REVIEW TWIN TEST | 2025 BMW F 900 R + F 900 XR

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In the increasingly competitive middleweight market, BMW has delivered on its promise to never stop challenging

BMW has updated its popular F 900 R and F 900 XR middleweight twins – with both machines receiving similar modifications and parts. Both models get lighter wheels. Both get completely a new fully-adjustable upside-down fork. And they get a slimmer rear end, bold new colours and graphics, plus a lighter 0.9kg battery.

The 2025 XR is available in Red, Triple Black or Sport as tested. The naked R comes in Blue, Triple Black and Sport.

While the F 900 R is, seemingly, a naked roadster and the F 900 XR a sporting cross-over with longer-travel suspension, they share the same 895cc parallel twin engine and steel ‘shell’ frame as well as many cycle parts. The engine remains the same for 2025, producing 77kw (105hp) at 8500rpm and 92Nm at 6500rpm, but there’s a new Dynamic riding mode in the standard package, while Akrapovic now supplies a factory option silencer for both models that reduces the weight by 1.2kg.

Where the two differ is in their final set-up and detail tweaks. The F 900 R naked sheds 3kg and has a more aggressive riding position; the XR has a new, 30mm higher screen, heated grips and the adaptive Headlight Pro.

Both bikes share the same eight-valve DOHC parallel-twin, producing 77kW (105hp) at 8500rpm and 93Nm at 6750rpm. Both bikes can be restricted to 35kW (48hp) for some market requirements.

The expectation is that while a new fork, lighter wheels and a battery are common to both, the track-capable R should be sharper than before and the XR even more capable at batting out some big kays. AMCN flew to sunny Almeria in southern Spain to spend a long day jumping between the two new models.

BUILDING ON QUALITY

In recent years, BMW has become a little bolder with its design, pushing the boat out when it comes to colour options, and the new R and XR follow this trend. The R and XR look striking and up for some fun in the new Sport livery of racing blue and ‘lightwhite’ which, along with red wheels, will add a further $1300 or so to your invoice.

Both models get a fully-adjustable front fork but it isn’t linked to the electronically controlled rear suspension

As usual, build quality, detailing and overall production standards are high, especially when you consider the F 900 R is priced at a tad over $17,000 ride-away and the XR at just over $23,000 ride-away, in line with or cheaper than much of its competition. However, those base prices don’t tell the full story because, once you add the optional Comfort pack and Dynamic pack plus a few extras like a centrestand, those prices can soon rocket. Our test F 900 R comes in at around $26,000 and our XR at $29,000, considerably more than the Japanese and European competition.

Brembo brakes might lack the bling of some rivals but they work perfectly

I was particularly keen to ride the updated F 900 R as the last time I rode one was in a round of the British F 900 R Cup, a one-model series that runs alongside the British Superbike Championship. It might seem like an unusual decision for BMW to produce and promote a race series based on the F 900 R, but the action is non-stop and elbow-to-elbow, and I was impressed by the performance of the race-prepped R.

It appears BMW has taken some inspiration from the series as the 2025 ‘bars deliver a more poised riding stance and the ‘pegs are farther back, more suited to a sporty ride than a typical middleweight naked. They are not radical or uncomfortable, though, and the Beemer twin is still easy to handle at slow speed and around town, but now hints that it could be more fun in the mountain passes or on a racetrack.

The XR gets a 30mm higher windscreen, heated grips and the adaptive Headlight Pro

The TFT display remains unchanged, along with switchgear and a navigation wheel that are among the very best on the market. That dash is informative, easy to navigate and clear to read, while the optional cruise control and standard heated grips add a sense of high-end sophistication which, once out of town and up in the hills, contrasts nicely with the R’s more aggressive and mischievous approach to life.

Indicators and tail-lights are combined into the same unit as on other BMW models

The switchback-heavy roads around Almeria were the perfect playground for the lighter 2025 F 900 R. The new riding position allows you to attack unfamiliar roads with more focus; it feels more natural to hang off, so much so that at times I wished I’d packed race leathers, not a jacket and jeans. The steering is direct and accurate, the chassis stable, and on the test bikes shod with sporty Pirelli Diablo Rosso Corsa IV rather than not-so-sporty Maxxis alternative, my confidence levels were sky high as the bike carried loads of natural corner speed through the turns.

Both models now come equipped with a fully-adjustable upside-down fork as standard, meaning rebound and compression damping are now tuneable as well as spring preload. Fork settings differ between the XR and R.

Changing between the three riding modes – Rain, Road and Dynamic – alters the rider aids’ intervention levels and throttle character and, with optional Dynamic ESA installed, electronically adjusts the rear suspension too. However, the now fully adjustable 43mm fork is manually adjustable only and therefore remains in whatever settings have been dialed in, no matter which mode is selected.

It is a slightly unusual situation to have a semi-active rear and conventional front end, but it seems to work. You can certainly feel the difference in rear damping between the modes. Dynamic offers a genuinely taut and responsive ride, while Rain and Road mode are plush and comfortable – but, as noted, that all-important front-end feel stays constant.

A great place to sit and admire the world while you crank out the kays on the XR

One advantage now is that, should you wish to take the R to the track – which it’s more than capable of – you can tweak the front fork to compensate for harder riding and sportier rubber.

ABS Pro now comes as standard and is linked to the IMU and strong Brembo stoppers and 320mm diameter discs. Braking power is excellent, the ABS is not intrusive, and the whole set-up is lean sensitive. The Brembos may lack some bling compared to some of the competition, but they do an excellent job, and the R is incredibly stable when braking heavily.

Akrapovic supplies a factory-approved optional silencer for both models that reduces the overall weight by 1.2kg

The eight-valve, DOHC parallel twin has received a tweak to comply to Euro 5+, but nothing more. It’s terrifically punchy low down and through the mid-range. With the TC removed, which can be easily done on the go, it happily pops the front wheel up from virtually zilch rpm, much like a big single. This is an engine defined by its midrange torque, that drives hard past cars and makes you wonder why anyone wants more on the road. But it loves a few rpm, too, and responds eagerly if you chase the revs and have some fun. The optional Gear Shift Assist Pro is smooth and rapid as you work through the six-speed gearbox. Its bark isn’t bad either.

Our tester says having that BMW navigation wheel on a range of its models is “like walking into a welcome at my local pub”

The engine’s only slight blemishes are its lack of top-end excitement when compared to the competition. Yamaha’s MT-09 triple makes a bucket load of midrange torque but also a superior 87kW (117hp) and does so higher in the rev range at 10,000rpm. KTM’s 990 Duke and Triumph’s Street Triple 765 R also churn out plenty of grunt but are also more powerful than the BMW and, as a result, more fun in a sporting context.

Jumping to the XR, that criticism is less valid given that top-end thrills are far less important on a sports-tourer. Instead, you spend much of the time in the lower rpm and mid-range – crunching big kays on the freeways and sweeping A-roads or pulling hard up an alpine pass. And, in an XR context, the engine is simply a lot of fun, efficient and strong.

Cast alloy wheels on both test models were fitted with Pirelli Diablo Rosso IV tyres

The F 900 XR sits taller on its longer-travel suspension (170mm front and 172mm rear compared to 135mm and 142mm) and immediately feels bigger and calmer. BMW has increased the height of the manually adjustable screen by 30mm, which can easily be operated one-handed on the move. Handguards now come as standard and, with heated grips and optional cruise control, it’s a happy place to sit for several hours at a time. We didn’t get any prolonged motorway miles to test outright comfort but initial impressions are promising. I was niggle free. We did hit a small rain shower, and the new larger screen managed to deflect most of it away from my upper body (that said, I’m on the short side and taller riders may prefer an even larger screen).

Chin fairing under engine is another nice touch

The XR doesn’t have the sporty ‘pegs or riding position of the R, instead its roomy and spacious ergonomics should be good for all sizes. If BMW had fitted some of the optional luggage to our test bike, I would have gladly ridden the Beemer all the way back from southern Spain to my UK base.

Like the naked R, the dash and switchgear are class leading. Admittedly, once you have ticked a few boxes on the XR’s configurator it becomes pricier than the competition, but onboard it oozes quality and every time I throw a leg over a BMW and see that familiar navigation wheel it’s like walking into a welcome at my local pub.

That distinctive headlight is an F 900 signature feature

Like the R, the XR benefits from a pair of lighter 17-inch rims and a lighter battery, too. The longer front fork is now fully adjustable and, with optional ESA rear suspension system installed, the shock is again electronically controlled. You can electronically change the pre-load to compensate for luggage, pillion, or both.

I was rather surprised by the handling of the XR as in many ways it feels long and stable – bigger than it is – but equally it steers sweetly and is more than happy to rip up a mountain pass. The brakes, meanwhile, are as strong as they are on the R.

USB charging is standard on both models

The XR isn’t as direct or sporty as the R, but that’s to be expected. It’s more comparable to its closest competition like 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 the XR’s quality feel, superb dash, fantastic torque and low-end punch will win over many riders. Like the R, it perhaps lacks a little excitement and top-end power compared to the competition, and there’s the question of how it will perform when fully loaded with luggage and pillion. Will 77kW (105hp) be enough? Or is 117hp from the Yamaha or 113hp from the Triumph more tempting?

Optional soft cases for the XR

BMW has not reinvented the wheel with the F 900 R and F 900 XR, but simply tweaked each bike to make it competitive as the competition grows stronger. With lower ‘bars and higher ‘pegs, the R feels much sportier than before. It’s shed some weight, runs less unsprung weight thanks to lighter wheels and now a fully adjustable front fork gives more versatility should you want to soften the ride or take the R to the track. The new bold colours look great in the flesh and the styling tweaks make it easily identifiable as the 2025 bike.

In other words, the new R builds on the qualities of the older bike, particularly its predictable and stable handling that makes it as easy to ride every day as it does to hustle. It wears a high level of finish and has excellent rider aids that can be removed or reactivated on the fly. Some riders may feel it 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 attractive base edges up alarmingly.

Deactivate the traction control and you can do this all just using the throttle

The XR isn’t a drastic step forward either, but BMW has made its middleweight sports-tourer more appealing with a higher basic specification, a taller screen and handguards as standard. Like the R, its TFT dash, switchgear, build quality and overall level of finish are high, while lighter wheels and an adjustable fork also sharpen the XR’s handling. The base price is attractive but, again, that is somewhat misleading given that most owners will want to add ESA and some luggage.

PROS – Subtle tweaks signficantly upgrade two models to offer all you need for real-world rideability.
CONS – Engine lacks the top-end rush of many rivals in this segment. Extras quickly add to the base price.

OPTIONAL EXTRA$

AS EVER, it’s easy to get carried away with factory accessories, which can be purchased individually or in packs. (The prices listed here were provided at the international launch.) The R has the optional Dynamic Package, $A1760 (Ride Mode Pro, Gear Shift Assist Pro, Dynamic ESA), and the Comfort Package, $A1214 (cruise control, keyless ride, heated grips). The XR’s Dynamic package, $A1760, is the same but the Comfort Package, $A1730, is slightly different (cruise control, keyless ride, case holder, preparation for navigation and a taller windshield). New to the accessories is an Akrapovic sports silencer, which saves a further 1.2kg.

SPECIFICATIONS

ENGINE
Capacity 895cc
Type Water-cooled, 4v per cylinder four-stroke, twin-cylinder
Bore & stroke 86mm x 77mm
Compression ratio 13.1:1
Fuelling Electronic intake pipe injection/digital engine management system: BMS-X with throttle-by-wire
Transmission Six-speed, quickshift up/down optional
Clutch Multiplate clutch in oil bath, anti-hopping clutch, mechanically operated
Power 77kw/105hp @ 8500rpm (claimed)
Torque 92Nm  @ 6750 rpm (claimed)
Top speed 1225km/h (est)
Fuel consumption 4.2L/100km

ELECTRONICS
Type: Bosch
Rider aids: Lean sensitive ABS and TC
Rider Modes: Rain, Road and Dynamic
Frame: Bridge-type, steel shell construction
Rake: 26°
Trail: 114mm (105mm XR)
Wheelbase 1514mm (1523mm XR)

SUSPENSION
Front: 43mm, USD, fully adjustable,135mm (170mm XR) travel
Rear: Single rear shock, rebound and preload (optional ESA) 120mm
(142mm XR) travel

WHEELS & BRAKES
Wheels Cast aluminium
Front 3.5 x 17in
Rear 5.5 x 17in
Tyres Pirelli Diablo Rosso IV/Maxis (Continental Road 4/Michelin Road 5)
Front 120/70 X 17
Rear 180/55 x17
Brakes BMW Motorrad ABS Pro
Front: 2 x 320mm discs, radially mounted Brembo calipers
Rear: 265mm disc, single-piston caliper

DIMENSIONS
Weight 208kg wet /199kg dry. (222kg/206kg dry XR)
Seat height 815mm (820mm XR)
Width 809mm (920mmXR)
Height 1130mm (1416mm XR)
Length 2140mm (2160mm XR)
Fuel capacity 13L (15.5L)

SERVICING & WARRANTY
Servicing 10,000km
Warranty 5 years

BUSINESS END
Price $17,282 ride-away ($23,143 XR)
Colour options: Snapper Rocks Blue/ Triple Black/ Racing Blue/Lightwhite
(Racing Red, Triple Black, Lightwhite/Racing Blue)

CONTACT
Bmw-motorrad.com.au

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