BMW have launched their latest track and road weapons for 2025, with the new S 1000 RR and M 1000 RR unveiled under lights at Sydney Motorsport Park. Both super sport models receive minor upgrades over their predecessors.
On hand were each of the four S 1000 RR variants (Standard, Sport, Race and M Sport), but before we dive too deep into what they’re like to ride, it’s worth taking a quick look at the new features for 2025.
Inspired by Toprak Razgatlıoğlu’s success in World Superbikes, culminating in his championship victory, we see additions and innovation trickle down from the race bike, including a new front-wheel cover design, with brake ducts.
There’s a new quick action throttle which reduces the angle of rotation by 14 degrees (down from 72 to 58). In addition, Riding Modes Pro now comes standard across the range, as well as the introduction of the winglets that first appeared on the M 1000 RR last year.
Throwing a leg over the M Sport variant for session one, we leave pit lane and head for turn 2. The first few laps are set for warming the tyres, before we launch into full attack mode and unleash all of the fury we can muster on the new bike.
To the track then, and for the first session we utilised Dynamic mode, a pre-determined setting that we had plenty of experience with during our many sessions with both Mega Ride Days and California Superbike School.
Immediately, the front grip is evident as we lay the bike into the corners. The new throttle has a shorter pull to extract maximum power and there is just the right amount of electronic rider aid intervention as we hustle the RR out of the corners.
Its potent inline 4-cylinder engine still produces a not too shabby 154kW, which when combined with sophisticated electronics provides very useable power and an exciting riding experience.
Providing excellent drive out of the corners and potent top end speed in a straight line, our first session aboard the S 1000 RR left us wanting for nothing. Session two would have us spend some time with expert riders setting up the bike to utilise the new Race Pro modes.
These allow the rider to customise combinations of throttle response and engine torque, as well as the engine brake and hill start control pro functions. There are five levels of adjustable ABS in the Race Pro modes, as well as a Slick setting.
Dynamic brake control (DBC) is also a new standard feature for 2025. We had been assigned the M 1000 RR for this session, which features a significantly revised engine. Its peak output is now 160kW.
The power enhancement is due to newly designed full-shaft titanium valves, an increase in the compression ratio to 14.5:1 (previously 13.5:1), new oval-shaped intake and exhaust ports, adapted airbox geometry and a modified combustion chamber shape.
Larger throttle valves also feature on a bike that lifts the track experience to a new level. Even a rider such as yours truly, who enjoys a track session as much as the next bloke, has found a whole new level of joy in his life.
Hell, we might have even discovered the meaning of life. Piloting the M 1000 RR around SMSP is one of life’s great wonders, and this bike is so good that it makes the average rider quicker. It does rev a little hard though, and has a minimal power gain over its sibling.
The trade-off is that it’s probably the best handling and braking bike that this writer has ever ridden. All good things must come to an end though, and before we knew it, we were back in pit lane, albeit buzzing about how good the session had been.
Session three put us on the Race variant of the S 1000 RR, where we would use the same programming from the M 1000 RR in Race Pro mode to set the bike up. It’s worth noting that some of these settings can be adjusted on the fly too.
Draped in Bluestone Metallic, it’s a good looking machine. On track, the Front brakes work exceptionally well, especially under heavy braking in turns 2, 6 and 9. There is plenty of feel and capability, and it’s certainly confidence inspiring.
According to the professionals, the new brake cooling ducts are another key aspect in optimising aerodynamics and are integrated into the new front wheel fender. They reduce the brake temperature during track use.
In-turn, this enhances performance by providing more consistent brake pressure. However they wish to describe it, we’ll simply call it epic. In fact, that term pretty much sums up the whole on-track experience of riding these bikes.
For our last session, we would sneak ourselves back onto the M 1000 RR for one last hurrah. It is fair to say that this particular rider was starting to run out of puff, but he didn’t care – such was the fun we were having.
As our track time came to a close, we were left wanting more time on the bikes, all of them – proof of their capability and the enjoyment they bring, quite frankly. BMW have taken an extremely good product and found a way to make them better.
The S 1000 RR and M 1000 RR deliver a pure beauty that isn’t the drool worthy horsepower figures, but rather the brilliance of the handling dynamics, the sophisticated electronics and a braking package that brings riders of varying levels an experience worth remembering.
The S 1000 RR is offered in Bluestone Metallic or Black Storm Metallic across the Standard, Sport or Race variants, while the M Sport option is offered solely in Light White/M Motorsport. Pricing starts from $26,680 plus on-roads.
The M 1000 RR is offered in two colour schemes, including Light White/M Motorsport for the standard variant, or Black Storm Metallic/M Motorsport for the Competition offering. Pricing starts from $54,690 and $66,450 respectively (both plus on-roads).
You can find out more about the M 1000 RR or the S 1000 RR on the BMW Motorrad Australia website, or by talking to your local dealership.
Our test bikes were provided by BWM Motorrad Australia as part of a media launch event, held at Sydney Motorsport Park. Images courtesy of SDPICS (action) and Matty Heyman (static).
