BMW S 1000 XR vs BMW M 1000 XR 2025 Review

BMW's S 1000 XR has long been a favourite here at bikesales thanks to its perfect blend of sports performance and touring practicality. It has been updated for 2025, but more importantly it is now joined by a M 1000 XR version that dials up the thrills a notch (or three).

To find out which of the pair makes more sense, Cam and Kaz played paper-scissors-rock, and then took them both for a spin. Here is what they each had to say...

Cam: I see the XR lineup as the most practical of the 1000cc inline four-cylinder road offerings from BMW. As riders we seem to be leaning towards bikes that are more sensible, especially in riding position and practical features, while still offering a high level of performance. Then there are those of us that want more. Superbike power to blast past our riding buddies in a straight line and bling to keep our bikes looking fast while standing still – a perfect combination to satisfy our egos. Do the new S 1000 XR and M 1000 XR models tick these boxes? What better way to find out than taking the pair out for a date ride with my partner in life and fun? I just hope Kaz can reach the ground – these bikes stand tall! 

Kaz: A playful jaunt though the hills is the perfect date, especially on a pair of high-spec BMW sports tourers! Both bikes have a commanding presence but I’m not going to lie, it’s the M 1000 XR that devours my immediate attention. Eye-catching M-spec details such the livery, sport seat, front winglets, tinted screen and front brakes give off a very aggressive and exciting vibe. To be fair, the S 1000 XR is kitted out with panniers which makes it look like a quintessential tourer. To avoid an argument, the winner of a paper/scissors/rock duel gets the M 1000 XR first, and Cam is the victor. If the ride home from the dealership on the S 1000 XR Sport is anything to go by, bring on the mountain roads! And for the record Cam, I can reach the ground, albeit at a stretch… 

Cam: The S 1000 XR Sport and M 1000 XR will set you back $29,690 and $39,280 respectively. The S 1000 XR sport that we are riding comes equipped with a plethora of additions that are also available in the touring package (navigation preparation, heated grips, tyre pressure control, hand protection, main stand, luggage grid) and dynamic package (Dynamic-ESA pro, gear shift assistant pro and cruise control). 

Kaz: Bang for your buck, the S 1000 XR offers a thrilling sports touring experience. The build quality is impeccable, with high-end materials throughout, contributing to the bike’s premium feel. It is big on performance and extremely versatile, which will tick plenty of boxes for most riders. For those wanting to crank everything up a notch, the M 1000X R offers a higher spec performance-based package for around $10,000 more. This is anything but loose change. The S 1000 XR sits amongst the top contenders of the sports tourer market, in both performance and price. The M 1000 XR is almost in a league of its own, with its closest rival being the Ducati Multistrada V4 RS. The Italian competitor is almost $20,000 more (the V4 starts at $56,000 ride away) with almost 20hp less (180hp).

Cam: The S 1000 XR’s 999cc inline-4-cylinder power plant is a tried and tested platform that first appeared when BMW threw its hat into the World Superbike ring back in 2008 with the release of the S 1000 RR. It produces around 170hp at 11,000rpm, and 114Nm max torque at 9,250rpm. It’s tuned for low to mid-range performance, but top-end power is far from lacking – it is perfectly matched for the bike’s design. 

Kaz: At the heart of the M 1000 XR is the highly-tuned ShiftCam-equipped 999cc inline-4 cylinder engine found in the M 1000 RR superbike, with 10hp less in order to pass noise regulations. It produces 201hp at 12,750rpm, an insanely significant boost over the S 1000 XR’s output. This increase in power makes the M 1000 XR unlike anything that has ever been offered in an upright tourer package. It is ballistic! 

Cam: The M 1000 XR also benefits from an M-specific exhaust system, reducing weight and enhancing the sound of the engine. Best of all, if you select Race or Race Pro mode, you’ll get to experience that awesome pop/crackle sound when you close the throttle. The addition of a carbon-fibre airbox and optimized cooling system further enhances engine performance and efficiency. Both engines are mated to a 6-speed gearbox with quickshifters, enabling seamless, clutchless upshifts and downshifts.

Kaz: Both bikes share the same upside-down 45mm telescopic forks with electronic self-adjusting rebound/compression damping (Dynamic ESA). They also share an aluminium double-sided swing-arm. The S 1000 XR has a central shock absorber with electronic preload adjuster, and electronic self-adjusting rebound/compression damping (Dynamic ESA), while the M 1000 XR’s central shock absorption enjoys high-tech DDC (Dynamic Damping Control) with electronically adjustable spring preload, rebound and compression stages. The M 1000 XR’s braking system features M spec braking callipers, which offer insane stopping power. I’m particularly grateful for the lower seat height option on the S 1000 XR, which brings it down 60mm to 790mm. Windscreens and handlebar position are adjustable on both variants. 

Cam: It’s worth noting the M spec has 12mm less suspension travel both front and rear along with an extra 7mm of wheelbase. Add to that the front fairing winglets that claim to produce 11.4kg of downforce at 220km/h. These combined have obviously been done in BMW’s attempt to keep this upright missile stable at the speeds it is easily capable of. Forged wheels on the M spec shed some weight where you want it (beneath the suspension).

Kaz: The S 1000 XR and M 1000 R share plenty of cutting-edge technology that enhance both safety and performance, including a 6.5-inch TFT display, cornering ABS, Dynamic Traction Control, LED lighting, cruise control, and keyless ignition. Riding modes on offer are Rain, Road, Dynamic, and Dynamic Pro, which adjust throttle response, traction control, and ABS settings for different conditions.

Cam: The M 1000 R impressed me in how straightforward its electronic suspension system works. In Road, Race or Dynamic modes the fork and shock self-tune to suit your riding style and conditions. Once selecting Race Pro you can fine tune all suspension parameters, rebound, compression adjustments etc, and that remains your chosen set up while in Race Pro mode. All modes can be changed on the fly as well as your chosen level of traction control etc.

While photographing these bikes I was quickly reminded how effective the electronic systems work. Deciding a wheel stand was a good idea, I switched off traction and wheelie control and had no trouble motivating the front wheel into the air with the slightest flick of the clutch lever. A few turns later I got a tad greedy with my throttle hand and quickly found the super sticky 200 series rear Bridgestone tire spun up almost as quickly as my heart rate as I felt the rear tire step sideways. That was in near ideal warm and dry conditions. I quickly switched the electronics back on! 

Kaz: The S 1000 XR sport is a wolf in sheep’s clothing – unassumingly docile in appearance, its potent nature comes as quite a surprise. It is well balanced and highly intuitive, making it remarkably agile for its size. The first-rate engine offers more than enough performance, and the dynamic handling and high-tech electronics package ensure that there is very little compromise between performance and practicality. Though small, the screen is helpful, especially if you’re used to naked sports bikes like the S 1000 R that offer little to no protection from the wind. You could comfortably spend a long day in the saddle, and you could just as easily lose your licence. At times I glance at it, amused that it looks like something the police might be riding. I wouldn’t want to be trying to outrun one of these things with a half decent rider on the throttle. 

The M 1000 XR adds a layer of spice to everything that was already good on the S 1000 XR. The 201hp shift cam engine is the star of the show, and the strong brakes and firm suspension combined with cutting edge technology sharpen the overall package, making it a very thrilling offering. A solid twist of the throttle releases a remarkable howl accompanied by astonishing acceleration. As I shoot this missile through flowing mountain corners it feels like my helmet is being forcefully pulled off. I must remind myself of the 200kg-plus mass beneath me because it appears to have disappeared. Thankfully the brakes are equally astonishing, as well as the suspension/chassis package, and the upright beast stops on a dime and corners like a bike half its size. After a spirited jaunt in the M 1000 XR’s saddle, I’m a breathless, giggling mess, and the paper-scissors-rock contest has become a more serious negotiating tool.

Cam: When you first climb aboard the S 1000 XR there is no mistaking you’re on a bike built for practicality and comfort – upright with a roomy cockpit, cruise control, heated grips, handguards and luggage options all scream ‘sensible’. The XR models are big bikes – they look big and when stood still they feel big, but just like their Rhino-like GS Adventure cousins, once underway the bulk of the bike simply disappears. Having ridden BMW’s for years, the dash and control layout is instantly familiar and so is the quick-to-rev inline four-cylinder engine’s response. 

For those that are accustomed to BMW’s competition such as Ducati and Aprilia that are powered by twin or V4 engine configurations, the inline four does require some positive throttle to get things moving. But when asked, the S 1000 XR delivers, and I find myself continually impressed at how well it goes about its business. No matter what the road conditions, from smooth fast and flowing, to rough tight and twisty, it takes it all in its stride. You could be forgiven for wondering how the bike could improve. 

That is until you pilot the M 1000 XR. Like Kaz said: it’s a wolf in sheep’s clothing. Well, I guess that makes me little red riding hood! Firmer suspension, combined with the super strong M spec brake package and reduced suspension travel, gives the bike a more planted feel on road. There is less weight transfer thanks to this chassis set up and that in turn makes the bike feel ‘sharper’ in how it corners. 

The engine is mind blowing as it transforms from mild mannered to ludicrous with a simple twist of the throttle. It’s a strange sensation to be on a bike that accelerates so bloody hard while you remain in a bolt upright position. I found my head soon felt like a flag up a pole as I battled to stop flapping in the wind that travelling at speeds well into triple digits will cause. 

As quickly as the ShiftCam engine will take you into orbit the M spec callipers will bring you back to earth as your brain does its best to comprehend the scrambled senses rushing through your system. Blood pumping, heart racing and a smile from ear to ear, this is living! 

Kaz: The S 1000 XR and M 1000XR both excel in their intended roles. The S 1000 XR offers an impressive balance of performance and practicality, with a more forgiving nature, prioritising comfort for long-distance touring. The M 1000 XR feels like a superbike meant for the track, yet it is super comfortable, and to ride this motorcycle feels like a real privilege. Pushing the performance envelope in the most impressive fashion, with plenty of exclusivity from the M-brand cachet, the M 1000 XR is an exquisite offering.

Cam: I have a vision of the S 1000 XR sitting on my right shoulder, pleading its case to me. It’s list of features, performance, and value for money are more than enough to get me over the line. On my left shoulder sits the M 1000 XR with a cheeky smile whispering “you know you want to”.

There are times when we need to be sensible and then there are times to remind ourselves, we only live once. 

Whatever bike you choose it is pleasure guaranteed!

ENGINE
Type: Oil/water-cooled,4-cylinder, four-stroke, in-line engine
Capacity: 999cc
Bore x stroke: 80mm x 49.7mm
Compression ratio: 12.5 : 1
Fuel system: Electronic intake pipe injection/digital engine management system: BMS-O throttle -by-wire

PERFORMANCE
Claimed maximum power: 125kW (170hp) @ 11,000rpm
Claimed maximum torque: 114Nm at 9,250rpm

TRANSMISSION
Clutch: Multiplate clutch in oil bath, anti-hopping clutch with self-reinforcement
Gearbox: Claw-shifted 6-speed gearbox integrated in the transmission housing
Traction control: BMW Motorrad DTC
Final drive: Chain 525 17/45

CHASSIS AND RUNNING GEAR
Frame type: Bridge-type frame, cast aluminium, co-supporting engine
Swing arm: Aluminium double-sided swing-arm
Front suspension: 45mm upside-down telescopic fork with Dynamic ESA
Rear suspension: Central shock absorber with Dynamic ESA
Front brakes: Twin disc brake, 320mm diameter, 4-piston fixed caliper
Rear brakes: Single disc brake, 265mm diameter, 2-piston floating caliper
Front tyre: 120/70 ZR17
Rear tyre: 190/55 ZR17

DIMENSIONS AND CAPACITIES
Steering head angle: 64.8°
Claimed dry weight: 205kg?
Seat height at unladen weight: 850mm
Height: 1,460mm without mirror
Wheelbase: 1,541mm
Overall length: 2,156mm
Overall width: 850mm
Fuel capacity: 20 litres (4 litre reserve)

OTHER STUFF
Price: from $29,690
Colours: Gravity Blue Metallic

ENGINE
Type: Oil/water-cooled, 4-cylinder, four-stroke in-line engine with four valves per cylinder
Capacity: 999cc
Bore x stroke: 80mm x 49.7mm
Compression ratio: 13.3 : 1
Fuel system: Electronic intake pipe injection/ digital engine management system: BMS-O with throttle-by-wire
Max RPM: 14,600rpm

PERFORMANCE
Claimed maximum power: 148kW (201hp) @ 12,750rpm
Claimed maximum torque: 113Nm @ 11,000rpm

TRANSMISSION
Clutch: Multiplate clutch in oil bath, anti-hopping clutch with self-reinforcement
Gearbox: Claw-shifted 6-speed gearbox integrated in the transmission housing
Traction control: BMW Motorrad DTC
Final drive: Chain 525 17/47

CHASSIS AND RUNNING GEAR
Frame type: Bridge-type cast aluminium, co-supporting engine
Swing arm: Aluminium twin-sided swingarm
Front suspension: 45mm upside-down telescopic fork with Dynamic ESA
Rear suspension: Central shock absorber with Dynamic Damping Control, electronically adjustable spring preload, rebound and compression stages
Suspension travel: 138mm
Wheels: Aluminium forged wheels
Front brakes: 320mm twin disc brake, 4-piston fixed caliper
Rear brakes: Single 220mm disc brake, 1-piston floating caliper
Front tyre: 120/70 ZR17
Rear tyre: 200/55 ZR17

DIMENSIONS AND CAPACITIES
Steering head angle: 64.9°
Claimed dry weight: 211kg wet
Seat height: 850mm
Min. Ground clearance:
Wheelbase: 1,548mm
Overall length: 2,170mm
Overall width: 850mm
Fuel capacity: 20 litres
Reserve: 4 litres approx.

OTHER STUFF
Price: from $36,690
Colours: Light White/M Motorsport