BMW’s parallel-twin streetbikes tend to keep a relatively low profile. While new versions of the German manufacturer’s flagship GS boxers and 200 hp inline-fours typically cruise into harbor to a rapturous welcome, updated models of the smaller-capacity Beemers come into dock overnight, without fanfare and then stay largely below the radar.The latest bikes to prove the point are the F 900 R naked roadster and F 900 XR performance tourer; both machines receive similar updates to boost their competitiveness in a seriously crowded sector. They get lighter (17-inch) rims, new fully adjustable upside-down fork, a slimmed-down tailsection rear end, new colors and graphics, plus a lighter (by 0.9 kilograms, or 1.98 pounds) battery. Being BMWs, they also come with a long list of factory options that allows you to spec your F 900, seemingly, to the moon.And did you know they were coming? I had it in my diary but then forgot. That’s what they are like, which is totally unfair for these two fine machines.

Both Fs share the same 895cc parallel twin and steel “shell” frame as well as electronics and many cycle parts. That DOHC eight-valve engine remains the same for 2025, producing a claimed 105 hp at 8500 rpm and 67.9 lb.-ft. at 6500 rpm, although there’s a new Dynamic riding mode as part of the standard package. Akrapovič now supplies a factory-option silencer for both models that reduces the weight by 2.6 pounds.While F 900 R is a pure roadster and the F 900 XR a sporting crossover complete with longer-travel suspension, both are perky and responsive performers. And, despite a common misperception as budget Beemers, they are infused with BMW’s engineering and production values.These models historically have been perceived as being a little heavy for the class—hence the weight saving mods resulting in a 6.5-pound reduction for the F 900 R. The roadster also gets a more aggressive riding position while the XR has a new, 1.2-inch-higher screen, heated grips, and the adaptive Headlight Pro as standard. BMW says the new fork, lighter wheels, and a battery are common to both bikes. It also claims the track-capable F 900 R is now sharper than before and the F 900 XR is more adept at shredding big miles.

To test that claim, Cycle World traveled to southern Spain to spend a long day riding the two models. I was super keen to ride the updated F 900 R as the last time I sampled one was in a round of the elbow-bashing BMW F 900 R Cup, a one-model series that supports the British Superbike Championship and, in the process, went some way to raising the F’s profile—at least in the UK.

Jumping aboard, it appeared that BMW has taken note of rider feedback from the series as the 2025 bars lend a more aggressive riding stance, with the pegs farther back—more suited to a sporty ride than a typical middleweight naked. This, however, remains a BMW, so there’s no overly radical or uncomfortable positioning going on here. The R is still an effective, traffic dispensing tool around town, but now it carries more intent. There’s a subtle shift from commuter to sporty.PricingThe clear and easy-to-navigate TFT display remains unchanged, along with switch gear and a navigation wheel that are common to most BMW models, and now as refined and intuitive to use as any on the market. In fact, detailing and overall production standards are high, especially when you consider the F 900 R is priced at just $8995 and the XR at $12,370, making both machines cheaper than much of the competition.

Of course, once you add the optional Premium Package ($1470 for the R and $1755 for the XR) plus a few extras like a centerstand, those prices can quickly escalate. Our test F 900 R comes in at $12,450 and our XR at $15,445—considerably more than the Japanese and European competition. And while our testbikes certainly looked striking in the new Sport livery of racing blue and light white (plus red wheels), even that color scheme adds a further $695 for the R and $375 for the XR to the invoice.F 900 R on the RoadThe switchbacks and sweepers near Almeria, Spain, are the perfect roads for the F 900 R to show off its new sportier edge. The riding position allows you to attack unfamiliar roads with more focus, the steering is direct and accurate, and the chassis is stable. On the testbikes shod with sporty Pirelli Diablo Rosso IV Corsa rather than not-so-sporty Maxxis alternative, the R can carry stunning corner speed. It may not be as sharp to turn or change direction as, say, a KTM 990 Duke but it’s not far off. Instead, it trades a razor response for a reassuring sense of solidity sometimes lacking in some sporting middleweight nakeds.

Changing between the three riding modes (Rain, Road, and Dynamic) shifts the rider aids’ intervention levels and throttle character and, with optional Dynamic ESA installed, it electronically adjusts the rear suspension. A difference in rear damping characteristics between the modes is noticeable, with Dynamic offering a taut and responsive ride, while Rain and Road mode are plush and comfortable.A now fully adjustable 43mm fork is only manually adjustable and therefore remains in whatever settings have been inputted, no matter which mode is selected. Combining a semi-active rear with a conventional front end is unusual, but that all-important front-end feel stays constant whatever the electronic settings at the rear. One advantage now is that, should you wish to take the R to the racetrack, you can set the fork to compensate for harder riding and stickier tires.Lean-sensitive ABS Pro comes as standard and is linked to the IMU and a pair of four-piston Brembo calipers and 320mm diameter discs. Braking power is strong and progressive, with the ABS not the least bit intrusive—on the road at least. The basic Brembos may lack superbike-like performance, but they do a thorough job, and the R is incredibly stable when braking hard.

Meanwhile, that 895cc motor now complies to Euro 5+ emissions and is as punchy low down and through the midrange as it’s ever been. It’s not the most soulful of powerplants but it’s rich in torque and pretty much owns that real-world zone between 20 mph and 70 mph.The engine’s only blemish is its lack of top-end excitement compared to the competition. Like the best modern twins it enjoys a run through the rpm, and responds eagerly if you hold onto its gears (the optional Gear Shift Assist Pro is smooth and rapid). But there are some twins and triples that provide a bit more urgency on the top-end of the rev scale.F 900 XR on the RoadSwapping to the F 900 XR makes that criticism less valid given that top-end excitement is less important—even on a “performance” sport-tourer. As it does for the larger, four-cylinder S 1000 XR, BMW makes much of its sporting ability, but in reality, this is a bike likely to spend much of its time in the lower rpm and midrange, churning out brisk miles on the freeway. And in this context, the motor is fun and efficient, though we have yet to see how it performs with fully loaded panniers and a pillion.The F 900 XR sits taller on its longer-travel suspension (6.7-inch front and 6.8-inch rear compared to 5.3 inches and 5.6 inches) and predictably feels like a bigger and calmer motorcycle than the R. BMW has increased the height of the manually adjustable screen by 1.2 inches, which can easily be operated one-handed on the move. Hand guards now come as standard along with heated grips and cruise control for several-hours-at-a-time comfort.

Half a day in the saddle means we won’t test its outright touring ability, but I remained free from aches and tingles and, when the heavens opened, the taller screen protected my upper body from the worst of the rain. That said, I’m on the short side and taller riders may prefer an even higher screen.

The dash and switch gear are as per the 900 R and therefore class-leading. The XR doesn’t have the sporty pegs or riding position of the roadster, and its roomy and spacious ergonomics are welcoming to all shapes and sizes. The XR also benefits from a pair of lighter 17-inch rims and a lighter battery. Likewise the front fork is fully adjustable, and with optional ESA rear suspension system installed, the shock is, like the F 900 R, electronically controlled. Preload is electronically changed at a standstill, with options of rider, rider plus luggage, pillion, and pillion plus luggage, just like other big-capacity BMW ESA models. In contrast to the 900 R, the XR chassis feels long and less responsive, but nevertheless steers sweetly and is more than happy to take on a challenging road. The brakes, meanwhile, are as strong as they are on the R.

The XR isn’t as direct or sporty as the R, but that is to be expected. It is more comparable to sport-tourers such as the Yamaha Tracer and new Triumph Tiger Sport 800. When riding the XR in isolation, it’s hard to accurately place it in such a tight and competitive pack, but its quality finish, superb dash, fantastic torque, and low-end punch will win over many riders.Are Both the F 900 R and F 900 XR Improved for 2025The 2025 F 900 R builds on the qualities of the older bike, particularly its sporty but stable handling, which makes it as easy to ride every day as it does to hustle on the weekends. With lower bars and higher pegs, it is sharper and more eager. Its lighter rims make it a faster steering and more responsive machine while the fully adjustable fork gives more versatility should you want to soften the ride for the daily commute or give some bigger bikes the hurry-up on a trackday.Some may feel the twin lacks a little top-end excitement, and although the base price is very competitive, once you start to add some factory accessories and options, that number can shoot up fast.

The F 900 XR sport-tourer becomes more appealing with a higher basic specification, a taller screen, and hand guards as standard. Like the R, its TFT dash, switch gear, build quality, and overall level of finish are superb while lighter wheels and adjustable fork also sharpen the XR’s handling.Again, the price is somewhat misleading given that most owners will want to add ESA and some luggage as options, but if BMW had fitted some of the optional luggage to our testbike, I would have gladly ridden it thousands of miles or so back home from Spain.2025 BMW F 900 R Specs