safer and quicker than ever

The 2025 S1000R still uses the cast aluminium chassis from the RR and the Sport version comes with semi-active Marzocchi forks and shock. It’s a superb set-up that gives you lots of feedback in the wet with the suspension softened-off in Rain mode and maximum support and stability for pushing-on in the dry. It’s every inch a firmly-set super naked, but plusher and more compliant than the stiffer, more serious and aero-heavy M1000R. That adds up to a more fun and forgiving ride, especially on the road. Brakes hiss with stomach-churning power and feel, while standard Bridgestone S22s offer impressive grip, wet or dry.

A new electronic braking control system, which works alongside the R’s mechanical slipper clutch, keeps things under control under rapid deceleration. It’s particularly useful on a wet track with road tyres where it would be easy to ‘back in’ off the throttle, as weight transfers to the front of the bike. The rest of the rider aids get M1000R-inspired settings that are nothing short of excellent, from its smooth anti-wheelie to the accuracy of the Sport’s up/down quickshifter. The traction control that works away quietly in the background to keep you safe, even when the rear gets fruity on a drying Almeria track.

The frame relies on the engine to provide structural rigidity, yet both elements (and ancillaries like the exhaust, swingarm, subframe) are all lighter. The whole bike weighs a claimed 199kg: joint-class leader with the Triumph Speed Triple 1200 RS.

It’s narrower between your knees, and the handlebars connect you more directly with the front tyre. They’re adjustable for 10mm more forward reach from standard position, too. Suspension, the rear shock in particular has a larger damping piston for better control, and the DDC semi-active control option pulls data from a new IMU and acts upon refined settings to increase ride comfort as well as control.

It’s made the S1000R much more agile, more dynamic (the previous model was a bit staid and safe by comparison), and easier to control at town speed. Extra steering lock has reduced the turning circle by 1.5m, too. High-speed direction changes are just as easy as threading through a jam to the front of the queue.

On a circuit, it’s as capable as you could wish from a road bike, yet easy to ride. Ground clearance, grip, electronic rider aid intervention, stability, feel: you name it, it’s more than good enough, with the exception of the brakes, which are even harder to apply with any precision when you’re in the upper reaches of fifth gear.

Compared to most European super nakeds, including BMW’s own M1000R, the S1000R’s power figures still don’t jump out at you. The outgoing model, with its ShiftCam-less S1000RR engine made ‘just’ 163bhp and for ‘25 it produces an extra 5bhp, thanks to reshaped inlet ports and revised mapping.

But in the real world that’s still a boatload of power. Most of our Almeria laps are wet and even in Rain mode with its softer throttle response it still rockets out of corners and makes short work of its long back straight. As the circuit dries and we ramp up the riding modes the BMW accelerates even harder, but never it’s too much to control and that has always been the joy of the S1000R.

First used on the homologation special M1000RR, the 2025 S1000R, M1000R and S1000RR all get its quick-action throttle. The electronic twistgrip now rotates 58 degrees, rather than 72, making it easier to get to full throttle with less wrist movement. It saves you time and effort on the track, but its advantages will be far less at road speeds where you barely turn the throttle tube with so much power on tap.

It’s quicker to get the throttle fully shut from flat out, too. Traditionally a quick-action throttle is a one-way ticket to more instant and aggressive power, which you don’t always want when you need finesse, but thanks to the BMW’s friendly mapping, you can have your cake and eat it.

To give the S1000R even sharper acceleration, the gearing has been shortened by one tooth on the rear sprocket, to give a 17/46 final drive. It isn’t a big change, but enough to give the BMW an extra dash of urgency. As before it’s impossible to use all the revs in the first three gears without bumping into the wheelie control, anyway, or sending the front wheel skywards with the electronics switched off.

It does help the BMW pull harder in the upper gears, though and you need all the assistance you can get at high speed on a naked… not to mention neck muscles like a birthday cake. Now the S1000R delivers the perfect amount of thrust for maximum fun and control.

Giving motorcyclists what they think they want is fraught. After all, decades of sportsbike buyers shouting "More! Faster! Lighter!" has resulted in bikes so focused, few actually buy them. Super nakeds have provided some antidote to that, but those too are increasingly close to sportsbikes in terms of technology, and performance - Aprilia’s Tuono V4 and Ducati’s Streetfighter V4 in particular. They’re sportsbikes by any other name: if you’ve built a naked streetbike so fast that downforce from wings provide a measurable benefit, that’s a sign you’ve gone too far.

BMW took a similar route to creating the S1000R, from the S1000RR superbike. The frame, swingarm, suspension and engine are the same in general, with detail changes to suit the different usage. The two previous generations have remained at least 25bhp short of the sportsbike in output though, with more midrange, whereas the Italians favour less differentiation. It may satisfy keyboard experts who demand unadulterated sportsbike thrills with flat handlebars, but relatively few are sold.

The new S1000R may appear to have gone down that path: it has again taken its major componentry from the latest generation of double-R, which is packs over 200bhp at the wheel with more intense focus than ever. Refreshingly, it hasn’t and peak power remains the same as the old model: 165bhp.

The S1000RR uses Shiftcam technology, which provides two camshaft lobes for each valve – one with reduced lift for low rpm torque and combustion efficiency to satisfy Euro5, another that is engaged at 8000rpm to feed the motor’s hunger for fuel and air up to 14,000rpm. The naked does without the complexity, and redundant top-end power and a conventional camshaft profile matches the RR up to 10,000rpm before falling behind the superbike and revving to a lower 12,750rpm ceiling.

There are gains lower down, so the crucial area 'under the curve' is greater. At road speeds, more is available, and you don’t have to be riding at prison speeds to experience the best of it. It proves to be everything you’d expect from an S1000 derivative: grunty, urgent with a flat power curve and flawless throttle response. The first three gears haven’t changed, but fourth to sixth are all taller, even compared to the S1000RR.

The broad torque spread allows a wider ratio spacing – you rarely need to stab it down to get the response you need, and if you want to kick back and cruise, the rpm drop right down for reduced consumption and vibes. Which is just as well: unpleasant high-frequency vibes have plagued the S1000 series for years, and they’re not resolved here. Hold it above 7000rpm for too long and your fingertips won’t appreciate the buzzing they’re subjected to. But 70mph in top requires just 4000rpm, and creeping up a bit more for a brisk but not mickey-taking motorway still keeps it running at around 5000rpm.

The 2021 BMW S1000R is based heavily on the fully-faired S1000RR superbike. Being a brand-new model, it's hard to judge reliability, but BMW offer a three-year warranty and a strong dealer network.

What's more, our owners' reviews of the current RR superbike reveal five-star ratings for reliability, meaning you shouldn't have anything to worry about.

And finally, our 2021 long-term test of the BMW S1000R didn't highlight anything too concerning from a reliability standpoint.

You get a lot of performance and equipment for your money compared to European super naked royalty, but Honda’s CB1000 Hornet SP will put just as big smile on your face for less than 10 grand!

The base £13,760 S1000R comes with ABS, traction control, three riding modes, LEDs, hill hold control, TFT colour dash and a race-shift-ready gear lever. The £15,750 S1000R Sport test bike adds everything from electronic suspension to extra riding modes and heated grips. Our test bike is fitted with extras, adding to the price (£17,540).