin headlights to create a ‘face’ instead of the cyclops style, along with a range of other revisions.

BMW’s M 1000 R ‘naked racer’ returns with subtle technical and visual refinements that sharpen its already razor-edged performance including EU5+ homologation of the engine, traction control improvements and the M short-stroke throttle. It’s the kind of bike that makes you question the limits of what a unfaired sportsbike can do. With a peak power output of 206.5bhp, increasingly popular winglets for downforce, and a chassis derived from the S 1000 RR superbike, the M R is unapologetically aggressive. But is it still usable on UK roads? I spent a couple of weeks with it to find out.

Pros & Cons

2025 BMW M1000R and S1000R - Price & PCP Deals

With a starting price of £13,760 the 2025 S 1000 R is £660 more than the previous model but bearing in mind its extra power and other improvements that seems like a bit of a bargain.

The S 1000 R Sport, which comes with more standard equipment, starts at £15,765, a rise of only £130 over the 2024 model.

The range-topping M 1000 R, complete with the more powerful, Shiftcam engine from the S 1000 RR superbike, is £19,990 for 2025, a rise of just £120 over the previous iteration.

The colours are defined by which version you get. The base S 1000 R comes only in metallic black, while the Sport arrives in a rather Suzuki-ish blue-and-yellow combination. Add the ‘M Package’ to the Sport model and the colours switch to BMW’s traditional white with M Motorsport graphics.

The M 1000 R, meanwhile, arrives in the same white with M Motorsport colour, plus a new matte aluminium, while the M Competition option pack (£6,220) incorporates the Pillion Pack and Carbon Pack plus Carbon wheels and is presented in the black-with-M-Motorsport colour scheme.

Our bling-laden test bike arrived with a hefty price tag too – the M Competition Package was accompanied by an M Titan Exhaust System (£2,165) and Anti-Theft Alarm: £225 to bring the total to £28,600.

A personalise PCP deal for the 2025 BMW M 1000 R can be found using the BMW Finance Calculator but the standard £19,990 (OTR) version over 36 months with a £3,500 deposit and maximum of 5,000 miles per year, would cost £250 per month with an optional final payment of £10k (APR 5.9%).

2025 BMW M1000R and S1000R - Engine & Performance

The S 1000 RR-derived 999cc four-cylinder engine is the same essential design as on the previous iterations of the bike, but the S 1000 R gets some significant changes to bring extra power and Euro5+ compatibility for 2025.

Those updates include a new design for the intake ports and revised ECU mapping and bring a power rise from 162hp to over 167hp (121kW to 125kW), still peaking at the same 11,000rpm as before. They’re combined with a new, shorter final drive ratio with an extra tooth on the rear sprocket, up from 45 to 46 while the front sprocket stays the same at 17 teeth to lower the overall gearing and improve acceleration even though torque is unchanged at 84lbft (114Nm) at 9250rpm.

The bike also gets the same shorter-throw throttle that’s come to the S 1000 RR and M 1000 RR superbikes for 2025, reducing the twistgrip’s rotation from 72 degrees to 58 degrees in pursuit of shaper response and better rider comfort.

The M 1000 R doesn’t get engine changes, but since it already benefits from the ShiftCam variable valve timing and lift system of the S 1000 RR superbike, pushing peak power to 206.5bhp (154kW) at 13,750rpm, it’s already at an advantage. The M 1000 R’s max torque is a fraction down on the S 1000 R’s, peaking at 83.3lbft (113Nm) and needing 11,000rpm to get there, but it has shorter gearing still thanks to a 47-tooth rear sprocket to compensate.

On the road, it can be (but doesn’t have to be) ballistic. The engine pulls hard from 6,000rpm and screams to the redline with a ferocity that’s more superbike than streetfighter, and unless you have access to a runway or a circuit, you’ll never feel the full benefit of 200+bhp. The ShiftCam tech helps smooth out low-end delivery but make no mistake—this is a bike that wants to be ridden fast. In and around town the M is calm, gentle and perhaps even placid below that 5,500/6,000rpm mark as it prowls like a wild animal gathering admiring magnetic-like glances from pedestrians and other road users given its carbon-based kerb appeal. The short-action throttle has no effect at these speeds and is only noticeable when you’re feeling very brave. The throttle response in Road mode is smooth, and the clutch action is light enough for stop-start traffic. It’s an easy flick of the ‘Mode’ button to change from my preferred Dynamic Pro once I’m riding at slower speeds.

The inline-four is shared with the S 1000 RR, and it’s paired with a slick quickshifter that works flawlessly up and down the box – it’s a precise, short-throw and race-oriented change that does require effort to get by the lever’s resistance. The exhaust note is surprisingly civil at idle but turns feral above 8,000rpm. It’s compliant with the latest EU5+ emission regulations but still manages to sound raw and somewhat mechanical—exactly what you want from a bike with an M badge.

From the moment you thumb the starter, the M 1000 R feels alive and focused. The instant ignition of the snarly-sounding engine which has a mechanical urgency setting the tone for the ride, though like all BMW bikes there’s a minute or two’s worth of warming up before the full rev range is available when starting from cold. Though idling with revs suggests action is imminent – it’s as if the M R refuses to do the humdrum city commute.

Out on the open road, the bike transforms. Flick it into Dynamic or Dynamic Pro mode and the throttle sharpens, the suspension firms up, and the whole bike feels taut and ready. On twisty B-roads around my Cambridgeshire neck-of-the-woods, the M R is sublime. It turns in with precision, holds a line effortlessly, and fires out of corners with a ferocity that’s addictive. It makes the hair on your… well, everywhere, stand on end. This is why motorcycles are cool. The winglets in theory help keep the front planted under hard acceleration, especially when exiting tighter bends, but with this much power and despite the electro-restrictions in place that deny 100% power in the lower gear regardless of how far your twist the throttle back, there’s no way of knowing how effective they are. And they do look like an afterthought with the fairing design with some very un-BMW fastenings found in the back of the drawer. We’ve all got one of those drawers, right?

2025 BMW M1000R and S1000R - Handling & Suspension (inc. Weight)

While the chassis, brakes and suspension are direct carry-overs from the previous model – as is most of the bodywork apart from the new nose cowl and headlights – electronic improvements promise to benefit the handling prowess of both the M and S models for 2025.

The S 1000 R in particular gets updates including a new electronically-controlled ‘MSR’ engine braking control system to prevent rear wheel lock up when the throttle is closed or you shift down. Rather than simply relying on a slipper clutch, the system detects when the rear wheel starts to slow too much and automatically opens the throttles a fraction to mitigate it. The system has four modes – rain, road, dynamic and dynamic pro – to align with the bike’s riding modes.

Both the S 1000 R and the M 1000 R also get revised traction control systems, borrowing strategies from BMW’s superbike models and working in harmony with the new short-throw throttle.

With Dynamic Damping Control (DDC) semi-active suspension, the M R adapts to your riding style in real time. Fast smooth B-roads are its happy hunting ground because of the power, precision and stability combination. The bike feels easy to ride quickly too. Electronic assistance is welcome when the feedback through all your touch points boosts the old endorphins. Any day spent galloping around on a motorcycle is a good day, but a sunny day is even better, and I was fortunate to enjoy nothing but ideal climate conditions during my M R courtship. Though the bumpier and often broken roads near me are on the edge of the bike’s comfort zone because this race-derived machine’s suspension budget was not spent researching The Fens. And that’s one of the reasons why I’d not own one. Let alone the unfriendly price tag for this humble motorcycle journalist. While the positively predictable and fault-free handling is a joy on the flatter surfaces, the rebound harshness ricocheting through my spine over the subsided humps and bumps was not. Though here’s a tip – in the TFT’s display under Vehicle Settings, find Riding mode preselection then chance the Damping ‘Load’ pre-set to ‘with pillion’ so the bike thinks it’s carrying extra weight and adapts the preload. Your back will thank me.

BMW’s M-branded twin 320mm discs up front that are clamped by radial calipers brakes are phenomenal, boosting confidence with a strong initial bite and excellent modulation. The slightest squeeze of the adjustable and very ergo-friendly lever is all it takes. Even with a sharper tug the bike didn’t feel unbalanced, probably down to the algorithms packed in the ABS Pro system.

2025 BMW M1000R and S1000R - Comfort & Economy

With no changes to the riding positions or rear bodywork the 2025 S 1000 R and M 1000 R are going to be identical to their predecessors when it comes to comfort, and when we rode those machines we came away impressed with the levels of adjustability and resulting ability to accommodate riders of varying sizes and shapes.

As before, you can add heated grips and cruise control with the M package, and the dash is an impressive 6.5-inch TFT.

BMW claims no changes to economy despite the revised gearing of the S 1000 R, with that model turning in a WMTC-tested 45.6mpg and the M 1000 R managing 44.1mpg under the same conditions.

Paired to the same 16.5 litre tank as before, the result should be a range of 165 miles for the S 1000 R and 160 miles for the M 1000 R. However, I averaged 38mpg over mixed riding (i.e. I wasn’t riding like a loony everywhere), which gives a range of around 140 miles until the tank is dry.

Let’s be honest, comfort isn’t the M R’s strong suit nor was it the design team’s priority. The riding position is aggressive, and the seat is firm. But for short blasts it’s not a punishing position, in fact reasonably roomy with a good amount of space from the back of the seat unit to the back of the fuel tan, with nice wide bars to boot. You will need to invest in a tank protector if riding jeans with a belt is your preference. Taller riders may find the pegs a touch high, but they are positioned as such to ensure plenty of ground clearance on what is essentially a sportsbike.

On longer rides the wind protection (or lack thereof) becomes noticeable on forearms – though the advice from a recent ‘Better Riding’ episode on body position particularly relaxing the arms has been useful. At motorway speeds, the air blast is intense, and while the bike is stable, you’ll feel the strain on your neck after an hour. That said, cruise control and heated grips make it more bearable, especially on chilly morning rides. And when the end of my loan with the M R (tiny fly screen) came around, I was able to swap straight for the R 1300 R (no screen whatsoever) and I instantly noticed the difference and missed the M on the 20-mile A14 section.

2025 BMW M1000R and S1000R - Equipment

While most of the equipment of the previous-gen S 1000 R and M 1000 R is carried over unchanged to the new models, there are a couple of tweaks for the 2025 machines.

Both, of course, get the new twin headlights and nose design, which borrow elements from the S 1000 RR and M 1000 RR superbikes and promise improved illumination.

On the standard S 1000 R, other updates include a shorter licence plate holder than before, mirroring the existing design used on the M 1000 R, while a more practical improvement is the addition of an under-seat USB-C charging socket. Beyond that, BMW has added its ‘Emergency E-Call’ system that automatically contacts a BMW call centre if the bike detects an accident.

You get a bright, bold 6.5-inch TFT dash with large white-on-black graphics that are easy to read and navigate around. The essentials are all there and the screen isn’t overcrowded with tiny writing or symbols that need a teenager or a handbook to decipher. The whole tracker wheel and screen familiarity is system is recognisable to riders of BMWs from the last decade. Meanwhile variable electronic governance includes launch control, wheelie control, cornering ABS, and multiple riding modes. The electronics suite is comprehensive, conveniently laid out and intuitive. As with all high performance BMWs heated grips and cruise control are standard, which is a nice touch especially for UK riders.

2025 BMW M1000R and S1000R - Rivals

There’s a huge array of four-cylinder, superbike-derived roadsters on the market and the S 1000 R and M 1000 R range manages to cover a wide spectrum thanks to a broad range of prices. Key competitors have to be Ducati’s Streetfighter V4 and KTM’s 1390 Super Duke R, plus Triumph’s Speed Triple 1200 RS. More leftfield options include the Aprilia Tuono V4, and you might even be tempted to save a few thousand and opt for Honda’s new CB1000 Hornet SP.

Ducati Streetfighter V4 | Price: £21,595

Read more

Power/Torque

208bhp / 90.7lb-ft

Weight

195kg

Triumph Speed Triple 1200 RS | Price: £15,795

Read more

Power/Torque

177.5bhp / 92.2lb-ft

Weight

198kg

Honda CB1000 Hornet SP | Price: £9999

Read more

Power/Torque

155bhp / 78.9lb-ft

Weight

212kg

2025 BMW M1000R and S1000R - Verdict

The 2025 BMW M 1000 R is a masterclass in engineering. It’s brutally fast, beautifully built, and packed with tech. It’s not for everyone—commuters and casual riders will find it too focused. But for those who want a naked bike that behaves like a superbike, this is it. It’ll pootle about as comfortably and smoothly as a 600 four in the villages, towns and cities but when the power is asked for you can have it by the bucketload.

The 2025 BMW M 1000 R isn’t a bike for everyone—and that’s exactly the point. It’s built for riders who want the thrill of a superbike without the full fairing, and who aren’t afraid to explore the upper reaches of the rev range – if you dare. Here’s who it suits best:

• Experienced riders looking to upgrade from a litre-class naked or supersport. If you’ve outgrown your S 1000 R or Tuono V4 and want something sharper, this is your next step.

• Trackday enthusiasts who want a road-legal weapon. The M R is blisteringly fast and stable at speed, with electronics that support aggressive riding without getting in the way. But it’s still £28k.

• Tech-savvy riders who appreciate advanced electronics, semi-active suspension, and rider aids that enhance performance without diluting the experience.

• Weekend warriors who ride for the thrill, not the commute. If your riding is mostly Sunday blasts, backroad carving, and occasional track use, the M R will feel right at home.

Is it for me? Nope. Why? I’ll give you three reasons: I’d lose my licence within 48 hours, the rear suspension is too focussed for roads near me, and in places it needs to be neater for £28k.

Nevertheless, it’s a sensational bike that offers both exquisite and professional levels of riding excitement. Focussed, raw, fast and sharp.

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2025 BMW M1000R and S1000R - Technical Specification

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