What’s the most competitive sector of the new-bike market right now? Well, it’s elbows-out in pretty much all segments, but the super-naked class surely ranks among the most hotly contested at the moment. The Ducati Streetfighter V4 S, Triumph Speed Triple RS, and Honda CB1000 Hornet are all new or fundamental updates for 2025. Aprilia has a refreshed Tuono V4 1100. Yamaha’s MT-10 is still throwing heavy punches; ditto for KTM’s Super Duke. Near-superbike performance with more comfort makes these machines more compelling than ever.In a bid to keep its S 1000 R competitive in this febrile environment, BMW has toweled down its long-running street brawler, pushed the mouth guard back into its mouth, and sent it out with a raft of carefully chosen updates. And it comes out swinging.

Peak power is up a modest 5 hp to a claimed 170, but shorter final gearing is designed to maximize its effect. A new quick-action throttle is lifted from the 200-hp M 1000 R, while rider aids and all other electronics have been optimized, and BMW has added a new MSR engine-brake control. There is a new twin Splitface LED headlight, a new rear end, and brash new palette of colors—which we think look great in the flesh.2025 BMW S 1000 R Pricing The base S 1000 R is $15,440 but the Sport Style edges it up to $15,885. Our test bike with the Premium Package and bar-end mirrors brings the total to $18,435. The Premium Package adds Ride Modes Pro, Dynamic Damping Control, Gear Shift Assist Pro, cruise control, keyless ride, heated grips, an engine spoiler, and tire pressure monitors. This price does not include the Akrapovič muffler fitted on our test unit, as it’s only an option with the $3395 M Package in the US market. With that box checked you get M Motorsport paint, the muffler, M GPS Lap Trigger, M forged wheels, M lightweight battery, and M endurance chain. If you were to go all out on the configurator, the result would be a motorcycle that is just a tick over $24,000.

Track TestCycle World traveled to the Almeria circuit in Spain to test the new S 1000 R, but with the stormy weather against us, our sessions were hampered by challenging (but fun) conditions. The prospect of riding a 170 hp super-naked in heavy rain on standard Bridgestone Battlax Hypersport S22 rubber might not appeal to many trackday fiends, but despite its pugilistic image, the S 1000 R has become a thoroughly refined road bike. In Rain mode, power and torque are reduced, throttle response is softer than a comfy cushion, and rider-aid levels are set to near maximum. Rider cossetting was further enhanced by (optional) heated grips set to maximum.

With standing water pooling on every apex, the treacherous track surface highlighted how easy the new S 1000 R is to ride. With all its sharper edges rounded off by Rain mode and a peak of just 100 hp, I could simply plot a route around the puddles and work out my line for the day. Despite all its electronic technology, there’s a pleasing old-school rideability to the S 1000 R. It’s willing, responsive, steers sweetly. It sits you on top and in charge—those wide flat bars just-so—and sounds gruff and potent like all the best inline-four superbikes always have. There’s excellent feedback via the Dynamic Marzocchi suspension, while those Bridgestone S22s are full of feel and grip. As confidence grew and the pace increased, the lean-sensitive traction control will intervene, but the real work is being done by the outstanding lean-sensitive ABS and Brembo brakes. Every lap I could brake later and later without drama, with just a mild pulsing on the lever to let me know the ABS was doing its work.

For the next session Road mode was called up, which gives full power and lower levels of rider-aid intervention and puts the electronic suspension into a road setting. The jump from Rain to Road comes with a slap-in-the-face step-up in power, and now the S 1000 R will absolutely chew up the back straight. Compared to the elite club of 200-hp super-nakeds, the S 1000 R’s 170 hp may feel a little beige but, goodness me, at the end of Almeria’s long 1-kilometer (0.6 mile) straight it was still accelerating as the wall of air was trying to rip my head off my shoulders. Super-nakeds are rarely calm; use their performance and the world quickly falls into a chaotic mess of noise and speed as your visor tries to squash your nose flat. For that reason, it’s unsure if I could feel that extra 5 hp at the end of the straight. With a larger 46-teeth rear sprocket installed the new bike feels sharper out of slow turns while its quick-action throttle adds racebike finesse. An updated and even quicker (but only optional) Shift Assistant Pro quickshifter only adds to the intensity, precision, and quickness.

BMW claims that the updated S 1000 R test unit has a dry weight of just 439 pounds fully fueled. With the M Package selected and its forged wheels installed another 6.7 pounds are removed. The steering is certainly light and there’s a fresh responsiveness to the way the bike changes direction too. It’s easy to ride yet sharper—very un-naked-like.

Back to the S 1000 R’s rideability. Even at a soaking racetrack on road-legal tires, it wants to help and have a blast. The electronically controlled Dynamic suspension doesn’t possess the midcorner vagueness of some semi-active systems. Instead, there’s great feedback that boosts your confidence and turns a wet surface into a challenge to be enjoyed.

By the late afternoon we finally had a (nearly dry) track. In Dynamic mode the S 1000 R is a different animal to the Rain-mode bike from the morning. The 999cc inline-four has a glutinous spread of midrange torque for everyday bossing, but it also loves to rev, and that super-slick shifter allows you to explore every last one of them. The gearbox and shift are super slick, meaning you can back-shift, even at high rpm, without any disturbance in the driveline. On the back straight, there’s the wailing drama of the (once again, optional) titanium Akrapovič silencer, which sounds so good it should be available on Spotify. In proper trackday mode, the S 1000 R is still ridiculously easy to ride—the standout reason being the rider aids, which have been tweaked and optimized to work with the S 1000 R’s extra power, shorter gearing, and quick action throttle. The lean-sensitive TC allows—and encourages—manageable power slides in second and third gear, which may sound like a road tester bragging but is nothing of the sort. It is simply confidence-inspiring electronics making the once impossible possible.

Each lap you’re encouraged to explore the changeable levels of grip, to get on the power sooner with more lean angle, before the TC picks up the pieces and controls the slide. The awful weather meant we weren’t able to fully explore and trim the new MSR engine-brake system, but initial impressions are impressive. Meanwhile, up front, those Brembo calipers and 320mm discs deliver power and excellent feedback. Despite some heavy abuse, they remain consistent. Is BMW’s S 1000 R a Contender?In damp conditions, the updated S 1000 R’s blend of electronics, geometry, tires, and chassis delivers a hugely enjoyable ride. I loved the easygoing way it makes speed. And guess what? Despite the absence of enormous aero wings, stability is also excellent.

Despite its road-going focus, this was a mainly wet track-only test so our verdict is incomplete without a ride on the road. We know that the 2024 S 1000 R is an excellent road bike, and the updates to the 2025 bike should translate well. The throttle now has less travel, but this does not mean it’s snappy as the Beemer’s fueling is as measured as before. The shorter gearing and slight increase in power gives it a little more kick in day-to-day riding, and the class-leading dash and switch gear, which make all the rider aids usable in the real world, are as intuitive as any.

On track, S 1000 R’s motor may lack the top-end of some of the competition, but 170 hp is more than enough for most of us mortals. It is seriously rapid and, crucially, seriously versatile too. We were able to trim the bike precisely, allowing us to tiptoe around in low-grip conditions and to put in a few hot laps in near perfect conditions when they presented themselves. Meanwhile, the finish and detailing are premium class and help justify the price. In the current crop of streetfighting nakeds, the BMW S 1000 R may not have the heaviest hands but it has the finesse to take the fight to the competition. 2025 BMW S 1000 R Specs