BMW S 1000 RR 2025 Review

There was once a time where taming a litre-class superbike was the ultimate challenge for a motorcyclist. That is still true to some extent, but the rapid evolution of electronic safety features in recent years means that these fire-breathing beasts are a lot more accessible for the average punter.

Take the 2025 BMW S 1000 RR for example. 

The latest offering from the Munich firm combines a monstrous inline four-cylinder engine with more electronics than the Starship Enterprise, and it’s about as close as everyday riders will get to a factory-level superbike. And yet, it’s not intimidating at all.

Related: BMW calls new 2023 M 1000 RR a “masterpiece”
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Related: BMW M 1000 R 2023 Review

The Australian media launch for the 2025 BMW S 1000 RR took place under lights at Sydney Motorsport Park on a warm Friday evening. It was held as part of the MEGA Ride Nights event, meaning that our brand-new Beemers were mixed in with bikes and riders of all shapes, sizes, and abilities.  

As someone who is relatively new to the 1000cc sportsbike game, a situation like this should have been terrifying. But from the first crack of the throttle down the main straight, I realised that the S 1000 RR had my back, and I was put right at ease. 

Make no mistake – the S 1000 RR is still one of the fastest bikes on the grid and is a certified race winner in the right hands. But modern technology has created a world where fast doesn’t have to mean scary.

Welcome to the future. 

For 2025, BMW opted for subtle updates over a full refresh. But the changes are smart and effective – yet another example of the German marque’s meticulous attention to detail. The most obvious change is the addition of winglets – a feature adopted from the 2024 M 1000 RR. Also new is a shorter stroke on the throttle, a few new electronic features fitted as standard, a new front-wheel cover design with brake ducts, and of course new graphics. 

Speaking of the M 1000 RR – that bike has been overhauled for 2025 and is headed for Australia soon. And if the 2024 model is anything to go by, you can expect those changes to filter down to the 2026 S 1000 RR. 

BMW pricing is never straightforward because of the different variants, packages, and options available, but a bare bones 2025 S 1000 RR will set you back $26,680 before on-road costs (so roughly $29k ride away).

For that price you get still get a 210hp inline-four-cylinder donk, adjustable suspension, plenty of electronics including advanced ABS and traction control, seven ride modes, a TFT display with smartphone connectivity, and trick M winglets taken from last year’s M 1000 RR.

But if you want to take things up a notch, you can add things like electronic suspension, heated grips, and cruise control. And further still, there's M carbon wheels, M billet packages, carbon packages, and an M titanium sports exhaust available on the options list.

Many of these options are bundled into packages, while there are also three distinct variants above the base model – Sport ($29,260 before on-road costs), Race ($29,260 before on-road costs), and M-Sport ($38,690 before on-road costs). 

In comparison, the S 1000 RR’s main rival, the Ducati Panigale V4, starts from $38,800 ride away. So, BMW is offering pretty good value here. 

And then there is the M 1000 RR, which starts from $54,690 before on-road costs, while the M 1000 RR Competition is $66,450 before on-road costs.

You’d need a science degree to explain exactly how BMW’s various electronic safety systems work, but the level of detail, and how everything integrates so perfectly without hinderance, is mind-boggling. 

From cornering ABS and six-stage cornering traction control to slip/slide control, brake slide assist, and highly customisable ride modes, the S 1000 RR has so much gadgetry that it would put your local Dick Smith store out of business. And impressively, you barely notice any of the features in action.

The result is a bike that is ridiculously easy to ride. Well…relatively speaking. The inline-four is still capable of 210hp (154kW) at 13,750rpm and 113Nm at 11,00rpm, while speeds north of 200km/h are as easy as breathing. Top speed is listed at 280km/h but I suspect 300km/h is possible, especially given that BMW lists winglet downforce figures for that number. And all of this in a bike that weighs 198kg wet. So yeah, the S 1000 RR is still a serious bit of kit. 

But production superbikes like this are no longer just the domain of pro racers and madmen – even a weekend warrior like me can jump on and tackle a busy track night without feeling the fear of God drip down my brow. Talk about the old days all you want, but I'd say that this is progress.  

Power delivery is urgent but buttery smooth, while the electronics allow you to wrap the throttle on quickly without worrying about losing traction or flipping the thing. The shorter throttle stroke is also welcome, as it helps you get to max throttle input quicker down the straight instead of having to twist that little bit extra and giving yourself MSI. 

Handling is sharp, precise, and agile, and ABS and traction control prevent any unwanted slippage whether you are upright on a straight, or knee-down in a corner. The suspension is flawless and even better with the semi-active setup, while the brakes offer good feel and control. The quickshift is a gem too.

It might be starting to sound like this bike is un-crashable, but it’s not totally fool-proof, and it still pays to be sensible. I found this out when I took a little off-track excursion into the gravel trap during A Momentary Lapse of Reason. I kept it upright, but no one needed to tell me twice to pay attention after that. 

Of course, if you’re feeling a little intrepid, then you can reduce the sensitivity of most features or turn them off completely. And if you really want to raw dog it, then you can switch everything off and just ride by feel and the twist of the wrist. You know, the old skool way. But even MotoGP bikes rely on some electronic intervention, so there is nothing really to be gained by going fully organic except maybe a few brownie points for bravery (if anyone even notices). 

This is a tough one, because the boffins in Munich have given thought to just about every detail you can think of. Finding any flaws is a bigger challenge than an NBA player doing the limbo.  

But, if I am to be picky, then I’d have to say that I didn’t find the S 1000 RR particularly comfortable. That is no surprise for a sportsbike and a big bloke like me, but I did feel cramped at times. Dealing with it on a 20-min track section is one thing, but I’d imagine the experience would wear thin on a long highway stint. Once again though, no surprises – this is a sportsbike, not a commuter.  

Elsewhere, the electronics are comprehensive and welcome, and the overall intuitiveness is quite good, but the level of detail can be overwhelming. This would be especially true if you are not tech inclined.

The winglets and the brake ducts are cool additions, but I can’t say I noticed their effects. I’m sure A-graders and top-level racers would appreciate the benefits (up to 37 per cent more downforce and better braking performance, says BMW) but to a punter like me it’s just extra baggage hanging off an otherwise beautiful bike.

Finally, it's important to note that BMW offers no other sportsbike options below 1000cc. There is no smaller and cheaper Supersport option like is the case with Ducati and the Japanese brands. Would it be a stretch for BMW to offer a sportsbike with the F 900 parallel-twin engine? We'd love to see it.

If we look at the World Superbike standings, it’s clear that its mostly a two-horse race between Ducati and BMW, with a sprinkling of Yamaha. But the Yamaha YZF-R1 could be on borrowed time considering it is no longer road-legal in Europe, which leaves Ducati and BMW with the two best bikes on the grid.  

Other players like Honda, Kawasaki, Suzuki, and Aprilia could all be considered solid cost-effective options, but none really match Ducati and BMW for pure performance and high-tech wizardry. 

And, while the Panigale V4 is no doubt an artwork with unprecedented sex appeal, its price tag is a little harder to swallow than that of the S 1000 RR. I'd also be willing to bet that the S 1000 R is a little friendlier to less experienced riders.

So, are you picking up what I’m putting down? Without a shootout test, it’s impossible to say for sure, but the BMW S 1000 RR is looking like the pick of the bunch in the 1000cc production superbike segment. It's incredibly fast, but it's accessible and easy to ride, and makes litre-class riding a little less frightening.

Take my money, BMW. 

ENGINE
Type: Liquid-cooled, inline four-cylinder with ShiftCam
Capacity: 999cc
Bore x stroke: 80mm x 49.7mm
Compression ratio: 13.3:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 210hp (154kW) at 13,750rpm
Claimed maximum torque: 113Nm at 11,00rpm

TRANSMISSION
Type: Claw-shifted 6-speed gearbox with straight cut gears
Clutch: Wet multi-plate (anti-hopping)
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Bridge-type frame, cast aluminium, co-supporting engine
Front suspension: USD telescopic fork, 45mm, fully-adjustable, 120mm travel
Rear suspension: Aluminium swingarm, full-floater pro, fully-adjustable, 118mm travel
Front brakes: Twin 320mm discs, four-piston fixed calipers (BMW Motorrad ABS Pro as standard)
Rear brake: 220mm single disc, single-piston floating caliper (BMW Motorrad ABS Pro as standard)
Tyre sizes: 120/70 ZR17 front, 190/55 ZR17 rear

DIMENSIONS
Claimed wet weight: 198kg
Wheelbase: 1457mm
Seat height: 832mm (Sport Seat available with 858mm)
Fuel capacity: 16.5l

OTHER STUFF
Price: From $26,680 plus on-road costs
Warranty: Five years, unlimited kilometres, valid worldwide
Colours: Light White/M Motorsport, Black Storm Metallic, Blue Stone Metallic